Steam Turbine Engineering - Forgotten Books

STEA M TURB IN E

EN G I N E E R I N G

T. STEVENS H. M . HOBARTE .M . , B .s e

.,

WITH 5 16 ILLUSTRAT IONS

NEW YORK

TH E M A C M I LLA N 0 0.

64-66 F IFTH AVENUE

LONDON : WHITTAKER AND 00.

1906

[All rights reserved]

T HK

9 9 9 6 9

OCT 8 1906

C901

PREFA CE

NOTWITHSTANDING the treatises on the Steam Turbine which havealready been published , there is still a distinct field heretofore notcovered. This relates to a consideration of the subject from thestandpoint of the purchaser and user. While the purchaser isonly incidentally interested in the theory and design of the steamturbine, he is deeply concerned as to the question of its economyas regards not only steam consumption but also fi rst cost andmaintenance. I t is, moreover, to him of great importance to bein a position to estimate the relative total costs and economy ofcomplete projects in which, on the one hand, steam turbines, and,on the other hand

,other types of prime mover are employed .

M anufacturers and D esigners become so absorbed in theirrespective occupations that they are apt to lose sight of, or nothave time to investigate, some aspects of the subject. Thus

,to

them also, we believe , our work may prove of service.

The authors wish to embrace this opportunity of making dueacknowledgment of the assistance rendered them by designers,manufacturers

,and users.

In the former class should be mentioned Professor Rateau ,

D irectors Zoelly and O . Lasche, M . Sosnowski, M r F. Samuelson ,

M rWm. Gray, M r August Kruesi, and M r Konrad Andersson.

The list of M anufacturers who have placed data at our disposalincludes — The Socié té de Laval of France ; M essrs GreenwoodBatley, Leeds ; The de Laval Steam Turbine Co.,

Trenton,N .J The

Maschinenbau-Anstalt Humboldt,Kalk

,near Cologne ; M essrs

Brown-Boveri Co. ; The Brush Electrical Engineering Cc.,Ltd. ;

Willans Robinson,Ltd. ; M essrs C. A . Parsons Cc . ; The

Westinghouse Cos. of Pittsburg and M anchester ; The GeneralElectric Co. of America ; The British Thomson-Houston Cc. ;M essrs Bellies M orcom ; M essrs Bumstead Chandler ;M essrs Browett, Lindley Co. M essrs Howden ; Messrs Van der

v

vi PREFACE

Kerchove ; M essrs Escher, Wyss St 00. The Hoovens-OwensRentschler Co. Gesellschaft fur Elektrische lndustrie ofKarlsruhe ; The Allgemeine Elektricitats Gesellschaft ; M essrsFraser Chalmers ; M essrs Turbinia deutsche M arine A g ; M essrsParsons M arine Steam Turbine Co . M essrs Babcock Wilcox ;M essrs W. H . Allen Co. ; M essrs Edwards Air-Pump Syndicate ;M essrs M irrlees

,Watson Cc. ; M essrs Wheeler Condenser

Engineering Co. ; M essrs Biles Gray ; M essrs T. Sugden,Ltd. ;

M essrs Klein Eng. Cc . ; M essrs Yarrow 8: Co.In supplyingus data regardingplants employing steam turbines,

and also (in order to obtain comparisons) regarding piston-engineplants, we are indebted to the courtesy of

M rW. J. Bache,Gloucester . M r Jas. D alrymple

,Glasgow .

S. E. Barnes, Cleethorpe. H . D ickinson , Leeds.

Ralph Bennett, Los Angeles, S. E. Fedden , Sheflield.

Cal. S. B. Fortenbaugh, LotsA . J . Bird, Guernsey . Road

,Chelsea.

R . Birkett, Burnley. O . F. Francis,Kirkcaldy.

C. N . Black,M etropolitan W. Alan Fraser

,Nelson.

S. R. Co. , Kansas City. W . Jensen,Chatham.

R. Blackmore, Stalybridge. C. Jones, Neseden.

G . A. Bruce,Lowestoft. F. A . Knight, M cKenna Co.

J. K . Brydges, Eastbourne. H . Tomlinson Lee,Wim

W . J . W . Bullock, West bledon.

Ham. C. F. Parkinson, Paisley.

C. D . Burnet, Carlisle. H . H . Perry , Brimsdown .

A . D . Chalmers, Gilling S. L. Pearce,M anchester.

ham. Geoff'

ry Porter, Worthing.

J. R. Chapman,Under A . H . Pott

,Brimsdown.

ground Electric Rys. Co. H . Richardson,D undee.

of London . Eustace Ridley, London.

G . Charleton, Kiddermin J. A. Robertson,Greenock .

ster. W . M . Rogerson ,Halifax.

A . T. Cooper,Reading. S. D . Schofield,

Shipley.

The Chief Engineers oi A . H . Shaw,I lford .

Alpha Place,Chelsea ; Barnes ; J. Shaw

,M ersey Ry.

Boston N .S.R. Co. , Lowell ; C. E . C. Shawfield, WolverBurton-on-Trent ; Harrogate ; hampton.

Quincy Point Power Station ; H. R Sinnett,Barrow.

Old Colony St. Ry. Co. ; Scar T. Robert Smith,Leicester.

borough E. S. Cc . ; Walsall. N . Swafiield,Reading.

PREPACE

Mr C. D . Taite , Salford. M r W . C. Ullmann,East Ham.

H. M . Taylor,M iddles S. J . Watson

,Bury.

borough . A . E. Whi te,Hull.

J . W. Towle, Lots Road, H . E . Yerbury, Sheffi eld .

Chelsea. J . W. Hendry, Victorian.

For permission to reproduce illustrations which have appearedin Proceedings of learned Societies, we have to express our thanksto the Secretaries of the Institutions of Civil Engineers, ElectricalEngineers, M echanical Engineers, Naval A rchitects, Engineers andShipbuilders of Scotland

,South Wales Engineers, and M anchester

Association ofEngineers. Also to The Electrical Review,E lectrical

World and Engineer, The E lectrician ,The Engineer, Engineering,

Power,The Street Railway Jo nrnal, Tramway and Railway World

,

gesamte a binenwesen,M essrs Babcock Wilcox , Machinery,

Technology Quarterly, Electric Jaw'

nal, D ie Turbine.

Our work has also been most distinctly promoted by the

cc-operation of M essrs Parshall and Parry, M r A . S. Garfield,M r C. W. G . Little, M r T. C. Elder, M r F. Punga, M r John Gray

,

M r A . G . Ellis, M r O. M . Kraus, M r T. S. Pipe, M r P. J . M itchell.M r John R Hewett very kindly collected the General Electric

Co.

’

s (of NewYork) data for us, and visited four Curtis plants to

gather further details ; and M r Eustace D own very kindly collecteddata on the Neasden plant, with permission of the ConsultingEngineer.

C O N T E N T S

1 . INT RODUCTORY

3. THE D E LA VAL TURBINE

4. THE PARsONs TURB INE

5 . THE CURTIs STEAM TURBINE

6 . RATEAU STEAM TURBINE

7 . TE E ZOELLY STEAM TURBINE

8. THE RIED LER-STUMrr TURBINE

9 . TR ! A. E . G . TURBINE

10. THE HAM ILTON-HOLEWARTB TURBINE

11 . THE ELBK'I 'RA STEAM TURBINE

12. THE UNION STEAM TURBINE

13. A BEOArITULATION or TEE PROPERTIEB or STEAM

14. CALORIrIc VALUE or FUELS

15 . TrrIOAI. REsUurs As TO STEAM ECONOMY IN MODERN PIsTON

ENGINEB

16. M EAN BEPREBENTATIvE REsULTs FOB STEAM TuRBINEs,

‘

AND

COMPAR IBON WITH REsULTs FOR PISTON ENGINEs

17 . STEAM PREssUB E,SUPERBEAT

,AND VACUUM IN PLANTS IN

OPERATION

CONTENTS

OHAP.

18. CONDENsERs

19 . FOUNDATIONS

20. BUILD INGs

21. BOILER AND SUrEBB EATER SURFACE INBTALLED

22. ExAMrLEs or STEAM TURBINE PLANTS

23. MARINE STEAM TuRBINEs

24. B IBLIOGRAPHY

Ap pEND Ix

iNDEx

STEAM TURBINE ENGINEERING

CHAPTER I

INTRODUCTORY

EXCELLENT steam economy is nowobtainable by the steam turbinewhen operated condensing, and improved manufacturing methods,stimulated by competition, are slowly reducing the first cost.Great initial savings in foundations, and in consequence of thesmall floor space required , are also sometimes effected by employing steam turbines. The Oil consumption is very low; and as no

Oil is present in the cylinders, there being no parts there requiringlubrication

, not only does the condensation become directlyavailable for feed water, but there is the further advantagethat high superheat introduces no diffi culties relating tochoice of lubricant. In sets of large capacity the steamturbine Offers advantagw in all these respects. In small setsthe steam economy is none too good , but the other advantageswill

,nevertheless

,often justify its use in preference to the piston

engine.Against these advantages must be set the great sacrifice in

economy when,through any cause

,a plant must be temporarily

Operated non-condensing ; also the greater outlay entailed forcondensing plant, owing to the supreme importance which thedegree of vacuum has upon the turbine’s economy. It is

probable that, with the better understanding of the methods Of

employing superheated steam, a given degree of superheat willensure a greater percentage improvement in the steam economy in

the piston engine than in the steam turbine. This, however,

2 STEAM TURB INE ENGINEERING

depends somewhat upon the type of steam turbine ; as does alsothe economy at light loads, with respect to which it may be safelyasserted that the piston engine is not excelled by the steamturbine, as has been so often incorrectly stated. In fact

,the

marvellously rapid progress which has recently taken place in the

development Of the steam turbine has already reacted to stimulatethe designers and manufacturers of piston engines, and markedimprovements are again becoming very evident in this class Of

steam engine.High speed— the very feature which has led to the small size ,

weight, and (to a less degree) cost Of the steam turbine— has alsobrought with it disadvantages, especially as regards the design Of

direct-connected electric generators ; and the present tendency isto reduce the speeds, as far as considerations of steam economypermit. It would probably be good practice, in spite Of increasedsize , to work at speeds well below this point, since a slight sacrificein steam economy would be more than offset by the far moresatisfactory results, not only in the design of the electrical apparatus, but also in the mechanical design of the turbine itself.There is thus a large array of considerations requiring detaileddiscussion.

Parsons and de Laval were the pioneers in the development Ofthe commercial steam turbine

,and it requires no further justifica

tion that the description of their designs is given precedence inthe following chapters.

In the immediately succeeding chapters are given descriptionsof the turbines of the remaining leading types.

These descriptive chapters are followed by a recapitulation ofthe properties Of steam

,with new tables and curves to suit

present requirements, and data tabulated for convenient com

parison and reference on various electricity supply plants and

marine steam turbines.

Cost — As yet the steam turbine, as regards first cost, issomewhat more expensive than the piston engine. In a paperentitled The Steam Turbine

,

l Chilton gives £3250 as the cost ofprime mover and generator for a 500 kilowatt set, whether Ofthe piston-engine or turbine-driven type. This works out at£6

,58. per rated kilowatt. Includingcondensing plant, the piston

engine plant is increased to £7 , 68. per kilowatt, as against £7 , 88.

per kilowatt for the turbine plant.

Proc. Inst. E lcc. Engrs” vol. 33, pp. 587—601, Feb. 2, 1904 .

IN TROD UCTORY

Other accessible cost data is as follows

TABLE IA .

Date.

1Whitby U.D .O. Ordered 1905 Parsons

Turbo-generstor only 1 000

denser, twomotordriven pumps

3Watford U.D .C. Tender 1904 Includesexoiter, cOn 1 500

denser, air punip,circulating pump

‘Derby Ordered 1905 Parsons 7's 1 500

1904 615 Turbo-generator snd 1 750condenser plant

1 750

1 E lectrical R am , 11,9 E lectrician, 105 , Electrician ,

3 Electrical Engineer, on ,

4 Electrical Ea ten, 755, mama: Engineer, Electrical R m ,213

,

TABLE I II. — 1900. CAM BRIDGE ELECTRIOII ‘Y SUPPLY 00. Two 500K.W.

Reciprocating Engex clud ing Condensers and Pumps.

Parsons

shout

sum-I3 World and Engineer, March 51 , 1900, p. m .


Costs of some Turbo-Generators and Condenser

Planta— Tho prices that have appeared in the electrical press in

the last eighteen months are included below with as much detail aspracticable. Unfortunately, such information is generally published without specifically stating what is included.

Tenders for four sets, each 65 kilowatt, 110 volts, were discussedin M arine Rundschau for January 1904 in dealing with ProfessorRiedler

'

s paper Ueber D ampfturbinen.

”Reciprocating engines

were ordered.

TABLE I I . —PR Icns or 65 K .W. TURBO-DTNAMOE AN D

REOIPBOOATING SETs.

Weighlta

o

tfedSet

“if"i i i?

”it .w.

Marks 33.

Piston en

gne and d 116

Riedler tumpf.dynamo . N M 1340 17 1 376

Parsons Turbo dynamo 16-55 1440 188 4 l °4

Parsons “as it mi ht have 17 1 37 6been if the tur ine hadbeen des

'

ed 0 5 metrelonger (a ut 20 ins.)

TABLE I I IA .

Date. Tenderer.

Greenock Tender 1904 Brush not stated pos

Henley (Steffi) Tend’r1904

3StMarylebone Tender 1904 Parsons Rating not etatated.

Apparentl

gvcondensers and four500 K .W. with 2

condensers. If as

Stepney Ordered 1905

2 E lect. Rea . p. 144,

B loc. E rma, p. 724 ,4 Electra, p. 047 ,

INTROD UOTORY 5

TABLE II IB.

Purch ser. Date

|1m i Corporation . Ordered 1003 Willapa i T 1000 law.

3 Leeds Corporation 1904 CuBrt

és

n2 1000

aNorth Mott . ans. Co. , 1005 Brain'

s 1000Wills-denl Bloc. Times, 248, 2 Electrician , 445 , sons/0s. a 13733 . Times, 774,

TABLE IV.

per Rated K .W.

easingPian

4:

per

Ton

Number

of

Units.

Rated

K

W

Rhenanlan West halianl lech 'lcity Wor Essen,b Brown-Dover! 6

x0

3.Power, p. 407 , July

A certain Reciprocating Set”33

05 .

B . T. It By. J .,

Curtis Bet erected .

Am. B. B . A. ,

Tenders on 1000 Kilowatt and 1500 Kilowatt Sets.

The various tender prices (in at and decimals) for the followingplaces are tabulated. The accepted price is in bold type in each

TABLE V.— TURBO-GENERATORs.

Phases. Cyciu . Volta

Poplar Condenser plant andsteamexciter.

Condenser plant ande armature.

0iy‘lp

ne condenser

gt and switch

Oondenser plant andexeiteran

pd switch

Condenser plant and

exciterand switch

Condenser plant and

exciterand switch

8 STEAM TURBINE ENG INEERIN G

TABLE VIL— C‘

ourt ET r. POWER-HOUBE COsTs PER RATED K.W. INs'

rALLsD ,I N

D EC I M ALs or A POUND .

Mrw. 0. Census. 170mm",A R 6“

.

0 Power“33casing Engine P M 8. 3m Tug.

bins Plant,Thornhiil,

Maximum . M inimum. 0000K.W.

5

Plant

,

Reciprocatin

Turbine

Plant

K.

W.

LandFoundationsSidingsRoadwaysLanding

y8

Ch'

gi

llzting ater Intake and

Buildings . 15°

Chimneys . l 2

Flues

Total of items 2 to 9

M ACH INERY

Settings3°C

SuperheatersStokers .

Drivers

BamomisersCoal Conveyor

Bunkers

$1311ConveyorP 08Coverin

FeedwaterHes i

l xcitersCondensersAirPumpsCirculating PumpsLift Pumpsg’gitchboard

h Gabi400 0-0

wer ouse cs

Comm,“ 6 00 I s 3 00 0-0

Travelling CraneIncidentais (as concrete 01 0-4floor)

Total of Machi itemsngineering superv 51071 and

contingencies 10 per cent.

Totai of items zto so . 132 50

Power-house perHorse-power

A fair average cost perK W . 105 21 0Transmission SystemSubstations K .W.

Probable costcomplete under £45 per ILW.

taking

43 Source of Data Electric Ra ilway Economics, by W. C .

Gotshall,

M ‘Graw Pub. Co .,

NewYork.

21 E lect. P ower June 1904 . Land for ten times this plant, £5500. See Ch. XXI I . fordetails Of this lent.2 M r Gotshall said in 1903,

“Steam turbine plants cost 70 per cent. Of above marimum, an will

probably be much lesswithin a fewyears.

https://www.forgottenbooks.com/join

10 STEAM TURBINE ENGINEERING

TABLE IX.

I

Cost ofCondensing Plant. 1 P“;am} ?

Barometric 253. to 3os.

Surface Condenser includingCentrifugal t pumpAn air-cooler 308. to 405 .

Single-cylinder dry vacuum

Centrifugal circulating pumSurface Condenser

,including

30s. to 405.

user Se. to 108.

1 FromM r G . B . Bockwood, before American Soc. M esh. Bum ,1904.

It is also of interest to reproduce, by permission, M r W. H .

Al len’

s costs of 1000 kilowatt condensing and non-condensing

Fm. 1.— Relative Cost ofCondensing Equipments.

plants, together with his curves of saving in running costs dueto use of condensers. These fix a definite value on the advantagesof using condensers.

I t is of interest to follow M r W. H . A llen further , as he gavedefinite fair commercial ” values to the saving (as a percentage ofworking expenses) due to condensing in different sizes of plantsup to the above 1000KW. His curve is reproduced in Fig. 2, bypermission, from the Proceedings of the Institution of Civil EngineersFeb. 28

,1905, p. 222,— Discussion on M r B . W. Al len

’

s paper onSurface Condensing Plants.

”

I NTROD UCTORY

TAe . L — MaW. H. ALLnN’s Couru Arrvs CAPITAL Cosrs AND Wosx mc

Coe're or 1000K.W. Conmmsms AND NON-COND ENSING PLANTS.

Proceedings, Institution of cm: Engineers, Feb. 28,1905, p. 221.

Cost in s pea° Rated K.W.

Capital Cost.

Non-condensing. Condensing.

Engine and dynamo Steam fl °5we.perK .W.H . 21 lbs. perL E E .

Four lbs. per hour Three lbs. per hour

Nab -upfeed

founds

Working Cost perm m . m days of 10hours.

Water at 9d. per 1000 galgs:

cent. loss gal ,1000gallons per hourmake up

urlons per for cooling tower 108

220 gallons per hourmake-up feed

Coal atms. per ton °

52 tons per 0 r 100tons per hourlbs. per K .W.H . 81 lbs. per K .W.H.

lbs. per B E E R .

0men

on £9885

Balance in favour of Con

per cent.

and superheat are the same in each case.

W eight— In the paper which has been already referred

to in this chapter,Chilton has given the interesting data set

forth in Table X I .

Cost per ton — The cost per ton, as derived from the datain the preceding paragraphs, is stated when weight is known.

Speed — For land plants it has come to be assumed thatthere is no alternative but to run steam turbines at speeds several

12 STEAM TURB INE ENGINEER ING

times greater than those of the highest-speed reciprocatingengines. One need not investigate deeply to discover that this isa hasty conclusion. Thus marine steam turbines are being builtfor speeds and weights differing far less than those from the

speeds and weights of piston engines. The tests of vesselsequipped with both types of engine have demonstrated that while

100 200

S IZ E OF UNITS K ILOWATTS .

Fm. 2.-Saving due to Condensing as a percentage ofWorking Expenses.

at high speeds the turbine vessels excel in economy , the steamconsumption down to fairly low speeds is but little in excess ofthat of the piston engine. For the Cunard liners nowapproachingcompletion the four turbines constituting the equipment of one

vessel are of horse-power,and run at a normal speed of 160

revolutions per minute.

INTROD UCTOR Y 13

TAnLn XI .— C ourAaArm Warenrs or PISTON ENGINES AND TURBINES

(sxo wsrvs or DrNANos), IN METRIC Tom , i s. IN Tons or 1000 Kes.

(2204 Lns.)

Weight of SlowOutput. speed Engine.

The fact that turbine vessels generally weigh practically as

much as vessels equipped with piston engines indicates that, whenrun at speeds comparable to the speeds of piston engines, theturbine loses its advantage of less weight. Nevertheless, it isfairly apparent that the turbine can be designed for good economyat far lower speeds than are commonly associated with it. Thisis most important

,since the dynamo would not only be better,

but ac tually cheaper, at lower speeds than those now customaryfor land turbines. For continuous current sets

,a radical re

duction of speed is essential before satisfactory sets of largecapacity will become practicable. For alternating current setsmuch more moderate reductions in speed will lead to satisfactorydesigns at minimum cost

,and one should differentiate between

high periodicity and low periodicity sets, the preferable speed forthe former being higher than for the latter.

Some data has been published by Grauert, showing the efl‘

ect

of the speed on the economy.

Emmett has also published tests showing the effect of speedon economy.

The Humboldt Co. have built 100horse-power and 150 horse


power turbines with two different wheel diameters, and theeconomy results for the 100 horse-power machine, at an absoluteadmission pressure of 13 kilograms per square centimetre saturated steam and a 92 per cent. vacuum, are given in Table XII .

TABLn XII .

Rated output in horse-power

D iameter of rotor in mm.

Speed of wheel in revolutions per

minute

Peripheral speed in metres per second

Full load steam consumption in Kgs.

per kilowatt-hour

From these results it appears that in this particular case an

330 264

264

Speed effects a.decrease of 100 x

25 per cent. in the peripheral

12

increase of 100 x

12 per cent. in the

steam consumption.

Also, for this 100 horse-power machine, from an inspection ofTable (p. the percentage gain in steam consumption due toan increase in peripheral Speed appears to be approximately thesame for all values of admission pressure of the steam.

Peripheral Speeds ofWheels .

—Practice varies greatly as

to the peripheral Speeds of the rotors of steam turbines. A numberof instances have been brought together in Table XIII ,

where are

also set forth,in some cases, the wheel diameters, the speeds in

revolutions per minute, and the centrifugal force at the periphery,in kilograms per kilogram.

Peripheral Speeds Pressure at Bearings.

— For Parsons’

turbines the product of feet per second and lbs. per square inch atbearings has been stated to be 2500 to 3000. In the BrushParsons 1000K .W. unit this product is 1500.

The peripheral speeds at bearings are stated for a few units in

Table XI I I .

INTROD UCTORY 15

Table XI II . brings together the peripheral speeds, centrifugalforce at periphery of largest circumference, and the rated outputper moving vane for some sizes of each type of turbo-generator.

TABLE XI I I .

i img 2 5 -m

u o

33 5 as5b M o

a: gE s 3n:

z a3

De h val

Parsons005

Westinghouse-Parsons

Curtis (vertical)

514 4 1

Rateau 100 00

225 uas1 02

0 8

Riedler-Stumpf

L BJ}.

Hamfl ton-Holswarth

3001 70 s.s. Vi'

i

ctnn'

an

s.s. Ca rmam‘

a

0 05

0-10


Revolutions per M inute. In Table X IV . are broughttogether, for turbo-generators of various types, the speeds and therated output in kilowatts for all sizes.

TABLB X IV .

Parsons. Bataan. L BJ}.

A.C.

1 800 760 0 000

1 300 I: 1 000


of the expression KW.H. has the advantage of having been

universally adopted throughout the technical world as an

expression for electrical energy , and it is equally suitable as an

expression for mechanical energy and for heat energy.

We believe that the advantages of expressing these three formsof energy in the same terms will appeal to engineers ; and while we

should have preferred the kilogram-calorie for this

universal unit of energy, we are convinced that but little headwaycould be made in a lifetime in replacing the British Thermal

Unit and the horse-power hour by the kilogram

calorie On the other hand, the engineering professionthroughout the world has shown considerable and often spon

taneous readiness to employ the kilowatt-hour not onlyas an expression for electrical energy , but, to a large extent, alsofor mechanical energy, and we do not anticipate insuperablediffi culty in promptly obtaining for the kilowatt-hour afairly extended use as an expression for heat energy. I t willbecome the task Of a later generation to substitute the kilogram

calorie as general unit Of energy, for the then universallyadopted kilowatt-hour

The horse-power hour need rarely be mentioned. So far asreference need be made to it in this treatise , we shall denote itby the letters H RH .

The same remarks apply to the foot-pound and the metrekilogram,

which are expressed by the letters ft.-lb. and m.

-kg.

respectively.

TABLE XV .— ENERGY, WORK AND HEAT UNrrs

,wrrn ABBREV IATIONs

AND CORRESPOND ING VALD Es ExPREsSED I N JOULEs.

l

Abbreviation . Value in 3011100.

1 kilowatt-hour l K .W.H .

1 kilogram-calorie l Kg.C.

1 kilogram-metre 1 Kg. m.

l horse-power hour 1 H .P.H .

1 British thermal unit . 1 B.Th.U.

1 foot pound 1 ft. lb.

The Joule may be defined as 107 ergs, or as onewatt second.

NOMENCLATURE 19

Practical Units for Power.— For unit of power we shall

employ the kilowatt to as great an extent as practicable,and often also the horse-power owing to the wide use

which it still unfortunately enjoys. The by which wedenote one kilogram-calorie (one Kg.C.) per second, will, we hope,ultimately come to be adopted as the commercial unit for power.It should

,however

,be given some appropriate name.

SO far as is reasonable,we shall endeavour to Often employ

more than one alte rnative unit in the text,tables

,and curves, and

we trust that this will render our work more useful to thoseaccustomed to particular units. We hope it will not encourageprocrastination on the part of any engineers in familiarising themselves with the metric system.

The following tables will be useful in transforming values fromone set of units to another.

TABLE XV I.— POWER UN ITS, WITH ABBREV IATIONS AND THEI R

CORRESPOND ING VALUES EXPRESSED IN WATTS .

Abbreviation. Value inWatts.

1 kilowatt 1 KW.

1 kilogram-calorie per second 1 Kg.

l kilogram-metre per second

1 horse power

1 British thermal unit per second 1

l foot-pound per second 1 ft. lb. 8. i'

366

TAB LE XVII .— EQUIVALENT VALUES FOR WORK, ENERGY AND HEAT

,

ExPRESSED IN D IFFERENT UNITS (ENGLISH AND METR IC).

K .W.H . i II .P.U . B .Th .U. Ft. lb.

1 K .W .H. is equal to 307000 2054000:

1 is equal to 000110 0001550

1 KgJ I . is equal to 000000272 000000005 000000

I H .P .H . is equal to 274000 3000000

1 B .Th.U . is equal to 0000203 02 52 107 0 0000003

1 ft. is equal to 00111001877 01111324 01 382 OW N S 0001285


Itmay be of interest to students to follow the deduction Of the value of

l K .W.H . in Kg.C. by converting through the British units, as this willset forth the interconnection of the various units employed.

746 watts=33,000 ft. lbs. per minute= 1 Bri tish H .P.

1 Kw. L999x ft. lbs. perminute .

( 46

ft. lbs. per second.

1 K.W. second ft. lbs.

1 K W. hour 3600x ft. lbs.

The mechanical equivalent Of l ft. lbs.,or 7 78 ft. lbs ,

raise

1 lb. ofwater 1° Fahr. at 60°

F . This is Joule’s equivalent.

2x 2-2 x ft. lbs. raise 1 Kg. ofwater 1° Cent.

3080 ft. lbs. 1 large calorie.

2654000K .W. h 0 .C.1 our

308086 Kg

TABLE XVIII .-EQUIVALENT VALUES FOR POWER ExPRESSED IN

D IFFERENT UN ITS (ENGLISH AND M ETRIC).

K .W. Eg.C.S. Kg. Ft. lbs. 8.

1 K .W is equal to

1 Kg.C.S. is equal to

l Kg.M .S. is equal to 000081 000284 001815 000930

1 H .P. is equal to

1 is equal to

1 ft. lb. s. is equal to . 0001350 01 303 0001235

TABLE X IX .

— LENGTHS.

l Statute Nautical Kiio 1 GermanP°°i ° “N M M iles . M iles.

mm metres . SeaMiles.

00330 0001304 i00001044 00040 00001040

3 1 0005682 0000493 9144/1i7 01110494

5280 1760 1 00684 16090 10093 00690

6080 2026 11 515 1 18532 10532 10007

32809 10936 0006214 0006596 0001 010054

1 kilometre 32800 10930 00396

1 German seamileI60750 20250 ll °i 507 00003 1851

-9

l

1

1

l

l

NOMENCLATURE

TABLE XX .— AREAS AND VOLUMES.

33m. Yards. Cer

slametres. yet".

1 000044 00077 10 0451

144 1 01 111 029

1290 9 l 03010 1550 001070 0001100 1

1550 10 70 11 00 10000

(hibic Cubic Cubic Cubic

°

000645 100929

0 8361

00001

1

CubicYards. Centimetres M etres.

cubic inch 1 0005787 00002143 16086

foot 1728 1 00370 28310 00283

yard . 46660 27 1 764500 0 7645

centimetre . 00610 0000035 00000013 1 10-0

metre 61030 13080 106 1

TABLE XX I — WEIGHTS AND PRESSURES.

waleure.

Long Ton. Metric Tons.

000446 0 45361 1016

000984 1

00842 1000

PuEssoRBs

lb. per sq. inch .

ks Per sq cm

inchho

ofmercury


TABLE XX IL— POWEB .

Ft. Lbs. per1 Sm na_ M etr. H.P.

1 B.H.P. 550 10 14 7004

1 ft. lb. r second l 1 00 1843

l metr. .P. 542 47 1 75

1 kgm. per second 72 33 00 133 1

We wish to express regret that England and America adhereso persistently to antiquated and inferior systems of units.

Throughout the Continent of Europe, steam engineers are employing the metric system ; and largely in consequence of thiscircumstance there is a close understanding between steam and

electrical engineers. On the Continent of Europe the younger

generation of engineers is being educated to employ the metricsystem exclusively. To these circumstances

,in our opinion, is to

be attributed , far more than to some other alleged causes, the rapidrate at which Germany and Switzerland are coming to the fron tas rivals of English-speaking countries in manufacture and

commerce.

TABLE XXIII .— EQUIVALENT VALUES roa SPEED ExPB Esl IN D IFFERENT

UNrrs (ENeLisB AND ME'raxo).

W p“ ”as 02:03??e

1 mile per hour l°

467 1009 0 4470

1 knot (nauticalm. per hour) 1°

l b2 1089 1053 00 15

1 foot per second 0082 0092 1097 0-305

1 kilometre per hour

1 metre per second 1043

Equivalent Values for Speeds— To facilitate the conversion

of speeds from one system of units to another, we have given in

Table XXIV . equivalent values of speeds, expressed in metres per

second , feet per minute, etc for speeds ranging from 1 metre per

second to 100metres per second. Speeds greater than 100m. sec .

can be easily converted by simple multiplication ; thus for 220metres per second the same sequence of figures holds as for 22metres per second.

N OM ENOLATUBE 23

TABLE XXIV.

So far as costs and prices are mentioned,these are often

expressed decimally in pounds or shillings or pence : thusdenotes ten and one half pounds

,and not ten pounds five shillings.

The decimal system is appreciated by everyone who has taken the

pains to become acquainted with its simplicity .

CHAPTER II I

THE DE LAVAL TURBINE

THE de Laval turbine is an excellent instance of rational engineering development. In 1883we find de Laval but in the

FIG . 8.— Hero

’s Turbine

,120.

light of modern knowledge, on the lines of Hero’

s turbine of E C120

,or thereabouts. In Figs. 3 and 4 these two turbines are

illustrated side by side.For some years (10 Laval appears to have continued his investi

gations along the lines of the Hero type (see British Patent No.

16020 of but in 1889 there was granted to de Laval BritishPatent No. 7 143, in which we find the inventor occupied with the

24

26 STEAM TURB INE ENGINEERIN G

theless, the type of turbine developed under de Laval’

s personaldirection

,and universally known under his name, appears, pending

radical developments,to have reached its limitations so far as

relates to the capacity of a single machine. While several manufacturers of other types are supplying steam turbines Of from5000 to horse-power capacity per machine, the largest sizesupplied by the de Laval companies remains at 300 horse-power.From this capacity downwards, however, the de Laval turbine isin far more extensive use than any other type , having now for all

countries a record of some 5000 steam turbines installed , comprising motors, electric generating sets, pumps and ventilators.

The aggregate rated capacity of these 5000 turbines is over

FIG . 5A .— Branca

,1628. F10 . 5B.

— D e Laval.

horse-power,or an average rated capacity of some 30

horse-power per turbine.

THE D IVERGING NOZZLE INTRODUCED BY D E LAVAL.

The most important feature introduced by de Laval is that ofthe diverging nozzle (see British Patent No. 7 143 of theprinciple Of which has greatly influenced the development, notonly of the de Laval type , but of steam turbines in general. Fig.

6 is taken from de Laval’

s British Patent NO. 7 143 of 1889 , thetext ofwhich,

Owing to its importance and brevity, we reproduce

as followsMy invention relates to an improvement in turbines which

are set in motion by means of a current of steam and the Objectof the improvement is to increase, by complete expansion, thevelocity of the steam current, thus producing the relatively largestquantity of via viewof the steam.

“ I attain this object by the construction of the steam supply

THE DE LA VAL TURB INE 27

pipe in such a manner that the cross sections of the same areslowly increased near to the turbine wheel and in the direction of

the latter. The ratio of increasing the cross sections is due to theproportion and distance between the smallest section and thelargest one,

.

in such a manner that in the steam passage betweenthese two sections a permanent current of steam is producedunder isoé ntropical expansion.

“The accompanying drawing, in which is a front viewand a side elevation,

both partly in section, shows the mouthpiece Of a steam supply M

,constructed as above described

,in

Fm. 6 .— De Laval

’s Expanding Nozzle, 1889 .

combination with a turbine wheel A . b is the smallest and c thelargest cross section. Between both these sections the steamexpands from the pressure 05 5?P0 (P0 boiler pressure) to the

pressure of the receiver P2).

Having nowparticularly described and ascertained the natureOfmy said invention,

and in what manner it is to be performed,I declare that what I claim is

In steam turbines, the combination of the turbine wheel witha steam supply

,the cross sections of which increase regularly near

to the turbine wheel and in the direction of the same,substantially

as and for the purpose specified.


RELATIVE SPEED or STEAM AND TURBINE.

From the above patent description alone, the significance of

the diverging nozzle is not immediately apparent. The followingrough elementary considerations may be useful.

In the fi rst place , it will be well to explain the action of thede Laval type of steam turbine by a hypothetical example

Suppose a perfectly elastic body 1 with a mass, M ,weighing one

kg. , to be travelling in a straight line through a frictionlessmedium (in a region where g= 98 metres per second), at a uniformvelocity , V ,

of 1000 metres per second. The kinetic energy ofthis body, 020. the energy possessed by it in virtue of its motion,

is equal to lMV’ or

,

1 x9

3

5x 10002 : kilogrammetres.

Suppose this body to collide with a far larger perfectly rigidbody movingin the same direction at one-half the speed ; to. at aspeed of 500 metres per second , the relative speed of the twobodies thus being 1000 metres per second. Its

motion relatively to the far larger body will, in virtue of thecollision , be reversed in direction , relatively to the far

larger body, the perfectly elastic body of one kilogram willprecisely reverse its direction and will assume a velocity of 500metres per second relatively to this far larger body. But since

the larger body continues at substantially the same speedwhich it possessed before the collision, at a speed of 500

metres per second , the absolute speed of the fi rst body has become500 metres per second , 010. it remains motionless in

space, and hence has given up its entire kinetic energy to the farlarger body

?

Substituting the bladed rim Of the revolving wheel of the

1 It is convenient to mentally picture this body as a sphere.

3 Our conceptions of speed can only be relative. Thus when the perfectlyrigid body is itselfmovingwith a speed V

'

in the same direction as the elastic

body, we should say that the perfectly elastic body, having a speed V,would

c ollidewith a relative speed of onlyV V'

, and therefore would also be repelled

with a relative speed ofV V'

. IfV'

27we should conclude that the elastic

body is thrown back with a speedE2“

,

relative to the rigid body ; and as the

rigid body moves with an absolut e speed of1; the absolute speed of the elastic

body after the impactwill necessarily be zero.

THE D E LAVAL TURBINE

steam turbine for the “ far larger body, and one kilogram ofsteam for the perfectly elastic body, we at once see the basis forthe statement that the speed of the blades should preferablyapproach one-half the speed of the impinging steam. For werethis the case, and were both bodies, the blades and the steam,

perfectly elastic, and were the steam to impinge from a directionnormal to the plane of the blades at the point Of impact , than thesteam would be left stationary in space by the moving blade and

depleted of its kinetic energy. Since the direction of impact isnot normal

,and since the bodies concerned are not perfectly

elas tic,this ideal velocity is only a rough guide ; and furthermore,

the present state of engineering knowledge is so limited that outof consideration for the constructional standpoint, much lowerperipheral speeds are generally employed than correspond to halfthe speed of the impinging steam.

TOTAL EFFICIENCY or CONVERSION or ENERGY IN STEAM .

There nowarise the three questionsI . How much energy is required to raise one kilogram of

steam ?I I . Howgreat a proportion of this energy per kilogram may

be converted into energy of translational motion,i s ,

into kineticenergy

I I I . What will be the corresponding velocity of this steamLet us take an instance where the steam is at an absolute

pressure of 13 kilograms per sq. cm. (010. 13 metric atmospheres)and with 50

° Cent. Of superheat. Under these conditions thetotal heat required to raise one kilogram of steam

“

from one kilo.

gram of water at 0°

Cent. amounts to 698 calories kilogramdegree calories).

l To many engineers, the magnitude of thisamount of energy is more readily appreciated if it is expressed bythe equivalent in kilowatt-hours.

698 calories 0812 kilowatt-hours.

For the present purpose, as we wish to arrive finally at thevelocity of the steam when emerging from the mouth of the nozzle,we shall express the amount of the energy by its equivalent inkilogrammetres.

698 calories kilogrammetres.

Nowif this energy could be transformed completely into thekinetic form into energy of translational motion) , than V

,the

This subject is dealtwith inmore detail in Chapter XI I I .


speed of the steam in metres per second,would be derived by

solving the equation

1xW :

V = 2420metres per second.

When steam flows through plane orifices, it has been experi

mentally demonstrated that, independently Oi the ratios of the

pressures on the two sides of the orifice (so long as this ratio is at

least 2 l ), and also largely independent of the contour of the

orifice,the velocity of the flow of the steam through the orifi ce

is nearly constant. It has,in fact

,the values shown in the curve

ofFig. 7 .

From this curve we see that steam flowing from a source wherethe absolute pressure is 13 kilograms per sq. cm. through a planeorifice on the other side of which the pressure is 0134 kilogramper sq. cm. ,

tie ,into a 26 in. (66 cm.) or 860 per cent. vacuum ,

will emerge from the orifice with a velocity of 450 metres persecond. The kinetic energy per kilogram of steam after emergingfrom the orifice will be

1x9

1

8x 4502 kilogrammetres.

x 100Thi s represents only 3 48 per cent. of the total

energy per kilogram of steam at this pressure. Since,moreover,

this kinetic energy is exerted in every direction,it will be liberal to

estimate that not over 2 per cent. could be rendered available forimpartingmotion to the turbine wheel by impinging on the blades.

By de Laval’

s diverging nozzle,however, there is actually

Obtained,under those conditions ofpressure , a velocity of the steam

emerging from the mouth of the orifice of some 1100 metres persecond

,and this steam is in a state of rectilinear translational

motion parallel to the axis of the nozzle. Were it not for lossesdue to friction against the sides of the nozzle , the velocity wouldbe 1170 metres per second, as may be seen from the theoreticalcurves of Fig. 8

,which have been deduced by the authors from

data published by Garrison ,Andersson, and Sosnowski. l

1 The de Laval Steam Turbine,

” Charles Garrison,Technology Quarterly,

vol. xvii. p. 14, March 1904 ; Steam Turbines,with Special R eference to

the dc Laval Type of Turbines,

”Konrad Andersson

,Transactions of the

Institution of Engimers and Shipbuilders in Scotland, vol. xlvi .,November

1902 La Turbine 5 Vapeur de Laval,”K. Sosnowski, Paris, Imprimerie H .

Cherest,1903, p. 18.

THE D E LAVAL TURB INE 31

5 0mm Pres su re in lfgs.p ar33cm .

FIG. 7

The velocity of 1100metres per second corresponds to

4x$3x 11002 kilogrammetres

of kinetic energy per kilogram of steam,or

x 100

of the total energy necessary to raise the steam. From therelative positions and forms of the mouth of the nozzle and theblades of the turbine wheel, as shown in the right-hand illustration

per cent.


Fig. 5B,and in the illustration Fig. 6

,it is evident that nearly

the entire kinetic energy of the steam will be directed upon the

wheel. Hence, of the 0812 kilowatt hours of energy to raiseone kilogram of steam there is applied to driving the wheel, as amaximum

,

08 12x 02 08 0169 kilowatt-hours.

flbco/ute 5 54m 9 6 881410 mmeg/a Ins/oer a; Uenbim

aé er

FIG . 8.— Theoretical Speeds of Steamwhen discharging through

D e Laval nozzlesfrom stated pressures .

B=into 860 per cont. cacwwm.

For a turbine wheel Of 100 per cent. efficiency, we ought,therefore

,to Obtain a kilowatt-hour for every

50 kilograms of steam,

or a brake H.P.H. for 5°9 x kilograms of steam, under

the assumed conditions of an absolute admission pressure of 13

kilograms per sq. cm. and 50° C. superheat, and a condenser

THE D E LA VAL TURB INE 37

FIG . 14 .-Efliciencies ofSteam-Turbine Driven Alternators.

consumption per kilowatt-hour output from the dynamo drivenby the turbine. To transpose the values in the cases of carefultests in which no dynamo was employed , we have undertaken an

examination of the efficiencies of dynamo-electric generators of awide range of outputs , speeds, voltages, and, in the case ofpolyphase generators, periodicities. The investigation comprisedabout 150 different machines by various firms and designers.

From this data, curves were deduced setting forth, in terms of therated output

,the efficiencies at 25 per cent.

,50 per cent., 7 5

per cent., 100 per cent. , and 150 per cent. of the rated output.Obviously there is not yet suffi cient progress in the design of

steam turbine-driven dynamo-electric generators to obtain usefulaverages for the efficiencies of machines designed for theseextremely high speeds, but in lieu of such information we exam.

ined at lower speeds the influence Of the rated speed 011 the

efi ciencies, and we failed to find any marked uniform effect.

Further progress in the art will doubtless reveal some considerablevariation in the effi ciencies, due to the variations in the speed ,


but for our present purpose we believe that the influence of thespeed and frequency will rarely affect the result by more thanone or two per cent. Had the results examined relawd exclusively

Rated Kilo-m m 044000 0

fi sh-J Ki lo-m ete Oucpu t

FIGS. 16 and 18.— Mean Efficiencies ofContinuous and Alternating Current

Generators.

to the product of one manufacturing firmor to the work of asingle designer, this would not have been the case. But thecurves are intended to represent average efficiencies for a largenumber of miscellaneous designs from many countries. Abnormal


voltages, of course , affect the results, but these are neglectedin the curves, which are intended to relate to a wide range ofintermediate voltages. In the case of a very high-voltage

Ruled Ki lo-mm Gab/ W 6

FIGS . 17 and 19 .— Mean Efficiencies ofContinuous and Alternating Current

Generators.

polyphase generator or a very low-voltage continuous current

generator, an extra allowance should be made at the discretionof the engineer referring to these curves for any special purpose .

The results for the continuous current dynamos are set forth


in Figs. 9,10

,11, and 12

, and for the polyphase dynamos inFigs. and 15. In the case of the polyphase dynamos,the excitation loss has not been included in deriving the effi ciencies,since the excitation will be supplied from an external source ofpower.

I t will be seen from Figs. 9 to 15 that there is but littledifference between the average results for the efficiencies ofalternating current and of continuous current dynamos. For thepractical purposes of the present investigation,

it ismore convenientto consult the curves of Figs. 16 to 19

,which are mean results

for alternating and continuous-current dynamos.

In all instances where the tests were made by measuring theoutput from the dynamo, and the input in quantity of steam,

wehave taken the observed results as the basis for our work and havehad no occasion to consult the curves of Figs. 16 to 19 . Where

,

however,the output from the turbine shaft alone was measured ,

we have assumed the addition Of a dynamo having the efficienciesset forth by these curves and have deduced results for the outputin kilowatt hours from this hypothetical dynamo, per kilogram of

steam consumed by the turbine.In this way we obtained curves from which the results set

forth in Table XXV . have been derived. From the curves fromwhich we have deduced this table, we have read off the inter

polated values,and this accounts for such entries as 37 nozzles

open.

”Such an entry merely indicates that the load was inter

mediate between the loads at which 3 and 4 nozzles, respectively,were opened. Of course , each nozzle is either completely openedor completely closed.

On the basis of one or the other of the various sets of testresults recorded in Table XXV . many interesting deductions maybe made. See folding sheets, pages

In Table XXVI . the German and Swedish estimates are from

Baa dcr D ampfl urbinen, A . M usil,Leipzig, B . G . Teubner

,1904,

pp. 80 and 93. The French estimates are from The Steam

Turbine,”R . H . Thurston ,

Transactions, American Society ofM echanical Engineers, vol. xxii., p. 215

,1901.

TIIE EFFECT OF VARYING THE PRESSURE.

Le t us first concentrate our attention on the effect of varyingpressure at full load .

From Test I I . ofTable XXV .,relating to a -kilowatt set,we

THE D E LA VAL TURB INE

TABLE XXVI. — FULL-LOAD STEAM CONSUM PTION OF D E LAVAL STEAM TURBINE SETS IN

KILOORAM s OF DRY SATURATED STEAM PER KI LOWA '

I‘

T-HOUB OUTPUT FROM THE DYNAMO.

Absolute Metric A tmospheres. Absolute Metric Atmospheres .

4 5

German French Swedish . German. French Swedish

Vacuum of

g3?Vacuum of

g2Vacuum of

ggVacuum of

53;Vacuum of

g:5Vacuum of

842, 922 55 84 7,

844, 927, 35 922 is: 847

,

922 55 927.

31 280

_

30

_

Z

25 23

240 22 230 21

19

1 0 112257 5 ?

III n T.

(a )! 67-8 1s's I:

18 i ; 15 8

160 14 15 l

1 The Humboldt Co. made two machines of different diameters for each of these Outputs ,

For the 100 1101'se-power Turbines diameters=(a) 500mm. and (b) 400mm .

M 150n n (a) mm. and (b) 400mm.

10

15

(a)1 67'8 100


TABLE XXVI.— continued.

Absolute Metric Atmospheres.

German .

Vacuum of

(were 100 -7

(a)1 103 160

(b)1 103 150

137 200

14

The Humboldt CO. made two machines of different diameters for each of these outputs.

For the 100 horse-powerTurbines diameters= (a) 500mm. and (b) 400mm.

(a) 500mm. and (b) 400mm.9 1 150

French .

Vacuum of

90

Swedish.

24

19

18

17

16

15

16

14

20

17

15

18

1 1°~i

82 °2

300

25 ° 7

23°4

Absolute Metric Ahnespheres.

German. French. Swedish.

é. é Vacuum of

85a: E

84 7 92x fig 84 7. 927,

43 290

280 26 0

THE D E LAVAL TURB INE

TABLE XXVI. -cm1tinued .

Absolute Metric Atmospheres.Absolute Metric Atmospheres.

8

German. French. Swedish . German French. Swedish .

Vacuum of Vacuum of Vacuumoi‘ Vacuum of Vacuum of Vacuum of

847, 927, 847, 922

8 48

340

4 1 23

86-5 22

” 7

810 17 0

29 7

i 75 27 0 10

(a)! 67 1i 100

(a)1 103

103

209 800 13 11

l The Humboldt 00. made two machines of different diameters for each of these outputs

For the 100horse-power Turbines diameters-E m;600mm. and

(b) 400mm.

to 100 (a 500mm. and 5) 400mm.

STEAM TURB INE ENGINE ERING

TABLE XXV1.—c<mtinued .

Absolute Metric Atmospheres .

German.

Vacuum of

8 40

5 40 27

I

i 10

16 30-5 21

30 20 17 150

TIE;

TIT.

"

13 12

12 8 i i

French.

Vacuum of

Swedish .

acunm of

12

12

Non-con

denslng.

Absolute M etric Atmospheres.

German. French.

Vacuum of a56Vacuum of

C :7 :a t:

84 11 992 912 842?

25 320 24 -9

22 20 81-8 210

21 , 19 190

17 -9 Is 27 0 115-8

.

184 15 261 160

150 10 5 240

16 14

13-7 12 22-0 120

15 13-9

13 110 21-8

‘211 11-5

120 11

I12 10 11 2

Swedish.

Vacuum of

24

1 The Humboldt Co. made two machines of different diamete rs for each of these outputs.

For the 100 horse-power Turbines diameters=(a) 500mm. and (b) 400mm.

(a) 500mm. and (b) 400mm.150 0 !

THE D E LAVAL TURBINE

TABLE XxVl. —continued.

Absolute Metric Aunospheres.

French. Swedish.

Vacuum of Vacuum of

3 38 's

5 38 26

10 340 22 20

13 31 20 6 180

20 30 17 0 18

30 27 160 16

50 26 14 5 23-3 14-0

75 24 16 13-8

(wer e 22 15 15 7

(a)1 103 150 120 11

I

(191 103 150 . 21

150 225 12'

1 1

209 300 110 1 10


German. Wench. Swedish .

Vacuum of Vacuum of Vacuum of

24-8

281 194

14 22-8 18 75 13-8 120

210 180

12 4 210 13-46 1206

11 °6

I 11 °8 10

1 The Humboldt Co . made two machines of different diameters for each of these outputs.

For the

{fighorse-power Turbines dismeters : (a

(aH n l500mm. and (b) 400mm.

500mm. and (b) 400mm.

STEAM TURB INE EN G INEERIN G

TABLE XXVI.— amh‘

mm l.

Ahsoiute Metric Atmospheres Absolute Metric Atmospheres.

Genuan . French . Swedish. German. French. Swedish.

Vacuum of Vacuum of Vacuum of Vacuum o i

(a)1 31-3 100 13 113

100 21 14-3 13 we 13

;a) 1 103 130 12-7 11 12-3 11

b)! 103 100 13-3

12 12 v 10°

l

11-0 i10 11 10

l The Humboldt 00 . made two machines of diiYereut diameters for each of these outputs.For the 100 horse-powerTurbines 600mm. and (b) 400mm.

160 (a ) 600mm. and (104-00mm.

(a)1 67‘8 100

37-3 100

103 160

(b)l 103 100

m I;

153

209 -o

STEAM TURBINE EN GINEERING

TABLB XXVI .— continued .


German. Fhens-h. Swedish .

Vacuum at Vacuum ofVacuum of

l The Humboldt Co . ma de two machine s of differen t diameters for each of these outputs.

{a} 500mm. and (b) 400mm.

For the 100 horse-power Turbines diamete rs :

150


German French .

Vacuum oi’

of

h

600 mm. and (61 400mm.

Swedish .

Vacuum oi

THE D E LAVAL TURB INE

TA XXV1. continued .

Absolute Metric Atmospheres . Absolute Metric Atmospheres.

German French . Swedish . German. i-‘

much. Swedish.

Vacuum oi eenum of Vacuum oi’ Vacuum of Vacuum oi

24-2

23-1 22-3

10

190 180

Ka l‘fl‘s 100 11 8

(by 103

156 226

l The Humboldt Co . made two machines of different diameters for each of these outputs.

For the 100 horse-power Turbines diumcte rs=za) 610mm. and (b) 400mm.

160 a) 500 111111. and (10400 mm.

4


obtain curve A of Fig. 20,

showing the relation betweenadmission pressure and steam consumption when operating non

condensing. Curve B, of the same figure, is deduced from the

values in Table XXVI .,which sets forth the guarantees of three of

the companies manufacturing the do Laval turbine. Incidentally,the curves of Fig. 20 indicate that these guarantees are con

servative,as they show for this size of turbine slightly higher

steam consumptions than were found by tests. For our presentpurpose

,however

,it is the rate of change of the full load consump

tion with change in admission pressure which we wish to study,and we shall therefore take mean values between the two curvesA and B. We thus derive Table XXVI I .

TABLE XXVI I .— ANALYsls or THE TEsr RESULTs FOR A 190 K .W. D E

LAVAL TURBINE FOR THE PURPOSE or DETERM INING TE E RELATION

BETWEEN Am ussmN PRESSURE AND STEAM CONSUMPTION ,WHEN

RUNNING NON-COND ENSING .

Change in Admission CorrespondingPrm ure in (AbsoluteM etric Atmospheres

)Per

Corresponding Perc entage Decreasecentage Decrease in in Steam Consumpfrom 1 ° to 11.

Steam Consumption tion for each per

from F ig. 20. cent. I ncrease inPressure .

03 58

14

8

1

The results in the last two columns of Table XXVI I . are

plotted in curve A of Fig. 21. From the Humboldt Company’s

guarantee tables we have also deduced curve B for these samepressures, but with the accompaniment of a vacuum of 860 percent. (26 inches or 660millimetres).

52 STEAM TURB INE ENG INEER ING

By comparing the Humboldt Company’s guarantees for their

larger sizes of de Laval turbine,the same rate of decrease in steam

consumption per per cent. increase in admission pressure is foundto obtain ,

and hence at full load the curves of Fig. 21 may betaken as correct not only for the 190 kilowatt size, but for all

sizes of do Laval steam turbine generating sets up to the largeston their lists, which has a full-load rating of 209 kflowatts.

THE EFFECT or VARYING THE VACUUM .

The next point is to study, at full load, the decrease in steamconsumption per per cent. increase in vacuum. We shall at fi rstconfine our investigation to an admission pressure of 13 (absolute)metric atmospheres and no superheat , andwe shall base our studyupon the values guaranteed by the Humboldt Company as givenin Table XXVI .

Analysing these guarantees at a pressure of 13 (absolute) metricatmospheres and no superheat

,for sets of 190

,508

,102 and 209

kilowatts capacity, we obtain the curves of Fig. 22. These all

show approximately the percentage decrease in steam consumption

per per cent. increase in vacuum,plotted in the curve of Fig. 23.

Now by first applying corrections for different pressures and

next for different vacua,we are in a position to reduce any

observed full-load results to terms of the performance of a set ofcorresponding rated output, but designed for and operated at anadmission pressure of 13 (absolute) metric atmospheres, andiwitha vacuum of 860 per cent. (26 inches or 660 millimetres for abarometric pressure of 30 inches or 760 millimetres), and with no

superheat. By this means we derive from the full-load data inTable XXV . the values set forth in Section A of Table XXV I I I .

,in

which have also been entered up for the corresponding sizes thevalues taken from the guarantee lists of the French , German ,

and

Swedish de Laval companies.

Thus from the data under the heading of Reference No. I . ofTable XXV . we see that Lea and M eden found 29 kilograms perkilowatt-hour to be the steam consumption of a 10 kilowatt setat full load , for an admission pressure of 11 (absolute) metricatmospheres, no superheat

,and working non-condensing. From

Fig. 21 we find that a turbine working under the same conditionsin all other respects

,but with an admission pressure of 13

(absolute ) metric atmospheres instead of 11,will have its steam

consumption reduced per cent. for each per cent. increase in

THE D E LAVAL TURB INE 53

fl r c e n Cage Mi a / um

M ean Kat' s/ um m per cen t‘

F108 . 22 and 23.— Efl

°

ect ofVacuum on Steam Consumption.

steam pressure. This value is derived from curve A for the mean

steam pressure of

212 (absolute) metric atmospheres.

54 STEAM TURB INE ENGINEERI NG

Nowan increase from 11 to 13 atmospheres is an increase of

13

511x per cent.

Hence the improvement in economy will be

182 x 02 1 3 8 per cent.,

and the steam consumption will be reduced to

290 x kilograms per kilowatt-hour.

In all cases where the change in pressure is a matter of but afew atmospheres, it suffices to thus employ the mean percentageincrease as obtained from the curves in Fig. 21.

Nowwhat will be the economy when we introduce the furtherchange from working non-condensing to working with 860 percent. vacuum? In this case the change is rather too great tomake it desirable to employ the rate of change at the mean valueof the vacuum at 433 per cent. vacuum), as obtained fromFig. 23. It is preferable to consult the curves in Fig. 22, fromall four of which we find that the steam consumption with avacuum of 860 per cent. is approximately 61 per cent. of theconsumption when working non-condensing, or, over this widerange, the average rate of decrease in steam consumption for each

per cent. increase in vacuum is

100— 615

86004 per cent

FULL-LOAD STEAM CONSUMPTION.

Hence the full-load steam consumption of a -kilowatt turbo setfor operation at a pressure of 13 (absolute) metric atmospheresand with an 86 6 per cent. vacuum,

will be

x 170 kilograms per kilowatt-hour.

This is the value entered up under reference No. I . in section Aof Table XXVI II . In the same way

,by derivation from the full-load

test results in Table XXV . we have obtained values for the remainingsizes at full load for these same admission and exhaust pressures,and these have been embodied in the appropriate section of TableXXV I I I . The full-load values in section A of Table XXVI II . havebeen plotted in Fig. 24

,which shows the steam consumption at full

rated load for various rated outputs, at an absolute pressure of

13 kilograms, 86 6 per cent. vacuum and no superheat. The

56

VI I I .

XI I I .

XVI I .

XVI I I .

X IX .

STEAM TURBINE ENG INEERING

TABLE XXV [IL— 50°

C . SUPERNEAT .

2000

2000

1250

1000

10 500

Steam Consumption of the De Laval Steamrhine at Various Loads per K .W . Hour Outputat 13 Absolute M etric Atmospheres and an880 per cent. Vacuum. 60

°

C. Superheat.

11 8

Full load .

1'

1 140 6

1

1 11—

65

13 4 7 1279

165 18 55 B ‘T_

14 75

11-7 1 11-4

9-5 7 117 1

"

375“

1 17 1

1 1075

9 7 l 10 1

0 2 1 10 1

1 10 1

1

9 35 1

9 4 110-2

1

Ti"5"

10 55

10 4

18 45

1

l Derived from guarantees in section A for the same vacuum,viz. 84 per cent.


difference between the guaranteed steam consumptions of theFrench, German,

and Swedish firms,and those found from the

test results given in Table XXVII I .

,which are the values of steam

consumption derived from published tests corrected to a constantabsolute pressure of 13 kilograms and an 86 6 per cent. vacuum

Fil l! le ad 0001446 in [07m mFm. 24.

— Full-Load Steam Consumption.

with no superheat, was extremely small. It has therefore beenfound advisable to take for these values the mean curve given inFig. 24 . The curve in this figure can now be taken as fairlyrepresenting the steam consumption of the de Laval steam turbineat full load, for any rated output from 10 to 209 kilowatts

,at an

absolute pressure of 13 kilograms and 860 per cent. vacuum,with

no superheat.

HALF-LOAD STEAM CONSUMPTION .

The steam consumption for designs of various rated outputshas now been found for full load. I t is necessary to investigatethe matter in the same way for half load . Let us first examinewhether the curves in Figs. 20 to 23 can be taken as alsocorresponding to the conditions at half load. The first stepconsists in ascertaining Whether a curve showing the steamconsumption at half load for various pressures has the same lawas the corresponding curve for full load.

58 STEAM TURB INE EN GINEERING

TABLE XXIX — Bem msn PERCENTAGE D ECREAsE IN STEAM CONSUMP

TION PER DEGREE CENTIGRA DE or SUPERHEAT.

Name of Firm.

Greenwood Batley, Leeds 10°

C.

Greenwood Batley, Leeds C .

Greenwood Batley, Leeds C. 01 45

Socié té De Laval . 50°

C. 01 60

Socié té De Laval . 80°

C.

Humboldt 00 . 50°

0. 15

For this purpose, let us first examine the results of the testsof a 190 kilowatt set when running non-condensing at variouspressures as set forth in Table XXV ,

under reference No. II . We

find the following values for the steam consumption at full andhalf load

TABLE XXX .

lConsumption

m r

Admission Pressure ,Ratio ofHalf-Load to

in Absolute Metric i Full-Load SteamAtmospheres. Consumption.

33 11Load

30

From the data in the last column we see that the advantage

gained by an increase of admission pressure for a 190 kilowattset running non-condensing is, on the average , so far as thisparticular test shows, somewhat greater at half load than at fullload. Let us

,however

,investigate the case of the 209 kilowatt

set, the largest size manufactured. For this purpose we haveanalysed the various test results contained in Table XXV . forturbines of this size, and have therefrom deduced the curves

THE D E LA VAL TURB IN E 59

A and B of F ig. 25, showing the dependence of the steamconsumption on the admission pressure when running condensing.

The ratio of the values in curves A and B is constant at forall pressures from 10 to 17 absolute metric atmospheres. The

law of variation of steam consumption with varying pressure istherefore, for this case, approximately the same at half load as atfull load. Now

,inasmuch as the percentage variation of steam

consumption per per cent. variation of admission pressure is in

”I n nis/an fm m /utcj in hiya /e e r 32 cm .

FIG . 25.— Steam Consumption 209 K.W. De Laval Set.

any case such an exceedingly lowvalue , it is evident that no errorof consequence will be introduced by using at half load the samecorrection curves already employed at full load, namely, the curvesof Fig. 21, for all sizes of de Laval turbines, in spite of the slightdeparture from this relation shown by the tests of the 190

kilowatt set, when running non-condensing with varying admissionpressure. This has been done in the following analysis.

VARYING VACUA AT HALF LOAD .

The next step is to ascertain whether we may also use at halfload the curve in Fig. 23 for correcting for varying vacua. For

60 STEAM TURBINE ENG INEERING

this purpose it is fi rst necessary to determine the consumption of

steam at half load for various sizes, with constant pressure and no

superheat, and running non-condensing.

The corresponding values for full load have been plotted fromthe data in Table XXVI . for an absolute pressure of 13 metricatmospheres, and give us curve A of Fig. 26. The HumboldtCompany state that at half load the steam consumption is about12 per cent. hig her than at full load. Even should this percentagenot be exactly right, it is suffi ciently so to serve the presentpurpose. Curve B of Fig. 26 is plotted with ordinate s 12 per

M /o -watt s 0a 6p u t at Rated [ L l/ [M

FIG . 26 .

(Refer to Tables XX V. and XX VI . )

cent. greater than the ordinates of curve A of Fig. 26, and givesus the approximate steam consumption of the various sizes at halfload

,13 absolute metric atmospheres admission pressure

,and

running non-condensing. Curve C of Fig. 26 has been deducedfrom an analysis of a number of the test results at half load inTable XXV . By a comparison of curves B and C of Fig. 26 we

find that at half load a 93 per cent. vacuum reduces the steamconsumption of all sizes to some 56 per cent. of the consumptionwhen working non-condensing. From a comparison of the fourcurves given in Fig. 22 for full load , we find that the corresponding percentage reduction already ascertained to occur at fullload may, for practical purposes, be taken as identical. Hence

THE D E LA VAL TURBINE 6 1

we may employ the curves of Figs. 22 and 23 for vacuumcorrections, not only at full load, but also at half load.

We thus find that it is practicable to use the data of the set ofcurves of Figs. 21

,22, and 23

,corresponding to full load

,for

correcting the steam consumption for various pressures and vacuaat half load. We can nowat once derive the values of the steamconsumption at half load for a constant absolute pressure of 13kilograms and 860 per cent. vacuum, and with no superheat. This

Ra ted Fit” Loa d C u b /ou t In MYO a n d !

FIG . 27 .— Steam Consumption De Laval Turbine at HalfLoad.

(Plollcdfrom Values in Column A , Table XX VI I I . )

has been done with the values given in Table XXV ,at half load

,

for various outputs, and the corrected values are shown in the

appropriate section of Table XXVI I I .,and are plotted in Fig. 27 .

From the curve of this figure we can find the steam consumptionat half load for sizes from 10 to 209 kilowatts, at the specifiedpressure and vacuum.

QUARTER-LOAD STEAM CONSUMPTION.

The same method of investigation has been carried out in the

case of the quarter-load values. From the curves of Fig. 28 it

62 STEAM TURB INE ENGI NEERING

will be seen that for a 190 kilowatt set the conditions are

approximately the same as at half load, so far as relates to therate of variation in steam consumption as a function of theadmission pressure

,the ratio of the values in curve A , repre

senting one-quarter load,to those in curve B, representing full

load , ranging from at a pressure of 4 absolute metric atmospheres, to at 12 metric atmospheres. The rate of increase insteam consumption with varying pressures is taken as remainingfairly constant at full, half, and quarter loads, throughout a widerange of mean pressures. The curves of Fig. 29, which have

4 b 8 f2 /4 18 2 9

”dm / SS /on He sse/ re m fifys p er $zcentfmeaer

FIG . 28. K.W. De Laval Set, with Varying Pressure.

been constructed in order to investigate the effect of varyingvacua at quarter load, have been derived in exactly the same wayas those in Fig. 26 ; but instead of taking 12 per cent. increasein steam consumption above that at full load, as guaranteed forthe half load value, we have taken 25 per cent. as representingthe increase at quarter load, this being the percentage quoted bythe Humboldt Company.

The ratio of the values in curves C and B of Fig. 29 is fairlyconstant for all sizes, and has a mean value of about Thatis to say, a 93 per cent. vacuum decreases the steam consumptionat quarte r loads to about 56 per cent. of the steam consumptionwhen running non-condensing, the admission pressure being 13


in consumption due to variation in vacuum. Should a do Lavalturbine be operated with all the nozzles open at all loads

,the effect

of increasing pressure would doubtless be to further increase thesteam consumption at light loads.

EFFECT OF SUPERHEAT ON STEAM CONSUMPTION.

The question of superheat has, up to the present,not been

to m 160 M £ 0 2 0

Rated fi d / Load Ou t/out m M /amsd is

FIG . 30.— Steam Consumption D e Laval Turbine, Quarter Load.

(Plotfcdf'rom Column A ,

Table XX VI I I . )

touched upon . In order to arrive at representative values for the

gain in economy for the de Laval turbine due to a moderatedegree of superheat, we have shown in Table XXIX . the percentage

gain in economy as estimated by vari ous firms manufacturing thistype of turbine, and the means of those values have been employed


in deducing the curve of Fig. 31. From this curve we can

estimate the percentage gain in economy per degree Cent. increasein superheat.

The curves of Figs. 24 , 27 , and 30, which Show the steamconsumption of the de Laval steam turbine at full

,half

, and

quarter loads,at a constant absolute pressure of 13 kilograms and

an 866 per cent. vacuum, have been employed as the basis fromwhich we have deduced the steam consumption with a superheat

750 1 S uperfiaab Cent /grade.

FIG . 81. — Effect on Steam Consumption of Increase in Superheat.

(FromTabl e XX IX . )

of 50° Cent ,and the results are plotted in curves A ,

B, and C of

Fig. 32. As the steam consumption for auxiliaries is onlyincluded in one of the tests analysed, the results in Fig. 32 areto be taken as representing the consumption exclusive of

auxiliaries.

In Table XXVII I .,column B , will be found the steam consump

tion values taken from Table XXV and transformed to a constantabsolute pressure of 13 kilograms per square centimetre , and an

86 6 per cent. vacuum, with a superheat, of 50’

cent. , at full, half,and quarter loads.


In Fig. 33 are shown for an absolute pressure of 13 kilograms

and 86 6 per cent. vacuum and a superheat of 50° Cent., for theentire range of rated capacities, the percentages by which the

steam consumption at half load and quarter load exceed the steam

consumption at full load. It is evident from the curves that forall but the smaller sizes, the steam consumption at half loadexceeds that at full load by from 10 per cent. to 12 per cent., and

so so 100 120 m l60 zap an 229

M E ” [ and Ou t/«1 6 ln M /ofi a ta

FIG . 32.— Steam Consumption ofde Laval Steam Turbine.

A=Full Ioadfrom F ig. 24. A ll corrected for Superw .

B=Half load from F ig. 27.

C Quarter load.

the steam consumption at quarter load exceeds that at full loadby some 26 per cent. The percentages only apply when thenumber of nozzles opened is varied by hand in proportion to theload. In reference No. I . of Table XXV . is given the record ofa

test on a kilowatt generating set by Lea and M eden,in which

all the nozzles remained Open at all loads. The results, reducedto an admission pressure of 13 atmospheres, a vacuum of percent. and 50° Cent. of superheat, are plotted in Fig. 34 , together


with the corresponding results when the number of nozzles openedis changed in proportion to the load. In the case where all thenozzles are open at all loads, it is seen that the steam consumptionat half load exceeds the full load steam consumption by 38 percent. as against only 18 per cent. when the number of nozzlesopened is in proportion to the load. Inasmuch as the de la va]turbines are not provided with any automatic arrangements forchanging the number of nozzles Opened as the load changes, it is

not altogether right that the type should have the credit of givingsuch low results for steam consumption at light loads as areobtained by closing the nozzles as the load de

creases.

Tm: INTERNAL Lossns IN THE DE LAVAL TURBINE.

A list of these losses has been given on p. 33.

I . Nozzle Losses. Could the steam be expanded in a

diverging nozzle to the desired pressure without any friction orother losses, all the available energy would be transformed intokinetic energy , i s. the steam would flow out with a speed whichcan be calculated from the following formula :

1

Speed in metres per second = 44 4 available energyin kilogrammetres.

There are, however, losses due to the friction of the steamagainst the inner surface of the nozzle

,and most probably also

due to the formation of eddies and whirls. It is customary toindicate these losses by stating the corresponding percentagedecrease in speed. For correctly designed de Laval nozzles, the

speed reduction due to nozzle friction generally varies between5 per cent. and 8 per cent. The corresponding losses of energyare therefore between 10 and 15 per cent. Delaporte 2 found theexceptionally low value of 2 6 per cent. decrease of speed. Ofcourse the above average losses refer only to correctly designednozzles. It is clear that a nozzle can be correctly proportionedonly for a given amount of steam passing through it and for givenconditions as to admission and exhaust pressure. In all caseswhere a nozzle is used under different conditions from those forwhich it is designed, the losses will be higher. Any change inthe admission pressure or in the exhaust pressure has a greatinfluence on the effi ciency of the nozzle, or on the shape of the

1 This formula is derived from the formula for kinetic energy on p. 28.

2 D elaporte, Revue dc M écam'

que , 1902, p. 406 .


nozzle if properly designed . For instance,it has been shown 1

that if the back pressure is as high as 58 per cent. of the admissionpressure of saturated steam,

the nozzle ought not to be enlargedconically , but whenever the back pressure is less than 58 per cent.of the admission pressure, the nozzle should be enlarged , and theratio of the cross section of the nozzle at the end to the crosssection at the narrowest point mainly depends upon the ratio ofthe admission pressure to the exhaust pressure. In Table XXXI .

TABLE XXXI .— DESIGNING DATA FOR D rvnnorNe Nozznns.

P0 initial pressure.

p=pressure at end of nozzle (La, the back pressure).(1 diameter ofbore at end.

(Lu z-minimum diameter.

w= speed at end of nozzle.

wm speed at minimum cross section.

Po

P

the relations between these two ratios are given in columns I and

I I . In column I I I are given the corresponding values of theratio of the speed of the steam at the end of the nozzle to thespeed at the most contracted point of the nozzle.From this table Buchner draws some very interesting con

clusions which clearly indicate the occurrences when a givennozzle is employed with different pressures.

Let it be assumed that a nozzle is employed of the correctshape for use with saturated steam and an absolute admissionpressure of 10 kilograms per square centimetre , the back pressure

1 Buchner,

Experiments on de Laval Steam Turbine Valves,” Zeitschf

r.

d. V. Deutaoh. Ing.,July 9th, 1904 , xlviii. pp. 10294 036, and July 23rd, 1904 ,

pp. 1097 — 1103.

70 STEAM TURBINE ENGINEERIN G

being1 kilogram per square centimetre. From Table XXXI . we findthat the diameter at the end of the nozzle should in this case be56 per cent. larger than at the narrowest point. For this case,let us assume that the pressure at any point of the nozzle has beencalculated or found by experiment. If we use the same nozzle fora 20 per cent. greater admission pressure without altering theback pressure, then the pressure at any point of the tube will be20 per cent. greater than before. As the speed of the steamremains practically constant (one-half of one per cent. increase) ,the degree of wetness also remains practically constant. The

mechanical energy imparted to the . steam has therefore remainedpractically the same (only one per cent. increase), while withanother nozzle of suitable design for this greater pressure, theincrease in mechanical energy would have amounted to approxi

mately 16 per cent.Very peculiar phenomena occur when,

with a given nozzle,

the admission pressure is reduced below the most favourable value.

Theoretically, the pressure at each point of the tube should thendecrease in the same ratio , to. the steam should expand to apressure lower than the back pressure, so that on leaving thenozzle the steam would again be compressed.

There are,however not yet available the results of sufficiently

exhaustive tens to permit of deducing the losses due to suchdecrease in admission pressure. It is, however, clear that anyreduction in the pressure caused by throttling must be aecom

panied by a loss, in so far as energy capable of being convertedinto mechanical energy is transformed into heat by losses takingplace in the nozzle.11. Losses due to Leakage between Nozzles and Vanes .

— The leakage losses can be taken proportional to the differenceof pressure between the end of the nozzle and that at the entranceto the vanes, and to the clearance between the nozzle and the

vanes. As in the de Laval turbine the difference of pressure isvery small

,the leakage losses should also be very small, or possibly

even negligible.

III . Losses due to Radiation from the Turbine Casing.

— These losses are comparatively small. They are proportionalto the difference between the temperature of the turbine casingand that of the surrounding atmosphere and to the surface of thecasing. It would, however, be erroneous to conclude that thelosses thus occasioned are direct losses, and as such are to besubtracted from the mechanical energy available. This may occur

7 2 STEAM TURB INE ENGI NEERIN G

roughly as the 3rd power of the speed . It has been confirmedby several other experimenters that the power lies between 2 8

and 3 5 . This loss has a great resemblance to the windage loss indynamos

,and also to train resistance at high speeds. For a very

Fm. 35.— Friction Losses in a 30H.P. de Ia val Turbine.

large alternator, one of the authors recently found the windageloss varied approximately as the 3

°

5th power,but this may have

been due to the very excessive vibrations existing at the extremelyhigh speeds at which it was run for the purposes of the test. The

train resistance due to wind friction is generally assumed to beproportional to the g power, therefore the loss is proportional tothe 2 7 power. As an average the 3rd power seems to give a fairagreement with most of the test results.

TH E D E LAVAL TURB INE 73

Judging from Fig. 36, air at 30° Cent , and at absolute

pressure of one metric atmosphere, causes a 35 per cent. to 40 per

cent. greater loss than saturated steam at the same pressure.

In Fig. 37 the influence of superheat on the wheel losses is

shown for an absolute pressure of 1 kilogram per square centi

metre, and also for an absolute pressure of 04 kilogram per

square centimetre.With the exception of a small part of the left-hand end of the

curves,the losses seem to decrease proportionately to the increase

of superheat. The sudden increase near saturation is mostprobably due to the presence of water in the steam, and theavoidance of wetness thus forms one of the principal advantagesobtained by the employment of superheat. The dotted linesrepresent the specific weight of the steam,

and the close agreement

STEAM TURB INE EN G INEERI NG

which exists between the losses and the specific weight seems toindicate that the wheel losses are approximately proportional tothe specific weight.

In Fig. 38 the influence of pressure on the friction loss isclearly shown. The range is from 04 to l kilogram per squarecentimetre. In this case the values are also approximately proportional to the specific weight.

l In comparing the losses fordifferent media, this relation no longer holds good . For instance

,

Fro . 37.

in Fig. 36 the losses for air and saturated steam differ roughlyin the ratio The specific weight for the same conditionsvaries, however, in the ratio (i s. as and hencethe wheel losses have not increased at nearly so great a rate as thespecific weights.

In order to apply these and other results at once to turbines1 T he weight of one cubic metre of saturated steam is (accord ing to

Zeuner,Tech. M odynamik— Felix, Leipzig, 1901— vol. ii. p. 37 ) equal to

06 88 p.

” 39 Kg.,but for any particular case it is more convenient to take it

from the steam tables . For superheated steam the volume in cubic metres of

1 kilogram of steam can be found from the expression

x (absolute temperature)Abs. pressure in kilogram per sq. metre

This applies to temperatures not far from saturation,according to Tumlirz

(see Chap. XIII .)

Volume


of different dimensions, Stodola has proposed to take these wheel

losses as being proportional to the square of the diameter, thethird power of the peripheral speed, and the specific weightof the medium. It seems, however, that the influence of thediameter has been overestimated by Stodola, as this formula gives,for very large diameters, considerably too high values. For

instance , Ports 1 remarks that a 150 horse-power de Laval turbineabsorbed 35 horse-power at no load when revolving at normal

Pres s are of Saar/ rated 5m 10

FIG. 88.

speed in steam at atmospheric pressure, and 2 33 horse-power

when revolving at the same speed in a vacuum of 28 inches

(933 per cent. vacuum). The 150 horse-power de Laval turbine

has a diameter of 55 centimetres and a peripheral speed of 330

metres per second. The 30 horse-power de Laval turbine tested

by Lewicki had a diameter of 20 centimetres and a peripheral

speed of 210 metres per second. According to Stodola, the wheel

losses of the 150 horse-power turbine would have to be 29 times 1

1 Ports,Steam T urbines

,

” Journal Inst. Electrical Engineers, vol.xxxiii.

p. 887,February 1lth, 1904 .

“

(a (are

76 STEAM TURB INE EN G INEERING

larger than in the 30 horse-power turbine under equivalent conditions. The tests give , however, a ratio of onlyIt seems considerably more probable that the wheel losses are

proportional to the expressionDiameter “x (peripheral speed)

3 x specific weight ofmedium,

and that the value of a: lies between 10 and 15 .

In the 150 horse power test,the specific weight also had a

proportional influence,namely

,

Specific weight at 1 atmosphere (1587Specific weight with 28-inch vacuum 0045

Losses at atmospheric pressure 35

Losses at vacuum of 28 inches 23 3

Considering the extreme range, these results are in excellentagreement. I t must

,however

,not be thought that the losses

measured when the turbine is driven in a stagnant medium arethe same as those occurring during actual conditions of operationat full load. The conditions for these two cases offer so manystriking differences that it would be a mere coincidence were thelosses to be the same in both cases. A t full load a part of thevanes are filled by the steam flowing from the nozzles over thevanes and then onward to the condenser. Therefore the conditionswould be similar to those in a test with stagnant steam onlybetween two adjacent nozzles. This has also been shown experi

mentally , as described in Stodola’

s treatise,3rd edi tion , pp. 131 , 132.

By increasing the number of nozzles, Lasche1 found considerable

decrease in the losses, which can be explained by the decrease inthe friction of those vanes filled at any moment with stagnantsteam.

A second reason why the wheel losses at full load should bedifferent from the losses observed with stagnant steam lies in the

fact' that the wheel losses entail a conversion of mechanicalenergy into heat. At full load a part of the heat is, however,reconverted into mechanical energy, as it has heated the vanes,and these give back the heat to the useful ste am. The percentageof the losses recovered stands in a certain ratio to the percentageof total heat convertible into mechanical energy. That is to say,

the higher the pressure , the lower the vacuum ; and the higher thesuperheat

, the higher will be the percentage of the wheel losses,which may be again converted into mechanical energy. Roughly

1 Stodola,D ie D ampfturbinen, 3rd edition

, pp. 130 and 131.

THE D E LA VAL TURBINE 77

speaking, this percentage in practical cases varies between 15 percent. and 25 per cent.

V . Losses due to the Friction of the Steam travellingover the Vance — The losses in the steam when travelling overthe vanes are entirely different from the losses due to theresistance of the turbine wheel rotating in the steam. The latterlosses entail a conversion into heat of mechanical energy of thewheel. The former losses involve a decrease in the speed of thesteam, and therefore a conversion of the mechanical energy of theste am into heat. Both losses, however, share in common thefeature that the heat they occasion is not entirely lost, but servesto increase the temperature and energy of the st6 am,

and thus allowsof partial recovery. These losses are by far the largest of all othercomponents of the total internal loss.

Suppose that the steam at the moment of impact moves alongthe vanes with a speed of 800metres per second. Then, theoreti

cally, the steam on leaving the vanes should still have a speed of800 metres per second. It is, however, found that the speed is

,

say, only 600 metres per second A good explanation of all thefactors causing this very considerable decrease has not yet been

given , but it is generally assumed that the steam within the vanesmay set up whirls and eddies, to reduce which the only meansseems to be to increase the number of vanes per centimetre of

periphery. The loss in energy due to the decrease of the speedfrom 800 to 600 metres per second can be easily calculated. A

kilogram of steam travelling with a speed of 800 metres persecond has a ln

'

netic energy of

1 2_2 x

x 800 ki logrammetres,

and at 600metres per second a kinetic energy of

1 2o

4 k2 x 98

x 600 18,00 i logi ammetres.

The total loss is therefore

kilogrammetres

33 kilogram-calories.

The decrease of the speed generally amounts to from 15 to 25

per cent.,though there may be exceptional cases, especially for

low speeds, in which the percentage decrease is somewhat

Itmust be clearly understood that the speed with which the

78 STEAM TURB IN E ENGINEERI NG

steam flows over the vanes is altogether different from the absolutespeed of the steam, which , of course, depends upon the peripheralspeed of the turbine and upon the curvature of the vanes. The

absolute energy taken from the steam should be calculated as

before,but by taking the absolute speeds of the steam the

difference between these two results would give the energy convertedinto mechanical energy.

VI . Losses due to Bearing Friction.

— Some idea of themagnitude of these losses in a de Laval turbine may be gatheredfrom a consideration of curve I I I of Fig. 35 ,

which shows thelosses in the bearings and gearing of a 30 horse-power motorinvestigated by l‘ewicki. These investigations have been describedin the preceding section. An examination of the curve indicatesthat the bearing and gearing loss is some 7 5 per cent. of the ratedfull-load output .For a 200 horse-power de Laval turbine , D elaporte 1 assumes

about horse-power bearing loss.

VII . Loss in Speed-reduction Gearing — This is very

dependent upon the workmanship employed in the manufacture ofthe gearing. It is, nevertheless, of relatively large amount, andmay be taken as at least 5 per cent. in gears in good condition.

It doubtless runs well up towards 10 per cent. in moderately worn

gears, and hence is a leading cause of any slight increase of steamconsumption which probably generally occurs in the course of timein steam turbines. Thus Niethammer 2 refers to a 200 horsepower (140K W .) de Laval turbine as having, when new

,a steam

consumption of 97 kilograms per with a vacuum of 7 1ems ,

as against a steam consumption after five years of serviceof 101 kilograms per with a 64 cm. vacuum and

(presumably) the same admission pressure and temperature inboth cases. These figures, however, reduced to the same vacuum,

show a deterioration of only about 2 per cent.W ear ofVanes or Buckets — Deterioration is also stated to

occur as a consequence of wear of the vanes or buckets.

”In this

connection the following quotation from Lea and M edeu’

s paper,The de Laval Steam Turbine,

” 3 is not without interest“ I t might be interesting to touch on the practical difficulties

1 Delaporte

,Revue dc M e

'

cunique, 1902, s. 406 .

D ie Dampfl urbinen, page 104.

3 Paper by Lea and M eden,entitled The de Laval Steam Turbine

, pre

sented at the C hicago meeting (May and June 1904) of the American Soci etv

of M echanical Engineers, and forming part of vol. xxv.-of the Transactions.

STEAM TURB INE EN GINEERIN G

five years ; The wear affects only the steam inlet side of thebuckets, and will only increase the steam consumption to a slightdegree. In tests made on a turbine of 100 horse-power, where theedge of the buckets had been worn away about one-sixteenth of aninch

,the steam consumption was about 5 per cent. higher than

with new buckets. The wheel and buckets are, however, so

designed that an insertion of a new set of buckets can be easilymade at a small cost.”

Curve II I of Fig. 35 shows the value of the loss in bearings and

gearing for a 30 horse-power de Laval turbine. D elaporte 1 estimates the gearing losses oi a 200 horse-power de Laval turbineat as low as 1 per cent. , whilst the gearing and bearing frictioncombined of a 300 horse-power de Laval turbine in good conditionshould, in his opinion, be roughly taken as 3 per cent.VIII . Losses in Dynamo — These may be obtained from the

efiiciency curves already given in Figs. 16 to 19, from which itis seen that at full load they range about 7 per cent. of the outputin the largest size (209 K .W . dynamo coupled to 300 horse-powerturbine), up to some 15 per cent. in a 10 K .W. size. At one

quarter load the dynamo losses range from some 18 per cent. of theoutput in a 209 K .W. size, down to some 30 per cent. in a 10K .W. size. It is important that the extent of these losses at lightloads in small sizes should be realised , for in the case of anelectric generating set in which the load fluctuates so widely thatthe average load is but a small percentage of the rated load , ahigher

“all-day ” economy would be obtained by a dynamo

especially designed to have high efficiency at light loads, even atthe sacrifice of a few per cent. in the full-load efficiency.

IX . Losses due to Residual Kinetic Energy in the

Steam passing to the Condenser.

— The steam passes to the

condenser still possessed of a considerable percentage of the energywith which it entered the admission nozzle. It may be roughly

stated that this rejected energy will be less the nearer the velocity

of the turbine blades approaches one-half the velocity of the impinging steam. In the 300 horse-power turbine the mean diameterat the blades is 07 6 metre, and the speed of the wheel is

rp m. The linear velocity of the blades is thus 424 metres per

second. With an admission pressure of 13 absolute metricatmospheres and a condenser pressure of 86 6 per cent.

,the

absolute velocity of the impinging steam,allowing 15 per cent. loss

in the nozzle, will be 1090 metres per second. A t the usual1 Delaporte, Revue de M éumique, 1902, s. 406.

THE D E LA VAL TURB I N E

angles at which the nozzles are inclined to the direction of movement of the vanes, this velocity may be imagined to be resolvedinto two components : one in the direction of the movement of theblades

,and amounting to about 0°

94 x metres persecond, and the other component perpendicular to the first one,and amounting to 0

°34 l x 1090=370 metres per second. We mayassume (see p. 77) that the speed of the steam relative to thevanes decreases 20 per cent. during the passage over the vanes.

Hence the speed of 370metres per second is mduced to 296 metres

per second. The other component would be reduced by an amountequal to twice the peripheral speed of the vanes, provided that novane friction existed. Allowing, however, for the assumed 20 percent. less in the relative speed, the resulting decrease in speed isequal to some 2 25 times the peripheral speed.

1030 x 424 1030 954 76 metres per second.

The absolute speed of the steam after leaving the vanes is equal to

J 762+ 296

2= 306 metres per second.

The energy loss in percentage of the energy of the steam on

emerging from the admission nozzles is equal to

x 100 78 per cent.1090

In the smaller sizes the blade velocity is still lower, and theenergy passing on to the condenser is a correspondingly greaterpercentage of the total energy in the steam at admission.

Summation of Losses — Ia view of these analyses of thecomponent losses, we are in a position to make a rough allocationof the total loss amongst those components.

Taking the case of a 209 kilowatt set and denoting by 100 the

gross energy supplied to the admission nozzles,the distribution is

roughly as follows

l . Nozzle losses 12

2. Leakage losses 13. Radiation losses

4 . Losses due to friction of the turbine wheel revolving in the steam 4

5 . Losses due to friction of the steam travelling over the vanes 9

l

7 . Losses in

pipeed reduction gearing 2

8. Losses in ynamo 4

9 . Losses due to residual kinetic energy in the steam passing to

condenser

Output

Gross input

1 09 4-005 20°

82 STEAM TURB INE EN G INEER ING

Of course, the conditions under which the turbine runs, t o.

whether with or without condenser, whether at the most favourablespeed or at a speed far below the most favourable speed , wouldchange the relative importance of the component losses, but theabove may be considered to give arough idea of the amount and dis

tribution of those losses in a normalde Laval turbine of the 300

power (209 kilowatt) size whenrunning condensing.

LONG ITUD INAL

rnANsvcnae

Fm. 89 .— 20 H.P. dc Laval Turbine.

General D escription — In Fig . 39 are shown drawings of a

20 horse-power de Laval turbine.

The turbine wheel A is mounted upon the flexible shaft Bbetween the spherical-seated bearing C and the stuffing box D .

The teeth of the two pinions EE are cut in the metal of the shaft


itself. Bearings FG supported in the frame of the gear case areprovided just outside the pinions. The pinions EE engage the gearwheel H mounted on the shaft J , supported in the bearings KKK .

The power is in this instance transmitted from the pulley L.

A case in which a dynamo is driven from the power shaft isshown in the sectional plan in Fig which represents a 30

horse-power continuous-current set. The rated capacity of thedynamo is 20 kilowatt. Excellent -outline drawings with numerousdimensions are given for a de Laval 200horse-power seton p. 227 ofthe third edition of Stodola

’

s treatise ‘

D ie Dampfturbinen. In sets offrom 50 horse-power upwards, two gear wheels, two power shafts,and two dynamos are employed. The arrangement of the two

power shafts is well illustrated in Fig. 4 1, taken from an article inIllacltinery for November 1904 , entitled The de Laval SteamTurbine and itsManufacture. The illustration

,which is a horizontal

sec tionalview taken through the turbine andgear shafts, shows strikingly the relative sizes of the turbine and the reduction gearing.

The Turbine Wheel — In the small and medium sizes thedesign of wheel shown in Fig. 42 is employed. T

,the hub of the

wheel, is bored out, and a thin steel bushingis drawn into the hubby a nut at one end. The middle portion of the bushing is boredwith a taper of 4 per cent. The bushing is forced on the shaft andthen pinned in place as shown.

Thewheel may be removed from the shaft by drawing it off thesteel bushing after removing the nut.

Since the presence of a hole, no matter how small,

“

through theturbine wheel reduces its strength to at least one-half, it has beenfound necessary , in the larger sizes of de Laval turbines, wherevery high peripheral speeds are employed, to abandon the design

shown in Fig. 42 in favour of that shown in Fig. 43, in which asolid hub is recessed at each end, and the flexible shaft ismade withenlarged flanged ends which fit into the recesses and are boltedsolidly in place. The recesses and shaft ends are machined with a4 per cent. taper in order that the parts may be accurately centredand fitted solidly together.The turbine wheels are made of a special grade of high carbon

steel. Musil (Baa der Dampftwbt'

nen , p. 66,Leipzig,

B. G . Teubner)states

aThe turbine wheel is made from the toughest

homogeneous

Turbine,”Technology Quarterly for March 1904 Massa

chusetts Inst. of

84 STEAM TURB INE ENG INEERING

nickel steel,with a breaking strength of about 90 kilogram per

square millimetre, 10 to 12 per cent. elongation,and with an elastic

limit of 65 kilogram per square millimetre.”


This doubtless relates to the de Laval turbines manufacturedby the H umboldt Company. The form of the wheel

,with the

section increasing toward the hub, is arrived by preportioning

it to have equal specific stresses throughout, and a factor of safetyof about 8. This does not hold true at the rim,

where , just belowthe blades, annular grooves are turned on each side of the wheel ,with the object of ensuring that in the case of a dangerously h

igh

86 STEAM TURB INE EN GI NEERING

speed being accidentally attained, due to failure of the governor , thewheel shall burst at this point , as the section is so reduced that theSpecific stresses are about 50 per cent. higher than in the rest ofthe wheel. At normal speed the factor Of safety at this reducedsection is about 5 and since the stresses vary with the square of

the speed , the wheel will burst at this point at about double itsnormal speed . It has been found by actual experiments that no

great damage results, for the rim holding the buckets is broken up

into very small pieces,which can do no damage to the wheel case .

Lea and M eden 1 state that in tests on wheels not having this reducedsection at the rim

,the wheels have

burst through the centre in two or

three heavy pieces, and the pieceshave been driven through an eXperi

mental wheel case Of steel castings

FIG . 42. Fro . 48.

havingwalls two inches thick. With the wheels as made,however

,

they are perfectly safe ; and in the event Of the rim being stripped ,no damage will result except to the wheel itself. Furthermore, assoon as the rim breaks, the wheel becomes unbalanced ; and as the

clearance between the heavy hub of the wheel and the safetybearings in the surrounding wheel casing is very small

,as may

be seen from Fig. 39 . the hub Ofwheel will. owing to the flexibilityof the shaft

,come in contact with the sides of these circular

Openings in the casing into which it extends, and these will act asa brake on the wheel and assist in bringing it to rest. With thebuckets broken Off

, the steam can no longer act to rotate the wheel,1 The de Laval Steam Turbine (Amer. Soc. lurch . E ayrs ,

vol. 25 , p. 1056,

June


TA B LE XxX l l .— Sonn Dara or WHE ELS AND VANES or Vaaroos S IZES

‘ 24 M

O F DE LAVAL STEAM Tuaamns .

7 5 about

150

157

1 188

16

STEAM TURB INE ENG INEERING

TABLE XXX I I .— conti

'

nued.

G

EE

PH

0

256

81“

seeu

c

Essenuu

S

Enh

nm

3.63a

5

£58

90

v0.

23

10

I 300

34013 000


variations in load. But in practice de Laval turbines are regulatedby hand so far as relates to control Of the nozzles, and hence it isprobable that they are often operating at light loads with all thenozzles Open

,and hence at lower efficiency.

D e Laval turbines,as supplied by M essrs Greenwood Batley ,

Leeds,are provided with such a number Of nozzle holes as to

always make it possible to put in the required number of nozzlesfor any admission pressure between 5 and 15 absolute metricatmospheres. In Fig. 45 , which is a photograph of a 225 horsepowe r turbine motor

,two of the additional nozzle holes plugged

up inste ad of fi tted with adjustable nozzles are seen.

The degree Ofsuperheat affects the design Ofthe nozzles so slightlyas not to render it necessary to employ special designs. Lewicki 1

has,however

,found that for very high degrees of superheat the

Fig. 461— Section through (10 Laval Nozzle and Valve.

bronze nozzles and valves Of a 30 horse-power turbine with whichhe experimented had to be replaced by others Of iron ,

on accountOf the lower coefficient Of expansion of the latter material.

I t thus appears that a de Laval turbine provided with nozzlesfor a certain pressure and vacuum will not give the best resultswith different boiler and condenser pressures, and the nozzlesshould be changed to suit the changed conditions. Sometimesturbines are fi tted with two sets Of nozzles, the one set suitablefor running condensing and the other for running non-condensing.

Fig. 46 shows a section through a nozzle and valve as builtat the de Laval Steam Turbine Works at Trenton,

N .J In thisfigure the valve C operated by the hand wheel opens or closesthe passage for the steam from the steam chest A to the nozzle B .

On emerging from the mouth of the nozzle B,the steam impinges

1 D ie Anwendung hoherUeberhitzunghelmB ctl'icb von Dampfturbi

nen,

”

Ernst Lewicki, Zet'

tschr. Vere'ines D eutsch.

P1903

, pp . 49 1-497 , April 4th, 1903, pp 525‘147’


upon the blades D Of the turbine wheel, delivering up to the wheelthe bulk of its kinetic energy, and passing Off at the other side Of

the wheel to ultimately arrive at the condenser. In an article inMachinery (p. 124

,Nov. it is stated that “ the nozzles

are turned to gauge on their outside and reamed to the requiredtaper on the inside. Over 600 reamers of different tapers arekept in the tool room of the works at Trenton,

N .J .,US A

,for

this purpose. The nozzles are simply driven into place in thecasing, but are threaded at their inner ends to facilitate removalby means Of a jamb nut. The taper Of the nozzles ranges fromabout 6 to 12 degrees total taper, and they are located with theiroutlet about 3 millimetres from the wheel blades.

”

M essrs Greenwood Batley’s design of nozzle and valve and

stuffing box is indicate d in the sketch in Fig. 47 .

Fm. 47 .— Nozzle and Valve in Messrs Greenwood and Batley’s de Laval Turbine.

The largest sizes of de Laval turbines are generally furnishedwith eight nozzles.

The Flexible Shaft — Oi hardly less importance than thediverging nozzle is the use of the flexible shaft devised by de Laval

to permit Of operating with the very high speeds necessary with asingle-wheel turbine. These very high speeds entail enormouscentrifugal forces. Thus

,from the data for the 300 horse-power

turbine given in Table XXXI I. ,we see that the addition ofa weightof one gramme at the periphery of the wheel will subject it toan unbalanced centrifugal force of 47 kilograms. It is impracti

cable to deal by means Of rigid shafts with such forces as are liableto be encountered in these cases, and hence de Laval employs aflexible shaft permitting the wheel to rotate about its centre of

gravity in virtue of the gyrostatic effect. The wheel is not

mounted midway between its bearings, but wnsiderably nearerthe spherical-seated outer bearing. When it is started up fromrest, if its centre of gravity is not precisely in the axis Of the

96 STEAM TURB INE EN GINEERIN G

is carried in a self-aligning spherical-seated casing, held inwardsby a helical spring against its seat in the turbine casing.

On the other side of wheel shaft passes through


loose-fitting bearing B, which serves primarily as a stuffing box.

A t either side Of the pinions the shaft is carried in two bearings,which are best seen at C C in Fig. 41 p. 85.

Gears — As already stated,the teeth of the pinions are cut

directly on an extension Of the flexible shaft, and are stated 1 to beof ‘60 or ‘

70 ca rbon steel. The gears are stated to be ofmild 2 0 carbon steel

,Of a grade similar to that used for car

wheel tyres.

”Up to and including the 30 horse-power size solid

steel gears are employed, but for the larger sizes they have castiron centres and mild steel rims. The pitch Of the teeth isabout millimetres in the smallest and some 66 millimetres inthe largest sizes. I t is stated in Machinery (p. 125, Nov. 1904)that “ the success in running these gears at high speed is due inpart to the fine pitch and the spiral angle of the teeth , whichthus brings a large number of teeth in mesh at one time , makingthe working pressure at each tooth very light, and reducing thelikelihood of abrasion. The gears run at the very high linearvelocity of some 30metres per second.

Table XXXI I I . contains some interesting data of gears, pinions,shafts and bearings. The data in Table XXXI II. is only veryrough , and has been compiled from a number of sources, the data inwhich was Often more or less contradictory. The manufacturersare naturally averse to publishing precise data. Nevertheless, itis useful to have a general survey of the range of values employed .

It is seen from Table XXXII I . that the speed of the flexible shaftat the bearing surface is in some cases over 20 metres persecond.

The teeth Of the pinions are cut at an angle of and, as

indicated in Fig. 4 1, one Of the pinions carries teeth out on a lefthanded and the other on a right-handed spiral. This preventslongitudinal motion.

Lubrication — The low-speed bearings on each side of the

gear wheels are provided with Oil rings. The Oil is distributed tothe high-speed bearings by a shallow spiral groove (see Fig. 49)turned in the shell. In a 100 horse-power machine this groove isabout 04 millimetre pitch. Sight feed lubricators are employedfor the high-speed bearings. Lea and M eden state (Trans. Am.

Inst. Mech. Eayrs.,vol. xxv.,

1904, P 1064 ) that ring oiling has

not proved to be satisfactory for the high-speed bearings. This,

they say, is because the turbins Wheelshaft usually vibrates

1 M achinery for Nov . 1904, The Q m Tfacturers

,

”

p. 125 .

8

1181731urbine and its M ann

THE D E LA VAL TURBINE

or Vu uone Srzxe or D ] LAVAL Tunemne.


TABLE XXXIII .— continued.

21

2 000

1 600

15 000

208 11-0

102 STEAM TURBINE ENGI NEERIN G

TABLE XXXIII .— continued.

I Low

10 600


TABLE XXX II I. —contimwd.

104 STEAM TURBINE EN GINEERING

slightly, and this vibration is communicated to the oil rings, which ,refusing to followthe shaft, do not furnish proper lubrication.

“ It is also found that the temperature of the oil will in thiscase increase too much

,and drip lubrication has been found more

satisfactory , only a small quantity of oil being required. Withthe high speed it is very important that the lubrication shouldnot be interrupted

, as it takes but a short time for the hearing to

run hot. Wick lubrication has so far proved the most reliable.It must, however, be arranged so that the oil leaves the wick tubein drops

,and with a sight glass below the tube through which

the amount of feed can be ascertained. The oil is filtered by thewick ,

which ensures clean oil in the bearing, and the oil will flowas long as any oil remains in the tank. With oil tanks of amplesize there will not be much attendance required . It seems,though, in the present advanced stage , that opposition is sometimes met with in having this method of lubrication used. The

common sight-feed lubricator , with such a small number of dropsas are required

,has the disadvantage of a very small opening

for the oil, so that a small amount of dirt will suddenly interruptthe lubrication. The bearings will then immediately heat. Anymechanical arrangement for forced lubrication is in itself moreor less apt to get out of order. It is all right for slow-speedmachinery, which, in case of interruption of the oiling, can run aconsiderable time on the oil already supplied

,and until the

trouble can be discovered and remedied , but it is more or lessuncertain for high-speed apparatus.

”

The gears are continuously lubricated with a moderate amountof oil. They are encased as effectively as practicable to prevent theentrance of extraneous matter such as dust or grit. It is statedthat with suitable care they will run for many years withoutvisible wear. Lea and M eden state that the gear wheels wereoriginally made of bronze, but it was found that they becamecrystallised after a couple of years of continuous operation

,and

pieces of teeth were broken off and destroyed the gears.

The enormous size of the speed-reduction gearing as comparedwith the size of the turbine itself is well shown in Fig. 4 1.

The centrifugal throttling governor and vacuum valve areillustrated in Figs. 5 1 and 50.

Fig. 50 shows the governor in section and shows the outsideof the steam valve . The bell-crank lever L is fixed to a spindlewhich passes into the pipe and carries a straight lever inside thepipe (see Fig. 50) which operates the steam throttle valve. Fig.

106 STEAM TURBINE EN GINEERIN G

greater than when condensing that it is impossible for full steamsupply (valves fully open) to

’

give excessive speed .

1

Overload Capacity of the de Laval Turbine.— This

is largely dependent upon the number of nozzles with whichthe turbine is equipped. It is customary to supply the turbinewith sufi cient nozzle capacity to carry continuously at least 10percent. overload. If

,however

,a heavier overload capacity is desired ,

it can be provided by substituting suitable nozzles,and it is

sometimes required that the machine shall carry at least 25 per

FIG. 51.— Governor Valve.

cent. overload for fairly long periods continuously. In suchcases the turbine case is generally fi tted with one nozzle inaddition to the usual number, this being opened only when theoverload comes on. If a heavier overload than one for which thenozzles are designed comes on,

the speed falls off. The same size,

weight, and general design of turbine is employed for a given out

put, whether for running condensing or non-condensing. The

only difference relates to the design of the nozzles. In smallturbines

,which are required to run either condensing or non

condensing, two entirely different sets of nozzles are provided for

1 Mr Charles Garrison, S.E., in Proceedings of the Society of Arts, M ass. Imt.

of Tech., March 1904 , stated that a 150 h.p. condensing turbine would not

come up to rated full-load speed when run non-condensing with all nozzles

open and with no load.

”


F108. 52 and 53.— De Laval Turbines and Generators. Approximate Weight and

Floor Space.

Direct Coupled Sets.

108 STEAM TURBIN E ENGINEERING

Free. 54 and 55 .— De Laval Steam Turbines . Approximate Weight and

Floor Space ofTurbines.

For Rope or Belt Driving.


TABLE XXXIV . (AI ).

Conflnuous Current Turbine Sets.

112 11?

112 112

115 110

‘24 000

I


TABLE XXXIV . (A2).

Continuous Current Sets. Alternating Current Turbine Sets (ExcludlngiExcfters).


TABLE XXXIV . (AS).

Alternating Current Turbine Sets (Excluding Bu tters).

1 14 STEAM TURBINE ENGINEERING

TABLE XXXIV . (B2).

Continuous Current Sets. Alternating Current Turbine Sets ( Excluding Excitem) .


TABLE XXXIV. (B3).

Alternating CurrentTurbine Sets (Excluding Exciter-s) .

116 STEAM TURBINE ENGINEERI NG

TABLI XXXIV .

Continuous Current Turbine Sets.

as

as

2 400 52

12 000

73

7 000 8 650

70

10 600


TABLE XXXIV. (CS).

Alternating Current Turbine Sets (Excluding Exclters).

220mm 2

CHAPTER IV

THE masons TURBINE

PABBONS’ early contributions to steam turbine development date

from practically the same period as de Laval’s,and it is only

in the interests of lucidity that we have given fi rst place to adiscussion of the de Laval turbine ; for the Parsons turbine, as

regards both construction and operation,is considerably less

simple than the de Laval turbine.Passing over the historical development of the Parsons type of

turbine and coming to the modern machine, it should first bepointed out that turbines differing in many respects from one

another,but all possessing the main features of the Parsons type,

are now being built by a number of more or less independentmanufacturers. M ost of the sets at present installed have beenbuilt by one or the other of the three following concernsM essrs C. A. Parsons Co Newcastle-on-Tyne ; M essrs Brown ,

Boveri Cc. ,Baden

,Switzerland The Westinghouse Companies,

of Pittsburg, Pa.,

and M anchester, England . A largenumber of other companies have also taken out licenses tomanufacture Parsons turbines, but suffi cient time has as

yet hardly elapsed to permit of reporting progress in thesequarters.

l

The development of the Parsons turbine for marine purposesis referred to in a later chapter. In the present chapter landturbines only will be discussed.

The turbines built by M essrs C. A . Parsons Co. and thoseby M essrs Brown

,Boveri Co. are very similar , and will be

referred to as Parsons turbines. The modifications made by theWestinghouse Co. are more extensive

,although the main principles

1 The Brush Co. has sent us particulars of one of their designs (see Fig. 58,

facing p.

STEAM TURBINE EN GI NEERING

of the Parsons type are retained ; they have expanding nozzles atthe high-pressure end.

In the Parsons turbine, so-called stationary guide vanes ’ areemployed instead of the diverging nozzles of the de Laval turbineto direct the steam against the vanes of the running wheel. It is

not attempted in these guide vanes'

to transform the energy of thesteam completely into kinetic energy energy of translationalmotion), and on emerging from the guide vanes the energy of thesteam is only partly kinetic. That portion which is kinetic is

more or less completely imparted to the vanes of the movingwheel, according to very much the same general principlesdescribed in Chapter I I I on the de Laval turbine. A further partof the energy of the steam emerging from the guide vanes is

employed to drive forward the vanes of the moving wheel byexpansion. A third portion is passed on to the next set of vanes,imbued with a diminished store of energy. A leading characteristic of the Parsons turbine

,as compared with the de Laval type,

thus relates to the employment of many stages in the former asagainst one stage in the latter. For this purpose the Parsonsturb ine is built with a very large number of sets of fixed vanesalternating with a corresponding number of sets of vanesmounted on the periphery of a rotating drum. Whereas in

the de Laval type, in which the steam is, in the diverging nozzle ,already expanded down to the pressure in the condenser

,in con

sequence oi which the wheel revolves in a medium of very lowdensity and with an approximately equal pressure on each side ofthe wheel

,the wheel of the Parsons turbine rotates in a medium

having a high density at the admission end and a very lowdensity at the exhaust end. Not only would this, for a givenperipheral speed, necessitate considerably higher friction of

the wheel aganst the medium in which it revolves, but thereis the further disadvantage that there is a leakage of steam,

increasing with the clearances between the rotating and stationaryparts. Hence it would be expected that it would be verydesirable in turbines of the Parsons type to employ a minimumof clearance. Furthermore

,there is an end pressure acting

in the direction of flow of the steam from the admission to

the exhaust end. The end pressure is offset by the use of

so-called ‘ balance pistons,’

connected with a suitable numberof points along the cylinder by means of passages cored out in

the casing.

In Figs. 56,57 , and 58 are shown sections through the


cylinders of three designs of Parsons turbine , and in Fig. 59 areshown in plan and elevation the outlines of a direct-connectedturbo-generating set. These have been furnished us through thecourtesy of M essrs Brown,

Boveri Co.,the Westinghouse Cc .,

and the Brush Co and admirably serve the purpose of explainingthe Parsons type. The turbine rotor A (Figs. 56 , 57 , and

58) consists of a long drum, supported in bearings at B B. At

the periphery of the rotor are carried the vanes C, arranged in a

Flo. 57 .— Westinghouse

-Pareons Steam Turbine.

number of rings varying according to the output, speed , and

required economy. In the 400 kilowatt Westinghouse-Parsonsturbine illustrated in Fig. 60, with the top half of the casingremoved , there are 116 rings of vanes, 58 of these being on therotor. The total number of vanes in the Parsons type is

enormous (see Table XXXVI ., p. Thus in a 750 kilowattturbine there are stated to be some revolving vanes and an

equal number of fixed vanes, making a total of vanes.

This is 20 rotating vanes per kilowatt , or 0050 kilowatts perrotating vane.

l Between the rings of rotating vanes are the

1 The 2000 kilowatt Westinghouse-Parsons turbine installed at the Yoker

station of the Clyde Valley Power Co. are stated to have over vanes,

presumably on the roto r. This gives kilowatt per rotating vane. It has also

been stated that in a certain Westinghouse-Parsons 500 kilowatt turbine there

are rotating and fixed vanes,or 0031 kilowatt per rotating vane.


stationary vanes D (Fig. The contour and relative positionof the fixed and rotating vanes are indicated in Fig. 61. Goingfrom the high-pressure to the low-pressure end of the turbine, the

FIG . 60.— 400 K.W. Westinghouse

-Parsons Turbine, uncovered.

(J. R. Bibbins, The Electric Journa l, June

rings increase in diameter. Thus in the design illustrated in Fig.

56 three different diameters are employed. In the Westinghouse-Parsons 400 kilowatt turbine, illustrated in F ig. 60

,there

is a still larger number of different diameters. The increase in

”M I/”6

FIG . 61.— D iagram of Brown Boveri-Parsons Vanes.

diameter of the drum is also accompanied by an increase in radiallength of the rotating and fixed vanes. This is most clearlyshown in the turbine illustrated in Fig. 62, in which one readilydistinguishes, from an examination of the top half of the casing,that there are seven different lengths of vanes. There is also an

THE PARSONS TURBINE 125

accompanying increase in the width of the vanes. M usil states 1

that in a 7 50 kilowatt turbine set, which, from an analysis of his

1 Bars der Dampfturbinen, A . Musil, p. 102 (Leipzig, B. G . Teubner), 1904.


data,appears to have a speed of 1500 revolutions per minute, the

proportions are approximately as follows

First Row. Lust Row.

D iameter to middle of radial depth of vane

Peri heral speed in metres r sec .

Pitcfi at diameter to mi dle of radial

de th of vane .

Widt of vane in direction para llel to shaft

Radial length of vane

No. of vanes per ring

From this data the total number of rings of vanes on the rotorappears to be about 68.

8th Row,half size.

Section,1§ actual size.

11th Row,halfsize.

Flo . 63 — 400 K.W. Westinghouse-Parsons Turbine Low-Pressure Vanes.

(J . R. Bibbins, The Electric Journa l, June

Photographs of low-pressure rotor vanes of the 400 kilowattWestinghouse-Parsons turbine, already illustrated in Fig. 60,

areshown in Fig. 63. Vane A corresponds to the eighth and vaneB to the eleventh row. The section of the vane is illustrated bythe photograph in Fig. 63. The vanes are of bronze

,and are

rolled in long rods and afterwards cut up into suitable lengths.

It is stated by M usil (Bau de'

r D ampfturbinen ,p. 103) that when


method of fixing the blades by Fullagar’

s construction . Fig. 64

is a longitudinal section through part of the drum and casing of aturbine, and Fig. 65 is a section through the line A A. Fig. 66 is a

F lo. 65 .— Developed Section on A A , Fig. 64.

perspective view ofa portion of a ring of blades adapted for fixing ina groove on the rotor drum,

and Fig. 67 shows a single detachedblade. at represents the rotary drum

, and c rotating blades ;

Flo . 66.— Perspective ViewofRing ofBlades in an Annular Groove in

Rotary Spindle ofa Turbine.

while b represents the stationary case, and d the fixed blades. The

blades c and d are cut from a strip of rolled or drawn metal of therequired crescent-shaped section ; the root end is flattened to awedge shape by pressure between special dies, as shown at C

s.

The drum n and easing b have grooves g and Ii,in which are rings


of brass i. In the flat side of these rings are cut wedge-shapednotches k, into which fit the wedge ends of the blades

,which latter

are secured firmly by a caulking strip l, . caulked into the groovealongside the strip i . The upper ends of the blades are completelyencircled by what is designated a

“combined fitting and baffling

ring,

”

shown at m in the figures.

These rings are of thin metal of channel section,or two

channels one within the other, and are formed with perforations n ,

pitched at the required distance to receive projections 0 on theouter ends of the blades, to which the rings m are secured.

Leakage of steam is prevented by the close proximity of thebaffling rings and the un-slotted faces of the rings i .

It is claimed that by the means described the rings of bladeswill be rendered strong and light , and can be easily

,quickly , and

cheaply machined to fit the casing and spindle or drum.

FIG. 67 .— Cl is inlet edge, 0

2 is outlet edge.

Fig. 68 shows the appearance of a portion of the finishedblading on the turbine shaft.

M essrs Brown, Boveri Co. state that there is a clearance of

from 3 to 4 mm. ,in a direction parallel to the shaft

,between the

fi xed and moving vanes, and a radial clearance of from 2 to 3 mm.

between the extremities of the moving blades and the inner wallsof the casing. It is stated that, in spite of allegations to thecontrary

,it has been found that these comparatively large clear

ances do not entail any appreciable sacrifice in economy.

The chief consideration underlying the employment of manystages is, that it permits of a reduction ofthe speed of the turbine, asexpressed in revolutions per minute ,

together with a further reduetion in the peripheral speed . It might, with a fair approximationto the truth

,be said that it permits ofa reduction in the magnitude

of the product of these two quantities. This is,of course

,very

desirable, since not only does it avoid the necessity of resorting tospeed-reduction mechanisms, but it permits of restricting thestresses in the material of the rotating wheel to values not very

greatly in excess of those heretofore customary in machine design.

9


Theorising aside, it appears in practice to be fairly conclusivelyestablished that the modern examples of large Parsons turbinesshow an excellent steam economy , in spite of the possibly morerational lines on which it ismaintained that some of the more recenttypes have been designed. In fact

,it is the contention of the

advocates of the Parsons type that it excels precisely in virtueof the employment of the impact and reaction principles in suchcombination as to obtain the maximum resultant of advantages.

By means of the large number of stages, the diameters of the

Fm. 68.— Willans-Parsons Turbine.

F ixed and Moving Vanes.

wheels are so greatly reduced as to largely offset the tendency toincreased friction loss due to rotation in a medium of rather highaverage density. Whereas the peripheral speed employed in thelargest size of the de Laval type amounts to 425 metres persecond , the peripheral speed employed by M essrs Parsons rarelyexceeds 125 metres per second, even in their largest sets, whichare of several thousand kilowatts rated capacity. Considerablysmaller peripheral speeds are employed in their smaller sets.

The balance pistons, to which reference has already been madeon p. 120, are shown at E E E of Fig. 56, three sets being employedin this design. The passages cored out in the casing, and communi

132 STEAM TURB IN E ENGINEERING

Bearing Pressure— The product of peripheral velocity, in

feet per second and pressure in pounds per square inch, is

generally 2500 (in some cases according to London , and

in a 1000 kilowatt Brush-Parsons turbine, the rotor of whichweighs 6300 lbs. , this product isThrust Bearing

— Fig. 69 shows clearly the method of

adjusting the position of the moving vanes with reference to thefixed vanes. The lower half of the bearing is fixed and the collarson the shaft are in contact on their left side in the figure, whilethe upper half is adjustable along the shaft and takes the thrust

FIG . 69.— Brush-Parsons Thrust Blocks.

W. Chilton, Inst. E .E. M chr. , Feb. 2, 1904.

on the opposite side of these collars. It is thus evident that theshaft cannot move either to the right or the left.Regulator

— A simple and ingenious piece of mechanism is

employed to control the quantity of steam admitted according tothe load on the turbine.

M essrsBrown,Boveri Co.

’

s construction is illustrated in Fig. 70.

The admission of steam into the turbine is not continuous, but

consists of a series of intermittent admissions of steam (gusts), atregular inte rvals, at a frequency of about 150 to 250 per minute ,

according to the size of the turbine. The duration of each ofthese gusts is controlled by the regulator, and is longer or shorteraccording to the load.

Mechanical Construction of Steam Turbines, W. A . J . London,Free.

Inst. E lec. Eagre , vol. 35 , p. 189 , June 1905 .

3 The Steam Turbine,W. Chilton

,Manchester Local Section

,Proc. Inst.

E lec. Engra, vol. 33, p. 587 , February 2nd, 1904 .

THE PARSONS TURB INE 133

The steam enters through a valve V ,which is given a vertically

oscillating motion, and which for heavy loads, and correspondingsteam consumptions

,remains at each admission raised for a

longer time than it remains on its seat , thus admitting moresteam,

and vice versa for light loads. This is accomplished thusThe opening and closing of the valve V is controlled by a

small piston B mounted above the valve. On the lower face ofthis piston the steam pressure acts

,while it tends to stay at the

F IG . 70.— Brown Boveri-Parsons.

lower end of its cylinder by action of a strong spring pressing on

its upper face .

An auxiliary valve with spindle G , possessing an oscillatorymovement from an eccentric X (Figs. 70 and causes the

lower face of the piston B to communicate with the exhaust,and thus the valve V falls again to its seat.

The spindle G of this auxiliary valve is linked up to the muff

M of the ball governor R,which latter thus augments or dim

inishes the amplitude of the oscillations of the valve G ,and in

consequence causes the valve V to open a longer or shorter time

134 STEAM TURBINE ENGI NEERING

after its closing. This arrangement allows of a very sensitiveregulation of the steam admitted , always at full pressure, according to the load.

Figs. 7 1, 72 show three curves illustrative of the action of thisregulator, published by M essrs Brown,

Boveri Co.

Full Load. HalfLoad.

F IG . 7 l .— Admission Pressure D iagrams, Condenser Pressure being

09 Kg. per Sq . Cm.

Curve A . shows the pressure at the turbine for full load, curveB at half load, and C shows the effect of a sudden change from threequarters of full load to no load . The point brought out by thesecurves is the duration of each period of admission of steam, whichthey show to be greatest at full load, less at three-quarter and halfloads, and very small at no load.

The fact that the no-load curve does not rise to near the

FIG . 72.— D iagram ofAdmission Pressure during Sudden Change in Load.

maximum pressure of about 10 kilogram per sq . cm. is most likelydue to the sluggishness in the recording apparatus for such avery short interval of time as the period of steam admission atno load .

Lubrication — Rotary oil-pressure pumps, driven in mostinstances from the turbine shaft

,supply a constant flow of

lubricant under a pressure of 30 lbs. per square inch or less,

depending on the size of the unit.


in opposite directions through the cylinders , the steam ultimatelyflowing off from both ends to the condenser. This construction

eliminates end thrust,and obviates the necessity of employing

balance pistons. The design is shown in plan and elevation in

Figs. 383,384 , PP. 540, 541 .

THE PARSONS TURBINE

sets are capable of sustaining an overload of 50 per cent. by theaid of automatic by-passes.

The steam fi rst passes through the main disc type stopvalve, which is controlled from the platform by a hand wheelthrough gearing. It then flows through an emergency shut-downvalve

,a strainer

, and a double-seated poppet governor valve, thelatter being operated by a steam relay controlled by the centrifugal governor, this admission valve being thereby directly con

trolled by the speed of the turbine.At the end of the shaft opposite to that at which the centri

fugal governor is attached is fi tted an emergency governor ; thislatter acts if the speed of the turbine rises to a predeterminedmaximum and the centrifugal governor fails from any cause

,

opening an auxiliary valve,which in turn closes the emergency

throttle valve.After entering at the centre of the cylinder, the steam next

passes through a series of nozzles and impulse blades, thisoperation being repeated until the steam has expanded approxi

mately to atmospheric pressure. Then the steam passes througha series of pressure blades on the Parsons principle 1 until theexhaust is reached. A thrust block is fitted at the extreme end

of the cylinder,but as there is no end thrust, owing to the use of

the double-flow design,this is only required for the longi

tudinal adjustment of the rotor.The rotor is constructed as a rolled steel drum with a diameter

of 19 5 metres, thus giving a peripheral speed at the root of thevanes of 103 metres per second . A forged-steel umbrella-shapeddisc is shrunk into each end, and at the same time the ends ofthe high-carbon steel shaft are pressed into these discs, thus

giving a very light and strong construction. The construction isstated to have the advantage of virtually eliminating the balancing difficulties met with in cast-steel and other non-homogeneousmaterials. The material can be depended upon for uniformdensity throughout, and by machining it to gauge a perfectbalance should be obtained. The first series of blades are ofdrop-forged steel

,and are dovetailed in form, and are caulked

into grooves cut in the surface of the cylinder. The low-pressureblades are made of delta metal

,in order to avoid any corrosion due

to wetness of the expanding steam.

It is stated that the combination bed plate of each turbo

generator weighs about kilograms (52 tone).1 The Tramway and RailwayW

’

orld,February 1905 .

146 S TEAM TURB INE ENGINEERING

This same double-flowdesign is employed in the three-phase, 25

cycle, 2000 kilowatt, 1500 volt turbo-generating

sets supplied by the Westinghouse Co. for the Clyde Valley PowerCo.

’

s station at Yoker.The Westinghouse Co. are employing the double-flow type as

their standard design,only the early machines and the small

sizes being of the single-flow type. A section of an early BrushParsons turbo-generator is shown in Fig. 84.


The rough overall dimensions are given as— length 153

metres,width 52 metres, weight 4 6 metres, floor space 7950

square decimetres,or 106 square decimetre per kilowatt output.

These figures are published too late to be added in the curvesof Figs. 86 to 89 , but they have been included in Table XXXVIwhere comparison can be made with other sets.

A surface condenser will be located beneath the turbine inthe foundations proper. The makers state that this arrangement

III/g rams for fri /Ofl z

FIG . 86 .— Approximate TotalWeights ofN rbo-Generators of the Parsons Type.

is in all respects equivalent to that claimed as the special propertyof the vertical type of turbine

,which the makers of the latest

type state needs considerable extra space for condenser and

turbine auxiliaries. The new turbines will operate at approximately 175 lbs. pressure

,28 inc h (933 per cent. ) vacuum, and

100°

F . (555 C. ) superheat, the normal speed being 750revolutionsper minute . Under these conditions the steam consumption is calculated at about 16 lbs. (72 5 kilograms) per kilowatt-hour at fullrated load.


There will be a maximum overload capacity of 50 per cent.

without material sacrifice in efliciency or undue heating of the

generator after several hours’

run.

At this overload each turbine will develop over horsepower at the shaft, which is reckoned as being the greatestamount of power ever developed in a single prime mover instationary service.

The direct-connected generators will be standard Westing

Em. 87.— Approximate Floor Space occupied by Turbo-Generators ofthe

house construction, following the new enclosed design, which issaid to eliminate the hum associated with high-speed machines.

They will deliver three-phase current at 6600 volts and 25

cycles.

The effi ciency at full rated load approximates to 975 per cent.M essrs Willans Robinson’

s design of the Parsons turbineis identical with the Parsons standard type in principle and in itsmain features, and only in details of design and manufactureare there any differences. To facilitate opening up the turbinefor inspection

,the governor gear, oil pump, and steam and water

piping have been arranged mounted on the bottom half of the


FIG . 88.— Approximate Overall Length ofTurbo-Generators ofthe Parsons Type.

IO00

FIG . 89.— Rated Speeds ofTurbo

-Generators of the Parsons Type.


against 11 metres, the mean length for a 1000 kilowatt set, asshown by curve in Fig. 89.

The valve chest is arranged at the side of the bottom half ofcylinder, thus allowing the cylinder to be opened out for inspection without breaking any steam-pipe joints

,whereas in the

Parsons standard types the steam-pipe joints have to be broken,

and in the larger sizes the valve chest has to be lifted off

as well.The main bearings are made adjustable both vertically and

horizontally, and are also supported on spherical seats.The oil pump is a rotary one instead of reciprocating, and in

the 1500 kilowatt size and above it is driven separately by amotor

,and the governor driven direct from the turbine shaft

,

thus dispensing with worm gear and toothed wheels.The turbines and generators are carried on one continuous

underbed of very stiff box section, which ensures much betteralignment of plant when being erected on site.

The oil cooler is contained in this underbed, another portion ofwhich is used as an oil reservoir.

The main lubricating pipes are also contained in the underbed,

giving the plant a neater appearance.Fig. 84 illustrates the original Brush-Parsons 1000 kilowatt

turbo-generator, and is shown with the latest type (Fig.

whereby some interesting comparisons may be made.

InTable XXXV I. have been compiled some general particularsof a number of representative Parsons turbo-generating sets ofvarious manufacture, and of outputs ranging from 300 kilowattto 7500kilowatt.

From the data contained in this table the curves in Figs. 86,

87 , 88, and 89 have been plotted .

Fig. 86 shows the weight of complete sets and the weight perkilowatt output, plotted against rated output. In Fig. 87 areplotted total floor space occupied by the complete set, and the

floor area per kilowatt output, plotted against output.Fig. 88 shows the approximate overall length of combined

sets, and in Fig. 89 a curve is plotted showing the variation ofrated speed of Parsons turbines with the rated output.

The points representing the position of the various machines

given in Table XXXVI . are marked on these curves with numberscorresponding to the reference numbers in column 1 of TableXXXVI .


TABLE XXXVI .— Soxu PAarrooLABs or Dnmnsrons AND Warenrs or TUBBo

GENEBAroas or PARSONS TYPE .

5 5

l 115 541-4 are

1500'

-9

115-0 2070 1 4

112-5 211

-8

1 13-0 27-5 3000

VI II . 1010 .20-7 2700

145-0 } 215-9 3750

150-0 270 4000

105-0 115

-0 4125 m

xm . 4000 1000 153-0 250 3330

5000 ' 750 139-0 40 4 5410 1-03

1000 . 1-051 103 147

-0 34

-5 5500 1-0

1300 30-5 5500 0

-35

xv11. 7500'

750 153 0 , 52 7050 1-05

1 Diameter at bottom ofvanes= m.

ou r largest vanea=2°4m.

STEAM TURB INE ENGINEERING

We purpose now to consider the question of steam consumption of the Parsons steam turbine. The results of a very largenumber of careful tests are available, and these have been broughttogether in Table XXXVI I . As in the case of the correspondingdiscussion of the de Laval sets, we have assumed a hypotheticaldirect-connected dynamo in those cases where no dynamo waspresent

,and we have suitably modified the results by means of

the dynamo efliciency curves in Figs. 16 to 19 (see pp. 38 and 39

of Chapte r so as to express the steam consumption in termsof the kilograms of steam per kilowatt-hour output from thishypothetical dynamo. In cases where the tests were originallymade with a direct-connected dynamo

,no reference to the effici

ency curves of Figs. 16 to 19 has been necessary.

The most striking’

point revealed by an analysis of the testsset forth in Table XXXV II . is , that the steam consumption ispractically independent of the admission pressure for a very widerange of pressures. We were

,of course, aware that the admission

pressure made far less difference than in the case of reciprocatingsteam engines. We find

,however, that for a vacuum of per

cent. and for 50° Cent. of superheat

,of two turbines of a given

rated capacity, but designed, say, the one for an absolute admissionpressure of 7 metric atmospheres, and the other for 14 metricatmospheres, the steam consumption is, on the average, generallyjust about the same. I t may be of interest to describe the roughbut practical methods of analysis by which we have arrived atthis result.

Individual tests on a particular turbine at different pressuresnaturally give results showing a slight variation with the pressure,but our general conclusion, as summed up above, is based upon theaverage of a large collection of tests, and may fairly be taken as

corresponding to turbines suitably designed for the pressures withwhich they are to be used.

In Figs. 91 to 98 are plotted the results of tests on turbinesof the same rating at each of two or three different pressures ineach case.

In all these figures the curve A corresponds to the lowerpressure, curve B to the higher ; and in cases where test figureswere available for a still higher pressure, curve C is drawncorresponding thereto. Out of all the numerous test figuresavailable, in only one case can we find results for one and thesame turbine tested at two different pressures on various loads.

These results relate to a 3200 kilowatt Brown-Boveri-Parsons


metre to 14 kilograms per square centimetre ; that is, a 40 percent. increase in pressure gave a decrease of 52 per cent. in steam

FIG. 93.— 300K.W. No. VIII. on Tables

'

XXXVI. and XLI I.

Fm. 94 .-1000K.W. No. XIV. on Tables XXXVII.:and XLII.

F108. 93 and 94 .— Variation in Steam Consumptionwith Change in Pressure.

consumption ; the decrease in steam consumption for each per cent.

increase in pressure thus being per cent. at full load.

The two curves cross at about 42 per cent. of full load, the

STEAM TURB INE ENGIN EERING

Percentage g'

fir/l Raced Load

FIG . 97. — Two 100 K.W. Parsons. A . Kgs . Abs. B Kgs. Abs. 8°

C.

Superheat, 90 5 per cent. Vacuum.

fi rcentgge f fi d/ Fah d Load

FIG . 98.— 3200K.W. Brown-Bovari-Parsons set.

FIGS. 97 and 98.— Variation in Steam Consumption with Change in Pressure.

A.— Messrs Brown

,Boveri 8: Cc . , Turbines d Vap mr, Sept. 1904, p. 39.

B. Trials ofTurbines for D riving Dynamos,

”by C. A. Parsons and G . G. Stoney,

International Engineering Congress, Glasgow,1901 .

This is probably explained by the loss due to leakage of steambeing greater the higher the pressure of the steam,

and to theincreased friction due to rotation in a denser medium.

In each of the other Figs.,91 to 97 , we have brought


together turbines of the same rating to compare their steamconsumption at different pressures, but under the same conditionsas to vacuum and superheat.

In three of these cases,Figs. 91, 92, 93, the steam con

sumption is actually higher for the higher pressure at full load.

This result is contrary to experience , and we would attributeit to the fact that in each case the tests at different pressureswere made on two separate turbines, when slight differences inconstruction and workmanship might account for either machinebeing inferior to the other as regards steam economy.

In the four cases of Figs. 94 to 97 the results are similar tothat in fi g. 98 referred to above— viz. at light loads the steamconsumption is greater for higher pressures, and at loads fromabout one-half load and upwards the consumption is smaller forhigher pressures, there being a certain load where the consumptionis apparently the same for all pressures.

In the case of Fig. 94 the two curves actually cross in twoplaces ; and, bearing in mind that each curve is for a differentmachine, we would regard this as evidence of the differences insteam consumption being due rather to differences in the characteristics of the machines than to the effect of difference inpressure.We have not thought it suffi ciently justifiable to attempt to

determine the lawof variation of steam economy with pressure on

the basis of these results to any degree of accuracy, but results of

tests on individual turbines with varying pressure for each, atseveral conditions of load

,would be very desirable for this purpose.

We also obtained from various manufacturers of the Parsonstype of steam turbine statements indicating that in theirexperience the variation of steam consumption with varyingadmission pressure has been found to be very small at all loads

,

although they all find a slowly improving economy accompanyingincreasing admission pressure.With non-condensing sets the use of a high pressure nu

doubtedly has a marked effect in improving the economy, but weconsider it sufi ciently well established by our investigations thatfor turbines of the Parsons type , as at present designed and built

,

when operated with a good vacuum, the improvement in economyfrom an absolute admission pressure of 8 kilograms per squarecentimfi re upwards is so slight as to not be worth taking intoaccount.

A t any rate , it is extremely unlikely that an improvement in11


steam economy of more than about 01 0 per cent. per per cent.increase in admission pressure will be obtained at full load under

good conditions as to vacuum and superheat for an absoluteadmission pressure of 7 kilograms per square centimetre ; and thiswill probably decrease to an improvement of not more than 005

per cent. per per cent. increase in admission pressure for absoluteadmission pressure of some 14 kilograms per square centimetre.For the range of pressures customarily employed ( 10 to 16

absolute atmospheres) the steam consumption at full load can thus,for all practical purposes, be taken as independent of the admission pressure.

It is somewhat premature to announce this conclusion prior tothe description of the following exhaustive analysis of publisheddata of steam comsumption.

For a preliminary assumption , we proceeded to ignore theinfluence of variations in the admission pressure, and to investigatethe laws of variation with vacuum and superheat.The effect of varying vacuum has been studied by a number of

investigators. The results on five different turbines at full ratedload are shown in Fig. 99. Representing by 100 the steam con

sumption at 866 per cent. vacuum,the results of Fig. 99 have

been reproduced in Fig. 100, and it appears that the tests are in

close agreement as regards the percentage variation in full loadsteam consumption with varying vacuum, as to be represented bya single curve. In other words

,the same rate of variation may, for

all practical purposes, be taken for all sizes of Parsons turbines.

From Fig. 100 we see that 3 Parsons turbine consumes at fullload 38 per cent. more steam when running non-condensingthan when running with a vacuum of 866 per cent. Of course,there may be considerable variations from this particular percentage in individual cases, as the development of the Parsons turbinehas extended over many years, and the principles of design havebeen gradually developed during this time .

Furthermore, in all analyses of this character the difficultyarises that a turbine is designed for some particular pressure,vacuum

,or amount of superheat

,and hence it is argued that com

pala tive tests, when one of these conditions is varied, do not afl‘

ord

correct information as to the relative economy of turbines designedfor the different conditions. While this is to some extent true

,

the conclusions drawn from a single turbine operated under variedconditions may nevertheless often afford a fairly good idea of theinfluence of such variations

,evenwhen a special design is provided

164 STEAM TURBINE ENGI NEER IN G

FIG. 100 — Mean Steam Consumption at Full Load for Parsons Turbines withVaryingVacua. See Curves A to E, Fig. 99.

4 0 K.

m to so 40 so so 70 so so n o

M ena ge of Klee/ am

Fro . 101.— 500K.W. and 300K.W. Famous Turbineswith Varying Vacua.

densing. The curves fall very close together, and the conclusionsdrawn from either curve would

,for the practical man

, give the


required information for either case with sufficient accuracy.

Both curves were taken.

at full rated load.It is next necessary to investigate the effect of varying vacuum

at other than full rated load. F ig. 102 contains results republished by M essrs Parsons and Stoney. They relate to tests of a500 kilowatt set at quarter, half, and full load, and at varyingvacua. The corresponding curves in Fig. 103 have been deduced

g rew/di eKzewmFm. 102 — Steam Consultiption with an Increase in Vacuum for a 500 K.W. 2500

Parsons Turbo-Alternator, Abe. Steam Pressure 10‘

85 Eye. and no Super

heat. Trials of Steam Turbines for Driving Dynamos, C. A. Parsons and

G. G. Stoney, International Engineering Congress,Glasgow,1901

, Table VII . )

by representing the steam consumption at 86 6 per cent. vacuumby 100 in each case. From the relative positions of the three

curves of Fig. 103, it is evident that the percentage decreasein steam consumption is, for a given increase in vacuum, greaterthe less the load.

In Figs. 104 and 105 are given corresponding results obtainedby Bibbins on a 300 kilowatt turbine.It is assumed that the percentage improvement in economy

166 STEAM TURB INE EN G INEERIN G

with increasing vacuum is independent of the degree of superheat.There is as yet an insufficiency of published data to permit us toverify this assumption.

Neither the tests of Parsons and Stoney (Figs. 102 and 103)nor those of Bibbins (Figs. 104 and 105 ) are as clear as they

5 0 4 0 70 80 .90

FIG . 103.— Percentage Variation in Steam Consumption with an Increase in Vacuum.

A 500 K.W. 2500 li .p.m. Pars ons Turbo-Alternator at Various Loads,with a

Constant Absolute Steam Pressure of Kgs. and no Superheat.

might have been made by these authors. This will appear fromthe following considerations

In Fig. 106 is given a curve of the steam consumption of a500 kilowatt turbine set at no load , with varyingvacuum,

absolutepressure of 109 metric atmospheres, and no superheat. This isplotted from Table 8 of Parsons and Stoney

'

s paper, and, extendedas shown by the dotted line, indicates that the steam consumptionwhen running non-condensing would be 2900 kilograms per hour,or times as great as for an 86 6 per cent. vacuum. In this

168 STEAM TURB INE EN GI NEERING

same paper of Parsons and Stoney is found the followingstatement

In non-condensing plants also many tests have been made ,but, as will be expected , the steam turbine compares rather morefavourably with the reciprocating engine in condensing types. In

a 100 kilowatt size a consumption of 39 pounds per kilowatt-hourhas been attained

,and in a 250 kilowatt turbo-dy namo 38 pounds

per kilowatt-hour, both with about 130 pounds steam pressure and

no superheat. In larger sizes of 1500 kilowatt with 200 pounds

Steamm umption in Lbs. per Hour.

36a m Consu l-"palm in [ 9 3 p er Hour

F IG. 106 .-Steam Consumption at No Load. 500K.W. Parsonswith VaryingVacua.

steam pressure and 150° Fahr. superheat, a consumption of 285

pounds per kilowatt-hour non-condensing has been guaranteed . and

is expected to be easily attained , if not surpassed.

”

From the data contained in this statement the curve of Fig.

107 has been constructed , and shows for running non-condensingwith no superheat a full load steam consumption of 16 5 kilo

grams per kilowatt-hour for a 500 kilowatt set.We nowhave sufficient data of the 500 kilowatt set to work

out the graphical construction shown in F ig. 108.

We obtain the full load point for other than an 866 per cent.vacuum by applying percentage corrections obtained from the curve


of Fig. 101. The steam consumptions at no load for different vacuaare obtained from Fig. 106. We then draw straight lines connectingthese two points, and can thus obtain the steam consumptions atintermediate loads by interpolation. In the curves ofFig. 108 weobtain the steam consumption in kilograms per hour, but fromthese values are readily deduced the steam consumptions expressed in kilograms per kilowatt-hour as shown in Fig. 109 .

o x m .-co m m as“

ao sv w eo mfi re-snag s of firlI fi t t ed

Fro. 109. — Steam per K.W.H. 500K.W. Parsons Turbine.

Guided by the conclusions embodied in the curves in Figs. 100and

109 , we have obtained the curves in Fig. 110, which show forParsons turbines at full rated load, half load, and quarter load thepercentage decrease in steam consumption per per cent. increase invacuum. Thus

,by increasing the vacuum from 834 per cent.

(25 inches) to 866 per cent. (26 inches), mean vacuum 850

per cent. (255 inches), we obtain the results shown in TableXXXV I I I .


gives a considerably greater percentage improvement in economy,as shown in Table XXXIX.

TA BLE XXX IX .

QuarterLoad . j RalfLoad. Full Load.

Percentage decrease in steam con

sumption per per cent. increasein vacuum for a mean vacuumof per cent. in.) 20 per cent. per cent. l

°

4 per cent.

Percentage decrease in steam con

sumption obtained by increasingthe vacuum from per cent.

(26 in.) to 90 r cent. (27i.e. by a to increase of 33

per cent. (or of 1 in.) 66 per cent. per cent. 46 per cent.

The results in Tables XXXV I II . and XXXIX. are broughttoge ther in Table XL , as also results for higher vacua.

TABLE XL.

QuarterLoad. Half lo ad . Full Load .

Percentage decrease rn steam con

sumption obtained by increasingthe vacuum by 1 in. from25 in. to 26 in. per cent.

to 86 6 percent) 5 3 per cent. per cent. 36 per cent.

26 in. to 27 in. per cent.

to 90 per cent. ) 66 per cent. per cent. 46 per cent.

27 in. to 28 in . (90 r cent. ,

to per cent. 86 per cent. per cent. 60 per cent.

Vacua above 28 inches are, in the present state of steam con

denser engineering, not generally economical propositions, owingto the great first cost and running expenses of the condensingequipment.We are now in a position to eliminate variations in vacuum

used in the different tests (Table and to reduce thesteam consumption results to a standard vacuum of 86 6 per

cent. (26 inches) .Superheat.

— The next variable relates to the dependence ofthe steam consumption upon the degree of superheat. In Figs.

111 to 115 are plotted curves taken on several sizes of turbineswith varying degrees of superheat. For these curves the abscissa

176 STEAM TURBINE ENG INEER IN G

more convenient in the case of these tests, which were madeat definite percentages of rated load

,to plot the results in

this way.

The values of the steam consumption at rated full load havefor all these cases been employed in plotting the curves of Fig. 117 ,

fi mawrl of&1,ber6ed l (man)mD ei rees ( Er/[11rd

A=See Fig. 111 . D =See Fig. 113.

B 1 12. E 114.

O n 1 13. F 115.

Fro. 117 .— The Steam Consumption of Various Sizes ofPars ons Steam Turbine

at h ill Rated Loadwith Varying Superheat.

in which superheats in degrees Centigrade are employed as

abscissse.

Fig. 118 is derived from the curves of Fig. 117 by representingby 100 the steam consumption with 50

° Cent. of superheat.The mean curve drawn for this group is reproduced in Fig. 119 ,

and may be taken as a fairly true indicator, for the Parsons typeof turbine, of the amount by which the degree of superheat affectsthe steam economy at rated full load.

THE PARSONS TURB INE 17 7

But at light loads the effect of a given amount of superheat is to improve the steam economy to a somewhat greaterextent than at full load . This is evident from a study ofTable XLI .

An analysis of the above table shows us that a given amountof superheat in degrees Cent. occasions a percentage improvementin steam economy at 20 per cent. of full load. which may be

Super/teat in Degrees C’entz

'

gradc. Letters refer to Fig. 117.

Fm. l l8.— Varistions in Full Load Steam Consumptionwith Varying

Superheat ofa Parsons Turbine.

roughly taken as some 25 per cent. greater than the correspondingpercentage improvement at rated full load . The value varies

greatly, however, and appears (see curves of Fig. 113,corresponding

to 90 per cent. and 94 per cent. vacua) to be also dependent uponthe accompanying vacuum. There is

,however, insufficient data

for tracing out the extent of the dependence upon the vacua ofthe improvement in economy with increasing superheat

,and it

will not be taken into further consideration. The three12


curves in Fig. 120 relate respectively to quarter, half, and fullrated

Superheat in D eyrmrCmtv'

grade.

1 19.— Percentage Decrease in Full Load Steam Consumption per Degree

Centigrsde Increase ofSuperheat. in Parsons Turbines.

TABLE XLI .

E Percentage decrease In steam con

9 sumption,due to the increase In

superheat, for the followingper.

centsges of full rated load . Remarks.

207. 40K 602 807;

°

C

3200 b0 t0 105 90 140 130 130 130 m curves

1250 0 t0 55°

5 93 5 curves

1250 0 to 42'

5 92 2 83 715 72 emesuofcurves (A andC)and(B and D in Fig. 113.

400 o to 55-5 93

-5 11

-5 11

-0 10

-5 10 5 10

-5 Interpolate from curves

A and B in Fig. 114.

400 0 to 100 9315 25 0 250 250 Interpolated from curves

A and C in Fig. 114 .


TABLE XLI I .— SHOWING rm:STEAM Consm rroxwrrn A Consranr VACUUM

or ran cam . AND 50°

Czar. or Snrm nu r ron rm:Paasoxs Swan

Tuaamn,wrrn Vanrmo Ansowrn Sru u Panssnnns, as 1111111e mom

was Tnsr Resume on TABLE XXXVI I .

Steam Com mption in I n ner K.W. fl our for various percentages ofPull i111d

55 5 53 8

i? 5 E i“

is i i“

Iwe 5 85 5

7 211-2 18

—

10 5 55 18-4_

a

_o 125 99 0

7 181 11 00 125 117 00_100 152 0

°

100

100 120 990 115

100 l 1°

o

-05 1i °

5 I11°7O 11 110 11 °70

2011 1 10-9 0

2011 141 0 1 10110 110-50

200 18 .0

250 111 111 ,10 110 18

_

2511 9 9 0 10110

300 11 7 0 01116"

8001

1000 1170—

0

300 1111311 1 10 110 1040 '

3011 T2 201

8511 115 0 1

-

9790 11 50

850 119 01 1100 117 20

150 109 0 m107 110

_875 1

h

“

400 10°

5 0 9 115 W7 511 7 511 9 111 7 511

400fi

400 122 09-25 9 1111 11 90 8 911

400 9 55

$ 00 11 00 10 10 9 50 11 00

:00 _ 11°

00 l

400 18°

40 120 0 9

400 9-30 9 80

400 111—

7 0 11 011 11 50 £ 05 11 50 1400

11 00 l l fl )

400 117-50 990 9 50— c

400 11°

—

110 92 5-111 50

XV I I .

THE PARSONS TURB INE

TABLE XLII .— cont1§nued.

SteamConsumption in Kgsp ur

r K .W . Hour (or 11111101111 Percentages of1111 Rated Load.

502 .

11 50

11 50

- 1_ *# fi

9 10

l l’

fl )

109 0 11 50 |

11 40

3-70_h

11 50

”

3715

7 00

920 110 70 10°70

9°

i80—~ v .

fi

11 60 11 60 l l'

fi ) l l'

fi )I

11°

C!)

8°

05 l 10°

00

7 42— ¢n

12°


TABLE XLIII .— Snowme THE STEAM Consuun xon u A M EAN ABSOLUTE

Smu t Pnnssvnz or 126 KGB. PER Sq . Cm,AN 866 PER CENT.

Vacuum, u m 50°

CENT. or Samarium ,non THE PARSONS S mu t

TURBINE . (Fnon TABLE XLII .)

Steam Consumption in Kg; per K .W. fl our for various Percentages ofFullRated M I.

11117. I 12074

11 °50 1100

I

1 3

1

184 STEAM TURBINE ENGINEERIN G

TABLE XLI I I .-continued.

Steam Consumption in Kgs. perK .W. fl our for various Percentages of Full

Rated Loud.

XVI I .

XVIII.

l

In Fig. 121 the results at rated full load from Table XLIII .absolute atmospheres) are plotted as circles, and the results

at rated full load from Table XLIV . (8 absolute atmospheres) havebeen plotted as crosses. All these observations are evidentlyrepresented fairly well enough for practical purposes by thesingle curve of the figure.

In the same way, the curves of Figs. 122 and 123 show theaverage results at half load and quarter load to be practicallyindependent of the pressure.

The three firms who have manufactured the greatest numberof turbines of the Parsons type

,namely

, 0. A . Parsons Cc.,

Westinghouse Cc ., and Brown-Boveri, have obtained practically

identical results as regards steam economy. This is seen in

Table XLV ., where have been brought together, in such a

way as to permit of comparison in this respect,the results

of the published tests on sets of from 300 to 500 kilowattcapacity, this being the range of sizes for which all three


TABLE XLIV .— SE OW1NO TE E STEAM CONSUMPTION AT A MEAN ABSOLUTE

STEAM PRESSURE OF 80 Kes. per So. Cm,AN PER OENT. VACUUM ,

AND 60°

CENT. SUPERB RAT, FOR THE PARSONS STEAM TURBINE. (FROM

TABLE XLII .)

Steam Consumption in Kgs. K.W. fl our (or various Percentages

Bel

gi um

(film-t.of Eu Rated Load .

202 407; 602

24 1

1020

1400

l 93 5

XVI I .

firms have published enough tests to permit of a useful com

parison.

Our analysis of the economy tests of the Parsons type ofturbine shows the percentages increase in steam consumptionwith decreasing load to be Of the values set forth in Tables XLV I.and XLV II .

In Table XLV I. we have set forth figures showing representa

186 STEAM

Westinghouse

Brown-BoveriParsons.

Parsons.

WestinghouseParsons.

Brown-Boveri .Parsons.

Brown-BovertParsons.

WestinghouseParsons.

Brown-BoveriParsons.

Parsons.

Westinghouse

i Parsons.

Parsons.

Brown-Boveri

Parsons.

TURBINE ENGINEERIN G

Kilowatts Output.

Reference Number.

Q

1038

0

.


tive values Of steam consumption for Parsons type turbines,based on the numerous test results given in this chapter

, and

already shown in the mean curves in Figs. 121,122, and 123.

FIG . 122.— Half Rated Load.

Table XLVII . , derived from the previous table, shows the percentage by which the steam consumption at half and quarter ratedload exceeds the consumption at full load. It may be noted,

that

TABLE XLVII .

Rated Output Percentage bat-ru sh the Steam Consumption per K.W.

Hour exceeds thatK .W. at 11Load, Vacuum per cent. , Superheat.50° C.

K .W. Half load. Quarter load.


as the size Of the unit is increased, there is a diminution in thisexcess.

The figures given in these two tables are all for our standardconditions, viz. vacuum 86 per cent. (26 inches) and 50

°

0. superheat.

In the Marim Rundscha/wfor January 1904 are given someinteresting particulars Of a 65 kilowatt

,110 volt Brown-Boveri

Flo. 123.— Quarter Rated Load.

FIGS. 122 and l28.— Steam Consumption : Parsons T urbines.

O=12 °5 Kgs. Abs. from Table XLIII.X 8 XLIV .

50°

C. Superheat per cent. Vacuum.

Parsons set, for use in marine lighting plants. The outlinedimensions are Shown in Fig. 124 . The pressure

,temperature

,

and vacuum are not given , but it is stated that the steam con

sumption was 188 kilograms per kilowatt-hour, and that a lowerfigure could have been Obtained by an increase in the length Of

the turbine. The specification,however

,only called for a steam

consumption Of from 18 to 19 kilograms per kilowatt-hour. Itis stated that an increase in length Of metres would have


permitted Of a design with a steam consumption Of 17 kilogramsper kilowatt-hour, and that its weight would be some 3000kilograms. In a tender for supplying four of these kilowatt

mo

4_sso m -k

21 60

T

J.i?1

FIG . 124.— 65 K.W. 110-volt Parsons Turb o-Generator.

D imcnmbns in M illimelres.

(Grauert, f;ber D ampfl urbincn. )

sets to the German navy,the price was marks

,or about

£1070 per set, or £16, 58. per kilowatt. The price for an equiva

lent piston-‘engine set, such as has been extensively used for suchplant

,works out at £7 50, or about £11 , 68. per kilowatt.


arrangement is very much Simplified, as each small nozzle or a

group Of nozzles may be controlled by a separate valve, and changesin load may be taken care of by shutting Off or opening one or

more of the nozzles,preferably those nozzles which will leave the

belt continuous.

Vanes or Buckets — Curved vanes or Side walls to thepassages in the earliest designs were mounted on one or moredrums, and had a less angle at the discharge than at thereceiving end,

Fig. 125 .

The latest practice puts a smaller angle at the entrance than atthe discharge Side.

the Vanes — By 1902 the vanes were machine

FIG . 125.— Revolving Vanes or Buckets for Curtis Turbine. These are

bolted around the periphery ofa disc.

cut out of solid metal around the circumference Of a disc ;Special tools, on which numerous improvements have been made,having been designed for this work .

Stages or Pressure Steps— The number of moving

vanes or buckets against which the steam impinges betweenthe admission nozzles and the condenser varies in differentdesigns, and the tendency in new designs is to increase thenumber.

The smallest units (on horizontal Shafts) are built with one

stage, and the largest have in recent cases four and five stages.

Fig. 126 shows the revolving part Of the second stage of a 500kilowatt two-stage unit.Steam Economy — The degree of expansion desired and the

THE CURTIS TURBINE 193

peripheral speed dete rmine the number Of stages and number ofrows of vanes in each stage.

1

M r Kruesifi in a paper 1903, said, Greater

FIG . 126.— BucketWheels and Intermediates. Second Stage Of500K.W.

Two-Stage American Curtis Turbine.

economy is probably due to the fact that the steam is moreeffectively directed against the wheels by the nozzles than byintermediate stationary vanes.

The same angle at receiving and discharge end was used in first 600 kilowatt Curtis turbines (two-stage six rows revolving vanes, four rows stationaryvanes, two sets nozzles). Page 2, The Steam Turbine in Modern Engineering,

”

byW. L. R. Emmet, Chicago, 1904, American Society OfM echanical Engineers.

2 Association OfEdison 1. Companies, 24th Convention, Septem11

>e

§° 1903.


The 5000 kilowatt un its illustrated in W. L. R. Emmet’sChicago paper

1shows only two stages (i s. two sets of expanding

nozzles) , with four rows of revolving vanes in each stage.The Newport machines mentioned in the same paper 1 are

500 kilowatt units, and have only two stages with three rows of

revolving vanes per stage.The later designs Of every Size from 500 kilowatts upwards

have at least four stages. One seven-stage machine is in the list,p. 209.

The delivery Side of a row of first-stage nozzles for a 2000kilowatt unit is shown in Fig. 127 ; and as the partitions are

FIG. 127.— First-Stage Nozzle for 2000 K.W. Curtis Steam Turbine.

reduced here to knife edges, it is clear that the expanded steamenters in practically a single belt.Diaphragms between Stages .

— A diaphragm containingintermediate nozzles is placed between successive stages.

This reduces the leakage area around the Shaft to an annulusof comparatively small diameter, and the makers claim that thediaphragm is practically steam-tight.

Fig. 128 Shows a diaphragm with twenty-eight expandingnozzles.

Synchronising.— For synchronising and for adjusting the

load between several units, each main governor has a supplementary spring which alters the speed corresponding to a givenload about 21 per cent. on either Side Of normal without affectingthe regulation. The regulation can be altered by adjustments of

the governor weights.

1 American Society of M echanical Engineers, Chicago, June 1904 .

Flo . 129 .— 500 K.W. Vertical Two-Stage Curtis Turbine and 500 Volt ContinuousCurrent Generator

,4 Poles 1800R.p.m. (Cork Tramways. )


For this reason the first valve in each such set of valves suppliessteam through a balanced throttle valve to the first nozzle, and thesmaller variations are taken care Of by this throttle.

The operation Of the valves is arranged so that the throttle mustbe fully opened before another can open

,and the throttle then

assumes a position corresponding to the load, gradually opening or

closing as more or less steam is required. When reducing the

Pro . 180.— Governor and Synchronising Motor on a 5000 K.W. Curtis Turbine.

steam supply to a greater extent than the throttle can deal with,the throttle must be fully closed before another valve closes, thenthe throttle takes up a position corresponding to the newload

conditions, receiving its motion from the governor. An increasein the governor speed closes the throttle , and a decrease in speed

opens it.In the standard control, which is illustrated schematically in

Fig. 131 , the governor A moves an electric controlling switch B,

[98 STEAM TURBINE ENGINEERING

which governs the circuits of a set Of ironclad 1 magnets C,

controlling a set Of pilot valves D . The switch contacts are

arranged so that the pilot valves open and close in a predetermined

sequence,dependent on the load conditions, and the operation Of

each pilot valve is followed by the operation Of a corresponding1 For these electrical coils non-fibrous and non-flammable insulation is

used which is said to withstand 500° E ,but seldom is subjected to more than

half that temperature.

STEAM TURBIN E ENGINEERING

AS an alternative device, a type of pilot valves operated bycams on a Shaft, moved by the aid Of a hydraulic device under thecontrol of the governor, has been made experimentally , but requires

FIG . 132.— Another Arrangement OfElectrically-controlled Pilot Valve

and Main Valve.

D up licate Parts bear the same Number in arbor:° three I lluslratiozw.

an exceptionally powerful governor. This has not been developedcommercially.

The governor is usually set for a speed regulation of 2 per cent.between full load and no load.

TH E CURTIS TURBI NE 201

Emergency Governor.-On the shaft below the electric

generator and above the steam turbine, in Curtis turbo-generatorswith vertical shafts, a centrifugal device balanced against a springis located. This Shuts Offsteam by tripping a trigger which dropsa weight, instantaneously closing a butterfly valve in the mainsteam pipe when the speed Of rotation exceeds a predetermined

Flo. 188.— Electrically-Operated Valves and Emergency Stop Valvele vers : 500 K.W. Curtis Turbine at Cork.

limit, usually 15 per cent. above normal. I t is shown partly in

Figs. 129 and 133, p. 196.

Vertical Shaft — For driving electric generating machineryfor units above 500 kilowatts the vertical shaft (already mentioned)was introduced,

having a large footstep bearing, supplied withlubricant (Oil or water) under such a pressure that it supports theweight of the rotating parts.

Obviously this gives the simplest Shaft design.

Footstep Bearing— The film of Oil or water which supports

the rotating parts is about 005 inch thick.

202 STEAM TURBINE ENGINE ERING

TABLE XLVII I .— On. SUPPLY 1 TO FOOTSTEP BEARING OF VERTIOAL

CURTIS TURBO-GENERATOR,WHEN OIL Is USED.

O il Pum CapacitPressure lbs . 5 Safe Flow

p y

per sq . inch . per M inute .

Gallons. Gallons. Pressure .

l'

uit.

l A . H . Kruesi, Denver, June 1906 , M eeting National Electric Light Association,

Features of Vertical Curtis Steam Turbines.

9 Concerning oil in other bearings, see p. 204, also p . 212.

FIG . 134.— Step

The bearing consists Of two circular cast-iron plates (Fig.

one beingfixed to the shaft ; through the other, the stationary plate,the Oil or water is forced by a pressure pump .

STEAM TURBI NE ENG INEERI NG

rings 3 lowpressure Of steam maintained to prevent leakage of Oil

into the condenser.With water lubrication in the footstep the water discharges

through a guide bearing, taking the place Of the above packingbetween the atmosphere and the condenser. The water from thesehearings passes Off with the condenser discharge (see Fig.

The amount ofwater per cent. to per cent. of the amount

F IG . 136.— Curtis Turbo-Generatorwith Subbase Condenser.

used for steam. Except when running non-condensing, the supplyfor the footstep is taken from the air-pump discharge, thus neitheradding nor taking water from the hot-well system. Water fromthe air-pump

,being free from air and impurities

,is most suitable

for this purpose.

Other Bearings — A tank , fed through a resistance from thefootstep oil pump,l when Oil is used for this delivers oil by gravityto the middle and upper bearings.

1 See Baffle Pressure, Table XLVI I I . , p. 202.

THE CURTIS TURBIN E 205

The middle bearing is made in halves and can be removedsideways.

The upper bearing can be lifted Off the end of the Shaft after the

governor has been removed.

Glands — Packing is provided around the shaft below the upperbearing.

Quantity of Oil — Through the upper and middle bearings thecirculation amounts to

10gallons of Oil per hour in a 500 kilowatt unit30 5000

the Oil being strained and cooled after each passage through thebearings.Accumulator.

— An accumulator is supplied by the samemeans as the footstep

,and it stores enough lubricant under

pressure to keep the footstep supplied during some ten minutesD uring this period an audible Signal calls attention to the factthat this reserve is being used up.

If the supply of lubricant to the footstep bearing is interrupted,or is less in pressure than it should be , a switch,

which is held shutby that pressure

,automatically opens the electric control circuit

of the valve magnets elsewhere described (p .

The openingof th1s switch can also be made to close ah auxiliarycircuit, which on closing trips the circuit breaker of the generator.It is then impossible for the generator to receive current from othersources which might motor it. In fact

,without this device such

an accident did happen in Fisk Street station Of the CommonwealthElectric Company

‘

of Chicago,l resulting in considerable damage ,

where three-phase, twenty-five cycle, 6600 volt, 5000 kilowattCurtis turbO-alternators are installed, supplying rotaries whichalso draw power from another generating plant.

Condensers.

— In the plants using Curtis turbines in GreatB1i tain there are various types Of surface condensers installed

,

with , we find, an average cooling surface of 3 square feet per ratedkilowatt. In America the cooling surface installed varies from36 to 43 square feet per rated kilowatt. o

Subbase Condenser.— The vertical type of turbine lends itself

to a special design of surface condenser immediately beneath the

turbine,which Offers advantages in the absence ofmany joints and

in large passage for the low-pressure steam.

1 Power,p. 548

,September 1904, gives the Editor’s explanation of this

accident.


TABLE XLIX .— AREAS or STEAM PASSAGES.

Curtis Turbines with Separate Condensers.

and

us

SteamAdmission . To Atmosphere. To Condenser.

assas

3?T.5

6 057 12 22

6 035 14

8“

05 16°

20 12 1 1.

1500 10‘

052‘

17 1 IO 16 1.'

1

2000 10°

039 201 24 "22 100 24

3000 12 30°

24 127 30 1‘

2

l4‘

031 30 22 162 36 1‘

1

Curti s Turbines with Subhase '

0ndensers.

6'

diam.

9'

8”diam.

1 These antedate Mr F . Samue lson’

s impro vement. With h is grouping of nozzles under one

valve the number of valves is reduced.

9 Fig. 7 , Emmet’

s Ch icago Paper.

It is not apparent howsuch a set can be run non-condensingwhile repairs are being made to the condenser, as no condenservalve can be supplied of such area conveniently.

1 The atmos

pheric exhaust is about the middle Of the stages at the side. A

subbase type Of condenser is in use at Fulham and HarrogateCorporations Electricity Works under 7 50 kilowatt Curtis turboalternators, at Hammersmith Corporation Electricity Works, andCounty of London Company

’

s City Road andWandsworth stations,1 See area Of exhaust passages above.


Sioned drawings, kindly supplied by the makers, for steam , atmospheric exhaust, and exhaust to condenser.

N0 reduction in area per rated kilowatt follows the increase insize of unit with separate condensers. This, for large units, is not

unnecessary Size of passages, but it has Obviously the advantage of

giving less reduction in vacuum between the condenser and the

turbine.

Peripheral Speed of Vanes .

— This is generally about

TABLE L.— Stzss AND TYPES OF CURTIS TURBO-GENERATORS WHICH

HAVE BEEN BUILT.

Continuous Current Sets.

1 Non-c on Hori 60 L000 Headli ht Shuntdensing. woun

15 1 4000 80 Train Lighting.

1 125

25 1 3600

7 5 2400 2

150 1 2000

1800 4‘

100 1800 3

4

2000 3 550 Two Generators oneTurbine.

I

Cork Trams,Fig. 129 .

575 See p. 212.

1 25 per cent. overlou l fortwo hours Shunt or compound wound .

9 15 lbs. per sq . inch oil pressure supplied by pump through worm gear011 turbine shaft.

325 to 400 feet per second (about 100 to 125 metres per

second).Pressure Regulation in the Stages

— In the earlier two

stage machines, second stage , hand operated valves were providedfor adjusting the pressure for any load.

While it is desirable to approximately maintain correctpressure relation between the stages at all loads, variation in

the pressures can be allowed without materially affecting the

economy.


TABLE LI .— T°wo Phase and Three-Phase Sets. 60 and 50 Cycles.

Rated K .W . Shaft. Poles. Volts .

100 1 3600 3 Condens Horizontal.ing

Vertical.

l Overload capacity 25 per cent. for two hours. Oil pressure pump through worm gear of!

shaft, 15 lbs. per sq . inch.

2 Excitation 5 K.W . at full load.

3 Newport,Rhode Island This appears to be rated at nearly 0 6 K .W . per moving vane, as

the NSWport turbines have six rows of revolving vanes, 4 rows Of fixed vanes, 2 nozzles, 1895 total

number of vanes 3 phases (Emmet at Chicago,4 1500 K .W. 8 rows revolving vanes, 4 rows fixed vanes

,4 nozzles.

5 Boston Edison Co . Figs. 383 to 390, also Figs. 386 , 387 , pp. 543-547 .

8 M elbourne.

7 Yorkshire Power Co. Figs. 397 , 399 . For 2000K .W. see Figs. 891 to 393, pp. 548-549 .

TABLE LIL— Two-Phase and Three-Phase Sets. 40 and 25 Cycles.

Rated K .W. Shaft. Poles. 1 Volts.

Condens. Vertical.

Q

R}

80002

1 Four 5000 K .W. Curtis turbines for Commonwealth Co . , Chicago, had two stages 8 rowsrevolving vanes, 6 rows fixed vanes, 30 valves in two sets of 15 for admission. The cast-iron

diaphragm was fi tted with hand-operated valves supplying second stage . I t was intended to

replace these by automatic second stage valves . (Emmet'

s Chicago Paper, June 1904, Amer.

Soc . M ech.

2 Stated as 9000 K .W. twenty-four hour rating, 60 per cent. overload for two hours, in E lee.

World and Rama, 385 , Sept. 2, 1905, forWaterside Station No . 2, NewYork Edison Co .

14


If the valves are set to give normal pressure in the first stageat full load

,a partial vacuum may exist in the first stage when

running on light loads. This reduces the rotation losses due tooperatingin the rarer medium ,

and thus counterbalances the lossesdue to incorrect pressure relations between the stages. In thethree and four-stage turbines the pressure in the first stage is

FI G. l 38.— Commutator of 4 Pole 500 K.W. 1800 R p m. 650 Volt Continuous

Current Curtis Turbo-Generator.

controlled by automatic valves which open or close nozzle passagesleading to the second stage.

Hand operated valves are provided in the second stage forvarying the number of active nozzles

,but these are seldom

required. If the turbine is called upon to operate , say at highoverload,

for a long period,it will slightly improve the economy to

open more nozzles, thereby lowering the pressure in the stage.

212 STEAM TURBINE ENGIN EERIN G

Dorchester Unit — This is a direct-current 2000 kilowattCurtis General Electric machine, 750 revolutions per minute, 10poles

,575 volts, and weighs complete 95 lbs. per kilowatt

,

(lbs. total). Height 21 feet, diameter of base 11 feet 2inches. The guaranteed steam consumption with 180 lbs. steampressure

, 100°

F . superheat, and not over 2 inches absolute backpressure in the condenser, is as follows

K .W . at the Lbs. perSwitchboard.

1000

1500

2000

2500

For the step-bearing water is supplied by either of twosteam pumps, delivering 7 5 gallons per minute at 800 lbs. persquare inch. For the other bearings oil is supplied by eitherof two pumps, delivering 08 gallons per minute at 35 lbs.

pressure.Brake.

—'

l‘

o stop the turbo-generator, a brake bearing on thelower surface of a chilled cast-iron ring is sometimes provided,

withthe brake shoes set about 00 1 inch below the brake ring.

It is said that the revolving part of the 5000kilowatt machinesin Fisk Street Station of the Commonwealth Electric Co. ofChicago continued to run for four or five hours after the steamhad been shut off

,if no load was put on the generator to act as a

brake.M anufacturers of Curtis Turbines. There are four

companies engaged in manufacturing this type of machine— theBritish Thomson-Houston Co. at Rugby, Compagnie FrancaiseThomson-Houston in Paris

,Allgemeine Elektricita

‘

i ts Gesellschaft,

Berlin, and the General Electric Company at Schenectady andLynn ,

U.S.A . There are a fewof these turbines in service in England of

750 and 1500 kilowatts rated capacity. In America there are in

use and under construction two of 8000 kilowatts, about twentyfour of 5000 kilowatts rated capacity, and eight of 3000 kilowattsrated capacity , and one of 5000 kilowatt was installed as long ago

as October 1903,also eighteen of 2000 kilowatts, twenty-four of

1500 kilowatts, and 125 of 500 kilowatts.

At Rugby the following have been constructed

Yorkshire Power Co. 3 of 1500 K .W.

Lancashire 4

Hammersmith Corporation 1

THE CURTIS TURBINE 2 i3

County of London E S. Co .

Leeds City TramwaysWimbledon CorporationMelbourne

Harrogate

Rangoon

Messrs Bolckow,Vaughan Co.

Steam Consumption — On steam consumption we have not

enough data to make comparisons such as have been made in the

lnitu tBa sal?6 64

Fro. 139.—Efl

'

ect ofChange in Initial Pressure in 600K.W. Curtis

Steam Thirbines.

earlier chapters on other types of turbines. The student’s pointof view is quite different from the manufacturer’s ; and so longas the demand is-what it seems to be

,it may be natural for

turbines to be supplied without exhaustive tests beingpublished.

The English and the American makers have kindly given permission for their te sts to be reproduced showing the effects on steamconsumption of changes in initial pressure in a 600kilowatt Curtissteam turbine (Fig. 139 , above), the effect of changes in vacuumin a 500 kilowatt and in a 600 kilowatt unit (Fig. 140, p. and

the effect of varying the superheat (Fig. 141,p.


500-Kilowatt Tests — An alternating current 500 kilowattunit was installed at Rugby over two years ago, and continuous

at 20 zoo l6o‘

C‘

.

S u/aer/iea é ”dd /ed

A=150 lbs. per Sq. In. 28) in. Vacuum 500 K.W. , F. Samuelson,Engineering,

p. 188, Feb. 5, 1905.

B==Do. do. 500K.W. Proceedings Engineers Club, Philadelphia, April 1904.

C=140lbs. do. do. 600K.W. ,General Electric Co. ofNewYork

,May 1903.

Fm.140.— Curtis Turbines : Efl

'

ect ofSuperheat on Steam Consumption.

current units of same capacity at Cork and Rugby, Figs. 142, 143,

and Table LVI .The NeWport plant contains three 500 kilowatt Curtis turbo

216 STEAM TURBINE ENGIN EERING

inch in diameter by 3 inches stroke,and has an input of 3 amps.

85 volts. Oil is used for footstep and other bearings, and 9 gallonsis the consumption per month for each unit.

A=160 lbs. per Sq. In. (11°2 Kgs. ) Zero Superheat, 95 per cent. Vacuum.

B F.

(11 5 Kgs. ) 115°

F. 64°

C.

D 290°

F . (100°

C. )

FIG . 142. — Steam Consumption of 500K.W. Curtis Turbine Vacuum

Constant at 95 per cent.

The circulating water, when taken in at 36°

F . in winter and

72°

F. in summer, is discharged at 55°

F . in winter and 90°

F . in

summer.One 30 kilowatt, 125 volt generator, driven by a 305 revolu

THE CURTIS TURBIN E

tions per minute steam engine , having cylinder of 11 inches diameter by 8 inches stroke, and a generator of 35 kilowatt, 720revolutions per minute

,driven by an induction motor, supply the

exciting current.M r F . Samuelson’

s tests on an alternating 500 kilowatt unit at

m

A=155 lbs. per Sq. In Abs. Kgs. ) Zero Superheat 95 per cent. Vacuum.

B 150°

F'

. (83°

C. )Kgs. ) 150

°

F. (83°

FIG . 143.— Steam Consumption ofa 600 K.W. Curtis Turbine at Various

Loads,Vacuum Constant at 95 per cent.

Rugby were presented to the Rugby EngineeringSociety,November

1903. M r Chas. M erz,consulting engineer to Cork Tramways,

published some te sts on a 500 kilowatt continuous current set

installed at Cork .

218 STEAM TURB INE EN GINE ERING

00

84

500

12


A 500 kilowatt Curtis turbo—generator, installed by the OshkoshGas Light Co.

,Wisconsin,

in D ecember 1904 , was tested byM r Otto E. Osthoff

,of Messrs H. M . Byllesby Co. , consulting

engineers, on what he called commercial runs, averaging one hourfor each load. The generator is wound for 3 phases, 60 cycles,2300 volts ; the condenser, by Worthington ,

has 2000 square feetcooling surface. The footstep-bearing is supplied with water at300 lbs. per square inch from either of two Worthington doubleacting pumps, which also supply an accumulator as a reserve in casethe pump fails. The two upper bearings are lubricatedwith oil by

gravity.

TABLE Lvi i . "TESTS ON 2000 K.W. CURTIs STEAM TURB INES .

Pound; of PM III'

OJ Inches Of Absolute 80 1“ 307 0111Steam r n , r

3203 tions per Reference.l

Load Duration. sq ,

' Vacuum.

Pressure.

h“ F.

minute .

K-W M inutes.

Junems.

June 1005 .

250 5Mar. 12, 1904.

Test No. 4 .

750

l The 1905 tests were made on a 4-stage turbine of essentially the same design as machinesbuilt two years earlier, but run at higher vane or bucket speed, and with improved vanes and

nozzles.

The numbered tests as stated abovewere on a 3-stage turbine.

The numbered tests indicated by x in Fig. 144 are taken from a summary, p. 43, P roceedings

of National Electric Light A ssociation,Boston, Mass May 1904 , Report of the Committee for

the Investigation of the Steam Turbine,"W . C. L. Eglin,F. Sargent, and A . C. Dunham.

The 1904 tests indicated by e in Fig. 144 are taken from p. 204,Prom dings of Engi neers

’

Club of P hiladelphia , April 1904, W. L. R . Emmet.The 1905 tests indicated by [j in F ig. 144 are from p . 17 , Proceedings National E lectric

Light Associa tion ,Denver, June 11 , 1905 , Augustus H. Kruesi. The June 1905 tests indicated by

A in Fig . 144 are by M essrs Sargent and Ferguson, St. Ry. J oan ,p. 150, July 22, 1905 .

Non-oondensing. At rated load non-condensing, about twice as great as it would be withgood vacuum.

— W. L. R . Emmet. Compare columns Table LVI .


The summary of numbered tests referred to above gives thefollowing interesting figures on each of the three stages in the 2000kilowatt unit tested. These tests were probably made at themakers’ works, and may have been on the same machine as thosereported under dates February and M arch 1904 above.

TABLE LIX .~ -POWEB roa Ane rAnrss.

Rating ofMotors.

Place.

Air Pump. Circulating. Step Bearing.

Other

Bearings

.

15 H .P. 20 H .P.

In

Eut In ut 7 1

.W. .W.

12 H.P. 35 H .P

9 K .W. 18 K .W.

SeeF ig. 145

lnput 1800 Input5400'

lbs. steam lbs.steam

per hour per hour

A llauxiliaries driven Chicago Edison Co.

by a single cylinder

Corliss engine,whichdelivers 70 I .H .P.

when 5000K .W. unit

is running at full

load.

”

1 Emmet, Proceedings Engrs. Club, Philadelphia , xxi . April 1904 .

2 F . Samuelson, Rugby Engineering Society, Nov. 5 , 1908. See also p . 454 for data on other

plants, and p. 430 for input to auxiliaries.

j P'

s/ ( I L e t a

Flo . l 45.— Power used by Auxiliaries to 2000 K.W. Curtis Turbine.

C Circulating Pump . A Air Pump . L=L ift Pump from hotwell.

Casual Observations ofPowerOutput from StepdownTransformers supplying Constant Speed Motors at St Louis Exhibition (assuming the power constant for

all loads). From Report Am. St. Ry. Assoc Oct. 1904, p. 184, by Mr J . R.

Bibbins.

Other Illustrations .

— In the chapter on Examples of TurbinePlants several Curtis Installations are listed and illustrated.

Newport, R.I .

Rugby.

’

Fulham, London .

Schenectady.

Quincy.

St Louis Exhibition .

Boston Edison Co.


the input to a motor-driven lift pump (motor rated at 120 horsepower) for cooling towers (22 feet diameter, 4 1 feet high) .

END ELEVAT 'ON 3 | DE EL‘VAT'ON .

Sea :‘46 lacs. i Foor

F m. 147 .— Harrogate 750 K.W. Single

-phase Curtis Turbo

-Generatorwith

Allen’s 2600 Sq. Ft. Subbase Surface Condenser Plant.

(From Pros. Inst. Civil Engineers. )

Thus,for the same coal consumption that gave 1150 K .W .

non-condensing 1815 K .W . are obtained from

the combined plant.The guarantees for the low-pressure turbine are

With Absolute Admission Pressurelbs. per sq. in.

Wetness Factor

Vacuum Abs. Back Pressure lbs. per sq. in .

Steam Consumption perFull Load

Half

THE CURTIS TURBINE

Flo. 148 — Rugby Curtis 500 K W. Turbo-Generator.

[0l0

CHAPTER VI

RATEAU STEAM TURBINE

PROFESSOR A . RATEAU,of the Ecole Supé rieure des M ines, Paris,

brought upon the question of steam turbine design his

Flo . 149 .—Rateau Turbine, Elevation in Section.

(From The Electrical Review. )

A ,steam admission. ml

,m2

,etc . ,

diaphragms carrying B1 ,

R1,B2, etc. , guide vanes as in periphery B2, etc.

of fig. 152. K, exhaust to condenser.

01, C2, etc revolving vanes. L,steam admission to N .

See note, p. 235. N , reverse vanes.

highly technical knowledge, and has attained excellent results insteam economy. He has devoted attention to the problem of

saving some of the energy which was usually wasted in hoistingplants and steel works

,in steam exhausted into the atmosphere, by

226


for the vanes. The flange is fi led to fit the bend in the nextvane

,and thus acts also as a distance piece (see Fig.

Each 1 revolving wheel in a Rateau turbine is placed betweentwo diaphragms,

” illustrated and described below. That is,each

revolving wheel is in a cell or chamber in which the pressure ispractically uniform. This led Professor Rateau to name his designmulticellular.”

That revolving vanes of the construction used in Rateauturbines give satisfactory service is evidence that they are not

subjected to much difference of pressure on the two sides of any

FIG.— Vanes or Blades ofRateau Turbine.

(Messrs Fraser Chalmers. )

one row. This, incidentally, shows that the tendency for steam to

leak past the vanes is small.

Pressure Steps— There are thus as many pressure steps or

stages”

as there are revolving wheels,— these successive expan

sions of the steam taking place in passages through the diaphragms,which increase in cross section from the higher pressure side to

the lower.2

Professor Rateau, in his paper read at Chicago Meeting of Amsrican

Society of M echanical Engineers, June 1904, on D ifferent Applications of

Steam Turbines,

” p. 7 , reiterated his opinion that considerations of steam

economy reduce this number of rows ofvanes in each stage to one. This differs

from the practice of some other makers.

2 Diflerence between Impulse and Reaction Turbines.— ln Professor Rateau

'

s

reply to the discussion on his paper on“Steam Turbines

”before the Con

ference of the Institution ofCivil Engineers, he said, The Hon. C. A . Parsons

has said that there is no essential difference between impulse and reaction

turbines,but it is quite certain that they resemble each other

,both having

RATEAU STEAM TURB I NE

Diaphragms — The fixed diaphragms are made, in small sizes,of one casting. In larger sizes a stronger construction is provided.

A number of arms join the rim to the hub,and the spaces between

the arms are covered on each side of the diaphragm with planishedsheet steel.

FIG . 152 — D iaphragms ofRateau Turbine.

(From Eled rical Review. )

Fig. 152 shows a group of diaphragms, and the number of fixeddistributor guide blades

”

(expanding nozzles), through the first is

rotary wheels and guide blades. There are,however

, essential differences

between the two,and it is only necessary to open a treatise on hydraulic

engines to see that hydraulic engineers attach great importance to the distinc

tion between the two types."Professor Rateau had not suffi cient time to

develop the reasons for the distinction, but stated that the speed triangle at

the entrance to the wheel was very different in the one case fromwhat itwas inthe other. F ig. 155 shows the speed triangle and the shape of the vanes of

his impulse turbine,and F ig. 164 those for a reaction turbine (the latter in

the Jonval type).As the steam-turbines revolve generally too fast for the work they have

to perform,means have to be taken to reduce the speed, and one of them is to

cause the turbine to work by impulse, and not by reaction.

”


small, and this number increases as the position of the diaphragmon the shaft approaches the exhaust end of the turbine. The

complete circumference is thus occupied in the last wheels.

The path of any particle of steam through the turbine

obviously be a helix it is therefore arranged that these fixedguideblades shall he set along that path.

The diaphragms are fixed in grooves in the inside of the turbinecasing. From Fig. 153 it will be seen that the case is dividedon the horizontal diameter.


Shaft — The shafts are made of nickel steel, and are steppedto facilitate the placing of the revolving wheels.

shaft runs through these diaphragms antifriction metalbushes.

1 The leakage area around the shafts is thus a small annulus.

1 Professor Rateau,as reported, E ngineeri ng, July 17

,1903, p. 105

,stated

that he works to millimetre play, but he added that the shaft makes its

RATEAU STEAM TURB INE 233

own play when 02 mm. (008 in .) is insufficient. In his Chicago 1904

paper, D ifferent Applications of Steam Turbines, p. 13,he stated the

loss by leakage and by friction in the bearings as IQper cent. of the normal

power in a 1500 B .H.P. 1500 Rp m. multicellular turbine, and the loss due to

friction of thewheels upon the steam as 25 per cent. more, — 4 per cent. total.


Speed Control — The speed of the Rateau turbine at Bruaycan be varied by hand regulation of a spring between 1500 and

1800 revolutions per minute ( i.e. about 10 per cent. either wayfrom the mean speed). In other cases the speed control amountsto 15 to 20 per cent. either way.

Expanding Nozzle— D r A . Stodola pointed out that violent

acoustic vibrations,which he should always avoid, are set up by

using too short nozzles,

by allowing the steam to leave thenozzle at a slight over-pressure, which, according to ProfessorBateau’

s tests,

“gave only very slight decrease in pressure upon

the moving vanes.

”

Governor and Compensator — Tha general arrangement ofthe governor and compensator that M essrs Fraser Chalmers employ on turbines is shown on Fig. 156. The governor is drivenfrom the turbine shaft by worm gearing as shown on drawing.

The centrifugal force of the masses is in part balanced by the transverse springs which are applied directly to the masses ; an exteriorregulating spring S is applied to complete the balancing.

The movements of the masses are transmitted to the governorlever by a spindle

,the top part of which is a tee on which press

the levers of the governor balls. The articulations of the massesand of the transversal springs and ofthe central spindle are made onpoint or knife edges. Ball bearings are provided for the verticalspindle. The employment of knife edges and ball bearings for themoving parts reduce the friction of the governor to a small value.The governor is completed by a compensator, the pinions of

which are worked by worm gearing off the governor shaft. By

the aid of the compensator the speed of turbine remains constantunder a variable load. When a variation of speed takes placethe governor acts on the throttle valve, causing it to take aposition suitable to the change of load, but with a speed slightlydifferent to that which it had before the variation. The rod is

shifted and one of the feathers which it carries is seized by one

or other of the toothed pinions, turning it in one direction or

the other,increasing or diminishing its length by the nut, and

bringing back the governor lever to its mean position. Governingis now re-established, the throttle valve occupying a positionsuitable to the newload. With the compensator the same speedis maintained with all loads.

Regulator Valve— The stop valve and governor throttle

valve consist of ordinary stop valve operated by hand and doublebeat balanced throttling valve controlled by governor.


Glands — The stuffing box used by M essrs Sautter, Harlé

Compagnie, Paris, in their Rateau turbines, has a pressure of

12 lbs. per square inch absolute (8 of atmospheric pressure)maintained in a chamber.

Two rings are held in place around the shaft by springs,

and parallel with shaft by other springs, to prevent air leakinginto that chamber.

Oerlikon-Rateau Turbines .

— The vertical turbine illustrated admits steam through a 160-millimetre diameter inletbelow the turbine, and the steam flows upwards, leaving the

turbine through a 350-millimetre diameter exhaust pipe. The

radius of the largest revolving wheel is 440 millimetres .

1

Extent of Use — In the summer of 1905 there were atworkand under construction Rateau turbines, in sizes from 10 to 2300

horse-power, as follows

For ship propulsion horse-power.

Electric Generators

Turbo-Pumps

Turbo-Fans and Air Compressors

TABLE LX .— Dmnnsrous

,OUTPUTS

,AND SPEEDS or RATEAU Tuanmns

oournnn TO Onamxon Gunman -one .

Weight per K .W .

Rated K .W. 1 Length. Breadth. Height.

2000 1 1750

1 Figs. 158— 160.2 Figs . 162, 163.

We are indebted to Professor D r Stodola’s third German edition of The

Steam Turbine for these Figures, 158, 159, 160.

Flo. l59.— 100K.W. Rateau Steam Turbine by Mm hinenfabrik Oerlikon,

8000R pm. (Fig.


Peripheral Speed— Professor Rateau states the speed at

which the steam and any particles which it may take with itstrike the vanes, in his multicel lular turbines, is a quarter, or evena fifth, of that usual in the de Laval turbine. The latter he statedas 1100 to 1200metres per second (3600 to 3900feet per second).

1

Clearances — The clearance between moving vanes or blades

F10 . 160.— Plan ofFig. 159.

and fixed parts is 3 to 6 millimetres (i to inch). The shaft is

bushed,as stated above, in each diaphragm,which ofi

'

ers when newonly a small annulus around the shaft for leakage— 02 millimetre

(008 inch) being allowed here. The clearance on the exhaust side

of the vanes or blades is sto 3 inch.

Other Applications — Professor Rateau has designed centri

fugal pumps and fans and compressors for coupling to his steam

1 Consult page 32.


Power consumed by Auxiliaries .

— Professor Rateau gave

the increase in work on air and circulating pumps to maintain

28-inch vacuum (0068 kgm. per sq. cm. absolute) as compared

with 26 inch vacuum (0 136 kgm. per sq. cm.) as not more than

2 per cent. to 3 per cent., while the saving in steam consumption

RATEAU STEAM TURBIN E

of the turbine is theoretically 12 per cent. with 10 atmospheres

initial pressure.

Calculations on a 2000-kilowatt Rateau Turbine.

A ssuming 200 lbs. per sq. inch,29 ins. vacuum, 350

°

C . temperature

FIG . l 63.— End V iews of Fig.

of steam, a steam consumption of 85 lbs. per horse-power-hour,

to 1 19 lbs. per kilowatt-hour, using 96 per cent. efficiency,from

Fig. 16. p: 38.

TABLE LXII .— ErrEcr or RED UCING THE VACUUM IN LOW-PRESSURE RATEAU

TURBINE wrrB H EAT ACCUM ULATOR .

‘

Anxlssion ro TUBBINE . CoxnsnsEB .

Per K .W B r.

Kg. per Lbsper

sq . cm. sq . n.

2 28 5 (14 lbs. gauge) Surface ‘

08 126 100%2 13 1 1

-5 32 1152

2 Ejector 18 163 36 1307,

l 1 142 Surface 08 16 3 36 100%1 Jet 13 19 6 43 120%1 Ejector 18 224 495 1372.

05 Surface 08 495 100%O

°

5 Jet ‘

13 132%05 Ejector

‘

18 38°

C 84 1707,

1 From M rWaiter Rappl port on 1 he Rateau Steam Turbine , The Electrical Review, June 17 ,

1904, p. 1009. M r P. J . M itchell before West of Scotland Iron and Steel Institute, Dec. 1904 ,

Engineering, Dec. 18, 1904 , p. 881 .

242 STEAM TURBINE JNGINEERI NG

The normal case is the middle set in Table LXI I . above,where

the steam goes to the turbine at atmospheric pressure.

TABLE LXI II .— Tss'r or 350 K .W . RATEAU MULTICELLULAR TURBO-ALTER

NATOB FOR THE Socmrs PAVIN D E LAFARGE AT TEIL (ABDECB E).

3000 3-Phase, 1000 Volts— cm 01 three sets.

Test atLoad. Full Load 866 K .W. HalfLoad 176 K .W .

Steam per hourK .W. hour

Temperature ofsteamSuperheatSteam pressure absolute 1

Before the step valve kg. persq cm. 150 lbs. per sq . in.kg. persq . cm. 205 lbs per“lo ill.

After 144 5-7 81

Exhaust 27Vacuum in con .

denser 68 's cm. 661 cm. inches.

Total efficiency 4“ per cent. 44-4 per cent.

The following are results of tests on the first of three Rateau

turbines driving continuous-current generators at the mines at

Penarroya,Spain

TABLE LXIV.—TEs'

r or 500 E H .P. (370 K.W.) RATEAU TURBO-GENERATOR,Fmsr FOR PENARROYA , BY SA UTTER, HAB LE Co. (Fig.

Fig. 161 gives these in curves using English units.

F"ldTest L

qmn

1230cent. of

127K I 27K i:géliifg

Load E .H.P.

1 64 1 545 535

K .W . 470 400 393Revolutions per minute 2400Steam pressure

Kg. per sq. crn. absolute 11Lbs. per sq. inch gauge 140 125 123

Vacuum (W eary)Kg. per sq. cm. absolute

Lbs. inch

Superheat

Steam consumedKg. per hour

iibs'

E H Pr

fpe

K .W.H.

Lbs.

Total efficienc

Copper brushes are used here .

The no-load steam consumption with fields excited is 10 per cent. of the full-load steamconsumption.

The second set (of three) for Penarroyawas submitted to a competent committee.ProfessorStodola,

ProfessorWyssling, and Pro fessor Ferny, of the Zurich Polytechnicum, and their resultsare given in the following Tables taken from the English translation by D r L. C. Loewenstein ofProfessor Dr. Stodola

'

s 2nd German edition of The Steam Turbine (Constable,

10°

C. 10°

0 zero

37579600 8300

91 5 95 520-2 20

-5 21

-3

56°

8z

1 of 786 watts.

STEAM TURBINE ENGINEERIN G244

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RATEA U STEAM TURBINE 245

TABLE LXVI . -Tss'r‘ on A 500 K.W. RATEAU-BLOW ER, Hu mCo. TURBINE .

Steam consumedK.W. Speed.

In Front ofCondenser.

perK.W. Hour.

A“mm“ m m .

Kg. per Lbs. per Kg. per Lbs. i20

2?sq . cm” sq . In. sq . om. sq .

sq . om. M ercury.

Kg. Lbs.R p m.

1 From TheW Review, June 17 , 1904.p . 1011 .

TABLE LXVII .— Tnswon A 1000 K .W. RATEAU TURBINE MADE AT

M ASCHINENFABRIK, OERLIKON, SWITZERLAND .

Steam consumedAbsolute Steam Pressure. Condenser.per K .W. Hour.

8 In front offi rstI W

rm At Boiler.

movingwheel.

Kg. per Lbs. per Kg. persq . cm. sq . in. sq . cm. sq . in.


TABLE LXVI I I .

— Tss'rs,

l APRIL 5,1902

, ON 225 K .W. LOW-PRESSURERATEAU TURBINE WITH HEAT Accm A 'ron FOR PI 'r No. 5 , BRUAYM INES

,PA S-DE-CALAIS. (Fig.

Steam Consumed rAdmission to Turbine . Condenser.

K .W . Hour.

P"E. Tempere Absolute

2: ture . I Pressure .

K .W.

0

No Load .

Not excited. Inc 111 m 01 4 m we so an (m per hour) (1m )

70 new 111 23: car s o es 81-0 097

m Ieoo‘ m cos on

]

-Is so we I 57s

1591 m 090 12-3 2-9 us as 54-0

use 147 297 l ero

l

' 0 24

Carbon brushes are used here .

1 From “Dal es-en: Applications of Steam T urbines, by Professor Rateau, Chicago, 1904 .

The tests were msde st works of M essrs Seutter, B erle et Cie .. Psris, by M . Ssuvsge , Chief

Engineer ofthe French Corps of M ines, and M . Picou, Electrical Engineer for the Engineers of

the Brusy Coal M ines, Pns-de-Csiais, in 1902.

3 It will be easiest for those accustomed to the vacuum gauge to note the range betweencolumns 7 and 9 .

8 The eiiiciency is the ratio ofdynamo output to the theoretic energy in the steam supplied.

TABLE LXIX .— Tr:s'

r or

STATION or

(at 736)Steam per E.H .F. hour

K .W. hour

Combined effi ciency

This turbine has only twelve revolvingwheels.

D eductions from Tests — Suffi cient tests on independent

machines are not available for comparisons, such as have been

made in the earlier chapters of this book , to be attempted here.

Regenerative Heat Accumulators .— These

,being adjuncts

to steam turbines, deserve consideration here. They have beenmade in four forms.

‘

B ulletin (It In Soot/ te'

dc l’

lnduslric M ine'

rale. The Utilisation of

Exhaust Steam by the application of Steam Accunmlators and CondensingTurbines

,

” North of England Institute of M ining and M echanical Engineers.

E lectrical Review, p. 312, Aug. 21,1903. Engineeri ng, July 3, 17 , 1903.

400 E.H.P. RATEAU TURBINE AT GENERATINGCIE. ELECTRIQUR DE LA LOIRE .

170 lbs. per sq. in . absolute.

388 E .H .P. at generator terminals.

285 K .W.

lbs.

26

per cent.


The steam enters at the bottom and passes up the sides until

(mm -aru PM W

Pu n or Ont -m um or Bacon

CA“ in

FIGS. 164,165.

— ProfessorBateau’s Regenerative Steam Accumulator.

(From Pros. I Nd . M erit. It'

ugrs. )

it reaches the baffle plate, placed halfway up. This forces it to

pass to the central passage, passing over the water contained in the

RATEAU STEAM TURBINE

his passage is blocked at the top by another baffle plate,it to pass from the central passage , over the surface of

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the water, to the annular passage outside the trays. I t then rises

to the top of the vessel and passes to the turbine.

The action of the accumulator is as follows

The steam, in traversing it, gives up a portion of its heat to

the cast-iron and to the water in condensing on the cooler

surfaces.

When the primary engines stop, the turbine continues to draw

steam from the accumulator and the pressure gradually drops.

The moment this occurs, the heat given up to the cast-iron and

water is gradually given off in the form of low-pressure steam.

Reunion M ines 600 H .-P. Accumulator Plant — A t the

Reunion M ines of the Saragossa-A licante Railway

,M adrid

,old

rails are arranged to take the place of the pans of water described

above,because, in this instance, the rails were scrap and cheap.

Here the tanks are horizontal.Fig. 173, page 258, shows an internal view of another accumu

lator of the old rail type ,working at the Hucknall Torkard

Collieries, Ld.,No. 2 pit, near Nottingham, consisting also of a

carefully stacked mass of old rails,so placed that the steam has

to pass longitudinally through small passages. In doing so, part

of its heat is given up to the metal,and water forms on the

surfaces. Heat transference takes place as in the case of the

cast-iron water type , and steam is regenerated as the pressure

falls.

Bethune M ines Heat Accumulator — At the Bethune

M ines, Pas-de-Calais, a 350 horse-power accumulator of another

form is in use. Several large pipes, with vertical passages betweenthem,

are arranged horizontally inside a horizontal cylinder which

is nearly fi lled with wate r. The exhaust steam enters the pipes

and passes into the passages through numerous small openings inthe pipes, causing rapid movement of the water,which flows up anddown through the passages and around the walls of the tank.

Plates are arranged to direct the flow. Fig. 167 shows the

design.

The steam entering these oval tubes forces out the water, andwhen it reaches the first row of holes, escapes through them and

rises in the form of bubbles of steam. If the area of the first row

is insuffi cient,the water-level in the oval tubes is further depressed,

and the second row is uncovered until suffi cient area is provided.

Part of the steam,in passing through the water, is condensed

, the

remainder going to the turbine. When the primary engine stops,

the pressure drops. The same regenerative action takes place ;

252 STEAM TURBINE ENGIN EERIN G

hour, developing 350 horse-power1 when the primary engine has

stops of as much as, but not over, a minute.

The air compressor driven by this low-pressure turbine of 350

horse-power at 4500 revolutions per minute gives an air-pressure

of 85 lbs. per square inch (gauge) .Another similar plant is described and illustrated in Figs. 168

to 17 1, page 253.

The heat accumulato r has a double-boat relief valve to give a

large area for a small lift in case the load on the turbine is too

small to utilise the supply of steam.

A lso, provision is made for taking boiler steam direct to the

turbine through a reducing valve in case the primary engine is

not working, or automatically when the absolute pressure in the

accumulator falls below a predetermined amount. When the

primary engine is notworking, the valve between the accumulatorand turbine is closed. Under these conditions the steam con

sumption rate is increased from 25 per ce nt. to 50 per cent.

Naturally ,the conditions of service in each case require careful

study before it can be decided whether heat accumulation will

prove economical .Supplementary High

-Pressure Turbine. When the

primary engine is idle for long periods during which the turbine

is needed,Professor Rateau provides an additional high-pressure

section to the turbine ,which avoids the loss of efficiency just

mentioned. This section is not in use when the primary engine is

running.

At Bruay— The main winding engine winds on an average

fifty times per hour from a depth of 7 50 ft., totalling about 200

tons, t o. 2500 foot-tons per minute 170 useful horse-power, anduses presumably lbs. of steam. Of this, 3500 lbs. is

assumed to be lost by condensation , leaving lbs. per hour

exhausted into the atmosphere. This,Professor Rateau calculated

,

would give at least 400 not electrical H .P.H. (about 300 kilowatthours) when utilised ih his low-pressure condensing turbines at

35 lbs. per electrical E .P.H . (4 7 lbs. per kilowatt-hour)?

Professor Rateau also estimated the steam consumption of an

unnamed rollingmill engine at lbs. per hour in intermittent

1 The Utilisation ofExhaust Steam in Steam Turbines. Mr Battu before

the Western Society of Engineers, 1904 . The Engineer, Nov. 4,1904

, p. 455 .

2 The Bruay M ines turbine, tested by M essrs Sauvage and Picou (see Table

LXVl I I ., page was a 225 kilowatt turbine

,and had 7 wheels

,each 880

mm. (343inches) diameter, i s. 7 expansions. Engineeri ng, June 5 , 1903, p. 746 .

RATEAU STEAM TURBINE 253

draughts, and be calculated that this would sufiice,with heat

accumulator and low-pressure turbine, to supply 1000 horse-power,or with the exhaust from steam hammers and all other engines to

three times this amount. Of course, this is without increasingeither boiler plant or coal consumption.

FM . 169. Rateau Heat Accumulator. Swel Co. ofScotland Nov. 1905.

HALLSIDE Wouxs,NEWTON,

LANARKSHIRE.

Fig. 168 shows the general arrangement of the plant at the

works of the Steel Company of Scotland.

The primary engines exhausting to the accumulator are as

followsOne cogging engine, 2 cylinders, each 40 inches diameter x 5

foot stroke.

25 4 STEAM TURBIN E ENGIN EERIN G

One finishing main engine, 42 inches diameter x by 5 foot

stroke.

Two small mill engines, driving 14 inch and 18 inch mills.

One 10 ton and one 4 ton steam-hammers.

The total amount of steam from these engines was estimated

by M r P. J . M itchel l, who designed the plant, and to whom weare indebted for all this data, as lbs. per hour, after makingdeductions for pipe condensation

,etc.

Itwas therefore decided to install two 450kilowatt low-pressureturbo-generators, conforming to the then existing works pressureof 230 volts. The output of the mills having been largelyincreased in the last few months, makes it probable that another

unit can be added,making the total power recovered from these

engines 2100 B.H .P.

The accumulator shown in plan and elevation to the right is

surmounted by a receiver which breaks the violent shocks of the

exhaust steam. It communicates by means of pipes with the

accumulator. The steam,on leaving the accumulator

, passes

through a 21 inch main to the inlet valves of the turbines A

high-pressure main is brought into the engine

-room at the opposite

end up to this pipe, and is fitted with the special reducing valvefor supplying reduced pressure live steam to the turbines whenthe main engines are standing for rol l changing, etc .

As the high-speed generating set supplying current to the

works has been thrown out of operation by the installation of the

turbines, no current is available for starting up the condensing

plant, and the reducing valves being shut positively when pressurerises above 14 7 lbs. absolute

,the turbines cannot be started

without some special method of opening the reducing valve and

running the turbine to atmosphere . This is provided, and a

system of levers leading from the stop-valve enables the turbine

to run to atmosphere until sufficient current is generated to start

up the condensing plant, when the lever is released,and the plant

works at or belowatmospheric pressure.

The turbine exhausts to a barometric jet condenser capableofmaintaining a 90 per cent. vacuum.

Figs. 170 and 17 1 show the turbine coupled to a Siemens

direct-current generator, 1950 amperes, 230 volts, with specialcommutator, ventilating device, and carbon brushes.

The turbine has an output of 700 B.H .P. at 1500 revolutions

per minute when exhausting to 27 inch vacuum with atmospheric

inlet pressure. The effi ciency compared with the theoretical duty

256 STEAM TURB INE ENG INEERIN ?

RATEAU STEAM TURBINE 257

It has eleven wheels, of slightly varying diameter, the mean

being about 39 7 5 inches ; the mean peripheral speed 80 metres

per second.

The space occupied by the turbo-generator is 22 feet x 6 feet.

A photo of the accumulator is shown in Fig. 169, p. 253.

On stopping the main engines one turbine has run with the17


live steam supply cut off for six minutes at a load of 1700amperes,and at the end of nine minutes an output of 500 amperes was

still given, the supply coming only from the accumulator, in whichthe pressure was reduced to 10 inch vacuum.

The accumulator was designed to give full load with engine

stoppages of 40 seconds when both turbines are working.

Fm. 173.— Interior ofHeat Accumulator at Hucknall Torkard Colliery,

showing the old rails used.

HUCKNALL TORKARD COLLIERY,NOTTINGHAM .

This plant is driven by a small part of the exhaust steam from

a 36 inch x 6 foot stroke double cylinder winding engine.

About one fourth of the steam is used at full load in the

turbine, the remainder blowing off at the relief valve. The steam

exhausts from the winding engine for 12 seconds,and is then cut

off for 40 seconds.

The plantbeinga small one,and sufficient scrap colliery train railsbeing available, the old rail type of accumulator was decided upon .

CHAPTER V I I

THE ZOELLY STEAM TURBINE

IN 1903, M essrs Escher Wyss Co.

1of Zurich undertook the

manufacture of this type of turbine. In its design,the fall of

pressure in the steam is confined to the fixed parts of the turbine,

so that each revolving vane runs in a medium of almost uniform

pressure.

As in the Rateau turbine (and unlike the Curtis) , all the kinetic

energy developed in each fixed guide passage is utilised in a singlerevolvingwheel.

The cylinders are fixed to the bed symmetrically,with a viewto

avoid warping due to heating. Each cylinder is divided in a

horizontal plane through its centre, and the flangesare ground to a

steam-tight metal-to-metal joint.

Vanes — Nickel steel , carefully polished to reduce friction of

the steam,is used to make the blades, which have their inner ends

shaped to fit the dovetail formed of the wheel disc and the ring

marked S in Fig. 17 5 . Special steel distance pieces g it, similarly

shaped,maintain the spacing between adjacent vanes. The ring

S is screwed on after all the blades and distance pieces are in place.

In plan (bottom of Fig. the section of the vanes is shown.

Each forms about. a third of a complete cylinder, the two edges

presenting equal angles.

A single piece of Siemens-M artin press-forged steel , shaped

as shown in Fig. 17 5 , forms each wheel disc . The thickness of

disc and of blades tapers outwards, the determination of the

1 The Siemens Halske Cc . ,Berlin Bremer Maschinen und Armaturen

fabrik, Bremen ; M essrs Krupp Sons,Essen ; and Vereinigte Augsburger

undNurnberger Maschinenfabrik are at present engaged on production of the

Zoelly Turbine .

THE ZOELLY STEAM TURBINE 261

sections being based on Professor Stodola’

s calculations ‘ to reduce

centrifugal effects to a minimum.

1 The Engineer, p. 556, June 3, 1904. Atte ntion was called in Engineeri ng,

p. 7 7 1, June 3, 1904, to Parsons having patented in 1893

,butwithout developing

commercially, the use of lowperipheral speed by splittingup the expansion into

several stages and passing the steam,at spee ds thus reduced to practical limits,

through as many pairs of guide and revolvingwheels as there are“steps

”of

expansion.


D iaphragms — Fig. 176 shows the guide blade disc or dia

phragm (made in halves,with a groundmetal-to—metal joint betweenthem)which carries the expandingnozzles orguide blades. The boss

r surrounds the boss of the revolvingwheel (Fig. 175 , below), and is

grooved internally (but there are no corresponding grooves shownon the revolving wheel), to reduce leakage to a minimum. The

faces at k and h,Fig. 176, are machined, and successive diaphragms

have face K of one,making a joint with h of the next. The

revolving vanes run with clearance in the space near k. The

outer part, lettered h is, is cast in one with the centre 02,

as

TH E E N G I N E E R

FIG . 175 — RevolvingWheel Disc with Blades inserted.

shown at p p . The guide passages and bridges pp make up the

circumference. The bridges cover a larger are in the high-pressure

end of the turbine (ti e. admission is limited to a small are). One

of the guide blades is shown flat at m,n,a,Fig. 176, and several

shaped in place at m in section in the same Figure. Obliqueslots l l are shown in the outer rim h and inner rim at O

z,and the

projections a n on each blade fit into these slots,and over them

are screwed the rings Ol , 02, sunk in groves turned for them.

Governor.— A centrifugal governor and an auxiliary oil

cylinder control the speed. An accumulator,fed from the

rotary pump which supplies the bearings, provides oil pressure

264 STEAM TURB IN E EN GINEERIN G

In the tests quoted in Table LXX I I . and curves Fig. 180

the oilwas supplied at 30°

to 35°

C., and flowed away at 40

°

to 50°

C.

Glands — Grooved metallic packing is used where the shaft

passes through the end of a cylinder.

177 .— Governor (with Throttle in section).

a,supplies oil under pressure. L,

auxiliary oil cylinder.

b,returns oil. k

,steam throttle.

See also Fig. 174.

TABLE LXX I .

The speeds standardised by M essrs EscherWyss Co. are

KW . R . P. M . KW . R . P. M .

340 3000 1350 1800

475 1700 1500

675 2000

1000 2600

500H .P. (370 K .W . ) unit has

Maximum diameter revolvingRevolutions per minute

Peripheral speed

neailyNumber of Pressure steps

RevolvingwheelsBlades per wheel

Generator 3-phase

Pressure

Output per blade O'

3 K .W.

(Table LXX I I . ,Fig. 180)

45 inches

ft. per minute

600 ft. per second

10

10

132

600 volts

TH E ZOELLY STEAM TURBIN E 265

The Managing D irector of M essrs Escher Wyss Co.,Zurich,

Switzerland,and Ravensburg, Germany

,has kindly placed at

our disposal the tests previously1published, together with some

later tests and illustrations of the machines which he has designed,

and which are known by his name.

Stahl und Eisen,Number 18

,1904, by J . Weishaupl. Zeitsclmft des

Vereines deutscher Ingenieure, 1904. Engineering and The Engineer, June 3rd,1904. Stodola

’s The Steam Turbine.


TABLE LXXII.— Tm°

rs or 500 H.P. ZOLLY TUBBINE naIV INc

Test Number

Percen eofRatedLoad Per cent.

870K.

Date ofTestTime ofstartTime finishedDuration of TestTotal powerExcitation

,volt amperes

Usefulpower (subtractingexcitation, but not subtractin

gwork of air

pump)No. of revolutions Perminute .

at Entrance to SeparatorAtm. abs .

Pressure Lbs. per

sq. in . abs.

Temperature(

15:Temp. of saturation 2

Superhcat 23.At Entrance to FirstGuideWheel

Atm. absPressure Lbs. per

in abs

Temperature(

3;Temp . of satura tion

(135.

Superheat

Pressure at exit from lst l A

L

t

z‘

$2:guide wheel 1 ‘

1i ii. abs

Pressure in connecting!pipe 1 in . abs

tm abs.

Pressure in exhaust pipe Lbs per

Temp. in Exhaust Pipe

Pressure in condenser

PipeTemp. of con. Tankdoused steam

0P ipeTank

Barometer readingTotal steam consumptionper hour

Glicam consumption peruseful K .W

’

hourTheoretical steam con

sumption-per K .W . re

ferred to condition ofsteam at entrance tosteam separator andvacuum in exhaust pipe

Steam consumption perB .H .P . hour

Thermodynamic efficiency Per cent.

8 967

187°8

889 0183 7

07 09

sssv

see-7

4 887107 74

8 7"

s-m

107 43

Saturated Steam.

161°

8 161 ‘2

1861

188 936 1

°

2

162'

26

1040

31

zero zero

8 996 8 can

111 9

1621 1646

1040 186 °

1831 5 183°C

1 °O

1 Unless tests covered eriods of day and of night there are errors probably in the date s. Test 2 overlaps3 and 4 . The no-load test 0. 8 is stated to have been taken during the 243 K .W . test No 11 .

99 105 91 85 50 88

810 08 85Ja.04 85 1a.04 04 85Ja.o4 04 85Ja.04 85Ja.048hr. 10 8hr. 15 8hr. 55 4 hr. 00 11hr.85 10hr858hr. 10 4 hr. 85 . 4 hr. 45 SM . 85 8m.m 5 br.oo 18hr85 11 hr 10

1m 50 50 50 so so 85

8884 7 88501 8407 8 18805 “080497

“808 887 85 8401 18808 excited not

excited

001 ) 1, 908 8 98 8071480 101

'

7

1790 1m0 1840 1590 188 1080 1080

3560 3472 3280 8130 217 0

1880 154 4 1880 1047 9108540 3540 326

'

5 8090 2205 196010 0-8 00 10 8 8 84 4 1 11 7

1 1 4 0 4°

8 2l°

1

8 44 0058 008827 °

04 9 5 82

1088 0088 07 89 088 01 764

‘

703

00715 00781 om 013 57 00881 00581 0051 00514

1051 1059 00979 00856 00714 07 858 07 554

891 890 880 880 880

1021 1030 1020 980 i 97 0 900 900 10700°048 00471 0051 0058 0044 0044 0048

00761 00921I00487 00 487

884 88088 9 ”0 ”0

780 61‘7

7 50 8 0-2 74 5 720

781 780 780 781

8 778-8 8 8885 8 8810 8 184 8 1 soso 4850

8 325 8 7 5 4 682 6 2 6490 1 025 2 6

9074 9 742 10070 10018 11185722201 24065 25099 83069

STEAM TURBI N E ENGI NEERING

THE ZOELLY STEAM TURBINE 269

TABLE LXXIII . ZOELLY TURBINE 405 K.W.

Date of Test, M ay 1904 . M oderate Superheat. Higher superheat.

1. Load

2. D uration ofTest minutes3. Revolutions per minute

Before the admission valve4 . Pressure absolutekg. per sq. cm.

lbs. per sq inch

5 . Temperature °

C.

°

F .

6 . Temperature of saturate d

Steam°

C.

Temperature of saturated

steam°

F .

7 . Superheat (5— 6)

8. Vacuum in cm. of mercury(33

°

9. Vacuum m cm. reduced to0°C.

Inches

10. Barometer mm. of mercury at

728 at 20°

728 729 at 72911. Barometer ri 1m. reduced to 0

°

C 725 725 727 727I nches

I2. Pressure in exhaust pipe to

condenser absolute kg. per

sq. .cm .

13. Output in K.W.

Steam consumption

14 . Per hour, gs.

lbs.15 . Per K W Hour kgs.

lbs.

Lbs. per sq. inch

TA BLE LXX IV.

—Accar'r.m cs Team,475 K .W. ZOELLY TURBO -GENERATOR

FOR Jommmsaoao .

Date . February 23, 1906 . February 24 . 1906

Load K .W.

Speed R P.M .

Pressure at admlesion atmospheresabsolute (at 14 22)

Lbs. per sq. melt absoluteTemperature °

C .

Pressure 1n front of 1st set of nozzles.

Absolute atmosphereLbs. per sq. inch absolute

Vacuum per cent.Inches ofmercury

Steam consumption kg. per hour

k

q;sper K .W hour

L

Full

3187

1125

455

5 load

3214

117 0166

458

Full

3139

164

284543

5 load

3254

168

521

270 STEAM TURBI NE E NGINEERING

Constant Speed and D ifi‘

erent Loads — Tests, January25th

,1904

,were taken in this order

, 8, 7 , 5 , 4 , 3, as the times ofstarting show. Fewer significant figures in results of tests probably

50 200 so

Kilowatt Hours

Fm. 180.— Zoelly Curves, from Table LXXII. See Table for English Units.

accord with the degree of accuracy of the instruments used and

with the scale of the plotted curves. These results are plotted in

Fig. 180.

TABLE LXXV .

— 405 ZOELLY TURB INE GENERATOR . ACCEPTANCE TEST AT

THE POWER STATION ,M ilHLHAUSEN ,

TR fi R INC EN,GERM ANY. (Fig,

Date.Feb. 27 , 1905.

Load K .W. 1321 9 2082 1 2915 2 3911 3 46322E .H .P. 232 52

Dynamo effi ciency [estimated

Speed R .P.M .

Pressure at admissionatmospheresabsolute (at

Lbs. per sq. inchTemperature °

C.

Pressure in front of l st set of

nozzles. Atmos here absolute

L 8. per sq. inch

Vacuum per cent.

Steam consumption per hour : kgs.

lbs.

Per K .W Hour : kgs.

Per H .P. hour : kgs.

Thermodynal’

nic effi ciency


Constant Pressure and Variable Speed— Tests 9 , 10, and

11 show constant total steam consumption with speed from 7 percent. above normal (3000) at 80 per cent. of rated load to speed63 per cent. of normal at 66 per cent. of rated load.

M ore recent tests, M ay 1904 ,on the same 405 K .W. Zoelly

turbo-generator, with different amounts of superheat, are on

p. 269.

Zoelly M arine Turbines — The Zoelly turbine is to developthe motive power for the 500 ton (displacement) vessel now beingtested by M essrs Howaldt

,Kiel, for the German merchant

marine. This vessel will have three shafts, and will develop 1000to 1200 horse-power.

CHAPTER V III

THE RIEDLER-STUMPF TURBINE

FROM Table XXV. on p. 40we find that the largest de Laval turbineis rated at 300 horse-power.

l The turbine wheel runs atrevolutions per minute, and has a diameter, measured from the

middle of the blades,of metres. This gives a peripheral

speed of 420 metres per second,which is sufficiently high to

constitute some approach to half the velocity of the impingingsteam. The speed of revolutions per minute ,

however,

necessitates the use of reduction gearing to obtain practicablespeeds for dynamos to be driven by the turbines. Could thespeed of the turbine wheel be reduced to, say, 3000 revolutions perminute ,

the direct driving of alternating current dynamos withoutthe intervention of reduction gearing would become practicable incertain cases, although half this speed, and even much less, wouldbe of great advantage, more especially for sets of large capacity.

In order to retain the peripheral speed of 420 metres per secondit would be necessary for a 3000 revolutions per minute wheel to

have a diameter of1

3

0

65

0

0

0

0x 07 6 2 66 metres.

The centrifugal force at the rim would then be inversely as

the diameters, or37232x 47 metric tons per kilogram weight

of material at the periphery, as against 47 tons for the smallerwheel.

Such proportions as these have been employed in the RiedlerStumpf type of steam turbine

,and by thus avoiding the necessity

for speed reduction gearing,they have been able to build sets of

very large capacity . Except for the use of far larger diameters

With the exception of the 350 horse-power design listed by the Soc1eté deLaval ofFrance, ofwhich we have 110 particulars.

273

274 STEAM TURBINE ENGINE ERI NG

and the avoidance of speed reduction gearing, the simpler types ofRiedler-Stumpf turbine involve the same general principles as those

182.— Riedler-Stumpf 2000Horse-power Wheel.

employed in the de Laval type,although in details of design and

construction many interesting and novel features are introduced.

FIG . 183.— Riedler-Stumpf 2000 Horse-powerWheel.

Figs. 182, 183, and 184 illustrate the wheel of a 2000 horse

power (2000 x 07 36 1475 kilowatt) Riedler-Stumpf turbine.

276 STEAM TURBIN E EN GINEERING

Such a case is shown in Fig. 186 , and it will be seen that the hubis gradually increased in thickness toward the centre, as in thede Laval type, for the purpose of decreasing the otherwiseabnormal stresses in the material at this point.

The nickel steel employed for the wheel of the M oabit 2000horse-power turbine has a breaking strength of 9500 kilograms persquare centimetre and an elastic limit of 7 500kilograms per squarecentimetre. The buckets were milled in the rim of the wheel.There are 150 buckets on the periphery

,the pitch thus being

about 42millimetres. Each bucket is double (see Figs 182 to1475

2 x 1504 9 kilowatts, a far

higher value than is customary in other steam turbines. Au

and the output per half-bucket is

FIG . 186 .— Riedler-StumpfMoabit Set.

alternating current dynamo of 1475 kilowatts rated capacity isdriven from this turbine

,and the set is installed at the M oabit

Central Station of the Berlin Electrical Works. The set is

illustrated in Fig. 186.

From some published descriptions of this set it would beinferred that no outer hearing has been provided for the turbinewheel

,and that it is overhung as indicated in Fig. 187 , the wheel

hub construction being that indicated in Fig. 188.

By a careful study of the descriptions, however, this appearsnot to be the case

,and the construction indicated in Fig. 187 is

apparently an alternative design for the same rating, as. 2000

horse-power and 3000 revolutions per minute. In the case of theM oabit set an outer bearingwas employed.

The maximum stress in the wheel shown in F igs. 182 to 184

THE R I EDLER-STUMPF TURBINE 27 7

amounts to 1900 kilograms per square centimetre, the factor of

safety thus being 3383or 5 . It has been proposed in later

designs of this type to employ forged steel, with a breakingstrength of 5000 kilograms per square centimetre. This would

,

on one hand,reduce the factor of safety to about 2 5 , but the

material could probably be relied upon to be more uniform thannickel steel. As, however, the stress increases as the square ofthe speed, the wheel, if it had a factor of safety of only 2 5 , would

3750

FIG . 187 .— Riedler-StumpfT urbine 2000Horse-power, 3000R.p.m.

burst at a speed some 60 per cent. in excess of the rated speed.

Hence , so low a factor of safety would not be sufficient ifthe speed regulator and the safety governor both failed, in whichcase a speed of, say, double the rated speed might be attained bythe wheel, although the rapidly increasing friction of the wheel

,

of the bearings, and especially of the rotor of the direct connecteddynamo would make so great an increase in speed less probablethan would appear to be the case from a mere consideration of therelative speeds of the steam and the buckets . The greateststresses in the Riedler-Stumpf wheel are not in the rim, but on a


section near or at the axis,and hence

,should a wheel burst, the

destruction occasioned not only to the turbine but to surroundingproperty would equal or exceed that accompanying the burstingof fly wheels. On the contrary

,as explained in Chapter III., the

breaking of a do Laval wheel is a trifling matter. In a Parsonsturbine the stresses are far more moderate, owing to the lowerperipheral speeds.

The nozzles discharge jets of steam in the plane of the wheelinstead of from the side as in the de Laval design,

and this isclaimed to have the advantage of avoiding all axial thrust. In thedesign illustrated in Figs. 182 to 184 the steam , in impinging on

the rim of the wheel,is divided into two streams, in virtue of the

FIG. 188.— Wheel Hub.

double design of the buckets. These two streams flow to theright and to the left respectively. In another design illustratedin Fig. 185 there is but one rowof single buckets.

In the 2000 horse-power M oabit set there is a radial clearanceof 3 millimetres between the ends of the nozzles and the peripheryof the wheel. M easured in the direction of the axis of the nozzle,the clearance is about 10 millimetres. As the expansion of thesteam is completed in the nozzle (as in the de Laval type), aconsiderable clearance occasions no loss or diminution in capacity ,and this is stated to have been shown experimentally to be thecase for the lliedler-Stumpf type when the radial clearance wasincreased from 3 millimetres to 5 millimetres.

The wheel is highly polished, with a view to decreasing the

280 STEAM TURBINE EN G INEERING

employed in this design . The precise method of arrangement or

the nozzles in the casing is shown in Fig. 191. The rectangularform of the nozzle permits of discharging a nearly continuous beltof steam and a full utilisation of the buckets. In some of thesmaller sizes of Riedler-Stumpf turbine it is not necessary to havea complete ring of nozzles over the periphery . In such cases,instead of distributing the nozzles at equal distances around theperiphery, they are placed in a single group at one section of theperiphery.

The impossibility of obtaining very low speeds by the use of

a single wheel acted upon but once by the jet of steam led to

FIG . 190A — Riedler-Stumpf 2000Horse-power, 3000 R.p.m.

Ringfor Holding Nozzles.

(From the Designers. )

suggested modifications of the simple form of Reidler-Stumpfturbine from that embodied in the 2000 horse-power, 3000revolutions per minute ,

M oabit machine.

The first of these suggested modifications consisted in theintroduction of two successive impacts of the steam upon a singlewheel by means of stationary reversing nozzles. This planappears to have been proposed by Pilbrow in 1843, and has beenvery clearly described by Lilienthal in 1890. The RiedlerStumpf reversing nozzle

,Fig. 192

,resembles the arrangement

described by Lilienthal which is illustrated in Fig. 193, and may

be described as followsLilienthal showed a simple figure to explain a way of intro

THE RIEDLER-STUMPF TURBINE 281

ducing the steam a second time into the revolving buckets. Thisfigure has been reproduced in Fig. 193, and it can be seen that the

F10 . 1908.— Riug ofNozzles.

expanding nozzle delivers steam in to one bucket a. ofwheel

,and this discharges into the stationary reversing guide

Flo . 191 .— Riedler-StumpfNozzles in Casing.

marked c, which in turn delivers into the next bucket b.

helical shape of the reversing guide is necessary in order to takethe steam to the adjacent bucket. The figure is merely diagram


metical,and shows no clearance between fixed reversing guide

F10 . 192.— Reversing Nozzle.

c and revolving buckets a and b. Such clearance would, of course,

be necessary in a practical machine . From above preliminary

FIG . 193 — Lilienthal Reversing Nozzle .

description of Lilienthal’

s proposal it will perhaps be easier tofollow the course of the steam in Riedler

’

s design as shown in


siderable sacrifice in economy. In the case of this design,in

which,from the overall dimensions given,

it is evident that thewheels have a diameter of about 2 metres, the peripheral speedhas the very lowvalue of 52 metres per second. It is not clearwhy it would not be preferable to at least double the wheeldiameter

,and correspondingly reduce the number of stages. The

use of so low a peripheral speed at once sacrifices one of themost attractive amongst the underlying principles of the RiedlerStumpf type.

Vertical-Shaft Riedler-Stumpf Turbines — A design for a

Fro . 195. — Riedler-Stumpf 500 K.W. Turbo-dynamo, 500 R.p.m.

2000K .W . 7 50 revolutions per minute set with a vertical shaft isshown in Fig. 196. This design is worked out with two pressurestages and two speed st eps per pressure stage. In Fig. 197 we havean illustration of a 500 kilowatt 7 50 revolution per minute verticaldesign with four pressure stages and two speed steps per pressurestage . The peripheral speed in this design is 118 metres persecond

,the diameter of the wheels being about 3 metres.

Riedler’

s general conclusion, however, appears to be that whilereduction of speed by means of many pressure stages is consistentwith high economy , it is undesirable to employ more than twospeed steps per pressure stage , as this entails great friction lossesbetween the steam and the buckets and reversing nozzles.

THE RIEDLER-STUMPF TURBINE 285

While the Riedler-Stumpf turbine in its simplest form with asingle wheel differed from the de Laval design chiefly in the far

F lo . 196.— 2000 K.W.

, 750 Vertical Design.

greater wheel diameter, and the consequent avoidance of reductiongearing, the types with both pressure and speed stages are closelyon the lines of the Curtis turbine. The Riedler-Stumpf turbines


were for a time built by the Allgemeine Elektricitaets-Gesellschaftof Berlin.

The Riedler-Stumpf type has now more or less merged its

identity in the A . E. C . type described in the following chapte r.It seems to the writers that while the main ideas of the originaltype with a single wheel were most attractive , these were carried

Flo. 197.— 500 K.W. 750 R.p.m.

(From The Engineer . )

to an extreme which was inconsistent with the production of safeconstructions. As development in the production of materials of

great strength proceeds, there will doubtless be a reversion towardslarge diameters, accompanied by high peripheral speeds.

Grauert’

s contribution to the discussion of Riedler’

s paperon Steam Turbines 1 is published in the Marine Rundschau for

January 1904 ,and contains data of a small Reidler-Stumpf turbo

Ueber Dampfturbinen,” by Herr Prof. D r. ing. Riedler, Jahrbuch der

Schifibautechnischen Gesellsclwfl ,vol. v. p. 249 .


reversing nozzles (as in the design illustrated in Fig. 199) thesteam consumption was decreased to 17 kilograms per kilowatthour for the same speed and output.

Fro. 199.

Steam Consumption — The published results as regards thesteam consumption of the Riedler-Stumpf turbine are broughttogether in Table LXXVI .

THE R IE DLER-STUM PF TURB INE 289

TABLE LXXVI .— TEST RESULTS on RIEDLER-STUMPF TURBO-GENERATING

SET,RATED OUTPUT or 1475 K .W.,

AND D IRECT-COUPLED To D . C.

Drusno.

Source ofData.

8000 103 89RIedIer (paper on

124 92 g d tItIed Ueber Dampié turbinen.

"read befo re

113 92 9 2 the Schlffbaute ch”

a a nlscheu Gesellscheft ,118 85 89 Berlin. Proceedt

'

s,vol. v. p. 249

11 . 91 1345 3800 14-75 as 7-5 1

CHAPTER IX

THE A .E.G . TURBINE

THE Allgemeine Elektricitats-Gesellschaft of Berlin first ente redthe turbine field with designs of the Riedler-Stumpf type. Withinthe last two years, however, the rights for the Curtis turbinepatents in several countries have come into their hands, and thesituation has led to the development of a distinctive A.E.G .

type.Owing to these circumstances there has been a long develop

mental period during which numerous varied types have beenbuilt.The 2000 Horse -power Riedler ~ Stumpf set at the M oabit

Central Station,which was built by the Allgemeine Elektricitats

Gesellschaft, has already been described in Chapter V III.Numerous other earlier types have been described in an article

on p. 1205 of the Zeitschrift des Veret'

nes Deutscher Ingenieure forAugust 13th, 1904 ,

entitled D ie D ampfturbinen der AllgemeineElectricitats Gesellschaft, Berlin . The article is by M r O.

Lasche, the director of the turbine department of the AllgemeineElektricitats-Gesellschaft. We do not propose to dwell uponthese earlier types, in some of which two cylinders wereemployed

,but shall confine our attention chiefly to some

examples of the latest designs, photographs of which havebeen placed at our disposal for this purpose by the courtesy ofM r Lasche. In these latest designs a single overhung cylinderis employed.

General Construction.— The design arrived at has been

adopted from a consideration of the requirements of the dynamono less than those of the turbine. The dynamo is securedto a base plate between two main bearings, and the turbine is

supported upon an extension of the base plate. A small additional290


condensing may carry nearly its full load,and as economically as

possible, only a part of the full supply of steam is carried to thesecond stage ; the remainder is exhausted into the atmosphereimmediately after having completed its work in the first stage.The discharge from the first stage is generally ultimately conveyedto the atmosphere by the same pipe which discharges from the

second stage .

Bearings— Oil is carried under pressure to the bearings, a

F IG . 200.— 10 K.W. A .E.G. Set.

rotary pump, driven by the turbine itself , being provided for thepurpose. The bearings are cab led by water circulation.

Shaft — The shaft is of nickel steel or of Siemens-M artin steel,

both these materials having been found equally satisfactory as

regards their behaviour at the bearing surfaces.

The photographs in Figs. 200 and 201 illustrate sets for 10and 20 kilowatt. This latter set was designed for a marineinstallation. Some of the leading data of these two small sets is

given in Table LXXV II.

THE A .E.G . TURBINE

TABLE LXXVI I .

Rated out at

W e

in .p.m.

oltage

Absolute steam pressure in kgs. per sq . cm.

Superheat 1n degrees Cent.

Vacuum .

Approximate steamconsumption at rated full load in

kgs. pe1 kilowatt~ hourComplete weight of set .

Peripheral speed of turbine wheel 1n metres per secondPeripheral s d of commutator in metres per second

Material ofTree

brushes

293


Description of the Regulator.— The regulator is driven

from the main shaft by means of worm gearing. The AllgemeineElektricitats-Gesellschaft does not wish to publish details of thisregulator at present, further than to state that it acts indirectly

by controlling the pressure of the oil behind a piston in a smallcylinder. This piston acts on the throttle valve . Their formermethod of regulation by means of opening and closing the communication with the several nozzles by the position of a steel band(see Stodola , D ie D ampfturbim ,

pp. 252 and 253, Figs. 224 , 225 ,and 226) has been abandoned,

for constructional reasons.


per cent. in the load is accompanied by a speed variation of about2 per cent. The momentum of the revolving parts prevents overregulation .

In addition to this regulation a safety-governor is provided.

This is located direct on the turbine shaft and controls the mainvalve, which is arranged as a quick-acting cut-off valve , which can

be actuated by hand as well as by the safety-governor. Thissafety-governor is brought into action by any increase of Speedbeyond 15 per cent. above the normal rated speed.

A 100-kilowatt set is illustrated in Figs. 202 and 203, and a1000-kilowatt three-phase set in F ig. 204 .

Tests on this 1000-kilowatt set have given the results set forthin Tables LXXVIII. and LXX IX .

TABLE LXXIX .

Steam ConsumptionIn Kgs.

Ker

.

Kilowatt Vacuum.

Snapethgdt

m

Rated full load

Certain further details of this 1000K .W . set and of a 150K .Wset are set forth in Table LXXX .

TABLE LXXX.

Rated outputSpeed in R.p.m.

Type ofdynamo

Voltage

Pero dicityAbsolute steam pressure in Kgs. per sq. cm.

Superheat in degs. Cent.

Vacuum m per cent.

Approximate steam consumption at rated load, in

Kgs . per kilowatt-hourComplete weight of set Kg. Kg.

Peripheral speed of commutator in metres per second 40

Material of the brushes metal

150 K .W. 1000 K .W.

3000

Cont. curr. 3-phase550 volts volts

50 cycles

13

109

908

THE A .E .G . TURB IN E ; 297

The Allgemeine Elektricitats-Gesellschaft builds polyphaseturbo-generating sets in capacities of from 100 kilowatts to 6000

kilowatts. The speeds for a periodicity of 50 cycles per secondare as follows


TABLE LXXXI .

Rated Output In K .W. Speed in R .p.m. No. ofPoles.

100 t0 1000

1500 150 3000

4000 t0 6000

Continuous-current turbo-generating sets are built in capacitiesranging from 50 kilowatts up to 7 50 kilowatts. The swede are

as followsTABLE LXXXI I .

Rated Output In K .W. Speed In R .p.m.

50 10 300

A ll these machines have metal brushes.

In addition to the above line of machines, a line employingcarbon brushes is built in capacities of from 2 kilowatts to 20kilowatts. These are made in the sizes shown in Table LXXX III.

TABLE LXXXII I .

fiadlgl

'

l

:at l

Volta. Speed In

65 and 1 15

65 and 115

In polyphase sets for operation in parallel, the regulation isprovided with a spring adjustment controlled by a hand wheel,which permits of bringing the speed of the unloaded machine downto the speed of the loaded machine with which it is to besynchronised.


Tests on a 470-kilowatt A.E.G . three-phase , 550 volt, 3000revolutions per minute, 50 cycle, turbo-generating set.

Particulars of some tests made on this set in February 1905at the works of the Allgemeine Elektricitats-Gesellschaft havebeen published in an article 1 on p. 633 of Glitckauf for M ay20th

,1905.

The rated full load for this set is 470 kilowatts and a powerfactor of 08 .

In this set the dynamo is located between two bearings, outsideof each of which is an overhung turbine casing.

” The overalllength of the set is 5025 mi llimetres, the width 2200 millimetres,and the height above the engine-room floor 2100millimetres. The

set thus occupies a floor space of 110 square metres, or$22)kilowatts per square metre of floor space.

The turbine wheels, which are of nickel steel, have a diameterof 1700millimetres, the peripheral speed thus being 267 metresper second. The steam is admitted to the first stage through28 nozzles, and then passes to the second stage, entering through68 nozzles. It then flows off to the condenser. The turbine can

also carry its full rated load continuously when working non

condensing.

Steam consumption curves derived from tests made on thisturbine are given in Fig. 205 .

In Table LXXXIV. are tabulated the no-load test results on a470-kilowatt A.E G . turbine. Full-load steam consumption perhour 5000 kilograms. No-load steam consumption per hour1046 kilograms. No-load steam consumption is therefore approximately one-fifth of the total steam consumption at full rated load.

TABLE LXXXIV .

3— No-L0An TESTS ON A 470 K.W. A. E.G. TURBINE .

Absolute Pressure Exhaust pressure swam ConsumpR.p .m. In Kgs. per In Kgs. per Superheat. tIou at No-Load t

sq . cm. sq . cm. in Kn . per hour.

3015 u

l Untersuchung einer 500 K .W. Turbodynamo fiir die Zeche Preussen

I .,von OberingenieurF . Schultze, D ortmund.

This type represents an intermediate stage in the development of the

present A.E.G. turbine. In the present type the turbine is located entirely

at one end.

3 From Gluckauf, p. 635, May 2oth, 1905 .

THE A .E .G . TURBINE 301

The test results shown in Table LXXXV . (reference numbersI II .

,IV .

,VI and IX.) have been derived from curves given in the

article by O. Lasche, entitled D ie D ampfturbinen der

Berlin (Zeitschr. Vereines D eutsch. Ing., p. 1207 , August 13th,

The pressure under which the above tests were conductedwas 12 kilograms gauge pressure, or 13 kilograms absolute pressure.

The vacuum is not stated in the article, but the manufacturers havekindly furnished us with particulars in which they state that a

Fm. 205. — Steam Consumption A.E.G . 470 K.W. Set.

95 per cent. vacuum was employed in these tests, but that theycan nowget the same steam economy when employing a vacuumof from 90 to 91 per cent. I t has therefore been thought advieable by the authors, in the case of these tests, to state the

corresponding vacuum for the tests as being 92 per cent — eu

intermediate value. The manufacturers further state that thetemperature of the steam was 300° C. , which for 13 kilogramsabsolute pressure gives a superheat of about 109

°

C.

The test results set forth in Table LXXXV . have been correctedso as to correspond to the standard conditions of reference , namely ,of 13 kilograms absolute pressure, a vacuum of per cent. and


TABLE LXXXV .— SUMMARY or TEsT RESULTS

Anemia was"cm

109

0

ON

53

0 l l°0

0 0

110 . OM 109

109 119

50°

of superheat. The curves used in the case of the de Lavalturbine, for estimating the variation in steam consumption for a

80

3

Be

n

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Ma

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nosa

E..

n=oo

£

35in

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a.

.

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So

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man

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cmuo

a

a

:

and

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89a

25

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fignoo

emu

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no

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395

Results for 40 r

Cent. ofRatedga l


The derived results are set forth in Table LXXXV I. Since in theA.E.G . turbines the expansion is completed in the nozzles, it isbelieved that the correction factors for variations in pressure,superheat, and vacuum should approximate to those derived from

TABLE LXXXVI .— Ss owmo THE INFERRBD STEAM CONSUM PTION, w s A

CONSTANT ABSOLUTE STEAM PRESSURE or 13 Res ,A VACUUM or

PER CENT .

,AND 50

°

C. or SUPERHEAT FOR THE A.E .G . TURBINE, As

DERIVED raon TEST RESULTS ON TABLE LXXXV .

S E S E ~ s°

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h e: so » h e : h a g g o o s-a

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Results Results Results Results Results Resultsior 202 ior«oz ior 002 ior 807° ior 1007, ioroi Rated oi Rated oi Rated oi Rated oi Rated oi Rated

Load. Load. Load.

10

10 4

VI I I

our analysis of the results on de Laval turbines. Thus, in examining the tests on the 470-kilowatt set as given in Table LXXXV . ,

we find that 53° Cent. of superheat at nearly constant admissionpressure and vacuum reduces the steam consumption by 56 percent. as against 74 per cent. , corresponding to the curve in Fig. 31

for the de Laval turbine. The tests on the 470-kilowatt set atconstant admission pressure and temperature , but with a 5 per cent.


improvement in vacuum, Show a decreased steam consumption Of

7 per cent. as against 62 5 per cent. , correSponding to the curve inFig. 23 for the de Laval turbine.

The Allgemeine Elektricitélts-Gesellschaft also manufacturecondensers for steam turbine installations

,one type of which is

indicated in Figs. 196 and 197 in the base of their vertical typeof Riedler-Stumpf turbine.Admission Nozzles .

— Fig. 206 shows a photograph of theinterior of a turbine set.

308 STEAM TURB INE ENGIN EERING

including generator, is 40 feet 21} long and 9 feet 8 inches wide, andweighs lbs. The turbine is designed for an admissionpressure of 14 absolute metric atmospheres and a vacuum of 93 °5

P re ss a r e

B e t te r

Co n den se r

FIG. 207. — Hamilton-Holzwarth’s Theoretical D iagram ofChanges in

Pressure and Velocity.

per cent. (28 inches of mercury). The design appears to havealtogether some 32 wheels, and, say, a mean of 150 blades perwheel, or a total of 4800 vanes. This gives about 021 kilowattper vane.1 The diameter of the largest wheel appears to be

1 We have seen in Chapter IV . that in a 750 kilowatt set of the Parsons

type there are some vanes,or 005 kilowatts per moving vane.

THE HAM ILTON-HOLZWARTH TURB INE 309

about 31 metres, giving a peripheral Speed of 240 metres persecond. It is noteworthy that the number of wheels and bladesis comparatively large, yet it is far below the number employedin the Parsons type.It is seen from Fig. 208 that the running wheel comprises

steel discs riveted to both sides of a cast steel hub, which ismounted upon and Splined to the shaft. The vanes are held tothe steel discs by means of rivets passing through the discs andthrough extensions from the vanes, which are gripped betweenthe discs. A thin steel band is tied around the wheel at the outerend of the vanes, and this band constitutes an outside wall to the

Fi t}. 208.— RevolvingWheel.

steam passages. Fig. 209 illustrates the design of wheel indicatedin Holzwarth’

s U.S.A . patent N0. 752340, of February l6th, 1904 .

This figure also well illustrates the construction of the vanes orbuckets. These are lune-shaped and hollow, so as to reduce theirweight. They are milled on both edges. It is stated that testsshow that when mounted on the rim of the wheel as indicated, ablade will withstand a pull of 400 kilograms. Each wheel isindependently balanced to well within 2 grams.

The wheels have been designed throughout with a view to lightconstruction. This permits of the use of a shaft of relatively smalldiameter

, and a proportionately small bore for the stationary discs,with consequent reduced opportuni ty for leakage of steam fromstage to stage without passing through the vanes.

The Stationary Discs — The construction of the stationary


discs is illustrated in F ig. 210. The discs are set in grooves inthe turbine casings, the latter being horizontally Spli t as in theParsons type . But while the stationary blades belonging to the

Fm. 209.— Holzwarth Turbine. U.S. Patent Feb. 16

, 1904.

upper half of the turbine are lifted with the upper half of thecasing in the Parsons turbine , the rings holding the stationaryblades remain in place in the Hamilton-Holzwarth type. The

vanes are of drop forged steel of the shape indicated in Fig. 210.

They are,of course , of increasing radial height in successive discs,

THE HAM ILTON-HOLZWARTH TURB INE 313


pipe to the high pressure end of the turbine. From the ringchannel in the turbine head the steam reaches the first set of

stationary vanes, which are rigidly connected to the head. F romhere the steam flows in a full cylindrical belt through the successive

stages and to the condenser.

FIG . 213.— End ViewofFig. 212.

It is arranged that the high-pressure steam,when admitted

directly to the low-pressure casing for temporary overloads, shallhave an injector action

,dragging along with it the low-pressure

steam from the last stage of the high-pressure casing, instead ofbuilding up a back pressure at that point. This by-pass arrangement is controlled by the governor.


1000 kilowatt set the shaft is in three sections, connected byflexible couplings. This arrangement permits of independentexpansion and contraction under the influence of temperature.With further reference to this point

,the casings are not fastened

to the bed plate. The turbine shafts and casings are held rigidonly at the exhaust ends by means of the high-pressure and lowpressure pedestals respectively . Thus they can expand in the

direction opposite to that in which the steam flows. At the intakeends of the two casings there are no rigid connections . There ishardly any axial thrust on the wheels

,as the expansion of the

steam occurs in the fixed vanes only. Any small thrust present istaken up by a thrust ball bearing. Bymeans of this hearingthe shaftmay be moved in an axial direction in order to adjust the relativepositions of ring wheels and stationary discs. Owing to the use ofthe flexible couplings, each shaft can be thus adjusted by itselfwithout affecting the location of the other shafts. The three Shaftsbelonging respectively to the high-pressure casing, the low-pressurecasing, and the dynamo are each proportioned in accordance withthe requirements. Owing to the lightness of the wheels the twoformer shafts are of relatively small diameter, whereas the shaft tothe dynamo is larger because of the very considerable weight ofthe rotor.The design of flexible coupling employed between the difl

'

erent

sections of shaft is of interest. It was required that this couplingshould easily transmit the turning moment , stand the high angularvelocity

, and allow ample clearance for shifting and moving thecoupled shafts in axial and radial direction. Each half of thecoupling consists of a disc, secured upon the end of the shaft bymeans of keys. The discs are fi tted near their outer circumferencewith projecting teeth, consisting of steel laminations. The teeth ofone disc fit between the corresponding teeth of the other disc, sothat a number of pairs of brushes distributed around the

circumference are always flexibly engaged in either direction ofrotation. It is stated by the manufacturers that this coupling issuitable for any practical angular velocity and for the transmissionof large powers.

Stufi ng Boxes.

— The stufling boxes used at each end of each

casing are illustrated in Fig. 215. The design is based upon the

principle that a shaft revolving in a box of suffi cient length and

with small clearance throttles any escaping steam. Instead ofproviding a long box, the required length of leakage surface isobtained by the telescopic construction shown in Fig. 215.

THE HAM ILTON-H OLZWARTH TURB INE 317

A ring fastened to the shaft and revolving with it extendsaxially into the deep groove of another ring which does not

revolve. The stationary grooved ring presses against the adjoiningbearing bushing. The space between this ring, the bushings, andthe shaft is connected with a drain pipe on the pressure side and awater pipe on the vacuum side. By this means it is impossible forsteam to leak along the shaft.

The bearings for the turbine shaft are made with cylindricalshells, but those for the generator Shaft

,having greater weight

to carry, have spherical shells to ensure their alignment.The pedestals and caps of the bearings are arranged so that the

oil inlet and outlet are placed close together, and none of the piping

Fm. 215.— Stufling Box.

has to be deranged to take out the bushings. The oil flows to thebottom bushing under a slight pressure and is led off through thecap to the oil outlet in the pedestal It is stated that thedimensions of the bearings are such that they can be guaranteed torun cool without any risk.

Govem or.— Fig. 216 shows the arrangement of the govern

ing mechanism. The worm on the turbine shaft W keeps thedisc on revolving. The position of the centrifugal governorM on the end of the turbine shaft fixes the point of contactof the friction wheel a on the rotating disc m. When on one

side of the centre of m the rotation of e closes the valve on

spindle a,on the opposite side of the centre of m it opens the

valve ; on the centre it produces no movement ; also the springcontrolled lever glc holds disc m out of contact with e at this

position.


The speed of the valve’s motion depends on the distance of thecontact from the centre of m.

If the speed exceeds the normal by 2 5 per cent. , the springbalance p shuts off steam.

Fm. 216 .— Governing M echanism. Position with Turbine at Normal Speed.

W, turbine shaft. 1,spindle carryingm.

f, spindlewhich actuates valve on a. m,friction disc.

a ,valve spindle. c

,friction wheel sliding on feather

a,hollowshaft fixed towormwheel. in f.

(From zm mnd. V. d. I .,Jan. 28, 1905 , andU.s.A. Patent 761966,

Lubrication — A pump driven off a worm on the main Shaftsupplies oil under pressure and forces it through a strainer and

cooler after it has passed through the bearings.

CHAPTER XI

THE ELEKTRA STEAM TURBINE

THE Elektra Steam Turbine will be understood by reference to thedrawings in Fig. 217 , and the photograph in Fig. 218, whichshows the parts of a 50 horse-power turbine. The turbine is atpresent built only in sizes of from 10 to 300 horse-power ratedoutput

,but it is the intention of the Gesellschaft fiir Elektrische

Industrie of Karlsruhe to develop designs for larger sizes. It ispointed out by the manufacturers to whom we are indebted forour information that the Elektra turbine runs at moderate speedswithout the need of reduction gearing, as in the de Laval type, onthe one hand, and without the employment of wheels of largediameters and high peripheral speeds, as in the Riedler-Stumpf andother types

,on the other hand. Like both of these types

,the

Elektra turbine in its simplest form has but a single runningwheel

,and in this respect differs from the Parsons, Rateau,

Zoelly,

and the other multiple wheel turbines.The relatively lowspeed is obtained by utilising four successive

impacts of the jet of steam against the vanes of the running wheelin passing from the admission nozzle to the exhaust outlet. The

energy of the steam is transformed by expansion in the nozzleinto kinetic energy, a part of which is delivered to the vanes of

the wheel at each impact.A casing, in which are cast two concentric steam passagesp and

q, surrounds the working parts. The steam is admitted by thepassage p , and after performing its work , leaves the turbine by thepassage q. The steam arriving by p is discharged against thevanes of the wheel through the two nozzles. The steam reboundsfrom the vanes into the first of the reversing passages g, and istherein guided for a second time against the vanes of the wheel

,

Thisprocess is continued until,after several (usually four) impacts,320

322 STEAM TURB INE EN G INEERING

it flows off to the outlet 9. The passages from p to q are graduallyincreased in section to correspond with the increasing volume and

decreasing speed of the steam .

Construction . Peripheral Speed and Clearance — The

general construction of the turbine wheel may be understood by

Flo . 218.— 50Horse-power Elektra SteamITurbine.

reference to the illustrations. The steel vanes are mounted on awrought-iron or steel disc , and are held in place by a press-ring.

The peripheral speed is only from 80 to 100 metres per second(260 to 330feet). As the steam flows radially back and forth overthe vanes of the wheel, there is no end-thrust. The clearancebetween the running vanes and the stationary nozzles is about 3millimetres.

324 STEAM TURBINE ENGINE ERING

TABLE LXXXIX. SINGLE AND DOUBLE-WHEEL ELExTRA TURBINE SETS,COMPRISING A DIRECT-CONNECTED GENERATOR.

Corresponding ValuesGuaranteed Steam Consumption in inferred ior Absolute

E Rated Kgs. per K ilowatt-hour. Adm. Pressure of 18 K3 .

2Speed No. oi Absolute Admission Pressure=11 Kgs . Superheat=50° Cent.

sin Wheels. per sq . cm. Vacuum=86 °6 per cent.

a; g g aR .p.m. Superheat=5u

‘

Cent. (The Standard con

l l3 5, Vacuum=90 per cent. ditions adopted through

a uout this treatise).

10 6 3 4000

15 9 6 4000

20 130 3500

30 197 3500 1 and (and 12 8 for the 2-wheel 172 (and 13 4 for2 type) the 2-wheel type)

50 33 3 3000

75 5 10 3000

100 680 3000

200 135 3000

300 f200 3000

TABLE XC .

— SlNOLE-WHEEL ELEKTRA TURBINES.

S 5.a. E EE go g2+33 .35 o

'

b $3s-g i

? 3 “a; 37.2c' 9 o 3.

9 ; s 2 n

275 300 0042

325 300 0063

400 400 310 0065

310

900 525 400 l 150 1350

3000 l250 400 1150 1450

100— 120 3000 1500 400 0‘

25

THE ELEKTRA STEAM TURB INE 325

TABLE XCI.

Percentage Increase in Steam Consumptionover that at Rated Full Load for an Absolute Fo

azasmqgmdby For a fl uctuating

Admission Pressure of 11 Kgs. per sq . cm., 50°

Arran ment.Cent. oi Superheat, and a 907, Vacuum.

3°

10 per cent. 55 per cent.



Dimensions — A 50 horse-power 2-whee1 turbine (exclusiveof dynamo) requires a floor space of x 11 metres, and has a

height of 15 metres.

FIG. 219.-ApproximateWeights ofElektra Turbines.

Curve A Total Weights.

B Weight per Horse-power Output.

Curves indicating the approximate weights of,and floor space

occupied by , Elektra Steam Turbines are shown in Figs. 219

and 220.


2f é vr fl ‘“ in Q . De

on-u ter s [ v ”.P.

a s

I'

d» (a 6 ”aren a/ err .

FIG. 220 — Approximate Floor Space occupied by Elektra Turbines.

A Total (Lower Scale).B=perHorse-power (Upper Scale).

Fro. 225.— Low-Pressure Wheel of 800Horse-power Union Steam Turbine

,showing

also section ofsurrounding Casing, with Rings ofStationary Vanes Reproduced

oforiginal.

STEAM TURBINE ENG INE JRING

belt of nozzles occupying the entire periphery. In the low-pressuresection the stationary vanes

,as in the Parsons type, of course

occupy the entire periphery,the vanes increasing in radial depth

toward the low-pressure end,as seen in Fig. 225 . A plan view

of the 300 horse-power set is given in Fig. 227 . The regulator is illustrated in Figs. 228 to 230. Its operation is basedupon variations in the quantity of the steam ,

which is, of course,a function of the load, and it controls a distributing valve, whichacts to admit the steam through a varying number of nozzles.

Flo. 227.— Plan ofVertical 300Horse-power Union Steam Turbine.

Thus there is no throttling of the steam, and this contributes tohigh economy, as the pressure conditions, at least in the first stages,are practically the same at all loads.

A safety-regulator is also provided as shown in Figs. 228 to 230.

This acts to close a quick-acting main steam valve when the speedrises to a certain point above the normal. The operation is as

followsA block M is capable of a slight movement along the turbine

shaft by means of the pressure of the projecting arms of theweights 6

,whose position is determined by the centrifugal force

corresponding to the speed. The upward movement of M bringsits conical surface into engagement with the rim Of the wheel

THE UNI ON STEAM TURBINE 333

1310 . 228.— Governor and Safety-Regulator ofVertical 800Horse-power Union

SteamTurbine. Scale,1 inch 1 foot.

STEAM TURB INE EN G INEER IN G

segment 5, which , in turning, brings the support a into such aposition that the beam d may be pulled down by the spring as

shown ,thus promptly closing the main valve.

Section on O P.

Fro . 229.— Side Elevation Safety Regulator,

The safety-regulator of the horizontal type of Union turbine isshown in Fig. 231. The action in this case differs from thatemployed in the safety-regulator used for the vertical type,

and is

as follows

336 STEAM TURB I NE EN GINEERING

in the vertical type of turbine,the weight Of the rotor is almost

equalised.

Fro . 231.— Safety-Regulator for Horizontal Type ofUnion Steam Turbine.

Scale, 2 inches 1 foot. Type D 30.

The authors are indebted to the courtesy of M essrs TheM aschinenbau-Actien-Gesellschaft Union of Essen, the manu

THE UN ION STEAM TURB INE 337

340 STEAM TURB INE ENG INEER IN G

facturers Of the Union turbine,for kindly placing at their disposal

most of the illustrations in this chapter. Other illustrations and

details have been taken , by permission,from the Zeitschrift des

FIG . 234.— Photograph of 50Horse-power Union Steam Turbine.

Verez'

nes D eutscher I ngenieure for June 24th,1905 ,

D ampftur

binen,

” p. 1046, and the Zeitschrift fair das Gesamte Turbinenwesmfor June 15th,

1905,

“ D ie Union-D ampfturbine,” p. 209.

CHAPTER XIII

A RECAPITULA'

I‘

ION or THE PROPERTIES or STEAM

THE properties of steam can be conveniently studied in con

nection with Table XC III . or XCIV. In column I. are giventhe absolute pressures in kilograms per square centimetre, rangingfrom kilograms per square centimetre up to 18 kilograms persquare centimetre. A certain temperature corresponds to each

pressure at which water evaporates. This temperature is givenin column 2 in degrees of the Centigrade thermometer scale,and in column 3 in degrees Centigrade above absolute zero- 273

°

Table XCIV . gives the corresponding Fahrenheittemperatures.

In all practical applications Of steam tables and of steam curvesthe chief interest attaches to the energy possessed by the steamunder various conditions Of pressure and temperature, which can

theoretically be converted into work .

Heat in Liquid— Before evaporating at any fixed pressure,

water must first be heated to the corresponding temperature

(t) given in column 2,and each kilogram Of water at 0

°

Cent.requires for that purpose approximately one kilogram-calorie foreach degree Of temperature above 0

°

C.,approximately as many

kilogram-calories as the number expressing temperature, given incolumn 2. This amount of heat, called the

“ heat in the liquid,”

or

sensible heat ” (S) , is given with fair accuracy by the formula

8 : to+0-00002 z0

2+0-0000003 te

a [metric units, Table xcm .]

S 32 t,+ (t, [English units, Table XCIV .]

the subscripts c and F indicating the Centigrade and Fahrenheitthermometer scales respectively.

Latent H6&t.— TO effect evaporation additional energy is

341


TABLE XCII I .— (METE IO UNITS)— PROPERTIES or STEAM .

CONSULT a sn COLUMNS To OBTAIN Tan

ENI RGY IN KG. 0. OONTAINED IN ONE Ks . or STEAM .

Component Parts, s' 6 . Increase in Total Rue i .s. EnergyEnergywhen Heating one Kg. oi contained 11 one Kg. of

o‘

0'

d .i

a 3g 3sA a s. a n

r, a8.

a is:Q E 5 E

3 gm$ 3

an at0) v4

06 1. 10) 06 1. 11) 001. (12)

599 617 ass600 616 636601 619 687

N .B .— i denotes the temperature oi saturated steam.

344 STEAM TURB IN E EN G INEERIN G

TABLE XCI II .—(METRIO UN ITs)— eontinued.

m

Col. (1 ) 001. (24 ) Col. (26) Col. (26) Col . (27 ) 001. (28) Col . (29)

as aw ass-03 pass

24-1 281 321

'

0415 0856 0312

2os 24-6 27

-7

‘

0412‘

0362

16-0 21

-4 ar e

19s 21'

s

15-0 17 6 19

-70

P 406

“

621 I

RECAP ITULATI ON OF PROPERTI ES OF STEAM

O

38

5231"6

61

2,

o

mq

amg

p

ww

cu

SR

S

R

S

S

8338

838

3

8

3

On

Fahrenheit

Scale.

79 '8

102

ms116

121

126

131

135

414

539

551

561

569575

581 89 5

586

590594

598

601

607613

617 126 1

622 1306

630636

642 15 ] °2

648653 161

‘

7

66 1

669

676

682 1911

687692 202697 207701 211

706 215

710 219

7 19 228

727 236

734 244

740

746 257752 262

757 268

762 273767771

775

77 9

783

787794800 812807 318

812 324

818 330

823 335

828

832 345

837 349

841 354845 358

849 362

853

857 370860 374

864 377

867 381

870 384

874 388

87 7 39 1

TABLE XCIV.— (ENOLISE UNITS).

Component Parts, 126 . Increase inEnergy when heating one Lb. of

IsCol. (1) Col. (2) 035 3) Col. (4) Col.

959

956

950

945941

937

9 17913

CONSULT THESE COLUMNS To OBTAIN THE

ENERGY IN B .TH .U. UONTAINEB IN ONE LB . or STEAM .

Steam at

345

Total Energy. Energycontained in 1 Lb. ofSteamat

.

h.

8»a.

83

3m

8

“

8285

.

h.

Sa

.

aaozamazm

sea

2

8

3m

3

8585

.

m.

c.

:

.

h.

82

a.

88m

8

85

883

(8)(7) Col

7

Col . (6) C01

36

37 0

TABLE XCIV.— (ENemsn UN1T8)

CONSULT 1 8 88] 0014171 1 8 TO OBTAIN TH! 117 B .H .U. NEON ABY

TO 141 1811 0112 LB. STI AX A! PRESSURE.

Compound Pom, B est required to Total Energy “0 H“ ; mmrd-e l Lb-of wralle l Lb. 5a ter ut s2

'

F . toSteam“

‘

3 43

g3

“a

553 5351" 15 53

.w -mma fi s h

hh

.

73 ha o “ 8 .

w 3 3 5 2 5 5Col. (15) 05 1. (18) 05 1. (17) _001. (18) Col (20)

47 7 47 7 I 1100 1154 1202

47-9 1110 1158 1208

47-9 1113 1181 12091115 1183 12111117 1185 1213

481 1119 1187 12151121 1189 12181122 1170 1218

1123 1 171 1 21948-3 47-9 1124 1172

1125 1173

1127 1175

1129 1177

1130 1179

480 1132 1180

1134 1 183

1138 1185

1138 1187

1189 1189

1141 1190

1144 1193

1148 1198

1148 1198

1150 1200

1152 1202

1153 1204

1155 1205

1158 12071157 1208

1158 1210

1181 1213

1183 1218

1180 1218

1188 1221

1170 1223

117 1 1225

1173 1227

1174 1229

1178 1281

1177 1233

1178 1234

1 180 1238

1181 12371182 12391184 1242

1188 1244

1188 12471190 12491191 125 1

1193 1253

1194 1255

1198 12571197 1259

1193 1281

1200 12831201 12851202 12881203 1268

1204 12701205 1271

1208 127 3

1207 12741208 12751209


required, called the“ latent heat (L) . This is made up of two

distinct components : first , that part required for evaporation

(internal latent heat , L) ; second, that part required to overcomethe mechanical work of expanding during evaporation againstpressure, from the volume of water up to the volume of saturatedsteam (external latent heat,

The latter component amounts to only from 6 per cent. to10 per cent of the total, but nevertheless it is of importance tocarefully distinguish between the energy that is required in orderto obtain a kilogram of steam at a given pressure, and the slightlyless amount of energy existing in a kilogram of steam at thatpressure. For this purpose we have in Tables XCIII . and XCIV.

given two distinct groups of columns. Columns 4 to 12,Table

XCI II . , show the energy existing in one kilogram of steam in

excess of that existing in one kilogram of water at 0°

Centand columns 13 to 21 show the energy necessary to produce onekilogram of steam from one kilogram of water at 0

°

Cent. inkilogram degree calories.

Table XCIV . gives in columns 4 to 12 the energy existingin one pound of steam in excess of that in one pound Of waterat 32° F and columns 13 to 21 show the energy necessary toproduce one pound of steam from water at 32

°

F . ,all in British

thermal units.

Let us first consider the columns giving the energy existing ina kilogram (or a pound) of steam. In column 4 the heat in thewater just prior to vaporisation is given in terms of the kilogramdegree calories per kilogram ,

— Table XCIII. (in B .Th.U. in TableThis differs at the higher temperatures by about 2 per

cent. from the temperature of water in degrees Centigrade above0°

of that scale, and at lower temperatures by a considerablysmaller percentage.The whole amount of the latent heat, is given in

column 14 .

InternalLatentHeat — The largeadditional amount ofenergyL, imparted to the steam during vaporisation is given in column 5.

It may be calculated by Zenner’s approximate formula,

L, 57 54 0791 $0 [metric units].

L. 1062 tp [English units].

Steam and W atch — Let us nowconsider the intermediatecondition in which only a part of the water is evaporated. Suppose

RE CAPI TULATION OF PROPERTIES OF STEAM 349

that 90 per cent. Of the total water is in the form of steam ,the

remaining 10 per cen t. still being liquid. The steam may be saidto have 10 per cent. ofmoisture, or to have a wetness factor a: = 0 1 .

It is clear that in such a mixture the energy is equal to the heatin the liquid plus 09 of the heat of vaporisation of the wholequantity ,

S+ ( I — :c) L,.

The Convertible Energy in Saturated Steam.— For

column 9,the values in columns 4 and 5 have been added together ,

thus giving the energy existing in one kilogram of saturated steam .

It can also be considered as the difference between the total heat ,H

, and the external latent heat, L,

S+ Iq = H — L, .

Total Heat — The total heat, H ,in column 18

,is the heat

energy necessary to raise one unit of weight of water from freezingpoint up to saturated steam at a definite pressure and correspondingtemperature. This is given by the approximate equations,

H 6065 0305 to [in kilogram calories].

H 1082 0305 t]? [in

Superheating.— Aa soon as the Water has been completely

evaporated,any additional supply of energy raises the temperature

of the steam , assuming the pressure is kept constant. This bringsus to what is known as the region of superheated steam . Duringthe last few years the subject of superheated steam has come into

great prominence, and its properties are of extreme interest. Ofthe additional energy required at constant pressure to raise thetemperature of saturated steam , one part is necessary to providethe energy for overcoming the external pressure. This constitutesabout 22 to 24 per cent. of the total additional energy. The

remaining 78 to 76 per cent. serves to increase the availableinternal energy, to increase the temperature Of the steam .

The total additional energy per kilogram of superheated steam isequal to the Specific heat at constant pressure

,Op ,multiplied

by t’ — t,the difference in temperature of the superheated steam

,

t’

, and of the saturated steam,t, where C, may be taken from Fig.

350 STEAM TURBI NE EN GINEERIN G

235. Three curves of F ig. 235 have been plotted by the formulaproposed by Professor Callendar.1 This formula is as follows

c, 093 (4

g)?p .

Cp = specific heat at the constant pressure , p .

p = absolute pressure in Kgs. per sq. cm.

T 273 t absolute temperature (Centigrade).

For Table XCIV .

,in English units, the following formula has

been used .

0,= 0477 000654

TE.3

.p‘

T; 4594 t, absolute Fahrenheit temperature.t,-=temperature of the superheated steam on Fahrenheit scale .

The Curve 04,Fig. 235 , has been plotted (for comparison with

C,) by the formula proposed by Professor Linde (see footnote,page

_1 C 373 3

C —,F )

T is absolute Centigrade temperature ; J is Joule’

s mechanicalequivalent Of heat==427 ; p is pressure in kgs. per square metre ;n= 4 °232 ; B= 47

°10 ; a= 0'

000002 ; C= O°O31.

Professor Lorenz gave a simpler formula, which we have not

used here,in Zeitsch/r. d. 77 87 8727138 (187433811. 171987188147 8, 1904 , p. 700

C, ,

000

The total heat of superheated steam is— t).

The energy used in overcoming external pressure during superheating can be calculated in the same way as for saturated steam.

The external latent heat is calculated by the formula

_P“;I».J

Here p is pressure ; 15 is the increase in volume ; and J is

Joule’s mechanical equivalent of heat.

1 Professor Callendar proposed this formula in a paper read before the

Royal Society (Pros. Royal Society, November i 4th, The formula has

also been used by Professor D r. Mollier for his steam curves and tables, whichhave just been published in Berlin by Messrs Julius Springer. Dr M ollier’s

curves form a very desirable supplement to anywork on steam turbines.

[in metric units].

352 STEAM TURBINE ENGINEER ING

Specifi c W eights and Volumes of Superheated Steam .

The volume Of superheated steam is for practical purposescorrect enough if calculated by the formula given by Tumlirz.

l

170 : 00047 1 T 0016 p . (in metric units).o=volume in cu. m . per kg.

p = absolute pressure in kgs. per sq. cm.

T= absolute temperature on the Centigrade scale.

pv= 0'5963 T — O'2563p . (in English units).

o= volume in cu. feet per lb.

p = abe. pressure in lbs. per sq. in.

T= abs. temperature on the Fahrenheit scale.

We note also the formula given by Linde,2 which shows the

influence of the variable specific heat

373 3

zw=°0047 1 T —p 000002 17) [0031 (T ) - 00052]

when p,v, and T are in metric measures. In English measures

Linde’s formula is

67 1-4 3

pv=05963T 16 02p(1 + 000000014 1p )[0031( T 0

On pages 344 and 347 are given the specific weights and thespecific volumes Of saturated and superheated steam

,for all usual

pressures and superheats up to 150°

C and 300°

F . It is interestingto note that the specific weight of saturated steam increases verynearly in proportion to the pressure.8 Thus

Abs. pressure= 0' 1 Kg. per sq. cm. Spec. weight=0°

067 Kg. per cub. metre .

Abs. pressure= 10 Kg. per sq. cm. Spec. weight= 0°

587 Kg. per cub. metre.

Abs. pressure= 10 Kg. per sq . cm. Spec. weight= 5'

l l Kg. per cub. metre.

The specific volume ofwet steam can be taken as approximately

Specific volume 2 7 (1 a:

)o,

Tumlirz, Sitzungsbefidttc der AW . (1. Winm ahaflm M ath -Nauru).

Kl. Wien, 1899 , I la, page 1058.

2B . Linde, D ie thermischen Eigenschaften des gesattigten und des uber

hitzten Wasserdampfes zwischen 100°

und -Heft 21, dcr M ittheilungm

fiber Forsd mngsarbeam, or Zeitschr. d. Vercz'

nes dmtsch. Ing.,1905, Oct.

21 and 28,page 1745 .

3 According to Zeuner, it varies approximately as the 0 939 power of the

absolute pressure.

RECAPI TULATION OF PROPERTI ES OF STEAM 353

where a: is the wetness factor and v the specific volume ofsaturated steam.

Without going into the theory of thermodynamics, a fewinstances may be given to illustrate the behaviour of steam undervarious conditions. In accordance with the law of the conservation of energy, we know that when one kilogram of steam has

been brought from one state into another, no energy has beencreated or annihilated. If the total energy belonging to one

kilogram of steam in the second state is larger than in the firststate, there must have been an input of energy from some externalsource ; and if lower, energy must have been liberated, that is tosay, given up to some other object

,or changed in form. For

instance , one kilogram of saturated steam before expanding in an

engine may have an absolute pressure of, say,13 kilograms per

square centimetre,and when leaving the engine a pressure of, say,

03 kilogram per square centimetre and a wetness factor of 04 .

From Table XCIII. we find that before expanding the kilogram ofsteam contained 618 kilogram-calories of energy , and when leavingthe engine only kilogram-calories. Therefore in the engine itself the steam mus t have given up an amountof energy equal to 618 kilogram-calories. If thesteam, when entering or when leaving, had an inappreciable speed,we should not have to add to the above value the mechanicalenergy due to the velocity of the steam , the kinetic energy.

For instance in the above case the speed during expansion in thecylinder behind the piston will be negligible, but during exhaustfrom the cylinder it may amount to 300 metres per second.

In this case the energy in the steam when leaving would be

382 107 393 kilogram-calories.

The energy given up by one kilogram ofsteam duringexpansionin the cylinder is therefore in this case equal to 618kilogram-calories.

It must be carefully understood that this law does not tellus what has become of the 236 or 225 kilogram-calories that havebeen given up by the steam . It may have been converted eitherinto mechanical energy or into heat. It is, however, the purposeof a steam engine or a steam turbine to convert as much as

possible of the original energy available in the steam intomechanical energy. From this point of view we must ascertainthe lawaccording to which the energy available in the steam can

be converted into mechanical energy.


For this purpose let us picture to ourselves an experiment inwhich steam is transformed from one state in which it has a givenamount of internal energy,

into another state in which it has aless amount. Let the conditions be such as to prevent any of theenergy being given up as heat. We thus have the conditionsnecessary for studying the process of converting internal energyinto mechanical energy , as we have cut 011

”

all other ways in whichthe internal energy of the steam can be transformed. The

experiment could be of the following natureIn a closed cylinder

,the sides of which are of non-conducting

material, a kilogram of saturated steam has an absolute pressureof p kilograms per square centimetre and a volume of v cubicmetres.Let us nowpermit the piston to move under the influence of

the pressure,the volume increasing to 0

1. The work done by the

steam in moving the piston is mechanical energy. We shall inthis experiment find that part of the steam in the cylinder hasbeen condensed, that is to say, the steam has become wet steam.

The pressure has, of course, also decreased. As a rough approxi

mation, we may say that if the volume of the saturated steam has

increased in the above experiment by l per cent. , the pressure hasdecreased 11 per cent. , that is, the pressure falls at a slightlyhigher rate than the volume increases. The exact relation betweenthe two factors is

17016

constant , whereIs : 11 35

(33 the wetness factor).

This can be approximately shown by reference to Table XCI II.Suppose we have saturated steam at an absolute pressure of 10

kilograms per square centimetre, and let it expand in the cylinderdescribed above to 9 kilograms per square centimetre

,the total

mechanical work done is approximately proportional to theincrease in volume multiplied by the mean pressure during theexpansion. A t 10 kilograms the energy in the steam was 615, at9 kilograms it is 6 14 — wx 437 , where x denotes the wetnessfactor.

The total energy that has been lost in expanding from 10

kilograms to 9 kilograms per square centimetre is therefore

1

The volume at 10 kilograms per square centimetre was 01 95 ,


sides of the cylinder or by the piston. Let us also assume that thepipes between boiler and engine are of so large a section as

not to cause any decrease of pressure during the passage of thesteam. Let the cylinder be of such dimensions that the weightof the contained steam at the moment of cut-off is 1 kilogram.

The absolute pressure is p kilograms per square centimetre. Ifa is the volume of 1 kilogram of saturated steam at the pressure

p ,then it is clear that

,up to the point of cut-off

,the piston has

a

T“

piston in square metres. The total force acting through thatdistance is, if we neglect for the moment the counter-pressure,

E }?kilogram,therefore the total work done is

x Fp =1

moved through a distance of metres,where F is the area of the

pv (metre kilograms)

23 °4 pv kilogram-calories.

Suppose the steam to be saturated and p = 10 kilogramsper square centimetre. Then v= 0°195 cu. m.

,and the work

done,up to the point of cut-off, is 23

°4 x 10x kilogramcalories.

Therefore the total energy available in the steam whenentering is the internal energy, to be obtained from column 9 ofTable XCIII .

,plus the work done up to the point of cut-ofl

'

,

provided that no decrease of pressure takes place up to that point.We find this total energy to be kilogram-calories.

This is precisely the amount of energy necessary to raise thesteam , as given in column 18, Table XCII I . Therefore we see thatwhile at the commencement of the admission to the cylinder theamount of energy necessary to produce steam of the prescribedconditions of pressure and temperature was available , at the pointof cut-off there is available only the less amount of energy given incolumns 4 to 12, and this is the total amount of energy than

existing in the steam . We might examine , in exactly the sameway as before, the work done during expansion,

as we have here,

in accordance with our original assumption,the condition that none

of the energy can be converted into heat. Let us,however

, use

the shorter method, and employ the formula

pv"constant (k 0°lar).

If the steam , which at cut-off is at an absolute pressure of 10kilograms per square centimetre, expands to five times its original

RECAPI TULATION OF PROPERTIES OF STEAM 357

volume before leaving the cylinder, we should conclude that p has

decreased to El times its original pressure, to 16 kilograms

per square centimetre. The work done during this time is 68

kilogram-calories, as may be found by calculating p(Av)1step-by

step, or by plottingp as a function of v, and taking the area betweenthe curve of p and the abscissae

,or

,better still

,by integrating the

differential p x do. There are very ingenious ways of obtainingthese results directly from tables

,but space will not permit us to

further discuss this part of the subject. We see that the totalenergy converted into mechanical work is 46+ 68 114 kilogramcalories, provided that no counter-pressure exists. It is

,however

,

clear that if the engine were working non-condensing, the exhaustpressure would be slightly more than 1 kilogram per squarecentimetre, and we should have to subtrac t

1-03 5 x 0195 x m.kg.

counter-pressure. volume of cylinder.

metre kilograms= 23 kilogram-calories. Thereforetotal work done would be


If, by means of a condenser , the exhaust pressure is reduced to,say, 01 kilogram per square centimetre

,the total energy

converted into mechanical energy is


In both cases it is clear that more work might have beenobtained from the steam by letting it expand to the exhaustpressure, in the fi rst case to kilogram and in the second

to 01 kilogram. This would, in the first case, have led to a slightincrease in the amount of mechanical energy obtained, and in the

second case to a very great increase. It can be shown , then, thatthe amount of mechanical work obtained is exactly equal to the

difference between the energy necessary to raise the steam to its

condition when entering and the energy necessary to raise thesteam to its condition when leaving.

The same lawholds good in steam turbines, provided that herealso no losses take place. But the energy which , in the case ofthe steam engine, is converted directly into mechanical work, is in

1 Av increase of volume.

358 STEAM TUB/{IN EN GINEERING

the case of a de Laval nozzle first converted into kinetic energy ofthe steam. For instance, in the case of saturated steam enteringat a pressure of 10 kilograms per square centimetre and leaving at1 kilogram per square centimetre, the mechanical work obtainedwould be approximately 90kilogram-calories per kilogram of steam.

Therefore the speed of the steam can be obtained from

Wives“

—

2 x 9 8

Velocity 868 metres per second.

= 90x 427

I t is evident that this calculation may also be applied to

FIG . 236.—

'

l‘

heoretical Consumption of the Perfect Machine. Kgs. per H . P.H .

(M etric Units).

See Appendixfor Table of e u'

valcnts in Kgs. per K .

any admission pressure, whether the steam is saturated,super

heated, or wet ; also to any back pressure.

Professor Rateau gave in his paper “ D ifferent Applicationsof Steam Turbines, Chicago , 1904 (Proceedings I nstitution ofM echanical Engineers), the theoretical consumption of the

perfect machine in the following empirical formula for use whenthe steam is saturated and dry at admission


expressed in kilowatt-hours. This sheet is similar to,though on

a much smaller scale than,the curves recently published by

fi gures :Cent'

g nsd Tit/ 10m m

Fm. 238.— Volume and Pressure ofSteam at LowTemperat ures.

The volume corresponding to a given pressure is to be read at the intersection of

Curve V with the vertical temperature line which passes through Curve P at

that pressure.

Professor R. H. Smith in his Commercial Economy in Steam and

other The rmal Power° Plants (Constable, in which he used

foot-lbs. as his unit.

RECAPITULATION OF PROPERTIES OF STEAM 361

FIG . 239 — Properties ofSaturated Steam andWater.

T9=Total Heat ofSaturated Steam from 32°

F. (0°

W, Water

Lg: Latent Vaporisation from and at each Temperature.

L, less Work done expanding against Pressure.

T,=Total Saturated Steam less Work done expanding against Pressure.

CHAPTER X IV

CALORIFIC VALUES or wa s

THE calorific values of coals in several countries are given in

Table XCV. expressed in several units.

For the electrical engineer, kilowatt-hours per unit of weightis the best way to express this quantity

, and it simplifies themental operations, as elsewhere mentioned, to thus carry throughall calculations on a single unit.

TABLE XCV . CALOR IF IC VALUEs or A NUMBER or VAanrrIEs or COAL.

Calorino Valuc iu

Source. Nature.

0 K.W B K W H.

B .Th.U.

Lb. of033 ”5“ 0

° “001

3: ”055.

Wales Almost pure to 8300

Anthraci te 8900

England Bituminous to 7 700I 8200

Scotland Bituminous

AnthraciteUnited States

America

Carmel coal to 6100

8100

Bituminous

Germany


proportion to the heat required. In testing boilers, it has becomecustomary to base figures on saturated steam at atmospheric pressure , and to further assume that the feed water has a temperatureof 100

°

C. (from and at 212°

Consulting the table above referred to, we find the heat necessary to raise one kilogram of steam to these conditions to be 537kilogram-calories, or 06 25 kilowatt-hours. This permits us to

deduce the values set forth in Table XCVI .

TABLE XCV I .

Kgs. ofSteam raleed per onn . of

Boiler M elency. Coal burned (the Goal has a OalorificValue of 7600115 -calm).

100 per cent.

The foregoing values are generally denoted in the metricsystem as— kilograms of steam “ from and at 100

°

0. per kilo

gram oi coal.In the English system it is customary to speak of the— lbs. of

steam “ from and at 212°

F .

” per lb. of coal.

The general range, in different parts of Great Britain,of the

price of coal of an average calorific value of 87 kilowatt-hours

(7 500 kilogram-calories) per kilogram,is from 4 to 16 shillings

per ton of 1000 kilograms (2200 lbs. For our standard conditionsof steam— an absolute pressure of 13 kilograms per square cm .

and 50°

C. of superheat, and with feed water at 50°

C.— we shall,

with coal of this quality and steam-raising plant of 60x, and

807, effi ciency, get 6930, 8120, and 9280 kilograms of steam per tonof coal. From column 2 of Table XCVII. we can , for coal of thisquality, at various prices in shillings per ton delivered on

site , obtain the cost for fuel in shillings per 1000 kilograms ofsteam produced. In columns 3 to 10 are set forth the cor

responding fuel costs in pence per kilowatt-hour generated, for thecase of steam-driven sets when operatingwith steam consumptionsof 6 to 20 kilograms of steam per kilowatt-hour of output.If the feed water supplied to the boiler has a temperature

other than 50°

C. before entering the boiler, the values given inTable XCVII. require to be altered slightly. For instance, if thetemperature of the feed water is 10° C.,

the values in columns

CALOR IF IO VALUES OF F UELS 365

TABLE XCV lI .

Cost of Coal In Pence per Kilowatt-hour absolute resoure ofSteam 13 Kgs. per sq . cm. 60

°

Cent. Su r as Fee Water 60°

Cent.) at the Steam Consumption of (sta at t c t0p of column) .

K ilogram per Kilowatt-hour.

°

I

§fi

l

‘

I

‘

I

‘

I

‘

l

‘

I

‘

l

‘

l

‘

l

“

I

‘

l

“

I

“

I

‘

l

‘

I

é

° l77

5

u.qq o

b58

5 s?


TABLE XVCII .— eomi‘

mwd .

Cost of Coal in Peace per K ilowatt-hour (absolute pressure of

Steam 13 Kgs. per sq . cm. , 50“

Cent. Superheat, feed water 60’Cent.) at a Steam Consumption of

Kilogram per K ilowatt-hour.

003 1 03

-254

9 to 10 must be increased by 670 . Table XCVIII . gives suchcorrections.

The effi ciency of the boiler has been given as varying between

602, and It is as well to distinguish between the effi ciencyof the boiler as measured by test and the all-year effi ciency of theboiler. While, in the first case ,

the efficiency is very often as high

as 752, or 8070 , the same boiler may give an all-year efficiency ofonly 5070 or and in some cases considerably lower still.Very often the boilers must be kept under pressure for a long timewithout any work being done, and it is clear that in this case thelosses due to radiation,

which normally rarely exceed 570 to l0°

/nwould increase in importance. The authors have compiled a tablein which are recorded the results for the actual all-year coalconsumption per kilowatt-hour for some stations. All this datahas been obtained directly from the Engineers of the generating


TABLE XCIX .— CoAL COST AND QUALITY USED I N sons

ELECTRICITY PLANTS.

Coal used. Water.

Name.

bPrlc

r Ton, E

li“: 0

2; 321“fi g,

1 in“ Switchboard . M 8:

12,000 -

5

0°

8d gallon

dry oil

12

lnterboro (Subway),NewYork

Manhattan Elevated,NewYork

Manchester,D icken

son St.

LeedsPinkstonKansas City, Met.

S.R . Co.

42 Salford43 Westham45 Kelham Is.

,Sheifi eld .

46 Alpha Place,Chelsea .

47 Lowell,U.S .A .

52 Reading

53 I lford

55 Leicester

56 Wolverhampton

57 Greenock .

58 Eastham,London

59 Lowestoft .

60 Burton-on-Trent

CALOR IF I C VALUES OF F UELS 369

TABLE XOIX . continued.

Coal used.

Pri er TonKm” Lbs. evapor

So

liLila a. t ated er Lb.

“3 Switchboard. of oal.

Hull TramwaysStalybridgeBurnle

Walsal

Bury, Lance

Eastbourne

Gloucester

Kirkcaldy .

Barrow-ia-Furness

Gillingham

Carlisle

ChathamBarnes

Worthing .

Guernsey, Les Amhalles .

St Sampson 16

Cleethorpes l 1,500 8

Shirebrook

B . W . Allen'

s Test B.Th.U.

“ Rheola. 7900Kg.C. per Kg. , Inst.“On Surface

Condenser Plants,"Feb. 28, 1906.

CHAPTER XV

TYPICAL RESULTS AS TO STEAM ECONOMY IN MODERN

PISTON ENG INES

FOUR representative firms of piston engine builders in England,designated in this chapter as firms A

,B, C,

and D,have very

Rated flutput m [fl/anewFIG . 240.

— Steam Consumption : Firm A’s Reciprocating Engines.

l3 °

4 Kgs. per Sq . Cm. Absolute, 55 5°

C. Superheat, 86°

6 per cent. Vacuum.

l uarter Load II=HalfLoad I II=Three Quarters Load IV=Rated

Full Load.

kindly furnished us with their guarantees as regards steam con

sumption. Firm A builds small engines. Their guarantees,expressed in terms of the kilograms steam consumption per kilowatt-hour output from a hypothetical direct-connected generator,have been plotted in the curves of Fig. 240. Firms B and C

370

37 2 STEAM TURB INE EN GIN EER IN G

Firm D also builds engines up to large sizes, and they havefurnished us with guarantees not only with superheat of 555 °

Cent., but also of 111°

Cent. These guarantees will be foundplotted in the curves Of Figs. 243 and 244 .

It will be noticed that the conditions under which thesevarious guarantees have been made correspond closely with our

standard basis Of reference , namely, for an absolute steam pressureof 13 kilograms per square centimetre , with a vacuum ofper cent. and 50

°

C. of superheat. The steam consumption underthese standard conditions for full, half, and quarter loads are, for

Rated Output 111 ”donates

C. Superheat.

FIG . 243.-Steam Consumption of Firm D

’s Reciprocating Engines.

Kgs. per Sq. Cm. Absolute , per cent. Vacuum.

I=Quartcr Load I I HalfLoad I ll=Three Quarters and One and aQuarter Loads IV Full Rated Load.

these four firms,set forth in the curves of Figs. 245 , 246, and

247 . The dotted-line curves in these three figures roughlyrepresent the mean steam consumptions for engines of the fourfirms A

,B

,C, and D .

Guided by the data in Figs. 245 , 246, and 247 , we havededuced the three curves I , I I, and III Of Fig. 248

,correspond

ing to the dotted curves of the three previous figures, as fairlyrepresenting the steam consumption for this group of modernpiston engines at one quarter , one half, and full loads respectively.

In an article entitled, D ie D ampfturbinen der AllgemeinenElektricitiitS-Gesellschaft , Berlin (Zeitschr. des Vereines deutscher

STEAM E CON OM Y IN M OD ERN PISTON ENGINES 373

Ingeniowre, August 13th , 1904 ,p. 1209

,Fig. Lasche has pub

lished a curve which he states represents the rated full-load steameconomy of good modern piston engines at an absolute admissionpressure Of 13 kilograms per square centimetre , with some superheat and good vacuum. Lasche’s curve is given in Fig. 249 as

curve L,and the rated full-load curve of Fig. 248 is reproduced as

curve III.F ull Load Steam Consumption Piston Engines

— We

have also compiled in Table C. the full-load steam consumptions of thirty-three piston engines of 19 different manufacturers

fated Output m I l l/meals

111°

C. Superheat.

F IG . 244 .— Steam Consumption of Firm D ’

s Reciprocating Engines.

Kgs. per Sq. Cm. Absolute,86

°

6 per cent. Vacuum.

I=Quarter Load II HalfLoad III=Three Quarters and One and a

Quarter Loads IV : Full Rated Load.

of five different countries. M ost of this data was derived frompublished results. In a few cases the guarantees of themakers were employed. To afford a common basis of comparison

,

the results were reduced,by correction curves which will be

described later in this chapter, to terms of the steam consumptionfor our standard reference conditions of an absolute admissionpressure of 13 kilograms per square centimetre (corresponding to a

gauge pressure of 170 pounds per square inch) , with a superheat of50

°

Cent. (90°

and with an per cent. (26 inches, or 660millimetres) vacuum. Where the results were expressed in termsof the indicated horse-power or brake horse-power, we reduced

FIG. 215.— Full Rated Load.

F IG . 246.— HalfRated Load.

Tat ed Output 10 Elb a-(csFIG . 247 .

— Quarter Rated Load.

F IGS . and 247 .— Steam Consumption ofReciprocating Engines.

50°

C . S

uperheat, 86

°

6 per cent. Vacuum.

A,B,an D 13

‘«i KgS.I

peq . Cm. Absolute.

Dotted Curve Is the M ean ofthe Foui° Full Lines.

STEAM TURB INE EN GINE JRIN G

TABLE C .—D s°

rAILs or RESULTS D ERIVED FROM PUBLISR ED

35

158 126 10 2

158 126 102

100 I 9'

3

385 66 7'55

385 66 7'

53

885 66

375 l l°

1

11 7

440

600 120

625 101

700 101

720 80 15’

0

'

087

’

082

’

134

'

073

‘

044

'

130

'

144

107

85 '

6 8’

4

1 75

680

75 7

50

50

’

130 48'

5 7 7 5

Prof. Schroeter

1900

Prof. Unwin

Prof. Thurston

Dec

—

16, 17102

Prof. Ewing

M . Longridge

May 25, 1893

May 25 , 1893

May 25 , 1898

Feb. 5 1902

May 5, 1901

Where installed.

Leicester Water

Works

Near Manningtree

Lincoln

Augsburg

Do.

Leeds

Manufacturer ofthe ISteam Engine.

Type ofPiston Engine. Source of Data.

Karchova HorizontalTandemCompound Paper by C. V . Kerr, Amer. Soc.

Mech. Bugra. ,vol. xxv.

Hawthorn, Davey CG. Pumping Engine The Engineer , April28, 1905, p. 416.

Kerchove Slow-speed Compound Thr Engineer, January 8, 1904 , p. 47.

DO.

Milwaukee Pumping Engine

Easton 8: CO. Horizontal Tandem 2-cylinderCompound

James Howden 8: Co. High-Speed Triple Expansion E l. Review

, August 18, 1905, p. xxv.

Bellis a Moreom The Engi neer, July 28, 1905 , p. 78

Cole, Merchant a Morley Vertical Cross Compound The Engineer, June 2, 1905, p. 548

Slow-speed Compound

D°° L’

sii

iiIn“

James Howden Co. High-speed Triple Expansion E l. Review, August 18, 1905, p. xxv.

Harrisburg Foundry and Tiindem (bmpound Trans . Amer. Soc. Mech. Eng-rs

Machine Works vol. xxv Dec. 1903, pp. 1— 16.

Slow-speed Triple Expansion Z.d. V.Deut. Ing.. Aug. 19/05,

Compound Corliss E 1. Review, Apri l 8, 1905, p. 575.

Wallsend Slipway and Slow-speed Triple Expansion Proc. Inst. Mech. Engrs. at NewEng. CO. castle. By W. B. Woodhouse.

Proc. Inst. Civil Engra , vol. cli.

p. 200. By T. H. Minshall.

Hick, Hargreaves 8: Co. 3-crank Triple Expansion‘

The Engineer, July 7 , 1905, p. 2.

Work Augsburg Slow-speed Triple Expansion Z.d. V.D cut.I p. 1352.

to caICulate the steam consumptions reduced to our standard conditions, the missing details have

and assumed.

—

The Engineer, April 28, 1905, p. 416.

TheEngineer, Janusry 9 , 1903, p. 46.


TABLE C.

Where Installed.

102 l 13°

3 -10

90 °

239 . Aug.

h

Weisbaden850 90 9

-41 -

20 59-2 s

°l Aug 1901

910 60 -077 May 13, 1900

21 1070'

83 °074 June 9 , 1903l

Strasburg

1135'

88 -10

-29

lAug. 14 , Weisbaden

°236 82 I 1 Aug.

Leeds

25 1500 March 1903 Manchester Cor

potation

1600 100 12-1 7 190 51

-8 7

-5 Sept.

1900,83 Oct. Berlin

1900 83 14-2 83 7 2 5 Oct. DO.

1900 83 14-1

-

Oct. 24, 1899 D o.

2600 86 10-3 °082 T 7

-9

2600 86°

082 I 121

2600|86 103 °

082 17 1

29 2800 75'

100 8-84

'

7 5 Apr. 1, 1902 : GlasgowProf. Barr Tramways

30 3200 94'

130 85' Greenwich

81 3800 76 14-0 -105 Feb. 1904

'

New YorkAndrewWitham Edison Plant

andWells

32 3900'

75 14-4

-105 65 5 7

-7 1 Manchester Cor

poration

33 5000 75 NewYork


The results were divided into three groups of eleven each,corresponding to the smallest, the intermediate, and the largestsizes.

Group I . ranged from 140K .W. to 400 K .W.

I I. 440 K .W. to 1135 K .W.

II I. 1170K .W. to 5000K .W.

The mean steam consumptions at rated full load were as

follows

Group I . Kgs. lbs.) per kilowatt-hour.II . Kgs. lbs.)III. Kgs. lbs.)

The next step consisted in taking the three lowest results fromeach group and averaging them,

as shown in Table CI.

TABLE CI .

Group I . Group II . Group III .

140K .W. to 400K .W. 440K .W. to 1136 K .W. 1170K .W . to 6000K .W.

As these nine results are obtained from engines of sevendifferent manufacturers in four different countries , they may fairlybe taken as indicative of the possibilities of piston engines as atype. One point to note is, that practically as good economy in

steam consumption is obtainable on small sizes as on large sizes.

The results for the thirty-three cases set forth in Table 0.

have been plotted in Fig. 250. In this figure the test resultsare indicated by circles, and the results, reduced to our standardconditions

,have been indicated by crosses. In Fig. 251 the latter

are reproduced, together with curves L and II I . of Fig. 249.

With these groups of data available, the next question thatarises relates to the curve to be adopted as representative of the

STEAfrI JCON OM Y IN M OD ERN PISTON EN GI NES 381

average steam consumption of the best types of modern pistonengines. We consider that Fig. 25 1 affords ample evidence that

R ev/é d Oafiaf M ff/Votwo/f:

Fm. 250.— Steam Consumption ofPiston Engines at Rated Full Load, from

published Tests.

0=Test Conditions. X 0 reduced to our Standard Conditions.

R es/ed OU/fl (If ( I:

Fm. 251.— Steam Consumptions ofPiston Engines at Full Load.

Curves L and III from Fig. 249.

Points X are other published Tests reduced to our Standard Conditions.

even Lasche’s curve (L) hardly does justice to the reciprocatingengine, since considerably better results have frequently been oh

382 STEAM TURB I NE ENGINEERING

tained, and sometimes under less favourable conditions of pressure ,

temperature, and vacuum. That curve III . lies so much higherthan many of the plotted published results may be partly due toits representing a rough mean instead of the best amongst the

guarantees sent us, and also to the necessity,on the part of the

manufacturers, to make suffi ciently conservative guarantees to leavethemselves a margin of safety.

We have finally decided to take as the representative curve forthe steam consumption of piston engines, when operated at ratedfull load

,with an absolute admission pressure of 13 kilograms per

fi afm’ fl lfia/ a?! [ i on /13 .

Fig. 252.— Standard Representative Curve for Steam Consumption ofModern

Piston Engines at Full Rated Load.

Under the Standard Conditions : Absolute Admission Pressure 13 Kgs. per Sq. Cm.

50°

C. Superheat, per cent. (26 Ins. ) Vacuum. (Derived from Fig.

square centimetre, 50°

C. of superheat and a vacuum of 866 percent. (26 inches), the curve shown dotted in Fig. 251. Withregard to this representative curve, it should be noted that Lasche

’

s

curve was deduced from full-load tests, run probably with a bettervacuum and a greater amount of superheat than those of our

standard conditions, the admission pressure being about the same.

A curve derived from Lasche’s, but with our standard conditions,would lie above curve III. Taking this fact into consideration

and also the lowpositions of some of our plotted results, we havedecided that a fairly representative curve for our standardconditions can be obtained by embodying a portion of Lasche

’

s


and shall in subsequent comparisons consider these as reprosentative values for the steam consumption of modernpiston engines when operating under the specified conditionsof an absolute admission pressure of 13 kilograms per squarecentimetre

,50

°

C. of superheat, and a vacuum of 866 per cent.

(26 inches).VaryingAdmission Pressure : Piston Engines.

— We haveseen in Chapter IV . that very little difference is effected in

the steam economy of the Parsons type of steam turbine byvariations of the admission pressure

,and we believe that it may

Fm. 254.- Variations in Steam Consumptionwith Varying Pressure. Piston

Engineswith 50°

C. Superheat, per cent. Vacuum.

be correctly stated that most of the types of steam turbine,

while more dependent upon the admission pressure than theParsons type, are much less dependent upon the value of thisfactor than are most piston steam engines.

To investigate this point of the dependency of the steamconsumption of the modern piston engine on the admission pressure, we have obtained from two leading English manufacturers ofpiston engines their estimates of the relation between steameconomy and admission pressure. Representing as 100 the steamconsumption under our standard conditions of an absoluteadmission pressure of 13 kilograms per square centimetre

,a

STEAM ECON OM Y IN M OD ERN P ISTON EN GIN ES 385

superheat of 50° C and a vacuum of 866 per cent., then for thesame number of degrees of superheat and the same vacuum thefigures representative of the consumption for other admissionpressures may be obtained from Fig. 254 for the piston enginesof these two manufacturers. We propose to take the dotted lineas representative for piston engines in general.Varying Superheat : Piston Engines

— As to the effectof superheat on piston engines, we have compared useful datafrom seven firms. This data has been embodied in the curves of

o la 20 so N I G W M /Il M / y lu lu /to m

Six/mica, I ) flag / res [mfg/al e .

Flo . 255 .— Piston Engines : Variations in Steam Consumption at Full Load,

with Varying Superheats.

13 Kgs. per Sq. Cm. Absolute, 86'

6 per cent. Vacuum.

Fig. 255 , and the dotted-line curve will be taken as representativeof the effect of superheat on the steam consumption of pistonengines for our standard conditions of admission pressure and

vacuum.

The mean is replotted separately in Fig. 256 , and it is againplotted in Fig. 257 , in terms of the average percentage decreasein steam consumption per 1

°

Cent. of superheat above thetemperature of saturated steam. It should be noticed that thepercentage gain by superheat is well sustained up to very highsuperheats

,and hence piston engine manufacturers have a great

incentive to adopt for a given pressure as high a steam tempera25


The losses due to cylinder condensation play a very importantrole

, and the cost and weight of the whole set is increased con

siderably in striving to make the best use of so very good vacua.

Now,with this data for the effect of admission pressure

, superheat

,and vacuum on the steam consumption

,we can,

from our meancurve (Fig. 252) for piston engines, designed for our standardconditions

,obtain a series of curves -oi full-load economy of piston

engines designed for other conditions. Such a series of full-loadsteam-consumption curves is given in Figs. 258 to 269 .

RES ULTS FOR TURB INES AND PI STON ENGINES 391

Rated 00 60 0 6 m Kl /O N 66:

Flo. 272.— QuarterLoad.

Free. 270, 271 , and 272.— Steam Consumption ofSteam Turbines.

13 Kgs. per Sq. Cm. Absolute, 50°

C. Superheat, 86 6 per cent. Vacuum.

P=Parsons, L=de Laval, E=Elektra.

of the reciprocating engines, but also of steam turbines. Nevertheless, our conclusions have only been deduced after a verythorough investigation, and we consider that they give as gooda general comparison between the two great classes of steamengines as can at present he arrived at.

Before we develop for steam turbines a series of curves,similar to those of Figs. 258 to 269 representing piston engines,we must consider the influence of admission pressure, superheat,and vacuum on the steam consumption of steam turbines. The

question has already been considered in the previous chapters forsome of the types of turbines.

For the purpose of comparison between piston engines and

turbines as two classes of steam engine, as regards their respectivesteam economies, we have decided to confine ourselves to theParsons steam turbine, since the data and test results on thistype are far more exhaustive than those on any other ; also the

392 S TEAM TURB IN E IN GINEERING

Fm. 273 — Turbines.

Fm.

‘274.— Modern Piston Engines.

FIGS. 273 and 274.— Representative Steam Consumptions for Turbines

and Modern Piston Engines.

13 Kgs. per Sq . Cm. Absolute, 50°

C. Superheat, per cent. Vacuum.

range of capacity over which tests have been made is greater.From these and other considerations

,this type of steam turbine

394 STEAM TURB INE EN GI NEERIN G

this set of curves i t would be well to describe briefly the curvesrepresented in F igs. 300, 301, and 302. Throughout, the com

Fro. 275 .— Rated Full Load.

Ra ted Outfi t/ 6 m ”Mo ira“:

FIG . 276 .-HalfLoad.

parisons have been drawn between the full-load steam consumptionsonly of piston engines and steam turbines. In Figs. 300, 301 ,

RESULTS FOR TURB INES AND PISTON ENGINES 395

and 302,however, an attempt has been made [Ito represent in

diagrammatic form the increase in steam consumption with the

decrease of load. The abscissae indicate the load, the ordinatesrepresenting the steam consumption as a percentage of that at

fully-rated load.

Fig. 300 is confined to modern piston engines. There areeight curves in all

,representing the consumptions of nine different

engines, ranging in capacity from 30 kilowatt to 1600 kilowatt.

In addition to the actual consumption curves, two limit-curves

FIG . 277.— QuarterLoad.

Free. 275, 276, and 277. ofRepresentative Steam Consumptions,

Turbines and Piston Engines.

Our Standard Conditions : 13 Kgs. per Sq. Cm. Absolute, 50°

C.,

per cent. (26 Ins.

have been drawn,fairly representing what may generally be

considered as the highest and lowest steam consumptions atvarious loads.

A few words concerning curve IX of Fig. 300 will not beout of place at this point. Curve IX is for a 1600 kilowattengine by M ‘Intosh Seymour

,and it will be noticed from

the shape of the curve that the minimum steam consumption

occurs when the engine is running at about 5 load.

Fig. 301 contains similar curves for steam consumptions of

396 STEAM TURB INE ENGINE ERING

steam turbines ranging from 250 kilowatt to 4000 kilowatt out

put. On account of certain difficulties previously mentioned,only the Parsons type has been considered. In this figure, as inFig. 300

,upper and lower limit-curves have been drawn.

In Fig. 302 the limit-curves of Figs. 300 and 301 have

Ema /00qf<5aloerlrafl0 in fl ay / ea: an 4:

FI G. 278.— Variations in Steam Consumptionwith Varying Superheat,Parsons Turbines. (From Fig.

been replotted, the dotted line representing piston engines, thefull line steam turbines. The areas enclosed have been shaded

with vertical and horizontal lines respectively.

From this diagram it is obvious that there is practically no

difference, so far as relates to these sets of tests, as regards thepercentage of steam consumption at full load between the twotypes of steam engines. This diagram is instructive, inasmuch as

it indicates graphically within what limits the steam consumption


at various loads, expressed as a percentage of the full-load con

sumption,can be expected to lie.

Returning nowto Figs. 292 to 299 , it should be noticed that,

under the conditions of a good vacuum and a low admissionpressure, the steam turbine has certainly an advantage over

FIG . 279 .— Percentage Decrease in Full Load Steam Comsumption ofParsons

Turbine per 1 per cent. Increase in Vacuum. (From Fig.

the piston engine. Generally speaking, the highest steameconomies have been obtained with piston engines, though, at thesame time, a point very little inferior has been reached byturbines when working under favourable conditions. As can beseen from the set of figures Nos. 292 to 299

,and also by

reference to figures previously given , it is a notable fact that theemployment of superheat has a considerably greater influence on

RES ULTS FOR TURBI NES AN D P ISTON ENGINES 401

Fro. 297.

Fm. 299 .

Steam Consumptions allwith 100° C. Superheat.

Steam Turbines : Full Lines .

to 209 , and 280 to

404 STEAM TURB I NE ENG INEERING

encountered arising from dealing with high temperatures. In

the case of the piston engine , whose steam economy is so greatlyaffected by the admission pressure, the amount of superheat usedis limited

,on account of the very high temperatures to be dealt

with, owing to the high admission pressure.On the grounds of the utilisation of high vacuum,

thereare certain obstacles in the way of the development ofthe steam turbine

,consequent on the necessity of more perfect

condensing plant. The initial outlay would thus be considerably increased

,though there doubtless will follow a considerable

advancement in the design of condensers, both as regards efficiencyand cost.

So far,these remarks have related only to steam economy ,

though for an absolute comparison there are , of course , manyother points which call for consideration. An exhaustiveinvestigation from this point of view will not be attempted,

but

there is the question of oil economy, which affects the cases bothof piston engines and steam turbines, and is worthy of mentionat this juncture. In districts where the cost of coal is 128. perton

, the cost of oil will generally amount to some 8 per cent. ofthe cost of coal in the case of good modern piston engines. It isclaimed that for the operation of steam turbines the outlay foroil will be reduced to an almost negligible amount (05 per cent.to 2 per cent ). If we take it at 3 per cent. for a district wherecoal costs 123. per ton

,there remains a 5 per cent . advantage for

the steam turbine as far as relates to the combined outlay forcoal and oil. Hence the steam turbine can afford to have an

inferiority of 5 per cent. in steam consumption .

It is too early as yet to attempt to arrive at any useful conclusions as to the relative rates of depreciation of the two typesof engine .

Figs. 292 to 299 give a comparison between piston enginesand steam turbines as regards their respective steam consumptions,but regarding

.

the comparison from another standpoint , namely ,that of commercial efficiency

,a series of curves has been plotted

in Figs. 303 to 310. In the first place, a definition of theprecise meaning of this term,

commercial efliciency,

’

as used

here, should be given.

Taking into consideration the absolute pressure with thecorresponding saturation temperature, and also the amount ofsuperheat used

,the number of heat units per kilogram of steam

requiredwas calculated. Taking the value of the steam consumed


for a certain output (obtained from curves of F igs. 292 to 299)from our previous calculation of the number of heat units perkilogram of steam, we can obtain the total number of heat unitsrequired for that particular output. Having reduced this valueto work units

,such as kilowatt-hours

,the commercial efficiency in

per cent. can be obtained, and takes the form of the expression

Output in kilowatt-hours x 100

Number of kilowatt-hours communicated to the feed water

The value of this expression gives us the commercial efficiencyin percentage of the particular output considered. By thesemeans the commercial efliciency curves of Figs. 303 to 310,

both for piston engines (dotted lines) and steam turbines (fulllines), have been plotted.

In these calculations, of course,no question of boiler and

furnace efficiencies have been dealt with, there being no reasonwhy these should differ in any respect in the cases either ofpiston engines or of steam turbines, further than the considerationthat in the turbine the steam nowhere comes into contact withoil

,and may thus be returned to the boiler more free from

impurities,the boiler consequently being more readily maintained

in a condition permitting of high efficiency.

This set of curves (Figs. 303 to 310) perhaps bring out moreclearly the distinctive characteristics and properties of the twotypes of steam engine. By an examination of the commercialefficiency curves, we can appreciate the relative effects ofadmission pressure, vacuum ,

and superheat. As shown before bythe steam-consumption curves, we can see that as regards increaseof admission pressure the economy and the consequent effi ciency ismore benefi ted in the case of the piston engine, the improvementbeing scarcely appreciable with steam turbines. With superheat

,

also, the commercial efficiency of piston engines is improved to a

greater extent than is that of the steam turbine. With vacuum,

however,the results of improving this condition are reversed, it

having a much more beneficial effect with steam turbines than inthe case of piston engines.

Still another comparison has been drawn up in Figs. 311 to

318. These curves have been plotted in order to show howthe commercial efficiencies of piston engines and steam turbinesimprove with the increase of admission pressure under variousconditions of superheat and vacuum. The axis of abscissa ofeach curve is scaled to represent the absolute admission pressure

Fro . 308.— 16 Kgs . Aha ; 100

°

0 86 6 per cent.

225 Lbs. Abs. ; 180°

F. ; 26 Ins. (From Fig.

FIG . 310.— 16 Kgs. Aha ; 100

°

C. ; per cent.

225 Lbs. Abs. ; 180°

F. ; 28 Ins. (From Fig.

Full Load ofPiston Engines— (P)— and Steam Turbines— (T) Parsons).

Exhaust Pressure s. Superheat 100°

C. in all.

4 12 STEAM TURB INE ENGINEERING

Ou tp u o I n M /mvaws

FIG. 319 — Piston Engines.

FIGS. 319 and 320.— liepresentative Steam Consumptions

All full lines are on our Standard Conditions : 13 Kgs. Abs

Dotted Curves : see Table above.

in kilograms per square centimetre, the ordinates indicating thecommercial effi ciency in percentage .

These curves have been plotted from the efficiency curves ofFigs. 303 to 310, and also from the steam-consumption curves ofFigs. 258 to 269 and Figs. 280 to 291.

Examining this series of curves, it is evident, by the comparisonof the mean slope of the curves for piston engines and that of the

RESULTS FOR TURB INES AND P ISTON ENG INES 4 13

curves for steam turbines, that admission pressure has a much

greater effect on piston engines than on steam turbines. Whilein both cases the efficiency improves as the admission pressureincreases, this improvement is , in the case of the steam turbine,very slight indeed.

It will also be noticed that in the case of piston engines thetwo highest efficiencies are obtained with 100

°

C. (in our curves)superheat

,while the effect of vacuum is not so marked as with

steam turbines. Consider Fig. 316, for example

Fro . 320.— Steam T urbines.

ofPiston Engines and Steam Turbines at all Loads.

50°

C. ; per cent 185 Lbs. Abs ; 90°

F. ; 26 Ins.

Here we see that keeping the vacuum at per cent. and

increasing the amount of superheat from 50°

C. to 100° 0. causesbut slight improvement in the commercial efficiency. Now

,

considering curves C and B,we see that increasing the vacuum

from per cent. to 93 3 per cent., at the same time decreasingthe amount of superheat by 50° C.

,results in a very considerable

increase in the commercial efficiency .


These curves,therefore

,again bring out the salient character

istics peculiar to the two types of steam turbines as regards theeffects of admission pressure

,vacuum

,and superheat on their

respective commercial efi ciencies.

F igs. 319 and 320, though not the result of comparisonspreviously made, should prove to be of some interest. In Fig.

319 is plotted a set of curves (full lines) representing the steamconsumption under our standard conditions of 13 kilogramsabsolute admission pressure

,per cent. vacuum,

and superheatof 50

°

C.,at various loads of piston engines of particular capacities,

derived from curves in Fig. 253. The capacities indicated are

100 kilowatt,400 kilowatt, 1000 kilowatt, 3000 kilowatt, and

5500 kilowatt.In addition to these, three curves for individual piston engines

are shown in dotted lines. A small table is attached, from whichthe particulars concerning these three engines can be obtained.

It will be seen that the trend of these curves is the same as thatof the full-line curves which have been derived from our originalsteam-consumption curves of Fig. 253.

Curve III. here represents the engine which is indicated inFig. 300 by curve IX.

,concerning which a few remarks have

already been made. This type of engine , met with most commonlyin the United States

,is so designed and constructed that the

maximum steam economy occurs at loads not above i of fullload.

Fig. 320 is similar to Fig. 319, and comprises steam-consumption curves at various loads of turbines of capacities of 100kilowatt

,400 kilowatt

,1000 kilowatt, 3000 kilowatt, and 5500

kilowatt. The curves in this figure have been derived fromthose of Fig. 273, which represent means for steam turbines

generally.

In Fig. 321 these sets of curves have been brought togetherinto one diagram ,

in order to make comparison more easy.

as

regards the relative steam economies of piston engines and

turbines generally, at various outputs. In this diagram thedotted-line curves represent piston engines and the full-linecurves represent turbines. It is important to note

,however

,that

throughout the previous comparisons steam turbines have beenrepresented by the Parsons type, whereas in the comparisonshown in Fig. 321 the curves were obtained from those ofFig. 273, which represent means for steam turbines as aclass.

RESULTS FOR TURB INES AND P ISTON ENGINES 417

16 Kgs. per Sq. 0m.

Fro. 823.

Elam/ate fldmrse / on fi eeeure / é fi gs/oer 5g

Fro. 331.

Fro. 333.

under the Extreme Conditions Absolute Admission Pressures of16 Kgs. and 7 Kgs.

per cent. with a Superheat of 100° Centigrade.

CHAPTER XV II

STEAM PRESSURE, SUPERHEAT,AND VACUUM IN PLANTS

IN OPERATION

To select the most economical plant which fully provides foroperation without inconvenience to consumers, and withoutunnecessary demands upon the operating and maintenance staffs,requires a thorough acquaintance with all that has been done inthis direction.

In parallel columns,for facility of comparisons, various details

of steam turbine and reciprocating plants, reduced to as simpleunits as possible

,have been arranged, dealing with all sizes of

units in existence and all capacities of plants. And these willform a nucleus and a systematic outline for further additions tothis data.

The practical value of such an arrangement of data has beendemonstrated by years of use of similar accumulations of figures,based on the experience of the authors in the design and operationof power plants

,and on their studies of the designs of other

engineers.

The writers endeavoured to accumulate data on steam-pressure,superheat, and vacuum in power stations, using all types of steamdriven generators, as well as data on the power consumed byauxiliaries in each type of plant

,by asking every Chief Engineer to

give answers to a printed list of questions.

The Post Office held back most of the inquiries to foreignengineers , because they ruled it illegal to enclose in an unsealedenvelope a stamped envelope to prepay the reply postage on theprinted forms. The envelopes for England were then sealed. As

so few replies were received, and as considerable variations in theinterpretations put upon the questions would have necessitated

422

428 STEAM TURBINE EN GINE .

‘

RING

M r J . R . Bibbins put before the American Street RailwayAssociation 1 a summary of an investigation of the general practiceas to pressure , superheat, and vacuum in forty-six unnamed plants,using or installing a single type ofsteam turbine, the WestinghouseParsons. It is not possible to say howmany of the Westinghouseplants included in Tables CIII . , ClV .

,were in M r Bibbins’

summary,of which we repeat certain details in Table CV .

TABLE CV.— a suns, SUPERHEAT , AND Vaomm.

A Summary offorty-six unnamedWestinghouse SteamTurbine Plants, investigated

by Mr J. R Bibbins, American Street Railway Association,Oct. 1904, Table B,

p. 201 .

The figures represent the number of plants working under conditions stated at

the head ofeach column, ofcapacity and for the purpose stated on the left hand.

Limits of Superheat. Un its ofVacuum.

Limits of SteamPressure .

D esmezdgfim m“

Inchesof“stem?Use made ofthe

Supply.

w’wo Traction

to

to

to Power

Traction

£000 to Power

to Power

I

Below

Totals . 7 5 9 20 20 9 5

1 Report of American Street Railway Association, St Louis Meeting, Oct.

1904, Steam Turbine Power Plants.”

CHAPTER XV I I I

conmmsnns

A LIM ITED amount of data on the condensers used with some of

the plants mentioned in Tables CI I I . and CIV . is tabulatedbelow.

The conditions under which each station is placed withreference to condensing water largely determines the type and

size of condensing plant ; but, in the absence of complete infor

mation, it is of interest to compare the surface of condensers per

rated kilowatt of plant ; also the relation between condenser

surface and boiler heating surface, and the pounds of steam

condensed per hour by each square foot of cooling surface in the

condensers.

Extra Cost of High Vacuum . Steam turbine manu

facturers are, naturally , continually drawing attention to the

advantages derivable from high vacuum and superheat, and the

question is as often raised as to the increased cost of plant and of

running expense.

The reduction in steam consumption due to increase in vacuum

and in superheat has been investigated in the chapters on Parsons

and de Laval turbines, and a few instances mentioned of tests in

this connection on other types of turbines. I t remains for atten

tion to be turned to the economy of installing plant, at increasedcost, for producing the higher vacuum.

M r J. R. Bibbins calculated three cases of a 2000 kilowatt plantin which the condenser equipment to give 28 inches vacuum costs

£8001 more per rated kilowatt) than an equipment whichwould give only 26 inches vacuum. See p. 434 , Table CX I .

1 The a tra cost is stated by M r Bibbins. For total cost of other plants see

Table VI I ., p. 8, items 28 to 30.


TABLE CVI. —Srn u Tonnmns

Surface Condensers in Table 07 1.

1 Chelsea, Lots Rd. . 8 351 1 c.

26 Port Dundee,Gl ow. 37

8 Quincy Point, 5 41! 57X

31 Ourtil Tua eatBtLouia

16 Los Angeles, U.S.A . Wheeler

15 Shameld. 1053000 11 .

27 Ygerfl bde alley ,E .8.

u rumou r. co. e rleea

10 Lanoaahire P . Co. ,

2 l nterboro'

Rapid Tran

si tSubway,N ewYork28 E lberfeld 4 000 4

17A 3 as

178 St Pancraa

18 English M‘Kcnna Co .

20 Harrogate

30 Broad Street, Johnstown, Pa.

, U.S .A .

10 Scarborough

TABLE ( N IL— Some TURBINES AND Exemns

36 Manhattan (E levated) , 13 per Worthin n 10 Nil. N il.NewYork) I .H.P . and 160 p

guar motor

35 Interboro’

Rapid TransitSubway NewYork(see also i’ abovev

v)

32 l ethal-well Clyde alleyB .8. Co.

4 Neaeden,London , M etro

politan B y. Co .

37 ManchesterCorporation 1 500

33 Shieldhall, Glasgow 48000

XYoker 1 inch tubes feet long. c.c .means Counter Current.

$2

8

8

8

8

8

qQ

41

40

STEAM TURBINE EN GIN EERIN G

Lowell, Boston and NSt. By. 00 .

Stalybridge

Maker’

s Statement

Paisley

Wolverhampton

BurnleyHarrogate

M iddlesboro'

Worthing

M etr. St. Ry. , KansasCity

Pinkston, Glasgow

M anchester

Leeds

Tests furnished byM irrlees-WatsonCo .

Ilford

DundeeG .N . and C IL , London

East Ham

Wimbledon

PartickTest at 667, of its

rated capacity. inrnished by M ir-risesWatson Co.

1 l-inch tubes.

Steam

Kortlng

Wheeler

2 l-inch tubes.

TABLE CVIII.— Sonn Tunsmns AND

Surface Condensers in Table CK .

TABLE OIL — Sons

TAB LE CX .— REcwnocn mo Excmns

3 Tubes inch, 6'8 1eet long.

COND ENSERS

Enemas wrrn Jm Comm on s.

Vacuum. Air Pumps. Circulating Pumps. ififl‘

m 32:13adll

:

332sE

32:8 s83g

te

EJ ltc'

roa Connxnsnns.

86 B.H.P. plus

pipe friction.

50 so

56 25

es 24°5 t0 %

'

6 so

so as so 5

22 2525

25

21 17 K .W .

wrrn SURFACE Connnnsnns.

main so

gal

1 Power, Jan. 1904 .3 150R .p .m. direct-coupled motor.

3 Onemotor drives both air and circulating pumps.

28


TABLa CX.

SuM e Condensers.

80 M aa wRy M . W. Co. 1 1 800Test at 657 of itsrated capacity furnished by M irrleesWatson 00 .

81 Govan

82 Burton88 R ingsend, Dublin .

55 Leicester61 Hull20 Harro toHA Brims own74 Chatham and District .

75 Barnes

77 Guernsey ColeMarchent84 W. H . Booth on

“Con

densingPlant,”Cassier

Hag. Oct -Nov. 1904 .

TABLE CX I . -RBLA 'rrvn ECONOMY l or 28 INCHES VACUUM ova-n 26 M eans

2000 K.W. PLANT, £800 INCB BABBD Cos'r,DUE TO RAISING VACUUM

more 26 INCHES To 28 INCHES.

8, usAverage Hours of 3Load in Service a;

r:K .W . per Day. 1 3

ga

4

1 Report ofAmerican S treet Railway A ssociation, p. 179 , Oct. 1904, M r J. B . Bibbins, SteamTurbine Power Plants.

”Five per cent. interest and 7

°

5 per cent. depreciation on extra cost of

condenser equipment, 015penny per K .W .H . extra power consumed, are charged, and fivepenoc

per 1000gallons for feedwater saved is credited .

3a

.

c.

38.

.

ia

£5

3

0

31“

a

s.

NSRM

53m

436 STEAM TURBI NE EN GINEERING

TABLB CXII .— CoomNo Town s wrrn CONBBNssn or RA'

rnn CAPACITY .

Lbs. ofSteam per

Hour Condensed.

Tower D imensions. Fans.

Data fromI

Length ,Breadth. Height. D iam. to

l{ill

-lye

I

W . H.

15 000

2000 40

K.W. sq . ft. tank 78 none 30°

F .

30ft. diam. none

K .W . sq . ft.

1 This assumes 16 towers total. The drawing in Proc. Inst. Electrical Engineer , Dec.

’

06 , is

unfinished.

9 M essrs T. Sugden 0.Co. rate the Neasden plant at gallons, cooled per hour in the

height of summer from 110“F . to 80

’

giving with t he condensing plant installed 27 inches

vacuum at normal load and 26 inches atmaximum load . See items 67 to 7OA ,

“ Neasden, and

Fig. 404 , p . 660.

FIG. 334 .

— Surface Condenser Plant at Partick, per Hour,

2300Sq . Ft. Test in Table OX . p. 432.

COND ENSERS 437

Fig. 334 shows the M irrlees Watson surface condenser,with

one motor driving both air pump and circulating pump, installedat Partick. The makers kindly supplied test results stated in

Table CX .

TABLE CXI II.— M ARINB CONnns Bs : CONDBNBBB SunrAc s AND Boa a

Sune s lN sou s Vasss scurrrnn wira Sm u t TunBrNBs .

Steam per hour. 2 Ratio RatioF

Condenser At”0

L,Name of Vessel. Surface : Speed Lbs r

Surface to £2,sq . ft. Knots. i331 Boiler Heat

Cbt

iidenser ing Surface . Crate.Area.

” 9°

19 1 000 24

5 88018

23

22 18

I t wil l be noted that of the fewturbine vessels whose rate of

condensation per square foot of surface is stated in Table CX III . ,

only the Viper approaches to the figure stated as ordinarymarine practice

”

in Table CX IV .

In the turbine set installed at Fulham, illustrated by courtesyof M r A . J. Fuller, on page 558 (Fig. the condenser

,which

is of the subbase type, is set out of sight belowthe engine-roomfloor level.Some details and illustrations of the condensers in use at Lots

Road,Chelsea ; Neasden ; Carville ; Delray, Detroit ; L. Street,

Boston ; Quincy Point ; Yoker ; M otherwell ; Thornhill ; Radcliffe ;Brimsdown ; and English M

‘Kenna Co. are included in ChapterXX I I . , pp. 454— 629 .

There are also references to pages containing illustrations inconnection with the different types of turbine described in the

earlier chapters of this book at the end of this chapter (on p.

438 STEAM TURBINE ENGI NEERING

It is of interest here to indicate the range of experiments

described in M r R. W. Allen’

s paper on Surface CondensingPlants,

”read before the Institution of Civil Engineers, Feb

ruary 28,1905 , by the following brief notes on it and on the

discussion.

TABLB CX IV .

Lbs. ofAir Pump Capacity.

Steam Condensed perHour per Volume per Volume inSq. Ft of 1 Lb. of

Volume ofCondenser Steam

CondensedSurface. Condensed .

Steam.

Mr B. W . ALLnn’s 800 sq . ft. condenser

Experiments with engine 5 to 25without engines 5 to 10

Coolingwater used 40 to 120 times the}isht of steam

Ina

nited States with very largeturbines, 2-stage air pump

Mr Allen'

B own equally good resultswith single-stage air pump

Mr W. J . HARD ING had under noticesingle-acting air pump

Three throw air pump , 1000 s

q. ft

}condenser . (3MM r Allen

’

s rule 06 to 19 to 23Ordinary Marine Practice as much as .

See also Table CXI I I .

Cla med for concentric condenserAdmitted for concentri c condenser

M rW. H . PAN BmEveryday work of condenser with

cooling tower 30 ft. diam. on roofdealing with steam from 800K.W .

engine. (Pumps use 8 5 per cent. ,fans use 2 5 per cent. of mainengine input).

Large-steam turbine he had inspected.

M r Farm. EDWARDS disagreed with the usual velocity ofwater through tubes, via , 200to 300

feet per minute .

He mentioned that the mercury gauge reads 0 25 inch at absolute vacuum,while his own

design ofgauge reads correctly .

Mr HARVEY E. M OLBprefers 2-stage dry-air pump to wet~ s ir pump.

He quoted the specifi cation of N.Y .C. a H.R.B . Co. for “ 2-stage dry-air pumps, guaranteed

hotwell water within 1‘

F . of the temperature corresponding with the vacuum in the

condenser.

He stated t hat Lots Road, Chelsea, and Neasden have dry air-pumps, and water is taken out

practically as hot as the vaporised steam.


two 1000 K .W. Parsons-Peebles sets, with one A llen condenser

(4400 sq. at Poplar, London.

Other condensers are illustrated in connection with turbineson pages 207 , 224, 252, 286, 314 .

CHAPTER X IX

FOUNDATIONS

THOUGH some advocates 1 of the steam turbine would have

this subject passed over as unimportant, the foundations in

the elevation of nearly every turbine plant that has been builtare a very prominent feature.

M r E. H. Sniffin, ofM essrs Westinghouse, Church, Kerr Co.,

put forward3curves of the cubic yards and cost of foundations

for various arbitrary combinations of steam generating units.

Fig. 337 and Table CXV. compare his foundations with those of a

few recent steam turbo-generators. M r Sniflin’

s results are here

reduced to the volume for one steam-driven unit,this being

‘

a

practical basis.

M essrs Willans Robinson’

s foundations for two 1000K .W.

turbo-generators are of interest in the following table. As stated

there. the turbine and condenser occupy the same position in plan.

We have taken the liberty of assuming 3 feet depth of turbine

foundation below the basement floor on which the condensers

stand, but have not included the foundation under the condenser.

The weight of condenser plant is, however, included, as noted, but

its effect on the pressure per square foot is small .The Central London Railway Allis horizontal cross compound

engine foundation natural ly meets M r Sniffin’

s curves. The

1 The following extract is not justified by any turbine we have seen As

iswell known,the absence of any kind of vibration or external thrust permits

the employment of any kind of foundation of sufi cient strength to sustain

the dead weight.”— J. R. Bibbins, p. 187 , Report, American Street Ry. Assn.,

Oct. 1904 .

3American Street Railway Association, Report of Meeting, Oct. 1902, at

Detroit, p. 182. The price in America for concrete foundations laid was givenas 37 , about 29 shillings, per cubic yard.

441


W u to m/ 76 .5 $ 442 4 sw

U s “.300

.

m”00

444 STEAM TURB INE ENGINEERING.

Interborough (Subway) , New York , 4 cylinder-engine foundationshould, of course, lie above the curve V and belowH

,if H were

plotted so far. The vertical turbine CT fallswell belowthe Parsons,while Chelsea, equipped with vertical condenser andWestinghouse

Parsons sets,is considerably above M r Snifiin

’

s estimates for

turbines.

Flo. 337A .— Section thro ugh NewYork Edison Co.

’s New K.W. Waterside

Station (No. See also pages 455 , 481 , and 491 .

Approximate scale 1 570.

CHAPTER XX

BUILDINGS

THE areas and volumes of engine-rooms and boiler-houses are

given below,taking first those steam turbine plants on which

data has been secured, then some mixed plants, and finally some

reciprocating engine plants. The item numbers correspond withthose in Tables 0111 CIV .

, p. 424 , on pressure, superheat, and

vacuum in use in the same plants.

In every case where the ultimate capacity Of present buildingsis known the useful figures are based on it, but in other cases the

size per kilowatt installed is the best that is available.

This table is intended for use when preparing preliminaryestimates, as one can form from it a very definite idea, based

on named existing plants, of the dimensions necessary for any

probable arrangement of generating units.

Plans of sites of some recent turbine plants are shown on

pages 4 55 , 464 to 467 .

Exterior views of seven Power-Houses will be found on pages

468 to 474 (Figs. 343 to

Sections and plans of buildings are on pages 444 and 470

to 490.

STEAM TURBINE ENGINEERIN G446

Ultimate Rated K .W.

Present Buildings.

8

28c

.

m38

38

383:

83

:

ImmImmmI

_

m>

E

mmm«a

mm

8

382

a

8a

a ) v v fl fi v o m v m wmm m mwfl fl fi —n n mwNumber.

STEAM TURBI NE ENGINEERING448

aw

.

3

1m

Sade-moms

.

Beoa

ée—uun

ens—o

b

Fa

P

m

Ultimate Rated K .W.

Present Buildings.

installed.

Total Rated K .W.

A

Power Factorincluded.

PIm

ouv

on»

on“

ooo

$

2co

co

oou.

mo

onm

c

aZN

onm

oo~

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onR .p.m.

oov

oom

ooo

ow

or;

oom

om“.

was

com.

ooo

on

own

coo

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ooo

com

oow

oon

Rated K.W .

co m m en tat o rs!.N fl fl fl fi fi h fl fi fi‘G N

Number.

Reference Number.

449BUILD IN GS

lah

on”

ooo

ooo

omm

cow.

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fi .

o

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zomm

ooo

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r i fl e-‘ rfl fl m N N fl H H fi m N r-d r-‘ fl


E t.

g3:Ultimate.

Ede$335 3 Installedsass

rs we orQ

Ultimate.

Installed.

Ultimate

Total Rated K.W.

installed.

Power Factorincluded.

5t:o

to

gR .p.m

El o o o o g o o o o o o o o o o oRated K .W.

W l assas saras eaae

ee

3

Number.

H H r-s fl fl lo fl m N N fl N N N n v N N r-t fl fl wfi

Reference Number.

CHAPTER XXI

BOILER AND SUPERHEATER sUBrAcIr. INsTALLBD

A TABLE of boiler heating surface, grate area, superheater surface,

and economiser surface for some of the plants enumerated above

is given here.

TABLE CXIX.— BOILBB HEATING SURFACE , SUPERHEATER SUBrAOB , GBAT s AREA,

AND EOONON IBBB SURFACE IN sous ELECTRICITY PLANTs.

Boiler Heating Boiler Grate SuperheaterSurface. Area. Surface.

Economiser Surface.

Sq . ft. er Sq . ft. r

Name. Rated {.W. Rated 20

W.

01 2

008

YorkshireNe tune Bank, Newcastle

ifax

emI”xéi-o

Kifdenm’

mi

ter

Yoker, Clyde ValleyMot herwellInterboro

’

(Subway). N.Y . someManhattan Elevated, N .Y .

Manchester D ickenson St.

Pinkston,GlasgowKansas City M et.

Metro olitaln,Paris

Salfor

West HamC. L. Railway

BOILER AND SUPERHEATER S URFACE INSTALLED 453

TABLE CXIX.- continued.

Boiler Heating Boiler Grate SuperheaterSurface Ar“ . Surface .

Eeouomiser Surface.

Sq . ft. per Sq . it.

Name . Rated K .W . RatedN .

BOUND

none

64 Walsall65 Bury, Lanes66A Eastbourne 87 non

condensed668 North Shore Railway, San crude

Francisco Oil67 Gloucester 5

-9

68 Kirkcaldy lo's69 Barrow-ln-Furness708 Hamilton7 1 Smithfield Market none

72 Gillingham .

73 Carlisle74 Chatham75 Barnes76 Worthing77 Guernsey, Les Ambelies

St Sampson78 Cleethorpes none

New York Edison, Water 100side No. 8

.

c.-ma

s

don

g325

6&

a.

.

m

se..

q

ca

n

D

CHAPTER XXII

EXAMPLES OF STEAM TURBINE PLANTS

THE following pages contain a digest of essential details of a

number of the latest steam turbine plants.

This listing of corresponding parts of plants in parallelcolumns (starting from the coal pile and advancing to the

kilowatt) is commended to students as of value, because it

facilitates reference to the details which everyone concerned in

arranging such plants must study and compare.

In the Preface will be found acknowledgment of the assist

ance rendered in the collection of this data,and a considerable

part of it and many of the illustrations are from the valuabletechnical papers to which credit is given.

The compilers venture to think that if technical papers wouldadopt such a standard outline instead of, or supplementary to, theusual text descriptive of new plants, that their readers wouldappreciate and derive more benefit from the data. It would beessential to reproduce each time the same spacing of the outlineform to permit immediate comparisons by placing the new data

alongside the earlier collection.

The plants included here are Lots Road,Chelsea ; Neasden ;

Carville ; D elray, D etroit; L. Street, Boston ; Quiny Point; Yoker ;M otherwell ; Thornhill ; Radcliffe ; Brimsdown ; and English

M ‘Kenna Co.

The New York Edison Company’

s NewWaterside Station is

illustrated,by the courtesy of the Power Publishing Co.

,on pages

444,455 , and 481. The capacity of this station will be

K .W.,with ultimate capacity,with present sizes of units, of

These units,mentioned on pp. 147 and 209

,are the largest that

have been undertaken.

456

1. Name of Generating Station

STEAM TURBINE ENGINEERIN G

2. Cost per ultimate rated K.W. £44. for K.w.

l

capacity

Owners

4. Location

6 . Frontage

7 . Supply to Consumers

8. Consumers

l l .

12.

19.

Type ofStructure

Maker ofFrame

Erection b14. WharfWe 1

15 .

16.

17 .

18.

19.

20.

21.

22.

23.

24.

25

26.

27 .

28.

29.

h and.

HeightPlan

11

0 Buildings

D imensionsBoiler houseEngine roomTransformer H.

SectionalElevation ofBuildings

Roof-glazin00Basement

Floors ofBoiler roomWalls ofBoiler room

Floor ofSwitchboard Galleries .

Floor of Engine room

Walls ofEngine-room

Staircases

Electric LiftDelivery of Goal

.

to Powerhouse, one end

1 Electrical Review,June

Underground Electri c Rys. Co. ofLondon, Ltd.

Chelsea,London. Fig. 338.

acres.

824ft. Lots Road, Chelsea ; 1100ft. on the

RiverThames and Chelsea Creek.

11,000 volts,3 phase, 335 cycles, to 24 sub

stations 600 volts continuous substations.

Metropolitan District Railway Baker Street

and Waterloo (Tube ) Railway CharingCross

and Hampstead (Tube) Railway ; Edgewareand Hampstead (Tube) Railway.y

Ri 343, 344, p. 468.

85 t. belowLots Road.

220 of concrete.

140ft. high to peak ofboiler-house roof.

See Fig. 350, p. 470.

Eclipse,’ by Mellowes ArCo. ,

Ltd Sheffield.

18ins. above highest recorded tide 3 feetbelowthe level ofLots Road ; 19ft. head room : 3

parts : 2 for ashes, middle for pumps.Concrete and expanded metal

Checkered steel plates.

ofsteel to bunkers at each chimney.Basement to the second boiler-room floor.A t West End by Railway. West London

Extension Railway runs over hoppers on

opposite side, Chelsea Creek.

An inclined bucket conveyorwill be erected to

span the creek .

IContinued on p . 492.

p. 938. 24 substations and 300 miles of cable

presumably included. Power house probably under £30 per K.W.

6000 tons ofsteel frame. Brick and terra-cotta

panelled.

British Westinghouse Co .

Mayoh Haley (the Fulham SteelWorks

Portland cementfacedwith Stafl'

ordshire blocks.980ft. long, 30ft. high.

See Fig. 351, p. 47 1 .

453511 long by 175ft. wide.

looft.

75ft.

EXAM PLE OF STEAM TURBINE PLANTS

l . Neu den.

3. Metropolitan Railway Co. Newcasilaiupon

-Tyne Electric SupplyCo .

4 . Neasden, London, N .W. Carville. Fig. 339.

2. 3670 square yards.

7 . 550 volts continuous current from 6000 volts, 8 phases, 40 cycles.9 substations, volts, 3 600 volts continuous current from 5

phases, 33gcycl

8. Metropolitan Railway Company and 37 miles double track, North-EasternBranches. By.

9. Fig. 345 , p. 468.

10. 8ft. deep by H R. 6ih . wide, concrete.

11 . Engine house,

red brick and buff Steel frame, filled in corrugated

terrac otta ; boiler house, steel and iron.

red brick.

12. Heavywork b Hein, Lehman 8: Co. ,

details by rman Long.

13. British Westinghouse14 . None.

See Fig. 353, p. 473. Fig. 355, p. 475.

324ft. long by lOlft. wide.

63ft. by s2lft.Engine

-room, 2332ft. by 43§ft.Transformer house, 66ft. by 485i?“46ft. basement floor to bottom chord

See

d roof truss.

353, 472.Manages dzCd

)

, Ltd.

Concrete, with 2in. of granolitli ic

surface.

24 . Blue bricks.

26. Concrete and expanded metal.26. Concrete and mosaic, themain genera

tors resting on brickwork jackarches.

33° Ofsteel.

29:At south end : Siding of Metropolitan By N .E. Ry. Co. Au overhead sidingRailway, running over hoppers. (1 in 25 grade), conveyed by electric

locomotive, two 75 horse powerWestin house 500 volt motors.4 M .P. Overhead conductor ; Bowcollector.

[Continued on p . 493.


1 . Name of Generating Station Delray,U.SA .

2. Cost per ultimate rated K.W.

capacity

Detroit Edison Co .

4. Location Delray,3; miles from Detroit, M ich.

5. Area 39 acres. Fig. 340, p. 466.

6. Frontage

7 . Supply to Consumers

8. Consumers Edison Illuminating Co. Peninsular Electric

Light Co. D etroit United Railways.

Fig. 346, p. 468.

11 . Type ofStructure Steel frame, brick panelled.

12. Maker ofFrame

18. Erection by14 . WharfWall

Len th and Height15 . Plan 0 Buildings Two boiler-rooms

,separated by a firewall, and

one turbine-room. Fig. 356, p. 476 .

16. Dimensions17 . Boiler-house 158ft. wide, 162ft. long.

18. Engine-room 51ft. wide, l 79ft. long.

19 . Transformer H.

20. Height

21. SectionalElevation ofBuildings Figs. 357 and 358, p. 477 .

22. Roof-glazin23. Basement oor Reinforced concrete.

24. Floors ofBoiler-room

25. Floor ofSwitchboard Galleries26 . Floor ofEngine

-room

Walls ofEngine-room

27 . Staircases

28. Electric lift29. Delivery of Coal to Power By rail to a coal tower farthest from the river.

house,one end In this tower, coal is hoisted, crushed, and

screened.

[Conti nued on p. 494 .

460 STEAM TURB INE EN G INE ER IN G

Yoker.

2. Cost per ultimate rated K.W.

3. Owners Clyde Valley Electrical Power Co.

4 . Location On bank ofRiver Clyde.

5. Area

6 . Frontage

7 . Supply to Consumers 3 base, 25 cycles, volts . (In Clydenk from 2— 150 K.W. motor generator sets

in first switch gallery.)

From 2 substations.

9 . Buildings Fig. 347 , 468.10. Foundations

p

11 . Type ofStructure

12. Maker of Frame

13. Erection b14. WharfWa l

h and Height15. Plan 0 Buildings

16. D imensions

17 . Boiler-house 186ft. by 5oft.18. Engine room 252ft. by 43ft. 6ins.

19. Transformer H.

20.

21. Sectional Elevation ofBuildings22. Roofglazin

0023. Basement

24. Floors ofBoiler-roomWalls ofBoiler-room

25 . Floor ofSwitchboard Galleries .

28. Floor ofEngine room Italian mosaic.

Walls ofEngine-room . White glazed bricks.

27 . Staircases28. Electri c Lift29. Delivery of Coal to Power By rail to private siding, dumped by‘

a hyhouse, one end draulio ram into the crusher hrough

a crusher and screen opera by a motor,10H.P. enclosed shuntmotor, 650R.p.m.

[am oun t on p . 496 .

EXAM PLES OF STEAM TURB INE PLAN TS 461

2. Motherwell is a duplicate of Yoker, £45, including 6000K.W. Transmisu onexcept condensing plant. 000 K.W. See details in

3. Clyde Valley.

between River Calder and

Fig. 342, p. 466.

7 . 3 phase, 25 cycles, volts. volts, 50 cycles, 3 phases

volts, 50 cycles, 3 phases ; 500 voltscontinuouscurrent ; 400volts,50 oles,3phases ; 230volts, 50cycles, 3passes.

8. From 10 substations. Colherias, etc.

Fig. 348, 469.

3ft. bed 0 concrete overwhole area.

Steel frame, brick panelled.

Redpath, Brown 4; 00 .

Fig. 364, p. 485.

16.

17 . was. by 50ft. 70ft. b son.18. 252ft. by 43ft. looft. y19.

20.

Fig. 365, p. 484.

By road, rail, or river. Into hoppersbeneath road and rails.

[Continued on p . 497 .


3. Owners Lancashire Electric Power Co.

4. Location Radcliffe, between the River Irwell and the

Lsncashire 8: Yorkshire Ry.

5 . Area 20acres area is secured.

6. Frontage

7 . Supply to Consumers volts, 3 phase current, an area covering1200 square miles.

Fig. 354 , p. 474.

Piers

11. Type ofStructure

Erection b

WharfWa

Len h and Height

Plan 0 Buildin

D imensionsBoiler-house

Engine-room

Transformer H.

Height

SectionalElevation ofBuildingsRoof-glazin

Basement oor

24 . Floors ofBoiler-roomWalls ofBoiler-room

25. Floor ofSwitchboard Galleries26 . Floor ofEngine

-room

Walls ofEngine-room

Staircases

None.Delivery of Goal to By railway, a single line near the

house,one end buildings, containing hoppers. Each truck

is hauled and tipped by electric loco-craneinto one of the hoppers (oul one at resent).Stothert Pitt, two G. E. 8 B.TIEmotorsfor hauling and one 30H.P. motor for hoisting or tipping, overhead trolley 220volts.

[Continued onp . 498.


SaltWell

m nReta ining run

it “4

FORT WAYNE

FI G . 340.— Site : Delray, Detroit.World and Eng

'r. )

lame cue-shes

m a m .

FIG . 342.— Site : Thornhill R EL — Y orkshire Power Co.

47 6 STEAM TURBINE EN GINEERING

FIG . 356.— D elray

,D etroit : Plan ofPower-House.

W'

orld and Engr. )

FIG . 358.— Delray, Detroit : Boiler-House.


FIG . 362.— Quincy Point Plan of Power-House.


Name of Generating Station Lots Road, Chelsea. [From p . 456.

30. Conveyors See Figs. 371 , 372, 373, p. 508.

Conveyor capacity AtEast End ofpower-house bywater.

driven by A tidal basin spanned by cranes.

Speed of travel

Direction oftravel

M otor driving Conveyor

31 . Wharf Cranes : Number 2

Capacity 1}tons grab on each.

Maker Beecham 8L Kostman, Duisburg.

Driven by Electric Motors Horse-powerSupplied by Conductors in slotted conduit.

32. Coal Weighed Automatically in tower, thence through

hoppers to

33. Rubber Belt Conveyor At ground level. Belt 380ft. by 30in. by i in.

Driven by 15 horse-power, 220 volt, 3 phase motor.

Belt delivers to 2 Crushers .

3 1. Co nveyors outside Power-house

Number ofBucketsDriven byMaker ofConveyorSteel inclined Tower

35 . Conveyors above bunkers

20 horse-

power motors

,220 volts, .3

Ebsee,

teach be On same'

des Narrow auge

Railway Track for Coa t ippin devi

Maker ofConveyors Mead , Morrison 65 Cc. ,New or

36. Bunkers : Capacity tons (3 weeks’supply) ; ton per

ultimate K.W. capacity.

37 . Daily Consumption 800 tom.

38. Coal fed to Boiler By gravi ty through chutes.


Inclined. Fig. 373, p. 508.

240 tons per hour.

l 45i ft.154, spaced 2ft. 8ins. apart.

30horse-power 3 hase motors at top of each.

John A . Mead o. ,NewYork.

Mayob Haley .

2 Rubber belts 97oft. and 980ft. by 2ft. by

fi in.

EXAM PLES OF STEAM TURBINE PLANTS 493

Carville.

32. Automatically by Avery machines, Automatic weighing machine to stoker

fitted into shoots between bunkers hoppers.

and stoker hoppers.

3 phase motors, 440 volts.

Graham, Morton 8: Co Ltd.

35 . Continuous bucket type.

36. 1500 tons. 1200 tons. Dimensions ofbunker is 95ft.length, 22ft. wide, 14ft. deep steel

87plate divided in 5 compartments.

88:Through hoppers, by gravity. From bunkers, through cast-steelmouthpi eces.


[From 457.

Waggons, before passing to the bunkers,have to pass over a weigh bridge,operated electrically. Motoroperatedforward raises we on on flanges of

its wheels, sco es waggon,

sets

signal points, recordsweight. Switchreversed, it lowers waggon, clearssignal andwheels.


Name of Generating Station Delray, U.S.A. [Fromp . 458.

30. Conveyors

Conveyor capacity

driven bySpeed oftravel

D irection of travel

Motor driving Conveyor

81. Wharf Cranes : Number

MakerDriven bySupplied by

32. CoalWeighed

33. Rubber Belt Conveyor At ground level.

Driven byBelt delivers to

84. Conveyors outside Power-house

Number ofBucketsDriven byMaker ofConxeyorSteel inclined Tower

35. Conveyors above bunkers From coal towers to bunkers.

70 tons per hour.

Maker ofConveyors

36. Bunkers : Capacity tons.

37 . Daily Consumption . 215 to 300 tons.

88. Coalyfed to Borler By gravity .

[Continued on p. 502.

496 STEAM TURB INE EN GINEER ING

Name of Generating Station Yoker. [From p . 460.

80. Conveyors

Conveyor capacity

driven bySpeed of travel

Direction of travel

Motor drivingConveyor

31. Wharf Cranes : NumberCapacity


32 . Coal Weighed Automatically , each hundredweight recordedon indicator.

83. Rubber Belt ConveyorDriven byBelt deliversto

34 . Conveyors outside Power-house

Number ofBucketsDriven byMaker ofConveyorSteel inclined Tower

85. Conveyors above bunkers Bucket Conveyor to bunker above boilers,Graham

, Morton 63 Co.

15 horse-power enclosed shunt motor.

Maker ofConveyors

86. Bunkers : Capacity

37 Daily Consumption38. Coal fed to Boiler Through chuteswith motor-driven agitator to

prevent coal sticking.


EXAMPLES OF STEAM TURB INE PLANTS 497

Motherwell. [From p . 461 .

By automatic measuring chutes.

Buckets 1 cu. ft. each convey 25 tons

per hour. 45ft. per minute in either

irection,10 horse-power, 750 revolu

tions per minute , 220 volt motor,Babcock Wilcox.

By gravity through chutes.


32


Name of Generating Station [From p. 462.

30. Conveyors See Fig. 375athighest level, also item 32 below,

p. 511.

Conveyor capacity

driven bySpeed oftravel

D irection oftravel

M otor driving Conveyor

31. Wharf Cranes : Number . Electric locomotive crane.

Capacity


32. CoalWeighed

33. Rubber Belt ConveyorDriven by

“

Belt delivers to

84. Conveyors outside Power-house

Ca ity

Number ofBucketsD riven byMaker ofConveyorSteel inclined Tower

35. Conveyors above bunkers

Maker ofConveyors

36 . Bunkers Capacity

37 Daily Consumption38 Coal fed to Borler


The coal is discharged from the hopper into a

trolley car ofabout 20cwt. capac1ty, is thenweighed, and the weight automaticallyrecorded. The loaded car travels down 3 percent. gradient. The car, after attainmmomentum, picks up an endless ropewhiolifts a counterweight. The car unloads itselfover any bunker, and is then drawn backb ythe counterweight and projected to the topunder the discharging hopper. See Fig. 375 ,

p. 511.


Name of Generating Station Chelsea. [Fromp . 492.

39 . Ash Removal Ash chutes to basement.

Special Ash Railway Self-dumping buckets on Narrow Gauge

Railway.

Haulage in Basement Accumulator Locomotive by R T.H. Co. Ltd.

Emptied into Barges by Pneumatic hoists on riverwall.Stored in Ash pocket.

Caloriiic ValueCost per ton

41. Boiler Flues : Location

Flue Area

42. Chimneys : Builders Alphons Custodis Chimney Construction Co.

Material

275ft. from basement floor.

HR.

Area at top 283 sq. ft.

bottomHeight ofFirebrick Lining .

Foundations D imensions 42

ft. l

iy 42ft. by 34ft. 6in. belowground-floor

eve

Volume 2200 cubic yards ofconcrete in each foundation.

43. Boilers : Location On two floors.

175 lbs. per in.

Babcock 8: W1 cox,Ltd.

Number 64, with room for 16 more.

Piped in sets of 8 boilers for each turbine.

Figs. 380, 381, p. 514.

HeatingSurface each

Grate Area each .

Number of Tubes in Widthand Height

Capacity each per hour lbs. per hour.

normalFeedwater tern rature

Capacity when owed

[Continued on p . 5 16.

EXAMPLES OF STEAM TURB INE PLANTS .501

Carville. [From 498.

Northumberland small coal.B.Th.U.

5s. 9d. per ton in 1904.

41. 28ft. wide height, 6fk to 2oft. (over 2 above boilers on steel girders.

head).104 sq. ft. main line area. Induced draught, with natural

bye-pass.

l .

6oft. above line level.

176 sq. R. 150 sq. ft.

19 by 21 by 21ft.

310 cubic yds.

43. Floor on same level as basement Original.

180 lbs. per in. (l) 200. 200 lbs. per in. 800.

Babcock W1 cox. Babcock isW cox.

10marine type.3with 10111. mains to headers.

ft.110 sq.ft.

lbs. per hour

per as ft. )lbs. water perhour normal. lbs. ofwater lbs.

With feed 100° F. Withfeedat 100° F. lbs.

lbs. ofwater per hour when lbs. ofwater



Name of Generating Station Delray. [Fromp . 494.

39 . Ash Removal By brick-lined hoppers.

Special Ash Railway Thence by gravity to trucks on narrowgaugerailway in basement.

Haulage in Basement At present by hand. An electric storagebattery

E ed Ba b

locomotivewill be installed.mpti into rges yStored in

40. Coal nowused

Calorific ValueCost per ton

Flue Area 80 sq. ft. per 1000boiler horse-power.

Steel, linedwith red firebrick throughout.

D iameter at top and second) ; 16ft. (third). Thesea draught to operate the

of their rated capacity withthe economisers cut out.

Area at top 108 sq . ft. and 201 sq . ft. (third).

bottomHeight ofFirebrick LiningFoundations D imensions 4 fans are erected formechanical draught,

15 feet diam. by 6ft. 6in.wide at the peri£-ll

1erydirectly beneath the chimneys, and

°

ven

by Chandler automaticen

gines, usin l per cent. of the

l)01 or power is ey serve.Volume

43. Boilers Location

200 lbs. per sq. in.

Stirling Co.

Number 24.

Piped in sets of 6 for each turbine.

Heating Surface each 4834 sq. ft.

Grate Area each

Number of’

Ihibes in Widthand Height

Capacity each 520 horse-power.


Name of Generating Station Yoker. [Fromp 496 .

39 . Ash Removal By the coal conveyors.

Special Ash Railway

Haulage in Basement

Emptied into Barges byStored in

40. Coal nowused

Calorific Value

Cost per ton

41 . Boiler Flues Location Along the back of the boiler-house.

Flue Area

42 . Chimneys Builders

Material Custodia type of special perforated andmoulledbri cks.

1 .

225ft. above foundations.

D iameter at top

Area at top 103 sq. ft.

bottom 14tt. than ,150 sq. ft.

Height of Firebrick Lining 85ft above foundations.

Foundations D imensions 2116 sq. ft. area.

Volume 2 tons average weight over the entiresq . ft.

43. Boilers : Location


Babcock Wilcox.

Number 4 double-drumwater tube.

Piped in sets of

Heating Surface each 4400 sq. ft.

Grate Area each


Capacity


EXAM PLES OF STEAM TURBINE PLANTS 505

Motherwell.

89 . Duplicate ofYoker, except condenser.

[Fromp. 497.

By[gravity into small tip trucks on a

2 gauge railway in basement, finallycharged into barges.

Daily tests beingmade.

In basement.

26 sq. ft. for 1 boiler ; 34 ft. for 2boi lers 40 sq. ft. for 3 bo

'

era.

2, one to each set of8 boilers.l 5oft

loft.

78 sq. it.

62ft. from base.

160 lbs. r in .

BabcockI:W

‘

ilcox.

6, for the 6000kilowatt plant.6, only 4 installed.

lbs. ofwater per hour feed at

60°

F.


506 STEAM TURB INE ENGINE JR IN G

Name of Generating Station [Fromp. 498.

39 . Ash Removal From bunkers into measuring shoots, thenceinto stoker hoppers.

Special Ash Railway By gravity into ash trucks running on a lightrailway track 1n the basement.

Haulage in Basement

Emptied into Barges byStored in .

40. Coal nowused

Calorific Value

Cost per ton

41. Boiler Flues : Location Under each rowof boilers.

Flue Area

42. Chimneys Builders

Material

2, one to each set of3 boilers.

l5oft.

D iameter at t0p

Area at top

bottomHeight of Firebnck Lining .

Foundations D imensions

Volume

48. Boilers Location


Babcock it Wilcox.

NumberPiped in sets of

Heating Surface each

Grate Area each .


Capacity lbs. ofwater per hour,with feed at 80°

F.

[Continued o np. 522.


Fro . 371.

FIG . 372.

Fre e. 871, 372, and 378.— Lots Road, Chelsea Coal-ReceivingArrangements at b at

Inclined Bucket Conveyor (item 84. p.

5 16 STEAM TURB INE EN G INEERING

Name of Generating Station Lots Road, Chelsea. From p . 500.

44. Mechanical Stoker's 83 sq. ft. chain grate each boiler.

Motor for Stokers 12,each 15 horse power.

Westinghouse C.B. 3 phase, 220 volts, 635R.p.m.

, four lines of shafting under floor,

8 motors on each.

45 . Superheater Type Babcock it Wilcox.

Superheating Surface each

Degrees addedFinal Temperature

46. BoilerFeed : NumberofMains 2, one on each boiler-room floor

,Ring.

D iameterFeed Pumps cohnectcd to 2

,take supply from either of two pumps and

each feed either oftwo groups ofboiler.Pumps : Total number 8 in basement. Fig. 382 ante , p. 515.

MakerType

Steam CylindersStrokePump PlungersDiameter

Overall Size

Capacity each

Against 225 lbs. per sq . in.

Using Steam at 165

Steam received fromSteam exhausts to Feedwater heater.

Steam consumed 1 lb. steam per 120 lbs. water delivered.

47 . Economisers : Number 12 Greens each 576 tubes

Type 8 288

Number ofTubes 9216.

Length ofTubes loft. st. loin. and 1e5m. centres.

Internal Diameter ofTubes

Heating Surface for each

Boiler

Scrapers driven by 16 motors, one motor to each 576 tubes, of

3 horse-power, E.T.H . Co.

’s type A. 1.T

3 phase, 220 volts, 955 R .p.m.

Thermometerfor FeedWater At each end ofeach group.

[Continued onp . 524 .

7 Worthington Steam Pum CoyVertical Simplex Compouu 1 Heisler

,Erie,

Pa. triple expansion, with compensatingvalve gear.

l filin. and 26111 Worthington.

18in.

2.

95in.

14ft. high by 8ft. wide.

gallons per hour.


Neasden. Carville. [From p. 501 .

44. Rouey , wide by about 7ft. deep Chain grate. With thermal stor

ity lbs. per

hour for 2 hours

per day. Eu

gineering,”Nov.

Superseded nowby chain grates. 4, 1905 .

Westinghouse Engines.

Single acting compound through

worm gearing.

45. Babcock Wilcox.

150°

F.i 150

°

F .

46. 2 mains 7in. diam. from feed-

figmps No oil-separating device.

tapering to 4in. diam. at last iler.

2 pumps, both connected to both 1 to each set of5 boilers.

mains.

2. 3, one is spam.

Weir. Clark, Chapman Co.

Tandem compound. Woodeson.

N0 oil used in cylinders.No rings fitted to pistons.

Sin. and 14in.

24in.

Gun-metal.9in.

16ft. height.

gallons per hour (rated lbs. ofwater per hour.evaporation of all 10 boilers).

180 lbs. pressure. 200 lbs. per sq. in.

180 lbs. per sq. in. superheated.

12in. header. Boilers by special pipe.

Feed heaters. Hotwell (throu h a spiral coil, whereit is condensed

47 . 1, E. Green Son, Ltd Manchester.

Green.

5 horse-power 3 phase motor, 440 Motor.

volts.


518 S T JAM TURB IN E EN GINEER ING

Name of Generating Station [From p . 502.

44 . M echanical Stokers 12 under each battery of 6 boilers. Roney.

Motor for Stoker's 2 steam engines.

45 . Superheater : Type

Superheating Surface each 2000 sq. ft.

Degrees added 27 5°

F. at boilers.

Final Temperature

46 . Boiler Feed : Number of Ring From hotwell into which condenser air

Mains discharge.

DiameterFeed Pumps connected to Each battery of six boilers is fed by an

each independent pump.

Pumps : Total number 2, also on each boiler an International Injectorfor emergency use.

Maker Worthington.

Type Turbine centrifugal pump.

Two 60 H.P. Induction motors.

8 inch.

Against

Using steam at

Steam received fromSteam exhausts to

Steam consumed

47 . Economisers Number 8.

Type Westinghouse patent circulating pattern by the

Greens Fuel Econ. Co. ,with scraping gear.

Number ofTubes 104 sections of 12 tubes in each of 4 banks.Length ofTubes One economiser for 6 boilers.Internal D iameter of Tubes


Boiler

Scrapers driven by 10 horse-power induction motors flue gases

enter 460°

F. leave 200°

F. ; water fromheaters at 175 F .

Thermometerfor FeedWater



Name of Generating Station Yoker. [Fromp. 504 .

44 . M echanical Stokers 4 Emmy stoker by Westinghouse Co.

Motor for Stokers Throughworm gearing by steam-engines.

5 horse-powerWestinghouse engines 400R.p.m.

45 . Snperheater : Type

Superheating Surface each

Degrees added 150°F.

Final Temperature

46. Boiler Feed : Number of Ring The feed water from hotwell, to which it isMains pumped from the condensers by a centrifugal

pump driven by a vertical shaft motor.

D iameterFeed Pumps connected to

eachPumps : Total number 2 in the basement.

Maker J. P. Hall 3: Sons, Ltd.

Type Tandem compound double-acting.

Steam CylindersStrokePump PlungersDiameter

Overall Size

Capacity each 9600gallons per hour.


Using steam at


Steam consumed

47 . Eoonomisers : Number 1 to each pair ofboilers ; l in 2 sections.Type Green.

Number ofTubes 480 (Engineer stated 430 tubes).Length ofTubes loft.

Internal D iameter ofTubesHeating Surface for each

Boiler

Scrapers driven by

Thermometer for FeedWater


EXAM PLES OF STEAM TURBINE PLAN TS 521

l otherwell. Thornhill . [From p . 605.

2 chain grates to each boiler.

7 horse-power, 600 220 volts

shunt wound,totally enclosed.

Babcock Wilcox, Inside.

160°

F.

8000gallons per hour.


3in. diam. auxiliary header.

47 . Duplicate ofYoker.

[Continued on p. 529 .


Name of Generating Station [From p . 506 .

44 . Mechanical Stokers Chain grates.

Motor for Stokers

45 . Superheater Type Babcock Wilcox.

Superheating surface each

Degrees addedFinal Temperature

46 . Boiler Feed Number ofMains

D iameterFeed Pumps connected to

eachPumps Total number

Maker Messrs J. P. Hall Sons,Ltd.

Type Steam-pump, compound type.

Steam CylindersStroke l2in. 2oin. x l l i in.

Pump Plungers 24in.

DiameterOverall Size

Capacity each gallons per hour.


Using Steam at


Steam consumed

47 . Economisers : NumberType

Number ofTubesLength ofTubes

Internal D iameter of 'lhibes .


Boiler

Scrapers driven by

Thermometer for FoodWater


524 S TEAM TURB INE ENG INEER ING

Name of Generating Station Lots Road, Chelsea. [From 5 16 .

48. Steam PipingEach Boiler supplies Steam 6in. solid drawn pipe to header.

through

Pipe Covering

Stamped steel screwed on and afterwardsexp .anded

To each group of8 boilers.

Maker of Pipes Babcock 8: Wilcox.

49 . Water SupplyTaken from Storage tank on second floor ofoil-coolinghouse .

Taken from Well Slin. Artesianwell by compressed air.

Depth ofWell

50. Auxiliary Water Supply Town mains through ball-valve.

51 . 2nd Auxiliary Water Supply Riverwater.52. Main Steam Pipe to each Tur l 4ins. diam. lap

-welded steel.

bine

Main Steam Pipe to all Ex

citers

Auxiliary Pipe

Expansion taken byFlanges

Auxiliary HeaderSupplied from


54. Condensed Steam fromdensera

55 . Feed-water Heaters get

from Exhaust of

56 . Main Steam Turbine Figs. . 540. See also pp. 140-4.

'

{qype Horizontal doub e-flowWestinghouse

—Parsons .

umber 8.

5500 K.W.

British Westinghouse.

1000 revolutions perminute.


Easy bend.

Stamped steel, riveted.

loins. diam. for exciter engines.

3 of the main headers by mm. diam. solid

drawn steel pipe.

Easy bends.

Stamped steel,riveted.

Is fed into the high-level suction and falls

through feed-water heaters into lowersuction

pipe, fromwhich it is pumped through the

economisers.

Boiler feed pumps a sump is providedfor condensed steam.

EXAM PLES OF STEAM TURB INE PLANTS 525

Neasden. Carville. [From p . 517 .

Minimum number ofdissimilar parts .

l

7in. steelwelded pipe. Solid drawn mild steel pipe.

Ma caium covering by Hobdell,

ay Cc. , London.

Welded steel. Forged steel.

Piggott 00 Birmingham.

2 Artesianwells.

Firstwell, gallons per hour

ca acity ; second well,

ga lons per hour capacity.

400ft. storage in a lake of 2 acres,

5I'

t. depth, and gallonscapacity.

50. Town mains.

51 .

52. mm. diam.

The Holly System of Drains is ih

stalled.

Lar e bends. Large bends.

Stee shrunk and welded.

54 . Pumped to top ofcooling towers ; waterfrom base of tower flows into lake.

55. Auxiliary pump engines.

56. Fig. 385 , p. 542. Fig. 355,ante

, p. 475.

Double-dow. Parsons.

4 .4.

3500K.W. Two 2000 K.W. ,two 4000K.W.

2

British Westinghouse. C. A . Parsons 8: Co.

1000 revolutions per minute. 1200 revolutions per minute. Max.

varied 5 per cent.

[Continu al on p. 533.

1 Discussion by Mr J. H. Rosenthal on Power Station D esign,

” by Merz

McLellan,Proc . In t. E .E . , p. 874, 28th Apr. 1904.

9 Fig. 355 rates these at 8500 K.W.

526 STEAM TURB INE E .

'

GINEERI NG

Name of Generating Station .

48. Steam Piping :

Delray,U.S.A . [From p . 5 18.

Each Boiler supplies Steam Steel pipe, extra heavy.

through

Maker ofPipes49 . Water Supply :

Taken from (Feed Pipes)

Taken from Well

D epth ofWell

50. Auxiliary Water Supply

5 1 . 2nd AuxiliaryWater Supply52. Main Steam Pipe to each Tur

bine


citers 0

Auxiliary Pipe


53. Auxiliary HeaderSupplied from


54 . Condensed Steam.

from Corn:densers

55 . Feed-water Heaters get heat

from Exhaust of

56 . Main Steam TurbineType

Number

D etroit River.

2 elevated tanks of and gallons

capacity.

Duplicate Sin . motor-driven Worthington lowpressure turbine pumps, each capable of

supplying all the water,force the hotwell

water through cast-iron mains to four 5000horse-power Cochrane feed-water heaters.

Fig. 386 , p. 543.

Four-stage Curtis, vertical.

4 .

3000 K.W.

General Electric, Schenectady.

[Continued o np . 534 .


Name of Generating Station [From p . 520.

48. Steam Piping :

Each Boiler supplies Steamthrough

Maker ofPipes49 . Water Supply

Taken from City mains.

Taken from Well

Depth ofWell


51. zud Auxiliary Water Supply River.52. Main Steam Pipe to each Tur

bine


citers

Auxiliary Pipe




54 . Condensed Steam from Con

densera

55. Feed-water Heaters get beat An auxiliary heater by J. Wright 8: Cc . , 700

from Exhaust of sq. ft. heating surface.

56 . Main Steam Turbine Figs. 394- 5 , p. 550, also pp. 146-7 .

pe Double-flowWestinghouse-Parsons.

umber 2. The engine-room will accommodate one

1

12mm unit of 2000 K.W. and one of 3500

.W.

3000 horse-power.

British Westinghouse.

1500 revolutions per minute.


EXAMPL'

S OF STEAM TURB INE PLAN TS 529

Thornhill. [Fromp . 521.

48. Duplicate ofYoker Mild steel, lap-welded, riveted branches

7in. diam. pipe into 12in. diam. mainsteam pipe, 2 separators at each endof steam ring. The steam throu h

12in. diam. separators into h or

parallel to engine-room.

2 hotwells ; the receive the dischargefrom the con cussra.

The arrangement of the steam and feedwater piping is designed so that one

halfofthe boiler-house can be isolatedfrom the other.

Sins. diam. cd'

main header.

6ins. diam. to exciters ; Sins. diam.

auxiliary to exciters.

3ins. diam. underneath main header.

3ins. diam. line over each set ofboiler.

Figs. 397 , 898, p. 558.Vertical

3.

1500 K.W.

British Thomson-Houston.

-1000 revolutions perminute.


34


Name of Generating Station

48. Steam PipingEach Boiler supplies Steamthrough

Maker ofPipes49. Water Supply

Taken from

Taken from Well

Depth ofWell


51. 2ud Auxiliary Water Supply52. Main Steam Pipe to each Tur

bine


citers

Auxiliary Pipe




54. Condensed Steam from Con

densera

55 . Feed-water Heaters get heat

from Exhaust of

56. Main Steam TurbineTypeNumber

[From p . 522.

Figs. 399,400

, p. 555 .

Vertical Curtis.

4 .

1500 K.W.

British Thomson-Houston.

1000 revolutions perminute.


532 STEAM TURB IN E ENGINEERING

Name of Generating Station LotsRoad, Chelsea. [F rom p . 524.

Speed Control 10 per cent. above or belownormal by electric

control operated from control board.

Bed late Dimensions 48ft. l lins. by l i ft. «line.

B eig t above Floor 13fl:. 10ins.Platform Dimensions 4ft. 6ins. above floor, overhangs bed-plate.

Foundation 5oft. by 15ft. by 39ft. deep each. See p. 442.

Area 750 sq. ft.

Steam Pressure 1 75 lbs. per sq. in.

100°

F. at the turbine.

ed 50per cent. per automatic by-pass.

57 . Steam.

Consumption, lbs. perK.W.H.

Guaranteeswith 165 lbs. per sq. in 100°

F. superheat.

27in. vacuum.

At 25 per cent. overload lbs. per K.W.H.

Full load 17 7 lbs. per K.W.H.

i load lbs. per K.W.H .

5 load 21'

4 lbs. per K.W.H.

4 load

Rotating portion 6ft. 5in. diam. rolled steel drum.

Weights

Peripheral Speed ofDrum 336ft. per second.

Main Bearings Spherical cast-iron linedwith babbitt.

Cooled by Water circulation.

Quantity Water circulated 40gallons perminutewhen required.

Coupling to Generator

58. Steam Valves

59 . Emargency Governor

60. Centrifugal Governor

61 . After (passing through the Atmiddle,and passes in two directions through

valves Steam enters expanding nozzles.


Flexible claw’of forged steel running in oil.

The steam passes on its way to the turbinethrough the following — Main disc-type stopvalve, operated from platform by gearing.

Operate s at maximum speed an auxiliaryvalve

,which in turn closes emergency shut

down valve. Through steam strainer.

Geared to turbine shaft, operates a double-seat

poppet valve through a small steam relay.

EXAM PLES OF STEAM TURB INE PLANTS

Mechanical and electrical.

Seep

. 442, Fig. 337.

41 ; y 12 by 22ft. deep.

175 lbs. per in.

180°

F . at tur ine.

25 per cent. for 6 hours with 26ln.

vacuum.

160 lbs. per sq. in. pressure, 27in.

vacuum rated load.

17 lbs. per K.W.H.

201 lbs. per K.W.H.

Turbineweighs 165 tons generator

weighs 17 tons.

18,000ft. per min.

l 6in. diameter.

Oil (under pressure) andwater.


58. By Fletcher Co. ,Ashton-under

Lyne.

59. Controls 10 per cent. above

no position on end of main

shaft.

60. Worm gear (ratio 10 to 1 ) from mainshaft

,controlled by electricity

from switchboard.

533

[From 525 .

3 per cent. between no-load”

and

normal load ; 5 per cent. betweenno load andmaximum load ; 6 per

cent. when running atmaximum load.

14 °5tt.

200 lba , 150°

F 95 per cent.

15 lbs. per K.W.H.

Mars e McLellan, BritishEngineer ,

18 lbs. per K .W. , 4000K.W.

19 lbs. per K.W. , 2000K.W.

Ordina governor supplemented bygovernor and valve to admitressure steam to low-pressure


534 STEAM TURB INE JNG IN EERING

Name of Generating Station Delray, U.S.A .

Speed Control

Bed late D imensions

Heig tt shove Floor

Platform D imensionsFoundation

Area

Steam Pressure 200 lbs. per sq. in.

Superheat 200°

F .

Overload supplied

Steam Consumption, lbs.K.W.H .

Guaranteeswith

At 25 per cent. overload

Full load

2 load

é load1 load

Rotating portion

Weights

Peripheral Speed of l) .rum

Main Bearings

Cooled by

Quantity Water circulated


58. Steam Valves 12 poppet valves on each side, controlled bymagnets.

59. Emergency Governor


61. After passing through the

valves Steam enters


536 STEAM TURB INE EN GINE ERING

Name of Generating Station [Fromp . 528.

Speed Control blades each turbine.

Bed late DimensionsB eig t above Floor

Platform D imensionsFoundation

Area

Steam PressiireSuperheat

Overload supplied 3750horse-power overload capacity.

57 . Steam Consumption, lbs.K.W.H.

Guaranteeswith

Full load

1 load1}load

4 load

Rotating portion

Weights

Peripheral Speed ofDrum

Main Bearings 440 ft. per sec.


Coupling to Generator D irect-connected.

59. Energency Governor



valves Steam enters

[Continued o np . 566 .



Speed Control

Bed late DimensionsHeig tt shove Floor

Platform DimensionsFoundation

Area

Steam PressureSuperheat

Overload supplied

Steam Consumption, lbs.K.W.H .

Guaranteeswith Tested at maker’

a works ; 150 lbs. pressureand 100

°

eu erbeat and 28in. vacuum ; 16‘

4

lbs. per K. . .H

At 25 per cent. overloadFull load

i loada}load4 load

Rotatingportion

Weights

Peripheral Speed ofDrum

Main Bearings

Cooled by



59 . Emergency Governor



valves Steam enters



FIG . 39l .— Quincy Point : Turbine Platforms, p. 527 .

EXAM PLES OF STEAM TURBINE

Flo. 401.— Brimsdown Turbine-Room and Switchboards.

H.T. Switchboard on gallery : L.T. on floor level.

562 STEAM TURB INE EN G INE JR ING

Name of Generating Station Lo ts Road, Chelsea. [From p. 532.

62. First Series of Impulse Vanes Drop forged steel.

Lowest Pressure Vanes Deltametal.

63. Lubrication Centri fugal system under

Pressure 3oft. head.

Quantity passed through 33 gallons perminute.

Bearings of one Turbine

Unit

Total Capacity ofPlant 350gallons perminute.

Water-cooling Jacket 40gallons perminute.

64. Oil-cooling Plant

Position

2nd floor3rd floorHe

'

ht ofGravity TankOil

l

Pipe to Engine-roomOil D ischarge

Oil Coolers : NumberSurface each

Oil pumped by

Driven by 3 motors,

each 7§ horse-power, 220 volts,

3 phase, 955 revolutions perminute.Coolingwater pumped by 3 pumps.

Driven by 3 motors, each 3 horse power, 220 volts,3 phase, 635 revolutions per minute.

Oil delivered65. Atmospheric Exhaust

Size and Position 6oin. diam. against each chimney,up through

roof.

Valve Air-controlled type.

66 . Turbine

h

Exhaust to Condenser 21 sq. ft. total (two 44in. diam. openings).eac

67 . Condensers : Type Vertical surface. Fig. 403, ante, p. 559.

Maker James Simpson 8: Cc . , Ltd.

[Continued o np. 570.

Separate building.

gallons.

James Simpson 8: Cc . ,Ltd.

Feed-water storage tank.

Oil-filtering tanks.

3oft. above level ofturbine bed.

6ins. diam. ringmain.

By gravity to basement.3.

686 sq . ft. brass tubes.

3 centrifugal pumps.

564 STEAM TURB I NE E NG INE JRIN G

Name of Generating Station Delray,U.S.A. [From p . 534.

62. First Series of Impulse VanesLowest Pressure Vanes Between the first and second a

automatic by-pass valve

,an a hand

operated by-pass beWeen 2nd and 3rd

63. Lubrication ingwith water steady-bearing with

Pressure

Quantity passed through

Beari ngs of one Turbine

UnitTotal Capacity ofPlant

Water-coolingJacket

64 . Oil-cooling PlantPosition

2nd floor3rd floor


i

Pipe to Engine roomOil D ischarge

Oil Coolers NumberSurface each

Oil pumped by 2 Blake pumps, 3 by 2 by Sins. , pum ing from2 tanks in the basement to a taui in the

gallery.

Driven by

Coolingwater pumped byDriven by

Oil delivered65 . Atmospheric Exhaust

Size and Position

Valve .

66 . Turbine i-k hanat to Condenser When the exhaust steam is not used for the

each eva mmtion of salt, it is taken direct to

con ensers.

67 . Condensers : Type Wheeler surface.

Maker


650 lbs. per sq. in. of water, pumped by 2

steam pumps 10ins. by 2§ina by 1

made b Deane Brothers,Indiano lie

, to a

hydrau ic accumulator by R. D . cod e Co.

A reserve is afforded by 2 electric pumpsdriven by 5 horse

-power motors.

Each step-bearing requires 4 gallons water per

minute.


L. Street Station,Boston

,U.S.A . Quincy Point, Mass US A

[From p. 535.

68. Footstep:water 900lbs. per sq. in. Ao Waterfootste bearing : 3 steam-drivencumulator supplies water during pumps an 2 accumulators carry 1010 minutes. A triplex motor minutes’ supply.driven pump in reserve.

Through filter : Fig. 859 near“Turbine Room.

Forwaterto step-bearings of the turbinesthere are 3 steam-driven pumps and

2 accumulators .

65. 3oin. diam

67 . Surface. Admiralty surface.

Worthington. Wheeler Condenser 8: Engineering Co .


566 STEAM TURB INE E'

GINEER IN G

Name of Generating Station Yoker. [From p . 536 .

62. First Series of Impulse Vanes Drop forged steel.

Lowest Premure Vanes Special metal.

63. Lubrication

Pressure The oil is pumped b a special oil pump to a

tank in the roof0 boiler-house, and flows bygravity under a head of 60ft. to the bearings.

Quantity passed through


Unit

Total Capacity ofPlant A large tank in basement of e e-room, with

supply which should set one to twoyears.

Water-cooling Jacket64 . Oil-cooling Plant

Position

CapacityMaker2nd floor3rd floor

fGravity Tankm

NumberSurface each

Oil pumped by

Driven by

Coolingwater pumped byD riven by

Oil delivered

65 . Atmospheric ExhaustSize and Position

Valve

66. Turbine Exhaust to Condenser

each

67 . Condensers : Type . Vertical surface

Maker Mirrlees-Watson Co.

568 STEAM TURB INE EN G IN JERIN G

Name of Generating Station Radcliffe . [From p. 688.

62. First Series of Impulse VanesLowest Pressure Vanes

68. Lubrication 400 lbs.

310

;sq. in. ofwater drawn from

pump harge.

Pressure Fig. 400, p. 666.

Quantity passed through E gallonswater perminute.


Unit

Total Capacity ofPlant 2gallon oil tc other bearings.

Water-cooling Jacket

64. Oil-cooling Plant

Position

Ca cityMa er

2nd floor

3rd floorHe

'


‘

fi’ipe to Engine-roomOil D ischarge

Oil Coolers : NumberSurface each

Oil pumped by

D riven by

Coolingwater pumped byDriven by

Oil delivered

65 . Atmospheric ExhaustSize and Position

Valve

66 . Turbine Exhaust to Condenser

each

67 . Condensers : Type Surface. Vertical.

Maker



[From p . 639 . Power Station of the English M‘Kenna

Process Co Ltd .

62 . Special alloy

68. Forced.

8 to 12 lbs. per sq. in.

80gallons per minute.

64 . Ground floor at side ofturbine.

Worm on turbine.

Gravites from storage tank.

By Templer Rance.

66 . 3 ft. diam.

7 sq. ft. area.

67 . Horizontal surface.Willans Robinson, direct-coupled to

turbo-exhaust by an expansion joint.

M irrlees-Watson Co. 3, one for each unit ; the top of con

densera are 3ft. belowwater-level incooling

-tower.


570 STEAM TURB INE ENGINE JRIN G

Name ofGenerating Station

Number and Position

Each condenses

Steam condensed(per s

q. ft.

per hour at rate full oad

Surface r lb.p.hr. ofSteam,

Tubes umber and Length

Each Condenser has

Steam passes throughIllustration

68. Air Pumps : NumberType

Each Cylinder

Each driven by

Motor Spindle

D ischarge capacityIllustration

69. Lift Pumps : Number

Position ofPumpEach driven by

Motor Spindle

Position ofMotor

Water ofCondensation to

By PumpDriven by

Lots Road,Chelsea. [Fromp . 562.

8 in pits alongside each engine foundation.

Topwithin 29ft. of lowest tide.

sq. ft.

lbs. with lbs. (item 57 , p.

lbs. with 17 7 lbs.

(with lbs. per3822 tubes, 16ft. long, l in. diam. , set vertically.

24in . by M in.

40 horse-power Westinghouse motor, 220volts,3 phase, 636 R.p.m.

Horizontal.

eight 5in. horizontal centrifugal for liftingcondensed steam up to feed

-pump suction.

Bottom of condenser pit.20 horse-powerWestinghouse motor, 220 volts,3 phase, 635 R.p.m.

Vertical.

Basement level.


3 motors, 40 horse-power, 40 horse-power,and 20 horse-power.

Once 16ft. tubes.

p. 659.

8

Worthington horizontal dry vacuum (separatelift pump).

572 STEAM TURB I .VI'. ENG IN F FRING

Name of Generating Station Delray, U.S.A. [F romp . 564 .

Number and Position 4,one for each turbine in the basement in a

room of 22ft. wide and 174ft. long, overheadtravelling crane of 22ft . span and 15 tons

capacity.Each condenses

Hei ht

Su see each sq . ft. of tube cooling surface.

Steam condensedcper s

q. ft.

per hour at rate full oad

Surface er lb. per hour

Tubes : umber and Length

Each Condenser has

Steam passes throughIllustration p. 477.

68. Air Pumps : Number 4.

Type Edward’swet vacuum triplex.

Each Cylinder

Each driven by 60horse-power, 220 volt, 3 phase motor.

Motor SpindleDischarge capacityIllustration

69 . Lift Pumps : Number

Position ofPumpEach driven by

Motor Spindle

Position ofMotor


By PumpD riven by

[Continued on p. 680

EXAM PLES OF STEAM TURBINE PLANTS 57 3


,U.S.A. Quincy Point, Mass U.S.A.

[From17. 565.

2 sub-base of turbine. 5.

lbs. per hour, with circu

lating water at 70°

F. maintainvacuum 28in. of mercury in

winter it has maintained a

vacuumwithin £in. of barometer.

sq . ft.

lbs.

0 13 sq. ft.

l in. brass outside diameter and 18

gauge, 16ft. and lain.pitch centres.

4 times.Figs. 388— 390, pp. 645 , 647 . p. 549 .

5 .

Dry vacuum. 4 motor-driven Edward’s triplex1 steam-driven Edward’s triplex.

24 in . by l 8in. vertical air cylinder. 18in. by 12in .

loin. suction pipe , 8in. discharge Into 3 tanks connected in series,each

pipe. 2oft. long and 6ft. diam. ,located in

boiler-room.

mm. by 18in . steam cylinder Four 50 horse-power General Electric

horizontal. induction motors, 350 volts,3 phase.

Onemin. by loin. engine.

Figs. 388-390.

National feed heater. Hotwell and storage tank consisting of«tin. volute, 1200R.p.m. 3 tanks in series in boiler-house, each

Motor. tank 2oft x 6ft. diam. ,from which

boiler feed is taken.


574 STEAM TURB INE ENG INEER IN G

Name ofGenerating Station Yoker. [From p. 566 .

Number and Position 2 1 alongside each turbine.

Each condenses lbs. per hour.

lbs. total.

6250 sq . ft:cooling surface.

Steam condensed per sq. foot

per hourat rated full loadSurface each r lb. ofsteamTubes : Num r and Length 143ft. long, 1 in. diam. 18 S.W.G.

Each Condenser has

Steam passes through Three lengths oftube.Illustration Counter to steam, p. 550.

68. Air Pumps : Number 2 in Basement.Type Two-eta e dry air pump horizontal. Both air

c lin ers fittedwith mechanically controlleds ids.

Each CylinderDischarge

Each driven by

Motor Spindle

D ischarge capacityIllustration

Position ofM pEach driven by

Motor Spindle

Position ofM otor

Water ofCondensation to Hotwell in the basement.By Pump Centrifugal pump.

Driven by 6 horse-power vertical-shaft shunt-woundmotor, 625 R. p.m.

57 6 STEAM TURB INE EN G INE JR ING

Name ofGenerating Station [Fromp . 568.

Number and Position

Each condensers

He'

htSur ace each 4500 sq . ft.

Steam condensed r ft. 5'

4.

per hourat ra full oadSurface r lb. per hour (with lbs. per K.W.

T ubes :finmber and Length

Each Condenser has

Steam passes throughIllustration p. 655.

68. Air Pumps : Number 4, one to each condenser.

Type Edward’s three-throw.

Each Cylinder 15in. diam., 8in. stroke.

D ischarge

Each driven by Motor, 165 R. p.m.

Motor Spindle

Discharge capacity cub. ft. per hour.

Illustration

69 . Lift Pumps : Number

Motor Spindle

Position ofM otor


By PumpDriven by


EXAM PLES OF STEAM TURB INE PLAN TS 57 7

Power Station of the English M‘Kenna

Process 00. Ltd. [Fromp . 669.Three

,alongside each turbo. 3.

2630 sq. ft.

7 .

About 10 ft. 4 in. long.

pp. 488, 489.

68. 3.

Edward’

s three-throw. Edward’

s two-throw type, with a force

ump (delivering to hotwell) drivenm the end of crank shaft

,drawing

from the sur 0 tank at base of air

rump, intow ich the air pump itselfslivers.

12i in. diam. 6in. stroke.

Motor 9 horse-power, 110 volts c.c. 95 horse-power Siemens shunt motor250 volts, 750 to 850 17 amp. ,

with 275 in. vacuum.


A 150K.W. rotaryand a 50K.W. rotary,and transformers off main bus-bars

supply 250 volt current for driving

con enser plant.


37


Name of Generating Station Lots Road , Chelsea. [From 670.

70. Circulating PumpMaker Worthington.

Number 8, piped on syphon principle.

Type 20in. centrifugal horizontal.

Position Bottom ofcondenser pit.Each driven by 40horse-powermotor, Westinghouse, 220volts,

3 phase, 635 R. p.m.

Motor Spindle Vertical spindle.Position ofM otor At basement level.Rated Duty

CirculatingWater from River Thames.

66111. diam. cast-iron in river bed.

Direction ofFlow Reversible up to condenser.

Pipes supplied and laid by John Cochrane tr Sons, Westminster.Circulatron Pipes Steel riveted to get hold ofconcrete on land.

Pipes sup lied by Babcock Wilcox.

Pipes lai by Perry.

Circulating Pipes to Con 20in. and 22in. diameter of cast-iron.

densera

Circulation provided for is times steam consumption:Cooling Towers Number

Capacity per hourArea each

Height

Space beWeen

Area Tank under towersDepth

Distributing Pipes

7 1. Main Generators

NumberMaker

RatingNumber ofPhaseCycles per second8 eedoltage per phase

Amperes per phase,

Tern rature rise

Re ation

Speed variation

Overload 50 per cent. for two hours.

Temperature rise


Figs. 383, 384, ante, also p8, with room for 10

,and 1 alt-size.

Westinghouse.

5500 X. \V.

3.

33A.

1000 R.p.m.

289 , with non-inductive load.


Name ofGenerating Station Delray,U.S.A. [Erma p . 5 72.

70. Circulating Pump In thepump house, SSR. by M R.

Maker Worthi ngton.

Number 4 .

18in. centrifugal.

Position.

Main floor of pum -houae.Each drrven by 76 horse power in notion motor.

MotorSpindle

Position ofMotor

Rated Duty

CirculatingWater from Detroit River.

3 sets of screens to sto rubbish, first, vertical

bars ; others remova 10wire nets.A culvert extendingbeneath the fouroondensers.

Direction ofFlow

Pipes supplied yand

grculatron

li b

Pi

pea s

Pipes lardpb

l

yCirculating

yPipes to Con

densera

Circulation provided for

Cooling Towers : Number


Height

Space betweenArea Tank under towersDepthDistributing Pipes

7 1. Main Generators Fig. 386,ante, p. 543.

Number 4 .

Maker Gen. Elec. Co. ofNewYork .

RatingNumber ofPhasesCycles per second8

oltage per phase

Amperes per phase, full load

Speed variation

Overload 50 per cent. continuously without damage70 per cent. for a short time.

Temperature rise


EXAM PLES OF STEAM TURB IN E PLAN TS 581

L. Street Station, Boston, U.S.A. Quincy Point, m .,U.S.A .

[From p. 578.

70.

5.

24in. volute centri fugal for priming 4 motor-driven,1 steam-driven, 18in.

an ejector on discharge. low-lift double-suction Morris type.

16in. b 16in. Harrisburg engine, Four 100 horse-power G.E. induction

200 p.m. motor, 350 volts ; one 12in. by loin.

steam engine.

2 masonry conduits 56 sq. ft. each.

2 fine so per screens in series,cleaned y removing one.

1 conduit 78 sq. ft , dis

kept from rutake by

through sea wall,each

ft.with submerged racks.

70times steam consumption.

7 1. Figs. 388, 389, 390, m , p. 545.gigs. 391, 392, 999, ante, p. 549.

2.

Gen. Else. Co . ofNewYork. Gen. Else. Co. ofNewYork.

5000K.W.

9.

so.

614 R.p.m.

60per cent. for 2 hours.



[From p . 574.

Centrifugal.

Position

Each driven by Steam-driven.

Motor SpindlePosition ofMotor

Rated Duty

CirculatingWater from River Cl do alongside, b gravi into well18ft. diam. and Mt. befriw low

ty

by 2 pipes, each soin. diam.

36in diam. cast-iron.

s6in. diam. into spillway on bank ofriver.

Direction ofFlow

Pi eu lied and

CigtilatiirlirPipes su

‘pipli by

Pipes la'

byCirculating Pipes to Con

densers

Circulation provided for isCooling Towers : Number


HeightSpace betweenArea Tank underTowersDepth

Distributing Pipes

7 1 . Main Generators

NumberMaker

RatingNumber ofPhasesCycles per second8

oltage per.

phaseAmperes per phase, full load

Temperature rise


Figs. p. 560, also pp.

2.

Westinghouse.

2000K.W.

3.

25 .

1500R.p.m.



Motor Spindle

Position ofMotor

Rated Duty

CirculatingWater from

Pipes supplied and laid byCirculation PiPipes supplie byPipes laid byCirculating Pipes to Con

densers

Circulation provided for rs

7os . Cooling Towers . Number


Space betweenArea Tank under TowersD epth

D istributing Pipes

7 1. Main Generators

NumberMaker

RatingNumber ofPhasesCycles per secondSpeed .

Voltage per phase

Amperes per phase, full load

Temperature riseRegulation

Speed variation

Overload

Temperature rise

Radcliffe. [From p . 576 .

Fig. ante, p. 555.


EXAM PLES OF STEAM TURB INE PLAN TS

Brimsdown. Power Station of the English M‘Kenna

Procom Cc . ,Ltd. [From p . 57 7 .

70. Centrifugal.Gwynne.

At side of condenser.

Motor, direct-coupled. 46 B.H .P. Siemens shunt motor, direct

current, 250volts, 605 to 705 R.p.mthe current taken, 110 amps. at 250

volts, maintainin a steady vacuum of

275 11. at full l

1700gallons per minute. gallons per hour, against 27ft.head to Donat cooling tower.

Lea Canal. By gravity through condenser to suctionside ofcirculating pump.

In suction pits. mm. diam.

Into coal barge dock.

J. Spencer Co.

10-in. diam. to each.

60 times full-load steam. 1 Donat, 2700 sq. ft.

70A . No towers.

7 1. Fig. 401, p. 557 . Fig. ante

, p. 488.

3. 3.

Brown-Roveri.

760 K.W. at 08 power factor.8.

26.

1500R.p.m.

440.

3 per cent.25 per cent. for 1 hour.

Test : 26°

C.after 6 hours’full load.


586 STEAM TURBINE EN G INEERIN G

Name of Generating Station Lots Road,Chelsea.

Rotor SolidWhitworth fluid-pressed steel.Number of Poles 4.

Excitation 125 volts, 180 amps. full load .

Per cent. ofOutput per cent. unity power factor.Electrical Efficiency

11 loadFull load

2 load5i

Dimensrons

72. Exciten , take steam through

Exhaust into

Engines Number

Horse-power 200 horse-power.

Maker W. H . Allen, Son tr Cc ., Ltd. ,

Bedford.

Overload 25 per cent.

Type Compound enclosed.

Cy inderdiameters 12in. and 21in.

Pressure

Consumption guaranteedwith Pressure 165 lbs. per sq . in. pressure.

Superheat 23°

F. superheat.

Vacuum 24ins. vacuum.

Full Load condensing 15 7 lbs. of steam per I .H.P . hour, equal tolbs. ofsteam per K.W. hour.

Half

Full Load non-condensingHalf

Exciter Generator

Number 4 direct-coupled.

l

Maker British Thomson-Houston Cc. , Ltd.

Rating 125 kilowatts .

Percentage oftotalKilowatts 11 per cent.

installedVoltage 125 volts.

6 pole, flat compound.

Overload capacity 25 per cent. for2 hourswithoutmovingbrushes50 per cent. momentarily.

Temperature rise

Electrical EfficiencyFull load

Half load


588 STEAM TURB INE EN GINE JRING

Name of Generating Station Delray,U.S.A. [From p . 580.

Rotor

Number ofPolesExcitation

Per cent. ofOutput

Electrical EfficiencyI} loadFull load

3 load

5i

72. Excite“ ,take steam through

Exhaust into

Engines Number 1 engine-driven exciter for emergency use in

basement.Horse-power

Maker

TyCy

'

nder diameters

Stroke

Speed .

Lubrication

Consiimption guarantedd

SuperheatVacuum

Full Load condensing

HalfFull Load noncbndenHalf

7 9 D

mug

Exciter GeneratorNumber of 83 cells, at 125

Maker60 kilowatts.

Percentage of total Kilowatts 1 2 per cent.

installed

Voltage 126 to 200 volts.

Type Motorgenerators driven by 75 horse

-power ih

duction motors.

Overload capacity

Temperature rise

Electrical Efi ciencyFull load

Halfload

[Continued onp. 696.

JXAM PLES OF STEAM TURBINE PLAN TS

L. Street Station ,Boston

,U.S.A. Quincy Point, Mass ,

U.S.A.

[Fromp . 581.

2 ; one 75 K.W. and 50 K.W.

General Elec . Cc . , Schenectady.

Vertical comp.

310R.p.m. 76 K.W. engine.400 60

3, onebein a 50kilowattmotorgenerator(350 v0 ts 75 horse-power 3 phasemotor).

General Eleo. Cc ., Schenectady.

76 kilowatts, 60 kilowatts, and 50 kilowatts.

1‘

75 per cent.

[Continue don p. 597

590 S TEAM TURB INE ENGINEERIN G

Name ofGenerating Station Yoker. [From p 582.

Rotor

Number ofPolesExcitation

Per cent. ofOutput

Electrical Efi ciencyI} loadFull load

fl loadii n

Dimensions

72 . Exciters, take steam through

Exhaust into A separate Worthin

rgton surface condenser

,600

sq . ft. cooling an ace .

Engines Number 2.

Horse-power Each 76 K.W.

Maker Westinghouse. Fig. 396 , p. 552.

Overload

Type Vertical compound.

Cy inderdiameters l l in . andmm. diam.

Stroke

LubricationPressure

Consumption guaranteedwith Pressure

Superheat

VacuumFull Load condensing

Half

Full Load non-condensingHalf n n

Exciter Generator

Number

Percentage of total Kilowattsinstalled

Voltage 125 volts d. c. (supply also coal and ashconveyer, cruslrers

,agitators, economisers

,

pumps, travelling crane switches).Compound.

Overload capacity

Temperature rise

Electrical EfficiencyFull load

Half load

[Co ntinued on p. 598.


Name of Generating Station [Fran p . 584 .

Rotor .

Number ofPoles .

Excitation

Per cent. ofOutput

72. Excite” , h ke steam throughExhaust into Feed-water heater.

Engines Number

Horse-power 3 sets of Allen en es also as auxiliary power.

Maker Allen a E.T.H . Cg“:

Overload

diameters

Stroke

Speed .

LubricationPressure

Consumption guaranteedwith Pressure

SuperheatVacuum

Full Load condensing

HalfFull Load non condensingHalf

Exciter Generator

Number Three 6 poles.

Maker British Thomson-Houston Co Ltd.

Rating 150kilowatts.

Percentage ofTotalKilowatts per cent.

installed

Voltage 220 volts.

Compound.

Overload capacity

Temperature rise

Electrical EflioienoyFull load

Halfload


EXAM PLES OF STEAM TURB I NE PLANTS 593

Guarantee 40°

C.after 10hrs full load.

4.

80amps., 110 volts.“if . l ).

95 per cent. (p. f. l ) .94 per cent.

92 per cent.l2it. 8in. x 6it. 7in. x 6ft. 6in .

high.

2 condensers (2 engines to each).

Four.

2 of 150 B.H.P. 2 of80 B .H .P.

Belliss-B.T.H. sets.

None.

Com und 2 crank.

9 an l5in. 75and l‘

2in.

9 in.

435 R.p.m.

Forced.

30 lbs. per sq . in.


16 lbs. perhr. 172 lbs. per hr.

B .T.H. Co.

2 of100K.W. I2 of 50K.W.

75°

F. after 24 hrs. at full load.

Power Station of the English M‘Kenna

Process Co. ,Ltd. [From 19. 585.

2.

250 volts originally, 65 volts now.

2. Originally for exciting, etc.

Bellies.

Hollis-Siemens type.

These also do lighting. These are nowan creeded for exciting current by 65

v0 t sets.

2. D irect-driven exciter now off gener

ator shaft.

65 volts now.

Siemens.

[Cont inued on p . 601 .

38


Name of Generating Station [From p . 586 .

78. Overhead Travelling Cranes : 2.

NumberSize

Herbert, Morris Bastert.

Capacity 20 tons each.

Span s7it.

Lifting : Height 57ft.Motive Power 125 volts continuous current.

Number ofMotors

Lifting Motor Horse-powerSpeed

Cross-runHorse-powerLong

-run Horse ower74. Switchgear, made y B.T.H. Co. D iagrams, Figs. , pp. 602, 605.

High-tension Switches

operated by c.c. motors, 220 volts.

Generator Switches First gallery. Figs. 407 , 408, 409.

Bus Junction Second Fig. 418.

Bus bars Separate compartments.Feeder Switches Third gallery.

Generator Instrument Panels 11 panels vertical. Fig. 412, p. 607 .

Position Second gallery, on projecting gallery, over

looking turbo-generators.

On each

Generator Control Panels

On each

Feeder Inst. Control Board

Number ofFeederPanelsOil Switch Motor Con

trol Panel

Number ofFeedersEach Feeder has

Auxiliary Switchboard Controls

Panels

PositionExciter Bus

A . 0. Bus, 220 voltsEmergency Switches

Generator Cables

3 A.O. ammeters ; voltmeter ; indicatingwattmeter ; recording wattmeter ; powerfactormeter field ammeter.

11 on table beneath instrument panels.Generator oil switch ; bus junction switchfeeder group switch ; indicatinfield rheostat controller ; fieldswitch ; governor control switch, engine

signal synchronising switch.

Fig. 410.

17 .

1 c.c. 220 volts.

68.

Ammeter ; wattmeter ; control switch ; indicating lam

-red, closed ; green, open switch.

Over] time-limit relays,With electric

gong to soundwhen feeder switch opens.

Four 125 K.W. exciter,220 volts ; 8 sets of 8

transformers ; one 125 K.W. synchronousmotor generator 2batteries ofaccumulators89 motors

,3 ph. 220 volts 12 motors c.c. ,

125 volts ; 93 oil switch motors, 220volts ;

local lighting. Figs. 415 , 416.2 battery panels 2 c.c. feeder panels ; 2

motor generator panels 1 load panel 4

exciter (single pole) panels ; 18 a.c. panelshand operated oil sm tches.

First endgallery.

In 2 sections .

Under floor in 2 sections .

Throwoil switch motors on tomotorgenerator,or one exciter ifbatteries fail.

In screwed piping imbedded in concrete galleryfloorwith no junction boxes.

[ Continued on p . 626


Name of Generating Station Delray, U.8.A. [From p . 588.

78. Overhead Travelling Cranes

NumberSize 1 electric.

TyMa er Northern Engineering Cc .

Capacity 35 tons.

51ft.

Motive Power 8-phase induction motors.Number ofMotors

MakerLifting Motor Home-powerSpeed

Cross-runHorse-power SpeedLong run Horse ower Speed

Switchgear, made yHigh tension Switches Fig. 428, p. 617.

operated by 125 volt exciting circuit.

Generator Switches First gallery.

Bus Junction

Bus bars Belowfirst ls

Feeder Switches8d ry

Generator Instrument PanelsPosition Second gallery .

On each

Generator Control Panels 24 panels.

On each

Feeder Inst. 81. Control Board

Number ofFeederPanels 9 .

Oil Switch Motor Con

trol Panel

Number of FeedersEach Feeder has


Rheostats worked by sprocket chains run in

i ron pipes.

Panels

Position

ExciterBus

A. 0. Bus, 220 voltsEmergency Switches

Generator Cables

[D elray end s.



,U.S.A. Quincy Point, Mass ,

U.S.A.

78[From p. 589.

8 series-wound, totally enclosed.

Westinghouse.

25 horse-power, 460R.p.m.

4 horse-power, 985 R.p.m.

10 horse-power, 650R.p.m.

Fig. 429.

Lowvoltage auxiliary circuit.

In cells on switchboard floor.

Three volts feeder panels.

I c.c. booster panel 1 totalisingpanel ;8 a.c. and 8 c.c. rotary panels ; 4 c .c.

feederpanels ; I emerge

‘pxciyfeederpanel;

8 exciter panels ; 2 a iary panels.

(1 substation

[L. Street, Boston,



[M p . 590.

78. Overhead Travelling Cranes

NumberSize l .

8motors.O. A . Munker Co.

Capacity 80 tons.

Span 42ft.L1fting : Height 125 volts from exciters.

Motive PowerNumber ofMotors

MakerLifting Motor Horse 25 horse-power, 460R.p.m. series.Speed

Cross runHorse-powerSpeed 4 horse-power, 935 R.p.m. series.

Long run Horse-powerSpeed 10 horse power, 650 R. .m. series.

. Switchgear, made by Westinghouse, in 3 galHigh

-tension Switches Figs. 430,481

, 432.operated by Exciter circuit.

Generator Switches

Bus Junction

Bus bars To la in brick com rtrnenta

Feeder Switchesp 8“ ry P6

Generator InstrumentPanels

On each

Generator Control Panels See Fig. 429, p. 618.

On each D iagram as described under Neasden, p. 595

Feeder Inst. Control Board

NumberofFeederPanels


trol Panel

Number ofFeedersEach Feeder has


Panels

Position

Exciter Bus .

A. C. Bus, 220 volts

Emergency Switches

GeneratorCables

[Faber ends.


Name of Generating Station Radcliffe . [From p . 592 .

73. Overhead h ovelling Cranes

NumberSize

CapacitySpan

Lifting : Height .

Motive PowerNumber ofMotors

MakerLifting Motor HoSpeed

Cross-run Horse power SpeedLong run Horse-powerSpeed

Switchgear, made by B T.H . Co. D iagram,435, p. 622.

High Tension Switches Oil.

operated by c c. motors.

Generator Switches Fig. 436, p. 623.

Bus Junction

Bus bars

Feeder SwitchesGenerator Instrument Panels 4 generator oil switches.

Position Control switches and instruments mountedtogether.

On each

Generator Control Panels

On each

Feeder Inst. 8: Control BoardNumber of FeederPanels 10 feeder oil switches.


trol Panel

Number of FeedersEach Feeder has

Auxiliary Switchboard Con Fig. 437 , p. 624.

trols

Panels

Position

Exciter Bus .

A . C. Bus,220 Volts

Emergency Switches

Generator Cables

EXAM PLES OF STEAM TURB INE PLANTS 601

Power Station of the English M‘

Kenna

Process Co. , Ltd. [From p . 598.

78. One.

Carrick and Ritchie.25 tons.

45 ft.19.

Electric.

One of 10 horse-power.

18in. permin. full load up to

permin. light load.

40 permin.

4oft. rmin.

00. Siemens. 487A , p. 625.

Oil.

c .c. motors.

8 orator panels.Impanel.

1 a. c. and 1 s

ic. rotary panels ; one

lightin pane 2 exciter nels ; 6feeder

gnels. The load is

“; sets of

rolls,'

ven by six 500 horse-power3 ph. induction motors, with pilotcontrol gear.

To sto the rolls the automatic circuitbrea or is trip by a push

-button

circuit,which a so starts a pilot motoron starting switch, thus cutting inresistance ready for a fresh start

, andduring this operation a pilot lampglows.

To start, another bell circuit signalswhich circuit breaker is to be closed.

As soon as the pilot motor has cut outall resistance attendant signals commence rolling.

The data on Brimsdown was supplied

by Mr A . H . Pott, chiefengineer.

[Brimsdotm ends.


Fm. 4 16.-Lots Road

,Chelsea Auxiliary Plant Switchboard.

(Tramway and Railway World.)


F10 . 43l .— Quincy Point : Switchboards and D .C.

Fro. 432.— Yoker ; High-tension Oil Switches.


Name ofGenerating Station Lots Road,Chelsea. [Fromp . 594.

7 5. TransformersNumberMakerTyVol; primaryVolts secondaryK.W. ratin

Number of cts

Connection

Supplying Motors for auxiliary plant.

7 6. Auxiliary Alternate Current None.

Generating Plant

Takes Steam through

Exhaust into

En'

s e Numberaker

tion

Generator : Number

77 . Auxiliary PumpsNumberMaker

Connected

Pumping against.

head

Steam received fromSteam exhausts into

Used

[Lots Road, Chelsea, ends.

628 STEAM TURB INE EN G INEER ING

Name of Generating Station Neasden. [From p . 627 .

78. Substation

In Power-houseSit uation In basement below the level of the generator

house floor.7 9 .

'h-ansformersNumberMakerCapacityTypeRe ulation

Vo tage

Maximum Temperature rise

Full load 45°

C . for 24 hours.

25 per cent. overload 60°

C. for 24 hours.

50 60°

C . for 1 hour.EMciencies guaranteed

4 load . 97 per cent.

2load per cent.Full load 97

°

4 per cent.Controlled From high

-tension substation

through oil switches.

80. Rotaries

Number 3.

Compound-wound.

British Westinghouse Co .

800 kilowatts each.

Number of Poles 10.

Efficiencies guaranteed

1 load

Qload .

Full loadPole pieces

ArmatureMaximum Temperature

guaranteed

Normal load25 per cent. overload

50

Starting arrangemerit

Brushes

12.

Westinghouse.

200 kilowatts each.

Oil-insulated— self-coolin

1'

75 per cent. no load toTull load.

primary per phase, 440 secondary perphase.

40°

C . 24 hours.

50°

C . 24 hours.

60°

C. 1 hour.

Induction motor on extended shaft on end of

rotary bed-plate.

Carbon for continuous current, copper for

alternate current.

EXAMPLES OF STEAM TURB INE PLANTS 629

Quincy Point, Mass , U.S.A. [From p. 597.

Fig. 368.

On one side main turbine room.

3.

General Electric Cc. , Schenectady.

825.

Air blast,3 phase.

1 auxiliary transformer 3 phase supplies

850 volts to drive exciters,blowers, con

densera, conveyormotors.

3.

Compound.

750 K.W. , 25 cycles, 600 volts.

[Qu incy Point ends.

CHAPTER XX II I

MARINE STEAM TURBINES

Limits of the Subject — The purpose in view is to bring

together as much data on the application of the steam turbine

to marine work as those who have the information are willingto have published. The following list of vessels gives some detailsand references to further tabulated data. I t is not surprising that

all bui lders and users of vessels have not time and inclinationto supply every detail necessary to make any outlined scheme

complete. Appreciation of the assistance received from many of

them is expressed in the Preface.

h er or Tuanwa Vssssns AND 111s ro rusrnnn DATA .

8 IR.P.M .

g g i? 3ATurbine-Vessel

'

aA:g 8 8 he

Name.Launched.

1 1 s 5 BaI 2. 8. 5 3Centre Side :s S I 133111111. Shaft. g s e 5

Ti nblnia 1st 210 None 1 638

240 1 1 7 659240

7508 160 26} 6641100 150 es;

250 28

27200

2

°

o

°

co


Law or Tuaams VESSELS AND Is p az ro m am as Dara— continued .

Turbine-Vessel’

lLaunched.

Name. a

Centre Side .3;Shaft. Shaft. 3

67 General Steam N. Co . Mar. 27 , 1906. 21 One by Messrs enny.

Kingfisher

M ary, etc. toBoulogne.

68 Burn Line One by Messrs Fairlield a Go

Ardrou an to Belfast.

69 Creole 15 0) tons, long,wit. beam, CurtisTurbines) .M organLme , Southern

70 Hamburg-Heligoland 20 6,

One by Vulcan, p. 748.

s.s. Co.

71 Caledonisn Steam 7 One by Messrs Denny.

Packet Co .

2—8 Alien Line Two larger than Victorian or“ Virginian.

74 Coast D evelopment One for River Thames by Messrs Denny.

Co London (BelleSteamers).

75 Metropoli tan S .S. Co. ,Two by Messrs Roach, Chester, Pa. , U.S.A .

NewYork76 Eastern s.s. Co . One by Messrs Roach, Chester, Pa., U.S.A .

U.S.A .

Condensers, etc .— Table CX I I I .

, p. 437 , gives the surface of

Marine Condensers, Steam per hour, and per square foot of con

denser surface and ratios of condenser surface to boiler heatingsurface, and of the latter

‘

t o grate area for turbine vessels, so far

as these have been ascertained.

Comparisons with Reciprocating Engines— An effort

has been made to put alongside the tabulated data on turbine

driven vessels dimensions of the reciprocating-engined vessel

which runs on the same route and is nearest in size to the turbine

vesse l .In mostcases this is incomplete, but in every case care has been

taken to avoid any confusion of the two by using distinctive type.

The turbinewas considered theoretically superior at high speedsto the reciprocating engines, and the Hon. C. A . Parsons

’

earliestwork used 2200 revolutions per minute, but the speed has been

reduced rapidly,and we have 300 revolutions on the Allan liners

and 180 revolutions as specified maximum on the new Cunardliners, with about 160 actual .Limits of Speed and Size — From the report of Professor

Bateau’

s paper before the Institute of Naval Architects,M arch

25th, 1904 , the following is outlined1. The total surface (size) of propellers is mainly determined by

the principal cross section of the ship.

MAR INE STEAM TURB INES 633

2. The size of the turbines is limited only by the speed of

rotation,and not by the power developed.

3. The speed of the turbine must be reduced in proportion to

the speed of the ship, so the dimensions of the turbine are increased

(either by increasing the number of rings or by increasing their

diameter).4. The power increases approximately as the cube of the speed

of the vessel .5. There IS a lower limit of speed, belowwhich the use of steam

turbines alone cannot be recommended.

6. Professor Rateau,in his paper before the Association

Technique M aritime in 1902, put this speed limit at about

20 knots for turbines alone.

7 . For reciprocating engines and turbines the same authorityfixes this limit at “ 15 knots, or even less.

”

8. Clearances between moving and fixed parts in the Rateau

type of turbine generally exceed 3 millimetres, and may even be

5 to 6 millimetres.

Other Opinions on the Lower Limit of Speed for

Turbine Vessels — Sir William White did not accept M r

Rateau’

s limit of 20 knots, and stated he had been designinga yacht with turbine engines which would have an economicalSpeed at 12 to 13 knots, the

“maximum speed being consider

ably higher.

Sir William White was one of the Commission of Experts

appointed by Lord Inverclyde and the other directors of the

Cunard Company to consider the question of turbines versus

reciprocating engines for their latest vessels.

Cunard Commission .— The complete list ofmembers of that

Commission in alphabetical order isI . M r James Bain,

M arine Superintendent of Cunard Company.

2 M r T. Bell, Engineer-D irector of M essrs John Brown Cc .,

3. M r H. J . Brock, of M essrs D enny,D umbarton.

4 . M r Andrew Laing,M anaging

-D irector of the WallsendEngineering Co.

5. M r J. T. M ilton,Chief Engineer-Surveyor of Lloyd

’

s.

6. Engineer-Rear-Admiral H . J. Oram, Deputy Engineer

-in

Chief of the Royal Navy.

7 . SirWm. H .White , representing M essrs C. S. SwanHunter, Ltd.

,Newcastle-on-Tyne.

Professor Rateau’

s limit of 20knots is evidently not accepted by


The Parsons M arine Steam Turbine Company . as they have

equipped the Lorena ,Priiwess M aud, Tarantula ,

Turbinia (the one

for Canadian river service), Lhasa ,Lingo, A llan liners, and the

A lbion,etc.

,with turbines for lower speeds than 20 knots.

50 60

96 or SPEED

F IG . 438.— From H o arding/s Inst. Naval Architects.

Relative Consumption of Steam : Turbines rersas

Reciprocating Engines— Fig. 438 includes Professor Rateau

’

s

roughly approximate comparison of the general variation of

steam consumption per H .P.H . for a turbine and a reciprocating

engine ,assuming they consume equal quantities of steam at the

maximum speed. The steam consumption of the reciprocating


Going astern .— SirWilliam White considers too much im

portance had been placed on the power required with the engin es

reversed,as itwas not possible to go astern at very high speed .

In the case of the Viper a speed of 14 knots was made go ingastern : this was very high, and as the vessel was not then unde r

control , a less proportion of powerwould have been sufficient fo r

the backward motion.

1

The Parsons M arine Steam Turbine Company fi t separate

high-pressure turbines, as a rule

,for going astern on the

same shafts which carry low-pressure turbines for forward

propulsion.

Professor Rateau patented in 1898 a go aste rn turbine hidden

inside the low-pressure main (i .e. forward) turbine without using

additional space. This system was adopted in the French torpedo

boat No. 243, and in the Libellule, etc.

Economical Steam Consumption at all Speeds To

secure economy at all speeds a combination of reciprocating engine

exhausting into turbines has been advocated and tried. Professor

Rateau considers the division of power between the reciprocating

engine and the turbine should be

TABLE CXX .

— v 1s10n or Powsa BETWEEN Rscrraoca'rmo ENG INE AND

TURB INES 1x V ESSELS ADA P'I‘ED iron Ecoxourcu . Resunrs AT ALL

Srs sns.

Not less than

And can well be

The Parsons Patents 367 (1897 ) and 1655 1 ( 1900) deal With theuse ofthe reciprocatingengine for the expansion ofsteam from boiler

pressure , and for the further expansion of the reciprocatingengine’

s

“exhaust

”

the use of a low-pressure turbine. The economy in

fuel per horse-power developed by the adoption of this so-calledmongrel

”system is estimated 2 by the Hon. 0. A . Parsons as at

least 15 per cent.

Professor Rateau supplied two Rateau turbines on the two side

shafts to M essrs Yarrow Co. for the Caroline,which has

a 250 B.H .P reciprocating engine on the centre shaft.

The First Parsons M arine Steam Turbine — The firstvessel

fi tted with a steam turbine was an experimental one, and it was

put through thirty-one trials,with various arrangements ofturbines

1 Institution of Naval Archite cts,discussion

,March 25th

,1904 .

3 The Engineer, January 8th, 1904 , p. 46.

M AR IN E STEAM TURB INES 637

and propellers. These tests were described by the Hon. C. A .

Parsons,M .A ER. S., before the Institution of Naval Architects,

June 26th, 1903, and by permission the following details and re

Fio. 439. Turbinia (the First).

( The Inslitule ofW aters an dShipbuilders of Scotland . )

sults are reproduced, the results from the report of Professor J . A .

Ewing, in his series of tests of the Turbi 'nia in 1897 , and

some subsequent tests also beinggiven.

Name ofVessel

Date of first trial

Name ofBuilder

Place

Vessel’s length

beam

draught

displacement

Heating surface

Grate area

Condensers’surface

Expansion ratio

Air pumps

Circulation

Feed pumps

Oil circulation

Turbinia.

Nov. 14, 1894 .

The Parsons Marine Steam Turbine Co.

Wallsend-on-Tyne.

100 feet (305 metres).9 n

3'

9

445 tons.

One double-ended water-tubetype.

1100 sq. ft. (1022 sq .

42 sq. ft. (39 sq.

4200 sq. ft. (390 sq.

150 fold.

one main and one small spare.

by reversible scoops. Whenscoops not available, by small

pump.

one main and one spare.

to shaft bearings and thrusts

from one pump.

638 STEA}! TURB INE EN G INEERING

Going astern — In the three-shaft arrangement the midd leshaftwas extended forward and carried a go

—astern turbine and

a fan for forced draught.

Boiler,3 screws

,shafting, tanks

Hull complete

Water and coal

Total displacement 44 5 tons.

Flo. 440. Turbinia P.H.P. (10 to 32 Knots).


TABLE CXXII .-RBsUL'rs or Warns Commun ion Tza'rs BY Paornsson

J. A. EWING, F .R.S. (ARRANGED m OBDBB on Bu rma. )

FeedWater M eter.

Lbs. per our.

1 Tests by M r Stanley Dunkeiey on behalfof Professor Ewing.

9 Supplementary test by M r Gerald Stoney.

From the curves of Figs. 440— 1 Professor Ewing obtained the

relations in Table CXX III . between the speed, the feed water, the

propulsive horse-power and the feed water per (pro

pulsive) H .P.H . (the numbers in brackets having been obtained by

producing the curves). These he plotted in Figs. 441— 4 , pp. 639—4 1 .

TABLE CXX II I .

Feed WaterPropulsive H.P .

Feed WaterSpeed in knots .

in lbs. per hour . P0?P.H .P . Hour.

Siemens MeterKent

Siemens

Siemens Meter1

644 STEAM TURBINE EN GI NEERING

undergone many trials, and having been to the Solent and bac k

and to Paris and back in the interval. She was next run withthree propellers of 28 in. diameter and 28 in. pitch, the resul ts

being shown in Figs. 446 and 447 .

The single propellers show the greatest advantage at about 21

knots, where the'

gain amounts to 2 knots.

Cavitation — The loss of efficiency which had been observed

at certain speeds in some vessels fi ttedwith tandem propellers on

each shaft seemed to be due to interference and cavitation,and Figs.

448— 450and the description ofthe Hon. 0. A . Parsons’

experiments1

made to demonstrate this are reproduced.

The extremely high speed, so far as marine propulsion is con

cerned, atwhich it is necessary for steam turbines to run in order

to be efficient, introduces some modification of conditions in regard

to the propellers. Water being a more or less viscous fluid,it is

only possible for it to flowin at the back of a rotating blade of a

propeller at a limited speed. If,therefore

,a very high number

of revolutions be adopted,there is apt to be a cavity at the back

Of the propeller ; this naturally detracts largely from efficiency.

In torpedo vessels propelled by ordinary engines the limit was

previously very nearly reached,if not passed,

and M r Sydney W.

Barnaby,Of Chiswick

,investigated this subject in connection with

the Thorneycroft torpedo-boat destroyers. M r Parsons had to

deal with this difficulty in a magnified degree, and in order to get

certain data on the subject he made some very interesting and

ingenious experiments. M odel screws, which were made to revolvewith great rapidity,

were placed in a bath of water brought to a.

temperature just short of boiling point. The immersion of the

screwwas proportionate to that Of an actual screwworking a

propeller. The ratio Of depth beneath the surface of the water

was a necessary factor in the experiment, for it wil l be easilyunderstood that the extent Of the vacuum is influenced by the

pressure Of the water in the neighbourhood Of the place where thevacuum is to be formed, and that pressure is, Of course

, governed

by the head of water above the spot. A close resemblance inthese respects to the actual working conditions of the screw being

thus Obtained,M r Parsons proceeded to actually show the pheno

mena that occurred in the followingway.

The water being near boiling point, the reduction in pressure at

the back Of the blades led to the formation of steam, according to

the well-known law that the boiling point occurs at a lower1 By courtesy of the Parsons Marine Steam Turbine Co.,

Ld .


temperature as pressure is reduced. Intermittent illumination o f

the propeller was obtained from an arc lamp by means of an

ordinary lantern with condenser and mirrors. In this way the

propellerwas illuminated in a definite position of each revolution ,

the light falling on one point only, so that the shape, form, and

growth Of the cavities could be clearly traced, the propeller appearing stationary the cavities about the blades could also be observedin the same way. The propellerwas running at 1500 revolutions

per minute, and the exposure was of a second in duration .

In Figs. 448— 450 we reprint illustrations of these cavitation

experiments. In describing them,M r Parsons stated that a blister

was first formed a little behind the leading edge , and near the tipof the blade ; then ,

as the speed of revolution was increased, itenlarged in all directions, until, at a speed corresponding to that

of the Turbinia’

s first and original single propeller, it had grownso as to cover a section Of the screwdisc

,of When the speed

was still further increased,the screw as a whole revolved in a

cylindrical cavity,from one end of which the blade scraped off

layers Of solidwater,delivering them to the other. In this extreme

case nearly the whole energy of the screw was expended in

maintaining this vacuous space. This shows thatwhen the cavityhad grown to be a little larger than the width of the blade the

leading edge acted like a wedge , the forward side ofthe edge givingnegative thrust. In Fig. 448 the high speed of 1500 revolutionsOf propeller per minute is shown . By the aid Of these experiments

M r Parsons was able to determine the proper dimensions of a

propeller and the corresponding speed of revolution . The resulthas been that the total efficiency of the mechanism has been greatlyincreased

,and the high speeds attained experimentally have been

reached in practice.

The speed Of the latest largest turbines (for Cunard Company) ,it will be noted, was limited to 180 revolutions per minute.

Stopping the Turbinia from Full Speed— The Hon .

C. A . Parsons stated, M arch 19th, 1901 , in reply to the discussion

on his paper before the Institution of Engineers and Shipbui ldersin Scotland, that the propulsive power of the Turbiate was one

ninth of herweightwhen at full speed ; and when the steam wasshut off

,that retarding force alone (if it were continuously and

uniformlymaintained, and allowingfor themomentum ofthe stream

lines of the vessel) would bring her to rest in about 550feet.

Assuming the stern turbines were put into operation as quicklyas possible, he thought she would be brought to rest under 300feet


British Admiralty.Third Class Cruisers.

Reciprocating-Engine Cruisers .

Topaze.

IAug. 14, 1902

Nov. 5, 1903

Nov. 1904. Nov. 1904Armstrong, Gamma”,

Camnial,

Whitworth Laird 00. d: I . 00.

81 CO .

Elswick Birkcnhead B irkcnhead

3601°

t.

89ft. 1051s . 89 11. 105111. 8912. 105111. 30fl .

4oh. 40fl . 40ft.Beam, including rollingchocks

Moulded depth (amidships) 21ft. 8in. Zlfl . Sin. 21./t.

Depth, upper deck to keel .

Depth, promenade deck to

healDraught

— mean l 4i'

t. 6in. 61311. Lift. I“.

Armament 12 4in. Q.F. 18 Q.F . 12 O. F . 13 Q.F .

8 8 pounder

s

84 11011111131 8-8 pounder 8-3 pounder

Q. F. gn Q.F . guns 0.F . guns Q F . gu ns

2 Maximsn

2 M ax ims 2 Max ims2-18in. torpedo 2 torpedo 2 18m. torpedo 84 8511. ta p ed

tubes above tubes above tubes above tubes about

water water waterDisplacement 8009 tons 3009 8009 tons

Protection, conmng tower 3in . IS in.

Protective deck over flat l in. , flat l in. , flat l in

machinery

s

paces slopes 2ih . slopes slopes 21111 .

Protective so at ends flat 0'

75iu ., fi at fi at

slopes l in. slopes slopes l in.

Speed (forward) 38 '

63 knots knots

Speed (astern)Radius ofaction at 20knots

, 8160 2140760 tons

Normal coal, 800 tonsAverage runningg s

‘pleedll speedTime to stop from

aheadHorse-power

Maker Hawthorn,Laird N or Reed

Leslie, 8100 . mand mand

Modified Yar water tuberow watertube

Number installed 109ingleended 1081.

11g1e ended waingleended 103-high

Tube diameter lgin.and1§in. 1u z11 a 1uf 0 and

(2 rows) 11“gim

Rated capacity (lbs . per

hour)Heating surface, sq. ft. 25 ,968

Grate area 4935Draught pressure (water) l

'

6in. to l'

7ih . I 7 1°

11. t02 6‘ 1’n.I

STEAM TURB INE ENGINEERIN G

Course of Steam when Cruising up to 14 knots.

Steam enters high-pressure cruising turbine.

Thence intermediate cruising turbine.

main high-press. turbine.

main low-press. turbine.

condenser.

At 18 and 20 knots the steam first enters the intermediate

cruising turbine, the high-pressure cruising turbine being out of

service.

At full speed the cruising turbines are both out of service.

For Comparison.— Reciprocating Engines in otherVessels.

Reciprocating-Engine Cruisers.

Amethyst. Sapphire. D iamond .

Piston Engines

Maker Cammell,d: I . Co. Laird cf: Co.

, Laird ct Co. ,

B irkenhead .

TypeNumberCylinders , diameters

Revolutions per minute ,

full speed

StrokeRated power, condensingRated power, non con

deusingComparat

'

we Steam Cou

sumption.

l a. per hour of steam at 100 per cent.

20 knotsLbs. per hour of steam at 80 per cent. 100per cent.

18 knotsLbs. per hour of steam at 100per cent .

14 knotsLbs. per hour of steam at 100per cent.

10knotsExhaust 1 steam fromauxilia

xengines

Ame yat”

passed to .

Coal burned per hour, full

speed

Condenser

Made byType

1 This gives the reciprocating engines an advantage.

STEAM TURBINE ENGIN EERING652

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96

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STEAM TURBINE ENGI NEERING

STEAM TURBI NE E NGINEERIN G

TABLE CXXVI IL— Coxru usox or Torn . Sru u Consuxm on.

Amethyst.

24 Hours’ Trial at 10Knots.

I

I.H .P. (Indicated horse

power)Speed

'

1n knots .

Totalwater per hour in lbs.Water for auxiliary lbs .

per hour

Water for auxiliary— per 21 tcent. of total per cm

Water per I.H .P. hourlbs.

24 Hours’

Trial at 14 Knots.

Speed in knotsTotalwater per hourm lbs.Water for auxiliaries— lbs.

per hour

Water for auxiliaries— per

cent of total

Water per I .H .P. hour lbs.

30Hours’ Trial at 18Knots.

Speedm knots .

Totalwatc1 r hourm lbs.

Water per I . . .P hour

I.H .P.

Speed 1n knots .

Totalwaterper hour 1n lbs.

Water per I .H.P. hour

Amethyst.

4 Hours’Trial at Full Power.

I .H.P. . 14 ,000l

10,200Speed

— knots 23 06 23 63 21 826 22 103 22'

34Totalwaterper hour 176 ,845 l . 190

,£525 l . 309

,950lbs. 199 ,140lbs. 226“4401113

Water per I .H.P. hour 13 6 lbs. 13'

6 lbs. 2 1 98 lbs. lbs . 23 2 lbs I

l The Indicated Horse-power of the Steam Turbine Vessel is equal to that of the duplicate vessels.

It is clear from Figs. 452— 5 that the turbines of theAmethyst

are more economical than the reciprocating engines of the duplicatecruisers for speeds above 15 knots

,and less economical below

15 knots.

Warships steam at cruising speed for 90 per cent. to 95 per

cent. of the time they are in service.

MARINE STEAM TURBINES

TABLE CXXIX — Coxrluusoxs or Con . Consol es Br Dorms/1m CamerasTuasmss versus Rscrrnocarmc Escmss.

Type ofEngines. Turbines. Reciprocating.

Amethyst. Topaze. Sapphire. D iamond .

24 Hours’Trial at 10Knots.

Indicated horse-power 897 ‘

Total coal burnt 31 tons

Total burnt per hour . 2893 lbs.

Total

gun t per hour per

Ezraticn per pound of (M

coal

M iles run per ton ofcoal

24 Hours at 14 Knots.

Indicated horse-powerTotal burnt

Total burnt per hour .

Total burnt per 1.H.P. per

hour

Evaporation per pound of 9'

85

coal

Miles run per ton ofcoal

80Hour: at 18 Knots .

Indicated horse-powerTotal coal burnt

per hour

I.H .P.

Evaporation per pound of 9 15

cal


8 Hours at 20Knots.

Indicated horse-powerTotal burnt

per hour

I.H .P.

Evaporation per pound of

coal


4 Hours at Full Power.

Indicated horse-power

Total coal burnt— tons

per hour— lbs

I.H.P.— 1bs.

dEvaporation per poun of

coal— lbs.

Miles run per ton ofcoal l

1

1 The power in the case of the Amethyst is, of course , assumed?the form of the ship is identical in

a 1 cases.


TABLE CXXX — CourAs ArrvE STEAM Consunr'rron rnou THE FULL

Genu s or Fro. 46 4, STATED IN PERCENTAGES,ABE

At 10knots Topaze uses 19 per cent. less than Amethyst.

15 same as Amethyst.

16 knots Amethyst uses 6 per cent. less than Topaze.

18 17

20 21

21 33

22 36

TABLE CXXX1.— COMPARISON or TOTAL STEAM or

“Ansrsrsr”AND

MAIN ENGINES STEAM or TorAzs .

”

Lbs. per I .H.P. Hour.

M echanical Amethyst Topaze"Main Recipro

Engineers Research Turbines including eatingEngines, emludCommittee Trials. Auxiliaries. ing Aum

'

liaries .

Main consideration. Economy in Steam.

“W“vizgé

nmm W ’fi fi

'

fi'wm

14 knots

TABLE CXXX II .— Se or AM ETHYST’S PBopELLEE s AT D IFFERENT

SPEEns (MEAN or THREE PBorELLEBs).

10 knots 113 per cent.

14 l3°

6

18

20

very heavy weather23 63 smooth sea

TABLE ( XXXIII .— Ru ne s or ACTION or

“Amethyst”COMPARED m a

Topaze. Coal capacity 750 tons each vessel.

Type 01 Engine.

Parsons

Speed knots Radius N .M . Radius N .M Advantage

10 6670 7800 31 per cent.14 4950 5100 3 per cent.18 3600

20 3160

22

per cent. speed

14 radius


Cobra.

” Velox. Eden.

H'

h-pressure Turbines

umber 2 1 2

Position outer shafts. outer shafts

Revolutions per minute 1180 1060

Low-pressure TurbinesNumber 2 2

Position inner shafts inner shafts

Revolutions per minute 1180

Cc-astern TurbmesNumber 2 2

Position inner shafts inner shafts

Revolutions per minuteRated horse-power con

densingRated horse-power non

condensingPiston engines I.H .P. each

Maker .

Type

NumberCylinders’ diametersRevolutions per minutefull speed

Connected to l.p. Tur

bine shaft by

Stroke .

Rated power condens

ingRated power non-con

densingSteam consumedWei ht of steam per hourfu l apsed

Coal burned er I .H.P.

hour at spec

Coal burned total per

hour

Condenser

Made byTypeNumberSurface, sq. ft. 8000

Surface of augmentcr none

Illustrations of vessel Fig. 456 Fig 457

Guaranteed Speed knots 31

From preliminary experi

ments

Steam per I.H .P. hour 159 118.

Propulsive coefficient, i s. 55 per cent

ratio of ropulsive

H .P. to I .H.E.

1,1Starboard turbines were independent ofPort turbines in

“Viper and in Cobra.

31 knots,lbs.

27 knots25 lbs.

knots,26

'

2 knots See Table

7°

35 tons tons CXX X V1.,

11} knots , p . 663 .

n ot. per

hour.

MARINE STEAM TURB INES 661

TABLE CXXXIV.

“VELox ” TRIALS.

Mean speed 1 hour at full power . knots

Fastest pair of runs, mean

Mean revolutions per minute 1180

Forced draught (water gauge) 4} inchesFastest run

represented I .H.P.

Flo. 456 Viper.

(The I nst. of Enyrs. an dShipbuilders of Scotland. )

TABLE CXXXV .

Taking-over Trials on River Tyne.

Full power, mean speed 270 7 knots.

Coal consumed tons per hour.

2

Steam pressure 200 lbs. per sq. in.

Boilers in use 4

R.P.M . of turbines 840

Vacuum 27 inches ofmercury.

Coal Consumption Trial of Reciprocating Engine.

D uration of trial 12 hours.

Speed knots.

Coal consumed cwts. per hour.

Steam pressure 212 lbs. per sq. in.

R .P.M . of engines

Vacuum inches ofmercury.

1 The E ngineer, 241, M arch 6 , 19 03.

2 The Engineer, p. 39 , July 8, 1904 , gave tons per hour at knots.

Recent Torpedo-Boat D estroyers.

1— For comparisons , we

give below a return made to an“order of the Honourable the

1 The E ngineer, supplemented by data on coal,by courtesy of the builders

ofdestroyers built and launche dbetween January 1st, 1902, and July 1904 .

STEAM TURBINE ENGINEE RIN G

Isle ofMan Steam Packet G.W. Ry. Cc. , and3mm”

Co. o.s. Ry. (Ireland).

Name of Vessel Viking.

Date oflaunch March 7 , 1905Name ofbuilder Armstrong,W. Co.

PlaceVessel

’s length overall

BeamDepth, upper deck to keelPassenger accommodationSpeed .

Boilers .

Pressure

Turbines

D isplacementPassengers accommodatedShafts .

High pressure Turbines . numberLow-pressure Turbines : number

1 The St George,”

St Patrick, and St David will run between Fiahguard, North

Pembrokeshire, and Rosslare , Co. Wexford. The journey is 64 nautical miles (62 statute miles) .Timc , 2}hours.

9 Season'

swork : 8880 nauticalmiles on 4210 tons of coal, ton per K.M . ; average speed,

221 knots . Economy over Reciprocating vessel on same route , 28 per cent. , and one engineer,two greasers, and one fanman less stair.

Turbine Steamers, Ltd. ,

s tain John Williamson ,Managing

irector.

River Clyde Passenger Service,Greenock and Campbeltown.

Turbine Vessels.

R‘Ciprm i"?Engine Turbine

King Queen D zwhess ofEdwa Alexandra. I Hamilton. Maud.

Feb.no, 1904

Place

Vessel’

s length overall 250572. 300 ft.

Vessel’

s ls 11 betweenperpendicu er

Bea

Moulded depth to maindeck

Depth to promenade deckDrau ht

Rud ere

MARINE STEAM TURB INES

Turbine Vessels.

King“ Queen

Edv a Alexandra.

Pass

qnger accommodation 1994or

Number ofcrewlst class2nd class8rd class

700562

20°48 knots 21 63knots

Average running speed

Horse-power, from Messrs 3500

Denny’a tank experi

mentsBoilers

Maker . Denny Co . Denny 8: Co.

8 furnaces

Return tube Largedouble

double ended

ended.

Number installed 1

Rated capacity (lbs. perhour)

Heating surface, total .

Grate area

Draught pressure (water) ins.

Steam pressure 150 lbs. per 150 lbs per

in. I sq. in.

Feed-beaterreceives steamexhaust from

D iameterNone. None.

Number

5 5

Per shaft Centre Each Tandem side‘:shaft. side. propellers,l 2

Number ofblades eachOne. Four.

57ins. 40ins. 48ins. 36ins.

Distance apart Mt.

Rudders

Triple Ea:

paneton

Estimate.

lD uchess qf

1 Queen Alexandra’

s prepallers changed 1008 to one each shalt.

Princess

l aud.

”

150

60 ins.

at bothends


King QueenEdward . Alexandra.

Made byNumber

Steam steeringgear by

Hi h-pressureTurbinesumber 1 1

Position Centre shaft Centre shaft

Revolutions perminute 500 750

Expansion Five fold

Lowpressure TurbinesNumberPosition

shaft

Revolutions perminute 760

Expansion 25 fold

Total expansion 125 fold

Go astern Turbin

Number 2 2

Inside ex Inside ex

haust end of haust end of

l. p. turbines l.p. turbines

Revolutions per minuteRated H.

-p. condensing

Rated horse-power non

condensingFor comparison . Rec1pro

eating Engines in

Pia

oth

lgr

.

vessels

ton n as :

Maker .

gin

Cylinders diametersRevolutions per minute

full speed

Stroke .

Rated powercondehamgRated power non con

dousingSteam consumedW ht of steamper underI5 lbs.

I . .P. hour full speed

Coal burned per hour full

speedMam Condensers

Made by

fi berSurface

Surface of augmenter(ifany)

Power used by augmenter

Steamerfor commfi son.

Triple Ea:

l aud.


Turbine Vessels.

KingEdward.

” Alexandra. Hamilton.

Vacuum inches mercuryRevolutions per minuteh.

p. turbine

Revo utions per minutel.p. turbine

Revolutions per minutereciprocating engines

Average sea speed on 160

miles run to Campbeltown andback

Ave coalconsumed, ih 18 tons

clu ingli hting, perdayAverage consumedper 1

‘8 lbs.

equivalent I.H .P. hour

FIG . 459. Queen Alexandra.


TABLE CXXXVI I .— Conrs nrsos or COAL Consunr'rron.

Reciprocating

Days running . 79 80

Total knotsTotal ofcoal burnt I 1480 tons 1909 tons 1769 tons

Average speedI 18}knots 185 knots 165 knots

Coalpermileat same speed 264 lbs. 353 lbs. 253 lbs.M iles per ton of coal 85 6Q 9

Authority Capt.Williamson Capt. Wi lliamson The Mechan ical

Engineer, Feb.

1,1902

STEAM TURBINE YACHTS .

Name of Vessel Narcissus Emerald Io rena Libellule Albion

Built for . A. E. M iller Sir

Mendy, Christopher

Derby Fumess

Mr Gould

Turbine yacht1903

Dec . Oct.

F. J. Stephen Cox & King,

LondonFairfield A . Stephen Ramage a

a Son Ltd. Ferguson ,

Place Glasgow Leith

Vessel’s length 245ft. 236ft. 263ft. 270ft.

Length between per 198ft.

pendicular

Beam 28ft. 8in. 33ft. Sin.

Beam,1ncluding rolling

checks

Depth, moulded . l8it. 6ih . 20ft~ 3ih .

Depth, upper deck to

keelDepth, romeuade deckto kee

Draught

Passenger accommodation

Tonnage, by yachtmeasurement

Displacement 1303 tons

Speed forward knots 1

astern

Length ofJourney

1 With 240 to ns of coal on board.

His Majesty the King of England’

s yacht is equipped with turbines . The Mahrouasa, the Khedive'

s

yacht, ls also equippedwith turbines. See p. 031 , items 60and 61.


S'

rm Tunama Yaou'

rs— continued.

Narcissus”

Elnorald Lorena Libellule

Average s

peed

Horse

m-ge-power I .ma 8500

Boilers

MakerType Mult1tubular Single

-endedScotch

Number installedRated capacity (lbs. perhour)

Heating surface, total .

Grate area

Draught (water) pressureForced draught

— t

Steam pressure bs. 180 lbs. 150 lbs.

per sq. inch.

unnels :

Number

Superheaters none

Shafts

D iameter

Number ofblades eachDiameter

Steam turbine Rateau

Made by Parsons Parsons,

weight1

TyreCruism TurbineNum er

Position

H1

§h-pressureTurbinesumber 1 1

Position Centre shaft Centre shafl:


Low-pressure Turbines :Number 2 2

Position Each side Each side

shaft shaft


Go astern Turbines

NumberPosition

Revolutions per minuteRated horse-power con

densingRated horse-power non

condensingSteam consumedWei

glht of steam per hourspeed

1 70tons lessweight than the reciprocatingmachinery originally designed for the Lorena.

reciprocating

Steam pressureatboiler?At step valveIn h .p. TurbineIn 1.p. TurbineVacuum (mercury)

R evolutions rminute:Centre Tur

'

ne

WingTurbinesAir and circulatingpumps

M ean speed onmeasuredmile

Steam pressureboilers per sq. in.

Steam ressure in h.p.

Turb ne

Steam pressure in l.p.

TurbineVacuum inchesmercury

at


Sm u Tuna!NB Vacu a-M ud

Narcissus.’ Emerald.

”

Lorena.

” Libellule.

150 60

Su m Tunama Vasame BUILT BY Mnesns Yan owa Co LTD .

Turbine Steam Reciprocatingand Turbine

Yacht. Steam Yachts.

Tarantula. Caroline.

”No. 1125 .

Col.M‘Calmon

Mr W. K . Russia

Vanderbilt,1902

Yarrow“

Data kindly supplied by M essrs Yarrow 00 .

Albion.

67 4 STEAM TURB IN E ENGI NEERING

Srs AM Tenants Vaseline— continued.

Turbine Steam Reciprocat'

and Turbine

Yacht. Steam achtet

Tarantula. Caroline. No. 1125.

Place Poplar,London PoplarVessel

’s length overall 152ft. 6in 152ft. 6in

Length between perpendicular

I Depth

Tonnage by yachtmeasDisplacement 140 tons 140 tons

Dra ht 5ft.

Spee knots forward 26 4

astern Reci roosting Reciprocatin

10 14 knots knotsLength ofJourneyAverage runningHorse-powerBoilers .

Maker Yarrow

Righ t installed

Rated capacity (lbs. per hour)

Heating surface tots

Grate area, tototalDraught pressure (water)Steam pressure— lbs. per sq. in.

Funnels

Number .

DiameterSuperheaters none none none

Shafts :

D iameter

8, later 5

r shaft centre sides2 centre sides

umber ofblades each 8

Diameter 37in. 32iu.

34in.

SteamT urbine

Made by Parsons OerlikonWorks

Type Rateau Tur Parsons

binesNumber

Recip. Eng1ne 250B .H.P.

Course of steam .

Reciprocating Engine

Number none

Horse-powerPosition .

Revolutions perminute .

1 Later 86in. propeller on each shaft.

2 See p. 082 for the five propellers ; only the original 3 are referred to here.

3 Reciprocating engine takes steam from boiler and delivers exhaust to condenser. Turbines

do likewise.

67 6 STEAM TURB INE ENGINE ERIN G

STEAM TURBINE Vrs sicLs— continued.

'

lhi rbine Steam Reciprocating;and

'

Ihi rbine

Yacht. Steam achts.

Tarantula. Caroline. No. 1125 .

Electric-lighting Engine

Maker

“iiK. capacity eachPosition

Drawin ofvessel

oftur ins

ofcondensing plant

ofreciprocating enginesIllustration of vessel .

ofTurbines

Feed PumpsMade byTypeNumberWater cylinder diameterstroke

Steam cylinder diameterCapacity per hourSteam consumed per hour

Oil circulation umps

Oil pressure, bs. per sq. in.

Steam consumed per hour

Boilers, includingwater .

Turbine machinery— lbs . 17 ,2oo1

Main reciprocating engines

Shafting

Test Res ults Tables belowWhenfir inghowmany boilers .

1

Guaranteed speed .

Six hours’

trial speed

Mean speed on measuredmile

Whenfi ring all boilersGuaranteed speed .

M ean speed 011 measuredmileWith di splacement

Steam pressure at boilers, lbs. per

. in.

in .P. turbine

in L.P. turbine

Vacuum,inches mercury

Revolutions per minute H.P.

Turbine

L P.

’

h irbine

reciprocating engines

Fuel liquid“3 Welsh coal Welsh coal

1 Capable ofover 2000 horse-power ; 815 lbs. weight per horse-power output.

9 D ie Turbine, p. 28, Oct. 1904 .

MARINE STEAM TURB INES 681

TABLE CXXXVIII. —“ Oaroline RESULTS or Finer Tss'

rs or a s Ym owa Co.

’s Tonn no Boa-r u '

t rub wrrn one Rscrrsocsrmo Enema TwoRu n e Tusnmss. (Fig.

Trials m October 13th,1903 (wind rather strong).

Each of two turbine shafts had a three-bladed propeller, 32 in. diam. 30 in. pitch.

The centre (reciprocating engine) shaft had a propeller 48 66

Number ofTrial. II.II I I .

Number ofruns on measured mileNumber ofpropellersEifective pressure of steam on

admission to high-pressure tur

bine, lbs. per sq . in .

Condenser vaccuum— inches

Speeds attained in various runs— in knots

Mean speed of vessel— in knotsRevolutions perminute ofrec1p1ocating engine

Revolutions per minute of high

pressure turbine

Revolutions per minute of low1ressure turbine

E. . .P developed on shaft oi'

reciprocatin engine

Slip of prope ers driven by re

ciprocatin engine

Slip ofprope lers driven by high

pressure turbineSl1p of propellers driven by low

pressure turbine

The E .H.P. developed on shaftwas arrived at by deducting 10per cent. recorded by the Wattindicator.

1 In the first trial the reciprocating engine alone received steam, while the turbines revolved

idly , due to the action oi the water on their propellers. The other trials were made withprogressively increased steam pressure, supplied to the high-pressure turbine.

9 The low-pressure turbine gave more power than the high-pressure turbine , due, ProfessorRateau stated ,

to the condenser giving better results thanwere anticipated.

The complete absence of vibration was especially note

worthy.

Additional Propellers on Carolina’

s Turbine Shafts.

Curves B, C,

and D , Fig. 47 1 (opposite), showed that the

propeller surface was rather too small for speeds above 21 knotsA second propeller was consequently added to each of the turbine

shafts.


TABLE CXXXIX — Rnscurs or Snooun Tns'rs or Masses Ysm w Co.

’s

ToarxDo-Bosr.

Trials r un January 19th, 1904, with 5 propellers.

On the middle shaft (reciprocating engine) one propeller 42 in diam. 66 in. pitch .

one side shaft (high-press. turbine) two 33 33

other side shaft (low 32 32

Number ofTrial

E ilective pressure oi steam on

admission to high pressure tur

bine— lbs. per sq . in.

Condenser vacuummercury

Speed of vessel (two runs)knots

Mean speed of vessel— knotsRevolutions perminute of reciprocating engine

Revolutions per minute of

.

high

pressure turbine

Revolutions per minute of low

pras sure turbineSl1p ofpropellers driven by reciprocating en

gine

Slip of prope ler driven by high

pressure turbine 13 6 7,Slip of propeller driven by low

pressure turbine 24‘

0‘

X,

l The turbines were designed for 156 lbs. per sq. in. For the same steam consumption

the speed is less than on October i sth,1903 (see previous records, p . except at

maximum speed.

The two screws on each turbine shaft give better resultsthan the single screws in the previous trials, but the efficiency

of the turbines is much less, their speed having been greatlyreduced.

The added screws, located near the hull, gave rise to consider

able vibration.

To obtain the estimated efficiency of the turbines it wasnecessary to reduce the propeller surface and allow the

turbines to revolve faster ; this was done for the third set of

trials.

STEAM TURB INE EN GINEERING

Date of launch

In regular passenger service

Name ofbuilder

PlaceVessel

’

s length overall

BeamMoulded depth

Depth .

Promenade deck to keelDraughtWatertight bulkheads, numberPassenger accommodation ,

re'

stered

lst c ass

2nd class

3rd classDisplacementNet re

'

stei

Speed onward— knotsSpeed astern— knotsLength ofJourneyTime on journey

Running speed knotsHorse-power I.H.P.

Boilers

Maker

Nyurzber si ls-euded

Number ddl

u

gble-ended

Rated capacity, lbs . r hour

Heating surface, tots

Grate area

Draught pressure (incheswater)

Steam

;pressure (lbs. per sq .

in.

Funnels

D iameter

Queen.

South-Eastern and Chatham Railway 00 .

Dovar— Calais.

Turbine Steamers.

Onward . Invicta.

April 4 , 1903 March 11,1905 April 19 , 1905

June 28,1903 Spring 1905

Denny Denny

Dumbarton Dumbarton31Oft.

4oft.

3loft.

40ft.

26ft. 6in.

1700 tons

British India Steam Navigation Co.

’

Zealand.

Newhaven and D ieppe.

Turbine Driven.

Anmdel. “ Linga.

” “ Lama.

” “ Lunka.

”

8, 1904

Aug. 1904

M ary J: Denny

D umber-ton Dumbarton300ft.

43ft.

106020113 2440tons

ao-u

m

113-03°

18-03

'

30; at.

l The l aheno, 5500 tons, 7000 li .P 17 ) knots.3 turbine-driven propellers, has been added to the of

N .Z.

’s fleet. 400 feet long, 60 feet beam, 32; feet deep . M aheno accommodates 223 first-class, u s second-c lass,

60 third-class passengers. Trials Sept. as. 1905,with 3000 tons dead weight. 17 15 knots with all boilers. I t has

2 double-ended,2 single-ended boilers, B owden

’

s forced draught.

3 The “fi ngers”and two sister ships 2300 tons, 6000 H.

-P., 18 knots, 3 turbine-driven propellers added to

the Co.

’

s fleet. 800feet long, built by M essrs Workman-Clark.

STEAM TURB INE EN G INEERING

Turbine Steamers.

Queen. Onward ” Invicta.

"

totalofblades each

Diameter

Made by Parsons SteamTurbine Co.

Governors

H'

h pressure Turbines

umberPosition

Revolutions perminute.

Expansion

Low-pressure TurbinesNumber

I Revolutions perminute

Expansion

Total ratio ofexpansion

Go-astern h rbines :

NumberPosition

Revolutions perminuteRated horse-power condensingRated H .

-p

.

. non-condensingFor comparison . Reciprocating

Engines .

Piston Engines

Maker .

Cylinders diameters

l Queen has only three propellers now, 7zim. andWins. diam.


Turbine Steamers.Steamer.

Name of Vessel Queen. Onward. Invicta.

R.p.m. full speedStrokeRated power condensingRated power non condensingSteam consumed .

Weight of steam per hour fulls eed

Coa r I .H.P. hour— lbs.

Coal urut at full speed

Surface

Power used byAir Pump and Circulating 1 beam engine

Pump .

Maker

Vacuummaintained at full

discharge at full

Steamdper hour used at full

Ai

znp

ifump barrel diameterstroke

Steam cylinder diameter

Strokes perminuteCirculating Pump on air pump

engine shaft

Made byTypeSteam per hour at full speed

Weight of simulati ng water !

per unitweight of steamTemperature suctionTemperature discharge

Electric lighting Engine .

Maker

Position

1 Queen does journey in 9 minutes less time than Victoria and Empress on the same weight of coal.

M ARINE STEAM TURB INES

Turbine Driven .

Brighton.

” “Dieppe. Arundel.“ In ongana.

” “Lhassa.

“Linga.

” “Lama.

1 In a comparisonwith a Reciprocating Vessel of equal power by Mr R . J . Walker at Liverpool Eng. Soc Feb .

1906. the Dieppe consumed l '

8 : i'

8 ; 20 lbs. per B .P.H . against the reciproca ting vessel'

s I °S and P6 lbs o

per H .P .H . at full, threeq uarters , andjone-tbird power respectively.


Turbine Steamers.

Queen. Onward. Invicta. Vida -( q

Steam TillerMade by Brown Bros.

Figures .— Crosssectionshowing Fig. 472

turbines and condensersIllustration of vessel Fig. 473

Weir

Water cylinder diam. strokeSteam cylinder diameterCapacity per hourSteam consumed per hour

Oil circulation— pressure

— consumption infinitesimall


Boilers, includingwaterTurbinemachineryMain reciprocating enginesShaftin

otal

Guaranteed speed, knotsFour-hour trial, knots .

Mean speedonmeasuredmile, 21 76

knotsSpeed with h.p. steam in 13

two l. .p turbines,h.p.

turbine running idle

Steam pressui e at boilers pe1

In

s

t.

“l

p. receiver per sq. i

In 1.p. turbine (mean) 119 1 121113.

sq. in

Vacuum— mohes mercuryR.

p.. .m horse-power turbinep. turbine

Reciprocating engines .

Engine-room staff .

S'

ngrom forward speed of

Vesselbrought to restm time

Vessel brought to rest in

distance

Retardation feet per sec.

‘3

Average superiority over

paddle steamers

Ing‘qdweather

In weather

1 Chairman ,S .E . Ry. Co .


Van s “w as. 00p a n. L 9 M .

F IG . 472. — The Queen. S.E. St C. Ry. Co. Dover-Calais.

Cross-Section of Steamer, showing Turbines and Condensers.

Servi ce M idland Railway Co.

Heysham Harbour to IrelandRoute

and to Isle ofMan.

Turbine Steamers.

Name of Veasel Manxman . Antrim. D onegal .

June 15 , 1904 Mar. 22, 1904.

M essrs Biles, Gray 8; Cc . ,London.

Wm. Denny [Viokers, Sons, John B rown Ca ird ti

and Bros . 8: Maxim «b Co.

, Ltd . Ltd.

Place llunibarto n Barrow Clydelmnk Greenoclr

Vessel’

s length overall 33nit. Ju’

Ufl . 421017.

Length between porpcn~

dicular

BeamBreadth (moulded) 42ft.

Depth, upper deck to keel M fr.

Depth , promenade deck to 251‘.ft

keel

D raft ltlft.

Passenger accommodatio n

l st class

2nd class

3rd class

D isplacement 2400 to ns 2400 t ons

Gr oss tonnage’086 2174

Net 629

iSpeed forwar d knots 23 knots

696 STEAM TURBI NE EN GI NEERI NG

Name of Vessel

Rated h.-p. non-condensing

eating EnginesMaker

TypeNumber .

Cylinders diameters

Revolutions per minutefull speed

StrokeRated power condensing .

Rated power non”con

densingSteam consumed .

Wei ht of steam per hour

fu 1 speedWeight of steam per hour

halfspeed

Coal burned per hour (fullspeed)

Main Condenser

Made byTypeNumber

Surface ofaugmenter

Steam used by augmenter

Illustration

Air PumpMakerTypeSupplementary dry air

pumpVacuum maintained at

full speed

Temperature of discharge

at full speed

Lbs. steam per hour used

at full speed

Illustration

Turbine Steamers.

Manxman.

DonnySurface

2

8700

Augmenter condenser by none

Air pump barrel diameter “ins. x 9ins. 23ins.

O

x Sin.

and strokeSteam cylinder diameter

Strokes perminute .

Circulating PumpMade by Paul,

barton barton

10ins.

Dum Paul,Dum

Reciprocating Engines .

4 m m. M I.

1. B row'

nA:Go. Caird 4: Co

Clydebank GreenockTriple ezpans. trip le armies .

I2

two ofMine. two of“in s190 190

30ins.

No data available .

B rown rd

24'

5 ins.

My 492201m. x 16uw. 2012713 . x 16m

MARINE STEAM TURB INE S 697

Turbine Steamers. Reciprocating Engines.

Nam of Vessel . Manxman. A ntrim. D onegal.

TypeSteamp. hourat fullspeedWeight of circulatingwater per unit weightofsteam

Temperature suctiondischarge

Electric-lighting Engine two turbines two turbines two rec ip ro

cating eatingMaker Parsons D e Laval Bellies d: Bellies «t

M oreom M arcomT

Kywcapacity eachPosition shaft tunnel engine-room

Drawin ofvessel Figs. Figs. F igs

of tur ine Figs.

and 484

of reciprocating engim s F igs.

for comparisonofboiler arrangement Fig. 488 to 49]

ofcondensing plant . Fig. 486

of slip ofpropeller Table CXLI . Table CXL I .

Photographs of vessel .

of engine room Figs.

7

485 and48

of turbine details

of condenserof air and circulating F ig. 49

pumpsof rec1procating engines

Feed PumpsMade by Weir Weir Weir c ir

Type direct double direct double direct double direct double

act. act. act. act.

Number . 2

Water cylinder— diame tei 1 line.

strokeSteam cylinder diameter . 26ins. 26ins. 36 ill8.

Capacity per hourSteam consumed per hour

Oil circulation two Weir


Boilers, includingwater 390 tons 460 tons

Turbine machinery 160 tons

Mainreciprocatingengincs

Shafting

.

Propellers

Total 575 tons 630 tons

Weights of propellers obtained by difference from total weights as stated, July 20, 1005, and partialweights in Engineering.

"I ,O YR‘A’O

FIGS. 480and 481.

M ARINE STEAM TURB INE S 701

Fm. 480.

TURBINE ROOM .

Fm. 481 .

M idland Ry. Co.

’s S.S. Londonderry and Manxman .

”


By the courtesy of M r William Gray of M essrs Biles, GrayCc .

,who designed these vessels, many details not previously

published are included above.

Our acknowledgments for illustrations are due to the Institution

of Naval Architects, the M idland Railway Company’

s Officials,

and the Editors of Engineering.

Tu m CXLI .— a or.u'rrons AND Su es or Tenants 1 1m Rscrraoea'mro

Eas tman Smr.

l l am a.

”

Speed.

M eanRevolutionsPercentage Sli

MeanRevolutions

per M inute.p.

per M inute .

15 knots

Position of Starting Platforms .

— In the M anxman the

starting platform is on the same level as the turbines ; in the

Londonderry it is on the level of the deck above, and the effect

is not quite so satisfactory in respect of light, or overseeing by the

engineer-in-charge.

Fig 485 on the previous page is reproduced from a photographic

view looking towards the port side of the ship, and shows all three

turbines. The high-pressure turbine is in the centre, and the

mechanism connected with the governing is clearly indicated.

Governing Turbines .

— The governors, which are mounted on

each shaft,only come into operation in the event of a breakdown ,

or of excessive racing of the propeller shafts. The system of

centrifugal governor generally adopted in Persons turbines moves

a smal l relay plunger which regulates the steam admitted to a


F m. 488.

m u 0?

F LI N I f ”PFC. DEC“

80 !LER ROOM .

Fro . 489.

FIGS. 488 and 489. — Midland Railway Co.

’s Four Steamers Londonderry,

”

“Manxman,

”Antrim, and Donegal.

M ARINE STEAM TURB INES 709

relay ,which in turn actuates the main throttle valve, generally of

the balanced double-beat type. The exhaust from the steam relayis utilised for the steam packing of the end glands. Thus the

governor, having only to move the small plunger, has very littlework to do

,and therefore can be made very sensitive . The

sensitiveness is still further increased by keeping the whole

governor gear in slight movement by connecting one of the pivots

of the lovers with a cam. These movements are so rapid as not

to affect the even turningmoment of the turbine.

Steam By-pass to Intermediate Stage

— Ou the top of

the high-pressure turbine is the by

-pass valve which is used for

the admission of steam at full pressure to an intermediate stage on

the high-pressure turbine , so as to increase the power— at the

expense, however, of economy . D uring the trials of the M nnxman

no such high-pressure steam was admitted at the intermediate

stage, the turbines beingworked to the full degree of expansion.

Steam to Glands,eta — The pipes for the admission ofsteam

to the glands, as well as the smaller pipes for oil and waterservice

,are also shown. The passage

-way between the turbines

leads to the after-end of the engine-room

,where the oil pumps are

placed, as well as to the tunnels.

Some Test Results — Two other trials were made over the

measured mile,and the results

,subsequent to the official test, may

be given

TABLE CXLI I .

— Uxorrrcu n Teer or M I D LAN D Ru nway Co .

’

s Srnan sn

M ANXMAN .

”

M ean speed of two runs

Boiler pressure per sq. in.

Steam in high-press ure turbine

low-pressure turbine, portstarboard

Vacuum in condenser, por

starboardRevolutionsperminute , high

-pressure turbine

lowTemperature of feed-water leaving heaterAir-pressure in stokehold

TABLE CXLII I .

— Orrlcmn Tns'r or M IDLAND RA ILWAY Co .

’s SrsAnna

M ANXM AN .

”

Mean speed

Revolutions,high

-pressure turbine

Revolutions,low-pressure turbine

1 Vacuum, port

Vacuum,starboard

l The vacuumwas read by a mercury co lumn connected to the main condenser discharge .


Augmenter Condenser — The high vacuum was maintainedthroughout frequently as high as 29 in.

,by the use of a vacuum

augmenter. In it the air pumps are placed about 3 ft. below the

bottom of the condenser (Fig. 486, p. From near the

bottom a pipe is led to an auxiliary condenser, about one

twentieth the cooling surface of the main condenser, and in a

contracted portion of this pipe 8. small steam jet is placed,

which acts in the same way as a steam exhauster,or the jet in the

funnel of a locomotive, and sucks nearly all the residual air and

vapour from the condenser, and delivers it to the air pumps. A

water seal is provided, as shown in Fig 486, to prevent the air

and vapour returning to the condenser. Thus,if there is a vacuum

of 27} in . to 28 in. in the condenser, there may be only about 26

in. in the air pump, which therefore need only be of small size, the

jet compressing the air and vapour from the condenser to about

half of its original volume. The smal l quantity of steam from this

steam jet, which is only about 15 per cent. of that used by the

turbine at full load,together with the air extracted, is cooled down

and condensed by the auxiliary condenser, which is general lysupplied with water in parallel with the mam condenser. Con

densation in a condenser takes place much more rapidly and

effectually if the air is thoroughly extracted than if there is much

air present.

Allan Line Cc . , Ltd.

Liverpool to Canada.

Pioneer Turbine Vesselsfor Ocean Service.

Recaprocatmg Enym a.

Name of Vessel Victorian. Tunisian . Bavarian.

Jan . 17 , 1900

A: Son

Vessel’s length overall

Beam

Bulkhead compartments .

Water-tight spaces , totalDraught .

Passen er accommodationl st c ass

2nd class

3rd class

7 12 STEAM TURBINE ENG INEER ING

Pioneer Turbine Vesselsfor Ocean Service.

Victorian .

”Virginian. Tunisian . Bavarian.

Rated h.-p. condensing

Rated h.-p. non-condensing

For comparison ReciprOo

eatin

gEngines

Piston nginesMaker Denny

pe Triple Earp .

umberCylinders diametersR.p.m. full speedStrokeRated power condensingRated power non-con

densingSteam consumedWei ht of steam per hourin 1 speed

Wei ht of steam per hourha fspeed

Coal consumed perhour (fullspeed)

Condenser

Made by D ennyType Hart

’

z. tubular

NumberSurface

Surface of ‘augmenter

condenser

Power used by‘aug

menter ’ condenserAir Pump : Fig. 492

Maker Weir

T pe Beamseuum maintained at 28in.

full speedTemperature of discharge 80

at full speed

Steam per hour used at

full speedAir pump barrel diameter 31in. x 21in .

and strokeSteam cylinder diameter 1 lin. x 21in.

Strokes perminuteCirculating PumpMade by GwynnTypo

Steam perhourat fullspeedWeightofcirculatin waterperunitweight 0 steam

Temperature suctiondischarge

Electric-lighting Engine

M akerType Enclosed

MARINE STEAM TURB INES 7 13

PioneerTurbine Vessels I

for Ocean Service.

M procatzng Engines.

Virginian. Tunisian. Bavarian.

K.W. capacity eachPosition ’Tween decks

Telegraph system and print Marconiing outfit

Illustration ofvessel Fig. 493

Illustration ofturbine details Fig. 494, 515

Illustration of condensingplant

Feed PumpsMade by Weir

Type Vertical

Number 2

Watercylinderdiam. stroke 14in.

Steam cylinderdiameter 19in. x 3oin.

Capacity per hour 11 strokes permin.

Steam consumed per hourOil circulationSteam consumed per hourWeights

Boilers, includingwaterTurbine machineryMain reciprocatingenginesShafting

Total

Number ofboilers in use 8

Guaranteed speed, knots 17

per hour

Six hour trial speed 18'5

Mean speed on measured 19

mileMaximum speed on meas 195

9

ured mileR.p.m. of turbine 26073 (298)Whenfi ring all boilersGuaranteed speed 17M ean speed on measured 19

mileSteam pressure at boilers 180

per sq . in.

In h.p. receiver 170

In l.p receiver 26Vacuum, inches mercury 28

Revolutions per minute h.p. 297turbine

Revolutions perminute l.p. 300

turbine

R.p.m. reciprocating engines None

1 The l.p . turbine weighs 78 tons. 2 This speed and revolutions per minute with (estimated)H .P. on March l 6th, 1905 , of! Skelmorlie. Other tests made on Clyde, M arch 2oth, 1906 (bottom

not cleaned before trials after lying up 3 months) , and included herewith data and photos on p . 7 78 ,

“an. 515 and 516, by courtesy ofChief Engineer, J . W . Hendry .

3 400 tonsweight saved by turbines. J . H. Biles , LL.D . , British Association,1905 .

STEAM TURB INE ENGINEER IN G

Cunard S.8. Co.

Liverpool to NewY ork and Boston.

Mercantile Cruisers.

Tuasms Srmu sas. Rf 6 l7fl'

uoafi r‘ i

'j ll l ’t

Name of Vessell

m'

n

rt

nr

gige

é .

Cum in

Lac.”

l Date of layingkeel plate May 17 ,1904

Date of launch Feb 21,

Ju ly 13 ,

1905 1904Date of completion Nov. 1905 1906 End 1907 Jan. 1

1905

Name ofbuilder

Cl de

bznkVessel

’s length overall

Between perpendicular 660

Breadth 72m.

Includin rollingchocks

Depth mou ded 62ft.

keel to roof navig. 90ft.

bridge

keel to funnel top l i 4ft.

mast top 205ft.

Boat deck 80

D raught 33111. 33 or34ft.

Passenger accommo da 3100

tion and crewlst class

2nd

3rd

Steerage

Otiicers and crewGross tonnage

D isplacement 30,000

21 knots 25 knots 25 knots

l ('

aroula equal to the Saxonia,tested by Navy Bo iler Committee, E ngineering, 723, Dec . l st, 19 6

131 lbs. steam per

1 1 '

s 1 lb. coal.

M ARINE STEAM TURB INES

Tuanwa S'

rns nsns. Rec iprocating.

Cmnpan iaN ame of Vessel m n

r

flge

di

aCaro nia . and

Lucaa ia.

A verage running speed 18 knots 25 knots 25 knots 18 22 k nots

Quickest run Queenstown 6§ days 7 days esti 5 d. 7 hr.

and NewYork estimated 23 m.

Horse-power I.H.P. to 7 to to

estimated estimated estimatedBo ilers

M akerTypeNumber installed

Furnace diameterRated capacity (lbs . perhour)Heating surface

,total sq

Grate area 1200sq.ft.

D raught pressure B owden’

s

(water)Steam pressure (lbs. per

sq . in . )Funnels

NumberD iameter

Superheaters

Pro ller Shafts

umberD iameterWe

'

ht

Pro 1 ers per shaft

umber ofblades eachD iameter

S team’

h irbine

Made by

H igh pressure Tur

bines

NumberPosition

Revolutions per minuteLow-pressureTurbinesNumberPosition

Diameter of rotor

STEAM TURB INE EN GINEERING

Tuanwa Su n rises.

Mauri OrderedName of Vessel tame .

”July 1905.

Caronia .

Length of rotor

Revolutions perminuteGo-astarn TurbmesNumberPosition

Revolutions perminuteRated h.

-p. condensing

Rated horse-power non

condensingFor omnparison Recipro Height from shaft

eating Engines centre, 30ft.

Height from bed, 36ft.Piston Engines

MakerTyre

R epart

Cylinders diameters

Revolutions perminutefull speed

Stroke

Rated power condensin

Rs power non-con

densingPressure

For both Turbines and

Reciprocating Engines

Steam consumedWeight of steam per hour

full speed

Condenser

Surface

Ifany augmenterSurface of

paVyacuum maintained atl

1 Csrmania has also two double dry-sir pumps 20 in. diam 7 in. stroke.

'


TURBINE STEAM ERS.

Unnamed.

July,1905.

Caronia.

Steamconsumedp. hour

Boilers, includingwaterTurbine machineryMain reciprocating en

gines

ShaftingTotal .

Savingofweight over re 2% to 32, sameciprocating engine

Numberofboilers in useGuaranteedspeed,knotsper hour

Six-hour trial speedMean speed offour runson measured mile

1 Each l.p . turbine weighs 340 tons.

2 Each l.p . turbinewillweigh about 420 tons . Csrmanla’

s turbines contain blades.

Fm. 503.

FIGS . 503 and 504.— Cross-Section Carmania and Caronia Engine

-Rooms.

STEAM TURB I NE ENGINEER IN G

TABLE CXLIV.— RESULTS or OFF ICIAL TR IAL “CARONIA .

Average for 12M ean of 4 Runs. Hours.

Revolutions per minuteI .H .P . port

I .H .P . starboard

Total I .H .P .

Boiler pressure lbs. per sq. inch

H.P. receiver pressure

I sl I .P . receiver

2nd I .P . receiver

L.P. receiver

M ean speed of ship 196 2

American Turbine Vessels.

Turbine.

1

Ste

amship 5113? U.S.A. Navy Turbine Vessels.Toronto.

Besi

%er

Tur

Name of Vessel him231“

$ 279(thesecond) Street

NewYoi'k.

Date oflaunch 1905 (1)

Name ofbuilder

PlaceVessel

’s length overall 420ft. 420ft.

Length between perpondicular

BeamBeam,

including rollingchocks

Depth,upper deck to

keel

D raught

D isplacement ton 3750 tons 3750 tons

1 To suit canals between St Lawrence river and Hamilton.

9 A second for th is service , but American built,was announced by The Engineer, p. 47 1 , Nov. 11th, 1904.

8 The E ngineer , Feb. 2sth, 1905 .4 M arine Engineer. January 1906 .


TurbineStea

c

r

gshlp $2211? U.S.A. Navy Turbine Vessels.

Toronto.

Dominer

TurT.

binia ’ Tavlor, Armoured Scout Scout'

(thesecond)221 Mercer Cruiser.

“ Salem.

” “ Cheater.

Street,

NewYork

Speed forward 24 knots 24 knots

Speed per hour asternLength ofjourneyAverage runnin 8 edHorse-power I 151P

a

BoilersMaker

16,

DiameterHeating surface, totalGrate area

Draught pressure

(water)

per sq. m.

Heatin surface per

1.H.

Heating surface per sq.

ft. grate

I.H.P.per sq. ft. ofgrateSuperheaters Probably none

1 none

ShaftsNumberDiameter

Pro llers per shaft

umber ofblades eachLength ofbladesDiameterPitch 3ft. 4in. 12ins.

Steam Turbine0

Made by Parsons Curti sturbine turbine

1 Produced by small Curtis turbine, 2800 revolutions perminute .

3 H .P. turbine 122 lbs. ; L P. turbine 46 1i). Vacuum 27 ; inches.

3 The shaft is inside a 15-inch diameter tube between hull and keel, beginning 5 feet shaft the bow, and ending5 feet forward of stern, and is geared to turbine. E ngineering Times , p. 418, September lot 904. Repeated

inquiries by letter bring no news of tests .


Steamshi P’

to

00 0 ,

P {atU.S.A. Navy Turbine Veu els.

Toronto.

TurTa lor, Armoured Scout Scout

binia u

(thesecond)22

Stregl

t?“ Cruiser. Salem.

” Chester.

NewYork 1

Parsons

Revolutions perminute

Low-pressureNumberPosition

Revolutions perminute(lo-astern Turbines

Position

Revolutions perminuteRated horse-power con

dousingRated horse-power non

condensing

Ste ofblades

h row

lDiameter : inches

outside case

ofblades

1 Steam enters through four nozzles into lst stage ,where it expands from 285 lbs. per sq. inch absolute to 16

lbs. per sq . inch absolute . I t passes through another set of four nozzles into 2nd stage,where it expands to less

than 1 lb. per sq . inch .

3 (lo-ahead 6 feet 6 ins., go

-astern 5 feet 6 ins., total 11 feet 0 ins.

STEAM TURB INE ENGI NEERING

TurbirfigStet P 5252? U.S.A . Navy Turbine V essels.

Toronto.

Desi or

..m,ii

3 6 7 011»binia

J, Taylor, Armoured Scout Scout

tion.

”221 M ercer Cruiser. Salem.

” Cheater.

”

'(the second) S I t

NewYo’

rk

Feed Pumps

gyade by

lak"

B 0

Hugh “ 2

Water cylmder dis

.

6 ins. x 9

meter ins. x asins. x 8

ins.

StrokeSteam cylinder diameter . 28ins.

Capacity per hourSteam consumed per hourOil circulation . Two Weir

Steam consumed perhour

Pressure

Boilers,includin water 140 tons

l Tu1bine mac inery 821

lbs.

H per 58

throttle to exhaustShaftingAuxiliary machinery

I Tests See p. 7ss Seep. 734Engine room staff for 34OOH .P.

estimated H.P. 1 engineer

1 oilerandwatertender

3 firemen

1 coal

passer

1 Reciprocating engines of torpedo boats 11} lbs. per I .H.P. The turbines in Revolution had never been apart

since first put up, covering a period of I ; years — Report, U.S . Navy Bureau ofSteam Engineering, Oct. 6th. 1913 .

Trials under control ofProfessor E. Denton from 96 to 1100 brake horse-power.

Tests of the Revolution.— Tests have been made to

determine the power given out by the turbines. A length of

torsion-shaftwas inserted in the tail shafting, and apparatus was

provided for ascertaining the angle of torsion. A t the same time

the steam condensed during the tests was pumped into measuring

M ARINE STEAM TURB INES 7 33

tanks on deck. The trials were under the control of ProfessorJames E. D enton. Tests were made at various powers, rangingfrom 96 brake horse-power to 1100 brake horse-power per turbine,and Professor Denton reports The economy from the turbine

is therefore probably quite equal at full power to that afforded byaverage high

-speed marine triple-expansion engines, and it is nearlythe same for one-tenth of full power.

”

He adds,that by an

improvement, which he suggests, the water consumption can be

considerably reduced. The weight of each turbine, from its

throttle valve to the exhaust pipe flange, is 8§ lb. per indicated

horse-power, and the space occupied is one-tenth of a cubic foot

per indicated horse-power. The indicated horse-power is arrived

at by adding a percentage to the brake horse-power. The Revolu

tion commenced her trials in April 1902, and has been runningfor many months. No repairs whatever have been made on the

turbines, and so far there has been no appreciable wear. Three

pairs of screws were designed and built for the boat before the

trials commenced. The speed proved to be very nearly the same

with all of them,although the revolutions of the turbines varied

from 750 to 600 per minute. As the displacement of the vesselis 18 per cent. more than the builders estimated, none of the

screws is exactly adapted to the conditions (Engineering,D ecember

11th, 1903, p.

1800 I .H .P. was developed at 672 revolutions per minute,using lbs. per I .H .P. in these two-stage Curtis turbines.

(From Professor D enton’

s tests,Jour. Am. S.N.A November

Quick Stop Trials — Running full speed ahead, then sud

denly reversing both turbines, the vessel came to a standstill in32 seconds.

Curtis Turbine versus Reciprocating Engineer— Recip

roosting engines, built especially light for U.S. torpedo boats,

weigh 11§ lbs. per as compared with 82lbs. per equivalentI .H .P. of the Curtis turbines in the Revoluti on.

Oil Consumed by Reciprocating Engines— One gallon

of oil per ton of coal burnt was given as a rough figure for the oil

consumed in marine reciprocating engines, by The Steamship ,

August 1904 , p. 43.

Turbinia. (the second).— Passage to America,Stornoway to

Sydney, Cape Breton,6 days. Average Speed IH knots per hour.

Coal capacity 110 tons.


TABLE CXLV . Tuanwu ”(ran Snconn) TRIALS.

Pressures. On Lake Ontario. Regular Runs.

Boiler— lbs. per sq. in .

In i s

HP)

Turbine — lbs. per. sq. in .

LR

Vacuum,mercuryastern turbine

BarometerD istance

,miles (5280 it.)

Time,minutes

Coal— lbs. per I .H .P. hour

Feed water,temperature F .

Evaporation— lbs. per lb. coal

R.p.m. centre Turbine

R.p.m. starboard wingRevolutions per minute portwingOil pump pressure

— lbs.

Temperature injection water 52°

F .

discharge

Belgian State Railways.Dover-Ostend.

Turbine Vessels.

m om m m mDate of launch

Name ofbuilderPlace

Vessel’s length over all

I Length between perpendicularBeamBeam,

including rolling chocksDepth, upperdeck to keelDepth, promenade deck to keelD raught

Passen r accommodationS ed orwardorse-power estimated

Boilers 150 lbs. per sq . in.

T pe Multitubular

Nyumber 8

Steam'

h irbines

Made byNumberType .

1 Thiswas tenth vessel added to fleet ofnine reciprocatingvessels .

'

1he Princess Clementine”

has reciprocating engines of9000 I .H .P.

2 “ Princess Elizabeth”has sq . ft. heating surface , 484 sq . ft. grate , H .P . turbine in

centre and l.p . on each side, 600 18 knots speed astern. Budders fore and aft

Mar. 80, 1905

Socie'

teA. John CockerillHoboken, Belgium

355ft.

344i!"4oft.

344

305ft.

9ft.

"lin.

1000

24 knots

M AR INE STEAM TURB INES 737

FRENCH NAVY : TORPED O-BOATs— continued .

Name of Veasel No. 243 No. 293. No. 294 .

Feed PumpsMade byT

Feedie

eater byOil circulation

Steam consumed per hourFilter by Normand

Boilers,includingwater

Turbine machineryMain reciprocating engines

Shafting'

l‘

otal

Guaranteed speed 20 knots.\ican speed on measured mile .

Number ofruns averagedMean spee d2 hours continuousrun

Revolutions per minute h.p.

turbine

Revolutions per minute l.p.

Consumption of steam dur ing8 hours

'

trial at 14 knots perhour

Condition of vesselNo. 243 has been tried with six

different arrangements of

propellers, in pairs and bythrees on each shaft

Highest speed at full powerCorrespondin to variation ofeiliciency 0

Results of two trials

TA BLE CXLV I .— Tas'

r Rnsuurs or A RATEAU TURBI NE DRIVI NG A THREE

PHASE ALTERNATOR . (DUPLICATE or TURBINE IN FRENCH Toarnno

Boar No .

Revolutions per AdmissionPressure Steam, Lbs. per

Minute. Lbs. per Sq . In. Hour

7 40 STEA M TURB IN E ENG INEER ING

The tests were made under the direc tion of French Admiraltyengineers on a liquid resistance ‘ load

,

’

the turbine tested being

a duplicate of that installed in French Torpedo Boat No. 243.

The, efficiencies represent the following ratio

Ftfir iencvefi

'

ective power developed on turbine shaft

power in steam consumed,assuming no loss

between pressure of admission and pressure at

exhaust into condenser. (See Figs. 236 , 237 ,

pp. 358,

The values tabulated were obtained by reducing the speed of

rotation to the uniform speed of 1700 revolutions per minute ,and

the condenser vacuum to 26 inches ofmercury.

The test gave 54 per cent. etficiencv. The original estimatedvalue is stated to have been per cent.

At full power

Steam pressure on admiss ion 145 lbs. per sq . In


Tota l steam per hour lbs.

Steam per effective H.P. hour on shaft lbs.

2

Efliciency as defined above 54 per cent.

Effective H .P. on shaft __ 920 H .P.

1 Professor Rateau, before Institution of Naval Architects , M ar. 26th , 1904 .

2 At 1800R .p m. , the speed for which the turbine was designed , the efficiency is rather higherand consumption lower.

TA BLE L\'

I l. — FRENCR TORPEDO -BOAT No . 243. F ITTED wrrn RATEA UT l‘RBlNES.

Trials run December 6th,1902.

Four propellers, 209 inches diameter,

230 inches pitch.

Number of Trial 1.

Speed knots— (mean of 2

runs)Revolutions per minute of

turbine

Effective pressure on ad

mission to h.p. turbine,lbs. per sq. in . 80

Condenser vacuum,inches of

mercurv 28 4 26 268

Mean slip of propelle I s 31 12, 304 2 311 /o

l Gauges fa iled . Pressure therefore no t recorded .

MAR INE STE AM TUR B IN IS 74 1

TA BLE CXLVH I .

~ — FRENCH TORPEDO-BO AT No. 243.

Trials run January 22nd, 1903.

Six propellers : diameter, 236 in. pitch, in .

Number of Trial

Speed of vessel (in knots)mean of three runs 170?

Rotation of turbines— revol

utions per minuteEffective pressure of steamon a dmi ssion to turbines— lbs. per sq . in. 1009 8

Condenser vacuum— ins. of

mercuryM ean slip ofpropellers

TABLE CXLIX .— FRENCH TORPEDO-BOAT No . 293.

Trials run J am 1904 .

Per Horse-power Hour.

Speed— Knots Draught.

Steam.

Same as at 26 knots Sameas at 21knot

More than at M o re than at

19 knots 19 knots

The ‘cruising

’turbine runs idle

above this speed

above 21

_"m ( 100mm.) Same as at 14 knots Same asat 19 knotswater gauge

1 E ight hours'

trial at 14 knots , 361 kgs. of coal per hour.

‘2 Two hours'

full speed trial, knots average.

261538 knotsmaximum.

STEAM TURB IN E ENGINEERING

GermanMerchant M arine.

German TurbineCruisers.

American.

Name of Vessel Ltlbeck. Wacht. s 125 . Kaiser.

Date of launch 1904 1904 Apr. 8, 1905

Name ofbuilder F. Schichau Howaldt’s i Vulcan

Trials n

Vessel’s ength

Vessel’s length between

perpendicular-s

7 metres,

7‘

20 metres,

23°

5ft.

10ft.

Displacement 500 tons 1950 tons

Gross tonnage

Speed forward knotsastern

Length ofjourneyAverage running speed

Horse-power I .H. l’.

Boilers

MakerType

Number installedRated capacity (lbs. per

hour)Heating surface

,total

Grate area

Draughtpressure (water)Steam pressure

Funnels

NumberD iameter

Superheaters none none

Shafts

NumberDiameters

Propellers , per shaft 1 each shaft

Number ofblades eachDiameter

The Hamburg ls sister ship to the Duba i , but has reciprocating engines.

STEA ."TURB IN E EN GINE ERING

German Merchant l arine.

German Turbine

Name of Van d Lflbeck. Wacht. S 125 .

Vacuum maintained a t

full speed

Temperature of dis

charge at full spe d

Steam per hour used at

full speed

Air pump barrel dia

meter and strokeSteamcylinderdiameter

Strokes per minuteCirculating PumpMade by

Steam r hour at full

speedWeight of circulatingwater perunitweightofsteam

Temperature suctionTemperaturesottie-lightingEngine

Maker

TywK. capacity eachPosition

Illustrations pp. 744 , 7 45 pp. 746 , 74 7 p c u

l The German navy has ordered 30 Parso ns tnrbi i ce fo r l l) n nuns .

TA BLE CL. Recon!) CO AL Coxsunr'

rlox— (l lleemnoc u lxc Exc is ns).

Service . Vesse l'

s Name . Per I .H.P . Hour.

1 The E ngineer, December 2ard, 1904 , p. 625 .

The Hamburg Heligoland 00 . has a turbine vessel 2000 to ns, 300 ft. long, 38 ft. beam. 20

knots ,with 2 shafts driven by Curtis turbines built by Vulcan

,

"Stettin.

CHAPTER XX IV

BIBLIOGRAPHY 1

WHILE no claim to completeness is put forward for this Biblio

graphy ,it is nevertheless, exclusive of library compilations,

probably as exhaustive as any which is yet available to the

general reader. It comprises not only the books and articles towhich the writers have had occasion to refer in the course of their

own studies of the subject of Steam Turbine Engineering, but

also a large number of references published from time to time in

technical periodicals.

The Bibliography is divided into five sections, dealing respec

tively with the following subjectspass

Section A .— Steam Turbine Engineering in General, and

Descriptions of particular Types of Turbines belowB .

— Particular Plants 762

C.— Superheated Steam 768

D .— Condensing Plant 7 7 1

E .— Marine Installations

The references in each section are arranged in the order of

their dates.

SECTION A .

STEAM TURBINE ENGINEERING IN GENERAL,AND

DESCRIPTIONS OF PARTICULAR TYPES OF TURBINES.

1888.

Description of the Compound Steam Turbine and Turbo-Generator,

” C . A .

Parsons Proc. Inst. M ech. Eayrs., p. 480

,Aug.

1889 .

Notes on the Steam Turbine,”J . B . Webb (Amer. Soc. M ech. Eayrs. Trans ,

vol. x . p. 680,1888

1 For the preparation ofthis Bibliography the anthem are indebted to Mr F. R. Senior.

749


Tests of a 10 H .P. de Laval Steam Turbine,W. F . M . Goes (Amer. Soc.

M ech. Engrs. Trans.,vol. xvii. p. 81

,

Tests to showthe Influence ofMoisture in Steam on the Economy of S .T.

(ibid.,xviii. p. 699,

1899 .

Heat Engines and Steam Turbines,

” C. A . Parsons (Electrician, xliv. pp.

83-84,Nov. 10

,1899 . Presidential Address to the Institution of Junior

Engineers) .1900.

Steam Turbines (Elec. World and Engineer, xxxv. pp. 308—313,March 3

,

Parsons Steam Turbine”

(Amer. E lectrician,xii. pp. 124- 127, March 1900 ;

also M och. Engineer, v. pp. 409— 411,March 24

,

Steam Turbines”

(Amer. Electrician,xii. p. 133

,March

Steam Turbines,

” R . H . Thurston (Amer. Soc. of M ech. Engrs. Trans,xxii.

p. 170,Dec.

Steam Turbines,” F . Hodgkinson (Paper read before the Engineers

’Society

of Western Pennsylvania, Nov . 20,1900, Railroad Gazette

,xxxii. pp.

857-860; Dec. 28,

Steam Turbines (Amer. E lectrician,xii. p. 565

,Dec.

Rapport sur Ice T. aVapeur,” Rateau (Congres I . de M Paris

,

1901 .

Steam Turbines”

(E lec. Rm,N .Y ., xxxviii., Jan. 5

,

Steam Turbine”(Engineering, lxx. pp. 830—831, 1900 ; also Electrician, xlvi.

pp. 425 —428, Jan . 11,

Tests on a 300 H .P. dc Laval Steam Turbine,

”W. Jacobson (Zeitschr. Vereiwm

D eutsch. Ing.,xlv. pp. 150- 15 1, Feb. 2

,

“Steam Turbines for Electric Lighting”

(Feilden’s M ag , p. 364-369, March

Seger Steam Turbine (Genie Civi l, xxxviii. pp. 3 13-315, March 9,

Steam Turbine,”J . A . Ewing (Electrician, xlvii. pp. 254— 256 , June 7 ,

Steam Turbine Trials, C . A . Parsons and G . G . Stoney (Inst. M ech. Eng. Proc. ,

iv. pp. 797-812. GlasgowEng. Congress (Section

Brown-Beveri Steam Turbine ” (Zeitschr. Vereines Dmtsch. Ing.,xlv. p. 1583,

Nov. 2,

The Future of the Steam Turbine,

”W. E. Warrilow (E lec. Review, Nov. 15,

Tests of the de Laval Steam Turbine,” E. Lewicki (Zeitschr. Vereines Deta ch.

Ing.,Nov. 20

,

The Steam Consumption of the de Laval Steam Turbine, A. Schmidt

(Zeitschr. Vereines D autah. Ing.,Nov. 23

,

1902.

Recherches Experimental“ cur l’Econlement de la Vapeur dc l’Eau (Jimmie

,

par A. Rateau. Paris : D unod, 1902.

Brown-Boveri-Parsons SteamTurbine (L’Ind. E lwin

,April 10, 1902, p.

B IBLIOGRAPH Y 753

M itteilungenuber Dampfturbinen von Brown-Boveri-Parsons,

” O. Reidt

(Z. d. V. d. Ing., Jan. 23,

Riedler-Stumpf Steam Turbine, R. H . Smith (Engineer, xcvi. pp. 587— 588,Dec. 18

,and pp. 611— 612, Dec. 25 , 1903 also M ech. Engr.,

xiii. pp. 356

359, Mar. 12,

Theory and Construction of Steam Turbines,P. Stierstorfer

,1904 . Leipzig

Oskar Leiner.

Westinghouse Steam Turbines of Large Output (Amer. Electrician,xvi.

pp. 60-61,Jan .

Steam Turbines,

”R iedler (E lektr. Bahnen

,Jan .

Turbo-Alternators and Double-Current Generators for Glasgow (E lectrician ,

lii. pp. 442— 443,Jan. 8

,

Experiments on the FlowofSteam from Apertures and Nozzles of Various

Forms,

” M . F . Gutermuth (Zeitschr. Vereines D eutsch. Ing.,xlviii. pp. 75

84,Jan . 16

,1904 . Commun ication from the Maschinenbau Laboratorium

der Technischen Hochschule,Darmstadt) .

Experience with an Installation of Brown-Boveri-Parsons Steam Turbines,

O . Reidt (Zeitschr. Vereines D entsclt. Ing.,xlviii. pp. 118- 121

,Jan . 23,

Electric Governing of Steam Turbines”

(Western E lectrician,xxxiv. p. 69

,

Jan. 23,

Steam Consumption of the Turbo-Alternator (Engineer, xcvn . p. 108, Jan.

29,

Convention of the North-Western Electrical Association ”

(Elec. World,Jan.

30,

The Turbine Problem,H. F . Schmidt (Amer. Electrician, xvi. pp. 76— 80

,

Feb.

High Power Steam Turbine”(Power, Feb.

Curtis Steam Turbine,”F . Samuelson (E lectrician,

Iii. pp. 596— 598, Feb. 5,

1904 . Paper read before the Rugby Eng. Society).Steam Turbines,

” F . C . Porte (Paper read before the D ublin Local Section

of the Inst. Elec . Engrs.,Feb. 11

,1904

,Journ.

,vol. xxxiii. p.

The Riedler-StumpfTurbines”

(Engng.

,Feb. 12,

The Steam Turbine,

”Chilton (Elec. Rev.

,Feb. 12 and Feb. 19,

Steam Turbine Dynamos,”F . Niethammer (Zeitschr f. E lektroteclm. Wi en

,

xxii. pp. 7 7-80, Feb. 7 , 1904 , and pp. 96 -100,Feb. 14

,1904 Elec. World

and Engr.,xliii. pp. 558-560

,Mar. 19

, pp. 595 — 598,Mar. 26

,

Curtis Steam Turbine, Barker (Engineering, Feb. 19,

Expansion of the Steam in the Nozzles of Steam Turbines,

"A . Koob

(Zeitschr. Vereines Deutsch. Ing.,xlviii. pp. Feb. 20

,1904 . Paper

read before the Bayerischen Bezirksverein).

Turbo-Electric Wagon”

(M ech. Engr.

,xiii. pp. 254— 255 , Feb. 20

,

“Test of a 1250 K .W. Steam Turbine,

”A . M . Mattice (Elec. lVorld and

Engineer, xliii. pp. 356— 360,Feb. 20

,

The Brush-Parsons Steam Turbine ” Chilton (Electrician, Feb. 26,

Steam Turbines,

” F . Hodgkinson (E lectric Club Journal, i. pp. 84-94, Mar.

Shop Testing ofSteam Turbines,

” J . R . Bibbins (Eng. N ews,li. pp. 213—215

,

Mar. 3,

The Riedler-Stumpf Steam Turbines” Rappaport (E lec. Rein

,Mar. 4

,

48


Theoretical and Practical Considerations in Steam Turbine Work, F .

Hodgkinson (Amer. Soc. M ech. Engrs Trans,xxv. No. 031

, pp. 1— 50,

1904 ; M ech. Engr.

, xiv. pp. 152— 154,July 30, and pp. 204-209, Aug. 6 ,

The Steam Turbine,” C . A . Parsons, G . G . Stoney, and C . P. Martin (Inst. of

E lec. Engrs Journ.,xxxiii. pp. 794-837, July 1904 ; Elec. World and

Engr.,xliii. pp. 1084- 1085 , June 14,

Steam Turbines,” F . C . Porte (Inst. E lec. Engrs.,

June 23, pp. 867—891, July

1904 . Paper read before the Dublin Local Section, Feb. 11,

The Steam Turbine and the Reciprocating Engine compared,”G . G . Bennett

(Power, N .Y .,xxiv. p. 423

,July 1904 . Paper read before the Ohio Soc.

ofMech. Electrs. and Steam

Commercial Testing of Steam Turbines, A . G . Christy (E lec. Club. Journal,

i. p. 387 , Aug.

Theoretical Consideration of the Steam Turbine,

” H . W. Swarm (FaradayHouse Journal, Aug. 2

,

Theory ofSteam Turbines,

”Warburden (Portf. Econ . M achin.,Aug.

Steam Turbine Construction,

” 0. Lasche (Zeitschr. Vereines Deutsch. Ingxlviii. pp. 1205- 1212

,Aug. 13

,and pp. 1252- 1256, Aug. 20

,1904 ;

Engineering, lxxviii . pp. 231- 233 and 246,Aug. 19

,and pp. 329-332,

Sept. 9, 1904 ; and Power, xxiv . pp. 577— 581, Oct.

Brown-Roveri Steam Turbines ” (E lektricitdt, Aug. 19 and 26 ,The St Louis Exhibition ”

(Engng.,Aug. 19 and Aug. 26

,

Die VVeltausstellung in St Louis,” Friihlich (Z. d. V . d. Ing.,

Aug. 27 and

Sept. 3,

“Steam Turbine Construction,

” 0 . Lasche (Engng.

,Aug. 19

,

The Steam Turbine and its Uses. D escription of the Warren-Crocker Tur

bine,

”E . C. Crocker (West. E lec.

,Aug. 27 , 1904 Elec. World and Engr.

,

xliv. pp. 336—337. Aug. 27,1904 . Paper read before the loth Annual

Convention of the Ohio Elec. Light Assoc ).Steam Turbines : A Review of Principal Systems

”

(Helios, Aug. 31, Sept.

7,21

,28

,and Oct. 12

,

D ifferent Types of Steam Turbines (Revue M e'

canique, Aug. 31,

D escription and Advantages of the A .E .G . Steam Turbines,

” O . Lasche

(Stahl u . Eisen,Sep. 1,

The Steam Turbine : D ifferent Types and Speed of Wheels,” H . B. Brydon

(Engineer, Chicago, Sept. 1,The Steam Turbine : The General Theory, and with its Special Types,

” M .

Blieden (Engin . Times , Sept. 1, 8,D ie Dampfturbinen auf derWeltausstellungin St Louis 1904 (Zeitsch.f. d. g.

Turbinenw.,i. 1

, pp. 3-6,Sept. 1, 1904 i. 2, pp. 23-27 , Sept. 10,

The Zoelly Steam Turbine,” W. Rappaport (E lec. Review, Sept. 2,

“Steam Turbine Generators,

”B . A . Behrend (E lec. Review, N .Y .

,xlv. pp.

375-378, Sept. 10,Elementar-Theorie der Dampfturbinen in analytischer und graphischer

Entwicklung,”Rateau (Zeitsch.f. d. g. Turbinenw.

,i. 2

, pp. 17 -23, Sept.

10,

The Zoelly Steam Turbine,’ J . Weishaupl (Stahl u. E isen, Sept. 15,

Turbo-Dynamos D iffi culties in their Construction”

(Elettricita, Sept. 16

and 23,

B IBLIOGRAPH Y 757

Die Dampfturbine von Zoelly (E lelct. Zeitech.,Sept. 8,

The Westinghouse Turbine Exhibit at St Louis”

(Elec. World and Engr.,

Sept. 17 ,Thermodynamische Rechentafel fur Dampfturbinen, Prosll (Z. d. V. d.

Ing.,Sept. 17,

“Amerikanische Dampfturbinen, Feldmann (Z. d. V. d. Ing., Sept. 24,

Kolben dampfmaschine und Dampfturbine, Krull (Z. f. d. g. Turbinenw.

,

i. 3, pp. 33— 36,Sept. 20, 1904 i . 4, pp. 55-5 7, Oct. 1,

A fewNotes on the Steam Turbine,” G. L. Parsons (Electricity, Sept. 23 and

30,

Warren-Crocker Steam Turbine, A . C . Crocker (Elec. Review, N .Y .

,Sept.

The Zoelly Steam Turbine”

(Ge'

nie Unfit, Sept. 24,Simme Steam Turbine Engines,

” J . Richards (Jour n. Assoc. Engin. Soc ,Sept.

Thermodynaschinen Rechentafel fur Dampfturbinen, Dr Prosll (Verlag. T .

Springer, Berlin,Die Dampft urbine von Zoelly,

”Felsenberg (Z. f. d. g. Turbinenw. ,

i. 4, pp.

52—55 , Oct. 1,The Steam Turbine

”

(Engin. Times,Oct 6

,

Hamilton-Holzwarth Steam Turbine ” (E lec. Review, N .Y . , Oct. 8, 1904 ; and

M achinery, Nov .

D ie Dampfturbine von Rateau Z.f. d. g. Turbinenw I. 5 , pp. 69— 74,Oct.

10,1904 ; i . 6, pp. as-9 1, Oct. 20,

Some Problems in Steam Turbine Design (Street Railway Review, Oct. 14 ,

“ Improvements in Fractional Supply Steam Turbine,” A . Elling (l

’rac. Engr.,

Oct. 14 and 28,

Steam Turbines,

” M . F . Gutermuth (Zeitschr. d. Vereines D eutsche. Ing.,xlviii.

pp. 1554 — 156 1,Oct. 15 , 1904 . Paper read before the Darmstadt Haupt

versammlung).

On Turbine Dynamos,” F . Niethammer (Elec. World and Engr., Oct. 15 ,

Steam Turbines of the Curtis Type,” R. H . Rice (Engin. Res , Oct. 15 West.

E lec.,Oct. 22 Trans. R.R. Gazette, Oct. 28,

The‘

Rateau Steam Turbine and its Applications”(E lekt. u. I ’olyt. Rundsch. ,

Oct. 15,

“Steam Turbines of the Curtis and Westinghouse-Parsons Types

”(E lec.

World and Engineer, Oct. 15,

Steam Turbines and Internal Combustion Engines”

(Elec. Res,N .Y .

, Oct.

22,

Steam Turbines,

” R. H . Rice (West. E lec. ,xxxv. pp. 333 and 334, Oct. 22,

1904 . Paper read before the Amer. Street Railway Assoc. at St. Louis,Oct. 13,

Steam Turbines”

(Revue M e'

canique , Oct. 31“The Hamilton-Holzwarth Steam Turbine (Amer. E lectrician, Oct. 1904 ;

and Engin. Record, Oct. 1,Riedler-Stumpf Steam Turbine and its Applications,

” A. Riedler (Power,Oct.

760 STEAM TURB INE EN GI NEERIN G

Rotor ofTurbo-Generators (Elec. IVorld and Engr.,xlv. p. 207 , Jan. 28

,1905

and E lectrician, liv. p. 848, March 10,

The Phenomena of Flowin Steam Turbine Tuyeres (Revue M e'

canique, Jan .

31,

A Reviewof the Seger Steam Turbine” (M achinery, Jan.

D escription and Theory of Steam Turbines,” A . Hanssens

, (Bull. Ing. Elect.

M ontefiore,” Jan — Feb.

Unipolar Dynamos”

(Elec. World and Engr.,Feb. 4 ,

The Steam Turbine of the C. D ekeyser (Industrie, Feb. 12 and

19,

The Steam Turbine,

” F . G . Gasche (Engineer, Chicago, Feb. 15,

Beitrag zur Einteilung'

der Dampfturbinen,” Lewicki (Zeitsch.f. d. g. Turbw.

,

ii . 4, pp. 49-52, Feb. 15 ,

Some Data of the A .E.G . Steam Turbine,F . Koester (Elec. World and

Engineer, Feb. 18,

Steam Turbines The ir Application from an Electrical Point of View,

L. Munch (Eclair. Electr.,Feb. 18 and 25 , March 4, 1 l , 18 and 25 ,

The Steam Turbine Its D evelopment, Possibilities, and Relative Advantages

as compared with the Reciprocating Engine,” D . A . Willey (Tech. World

,

Feb.

The Standardisation of Steam Turbines,C. C. Chatelier (Revue M e

'

tallnrgie,Feb.

M ultiple Steam Turbines, A . M elencovich (Trans. I nst. Engrs. and Shipbuilders of Scotland, xlviii., Feb. 1905 M ech. lVorld, Feb. 24 and March 3

Engin . Times,March 9 ; and M ech. Engr.,

April 8,Making a Small Curtis Turbine,

” H. J . Travis (Power, Feb.

The Kerr Compound Steam Turbine (Power, Feb.

The Zoelly Steam Turbine (Indian and East. Engr .,Feb.

Utilisation of Low Pressure Steam in Steam Turbines,

”A . Lapouche (D ie

Turbine, Feb. and March

Thermodynamic Table for Calculating Steam Turbines, R. Proell (RevueM e

'

canique, Feb. 28,

The D etermination of the Elements of Steam Turbines,

” Kopp (RevueM e

’

caniqne, Feb. 28, 1905 )On the Actual Pressure of Steam Turbines (Revue M écanique, Feb. 28,

Feed Water Heaters for Steam Turbine Plant (Engineer, Chicago, March 1

D ie Westinghouse-Parsons-Dampfturbine

”(Zeitsch f. d. g. Turbinenw.

,ii. 5 ,

pp. 7 1— 75, March 1,

The Steam Turbine of the (Genie Civi l, March 4 ,The Conducting Theory of Gases and the Steam Turbine ” (E lect. Rer .,

March 10,

The Union Steam Turbine (Gturkauf, March 11,

Mechanical Construction ofSteam Turbines,

”W. J . A. London (Elea. Engr

March 10 Prac. Engr.,March 17 , 24 . and 31 ; E lectrician, March 24 E lec.

Rev , April 14 E lec.,Rev

,N .Y .

,April 15 Zeitschr.f. Elektrotechn. IVien,

xxiii. pp. 400—402, June 25 and Inst. Elect. Engineers, Journ .,xxv. pp.

163— 196, Juue 1905 . Paper read before the Manchester Local Section of

the Inst. Elec.

B IBLIOGRAPH Y 761

Computation Tables for Steam Turbines,”D . Banki (Zeitsehr. Vereines D eutsch.

Ing.,March 25

,

Elektra’ Steam Turbine ” (E lettrici ta, M ilan, pp. 205— 207 , March 31,

Elektra ’ Steam Turbine,” O. Arendt (D ie Turbine, March

D ifferent Types of Steam Turbines”

(Revue M e'

canique, March

Compound Steam Turbines” (Bull. Tech. Ass. Ing. Bruxelles,March-April

NewSteam Turbine Ideas (Power, xxv. pp. 209— 211,April 1905, European

edition).Steam Turbines Fundamental Principles

”

(Tonind Zeitung, April 4 ,

Curtis Steam Turbines,” C . B. Burleigh (Paper read before the NewEngland

Railroad Club at Boston, Mass ,April 11,

Commercial Efficiency of Prime M overs,

” A. M . Downie (Engineer, xcix. pp.

4 15— 416,April 28, 1905 . Paper read before the Glasgow University

Eng.

Durability of Steam Turbines ” (Engineer, Chicago, May 1,

Homopolar and Unipolar Continuous-Current Machines (Elektr. Bahnen,

May 4,

Bericht tiber Versuche an Elektra-Dampfturbinen,” Gutermuth (Zeitsch.

f. d. g. Turbinenw.

,ii. 10

, pp. 145 — 149, May 15,

Betrachtungen uber rotieren de Laufrader von Dampfturbinen und deren

W'

ellen,” Wagner (Z. f. d. g. Turbinenw.

,ii. 10

, pp. 150- 15 1, May 15,

1905 ii. 12, pp. 179— 181

,June 15

,1905 ; ii. 16 , pp. 241- 243

,Aug,

15 ,

1905 )Beitrage zur Theorie stationaren Stromung von Gaseu und Dampfen,Proell (Z.f. d. g. Turbinenw.

,ii. 10, pp. 15 1— 154

,May 15 ,

150 K .W. Dampfturbine der technischen Hochschule Danzig”

(Z. f. d. g.

Twrbinenw.,ii. 10, pp. 154— 155

,May 15 ,

Turbo-Generators,” F . Niethammer (Zeitsehr. Vereines. D eutsch. Ing.

,xlix. pp.

762— 770, May 13, and pp. 818—824 , May 20,

The British Thomson-Houston Co.

’sWorks Description of the Curtis Steam

Turbine ” (Engineering, May 19, 1905 Iron and Coal Trades Rev.,May 19

E lec. Engr., May 19 ; Elec. Rev.,May 19 and Tram. d: Rly. World

,June

The Willens-Parsons Steam Turbine ” (Elec. Re in,May 26, 1905 E lec. Engr.

,

May 26 and Coll. Guard, May 26,

Steam Turbines,

”W. E . Boileau (West. Elecn.,May 27 ,

The D ischarge of Steam from Nozzles,

”A . Rateau (Power, N .Y .

,May

Steam Turbines” (Franklin Inst. Journ.,clix. pp. 325-363, May 1905 ; and

Page’s Weekly, vii. pp. 26— 28, July 7 ,

Time for StartingSteam Turbines and Reciprocating Engines,” A . S . Mann

(Page’s Weekly, vi. pp. 1187— 1189, June 2 StreetRly. Journ .

,xxv. p. 1039

,

June 10,1905 . Abstract from Amer. Soc . M ech. Engrs.

,also Elect. Rea

,

June 23,and Engin. Rea ,

June 10,

The Steam Turbine,” Bull (Engin. News

,June 15

,

Uber Regelung von Dampfturbinen,”Gentsch. (Z.f. d. g. Turbinenw.,

11. 12,

pp. 17 7 — 179, June 15, 1905 ; ii. 13, pp. 200— 202, July 1, 1905 ii. 15, pp .

228-231, Aug. 1,1905 ; ii. 16, pp. 244— 248

,Aug. 15 ; ii. 18, pp. 279

282, Sept. 15,


Turbo-Generators,” J . Delemont (Eclair. Electr. ,

xliii. pp,415-422

, June 17 ,

Step Bearings ofthe Curtis Steam Turbine (Elec. World and Engr.

,xlv. p.

1136,June 17

,

Steam Turbines in America ”

(Engin . Res , June 24 ,D e Laval Steam Turbine Applications,

” J . L. Mohun (Cassier’

s M ag.

,xxviii .

pp. 103- 113,June

Test of Steam Turbine after Two Years ’ Service ” (E lect. Rea ,N .Y .,

xlvii . pp.

29-30, July

Operating Features ofVertical Curtis Steam Turbines, A. H . Kruesi (Eng.

Rec.,lii . pp. 8— 10, July 1,

Modern Economical Steam Engines and Turbines”(Engineer, July 7 ,

D ie Union-Dampfturbine”

(Z.f. d. g. Turbinenw.,n . 14

, pp. 209-214,July

15,

Steam Consumption of Curtis Steam Turbines ” (E lec. World and Engr.,July

Ausfiuss des Dampfes aus Turbinendusen,” Newton Wright (D ie Turbine, x.

pp. 284—285 , JulyA .E .G . Dampfturbinen

”(D ie Turbine, x. pp. 276— 279

,July 1905 ; xi. pp.

304—307 , Aug. 1905 xii. pp. 332—337 , Sept.

Modern Power Plant Design,” F. Koester (EngineeringM ag ,

Aug,

Beitrage zur Bestimmung des Wirkungsgrades und Dampfverbrauches an

Dampfturbinen,” Anders (Z. f. d. g. Turbinenw ii. 14

, pp. 214—220,

July 15 , 1905 n . 15 , pp. 225-228,Aug. 1,

D ieWillans-Parsonsche Dampfturbine,”Gradenwitz (Z.f. d. g. Turbinenw. ,

ii. 18, pp. 282—284 , Sept. 15 ,

D ieUnion-Dampfturbine”

(D ie Turbine, ii. pp. 31—37 , Nov.

Considerations sur les Turbines h Vapeur e chutes de Vitesse ,

”

par A Rateau

(Congres International de la Me'

canique, etc. Liege, 1905 Imprimerie La

Meuse SteAnon).The Steam Consumption of Piston Engines,

” T . Stevens and H . M . Hobart

(Power, Dec. 1905 , p. 732 Science Abstracts,134

,Feb. 26

,

The Effect of Admission Pressure on the Economy of Steam'h irbines

,

T. Stevens and H . M . Hobart (Engineering, pp. 289— 292, March 2 and

March 9,1906

, pp. 322

The Steam Consumption of Reciprocating Engines, and The Economy of

Steam Turbines compared with that ofReciprocatingEngines,” T. Stevens

and H . M . Hobart (E lectrical World, pp. 369— 37 1

,Feb. 17 , pp. 4 10—4 12

,

Feb. 24 ,

SECTION B.

PARTICULAR PLANTS.

Cambridge Electricity Supply Works (Elec. Engin.,xxv. pp. 42— 49 , Jan .

12,

Steam Turbine at Elberfeld (E lec. Rev., Oct. 12,

Steam Turbine at Hartford, Conn . (Power, N .Y . , xxii. pp. 1-3, JulyElectrical Power Station at Neptune Bank, Newcastle-ou-Tyne,

” W. B .

Woodhouse (Inst. M ech. Engrs. Proc.,iii. pp. 453-481

,July

7 64 STEAM TURB INE ENGINEERING

The Power-House of the Interborough Rapid Transit Co. (Eng. Rea ,Jan.

23,

Cleveland and South-Western Ry. Co.,Carlisle

,Lorain

,U.S.A . (Street By.

Journ.,Jan. 30,

Westinghouse Steam Turbine at Orangeburg, N .Y . (Amer. Elec.,xvi. pp.

169- 172,Apr.

Electric Traction on the Metr0politan Railway (Engineer, xcvii. pp. 158

and 159,Feb. 12, pp. 183— 184 , Feb. 19, pp. 202-203

,Feb. 26

,and pp.

253 —254,Mar. 11

,1904 ; and Tram. and Rly. World, xvi. pp. 17—44, July

Port Huron Light and Power Co.

’8 Station

,J . E . Davidson (E lec. World

and Engr. xliii. pp. 681—686,Apr. 9,

Kraftwerk der Interborough Rapid Transit Co.,NewYork (Zeitsch. d. V. d.

Ing.,April

Kraftwerk Lots Road in Chelsea bei London (Z. d. V . d. Ing.

,April 16 ,

The Yale and Towns Mfg. Co .

’s Plant

”

(Iron Age, Apr. 21,

Scarborough Electric Tramways”(Tram. Rly. World

,xv. pp. 494—500, May

Lanes Power Co. (Radcliffe) (E lec. Power, May 4,

Test of Steam Turbines at the Newport Station of the Old Colony Street

Rly.

”

(Engin. Rea, May 14, 190

Expansion of the Boston Edison System”(Elec. World and Engr.

,May 21,

1904 )Combined Lighting and Heating Central Station System in Indianapolis

(West E lec., xxxiv. pp. 431—433, May 28,D erby ElectricityWorks and Tramways (E lectrician, liii. pp. 301—305, June

10,and pp. 342—344

,June 17 ,

Das neue Kraftwerk und Maschinenbaulaboratorium der Technischen

Hochschule Darmstadt,

”Gute rmuth (Z. d. V. d. Ing.

,June 11 and June

18,1904L

D ie Einrichtungen im neuen Kraftwerk der Techn. Hochschule Darmstadt,

Sangel (Z. d. V. d. I ng.,July 16,

Notes on Steam Turbo-Electric GeneratingPlants, G . Wilkinson (E lectricity,July 1, 8, 15, Aug. 5 , 12, 19, 26, and Sept. 2, 190

Neepsend Power Station of the Sheffi eld Electricity Department (E lec. Reta ,

lv. pp. 99— 103,July 15 , and pp. 139— 142

,July 22,

Steam Turbine Lighting Plant at Jacksonville, Fla.

”

(E lec. World and Engr.

,

xliv. pp. 138- 139, July 23, 1904 ; and E lec. Rein, N .Y .,xlv . pp. 66- 67 ,

July 9,

Schenectady Works of the General Electric Co.

”

(Engineering, lxxviii.

pp. 17 1— 175, and 186,Aug. 5 , and pp. 202-206 and 208—209

,Aug. 12,

Steam Turbine Power Plant for D ubuque, Iowa (Street Rly. Journ.,xxiv.

pp. 184-194 , Aug. 6,1904 ; and Engin . Re a

,Aug. 13,

London MetrOpolitan Electric Tramways (Tram. and Rly. World, xvi.

pp. 139— 14 1, Aug. 11,

“ Power Supply to Tramways in North London”

(E lectrician, liii. pp. 665

666,Aug. 12, 702

— 705 , Aug. 19 , 742-745, Aug. 26, and 784— 787, Sept.

2,


1905 .

Long Island City Power-House of the Pennsylvania Railroad”(E lec. World

and Engr. ,Jan. 7 ,

A Large South African Motor Plant” (E lec. World and Engr.,Jan. 7

,

Efficiency Tests of a D irect-connected Steam Turbine Fan Blower Set,0. R . Waller (Engin . News, Jan. 9

,

Steam Turbine Power Plant of the New York,New Haven, and Hartford

R .R .

”(Engin. Rec .

,Jan. 21,

New Turbo-Generating Station of the Edison Electric Illuminating Co.,

Boston,”E. Moultrop (Trans. Amer. Inst. E lec. Engrs., Jan. ; and Eng.

Rec.,Feb. 11,

Electric Power Supply from Central Stations in Great Britain,” Addenbrooke

(Engin . M ag.,Feb.

Power Plant of the Anheuser-Busch Brewing Association at St Louis (Amer.

E lectn.,Jan. 1905 and Engineer, Chicago, Feb. 1

,

Central Station Work in Detroit (E lec. World and Engr.,xlv. pp. 243— 246

,

Feb. 4 , and pp. 291— 295,Feb. 11

,

The Turbine Power Station of the Terre Haute Traction and Light 00 .

(Eng. Rec.,Feb. 4 ,

Metropolitan D istrict Railway Electrification (Tram. and Ry. World,xvii.

pp. 97— 155 , Feb. 9,

The New Steam Turbine Plant of the Public Service Corporation, N .J

(Street Ry. Journ.,Feb. 18,

Shipley ElectricityWor (Elec. Rec.,Feb. 24,

The Dutch Point Plant ofthe Hartford Electric Light Co.

”(Engineering Rec.,

11. pp. 204 — 206,Feb. 25 ,

Edison Electric Co.,Los Angeles, Cal.

”(E lec . World and Engr.,

xlv.,Feb. 25 ,

The NewYork Underground F . Koester (Zeitsehr. d. Vereines Deutsch .

Ing.,March 4

,

Construction of the Port Morris Power-House for the New York Central

R.R.

”

(Engin. Rec.,March 4

,

Tests of Turbo-Generators at Neepsend, Sheffield (Power, March 1905

Engineering, March 10,1905 ; E lectrician, liv. pp. 826-827

,March 10

,

1905 and M ech. Engr.

,March 25

,

Parallel Runn ing of a 5500 K.W. Westinghouse-Parsons Turbo-Generator

(Engin . Rec.,March 11

,1905 ; E lec. World and Engr.,

xlv. pp. 305—306,

Feb. 11,

Edison Electric Co.

’s System in Southern California

”(Elec. World and Engr.

,

March 11 and 25, 1905 .

Prime Movers : The Rival Claims for Central Station Work” (Times Engin.

Supplement, March 22,The Brown-Roveri-Parsons H .P. Plant in the Electric Power Station

ofEssen (Gliickauf, April 8,Steam Turbine Plant at St Ouen ,

Paris,L. Troske (Zeitschr. Vereines Deutsch.

Ing.,xlix. pp. 5 11— 5 17

,April 1, and pp. 570—5 77 , April 8,

The Application of Steam Turbines to Automobiles,” J. Izart (Vie Antam.

,

April 15 ,

B IBLI OGRAPH Y 7 69

Test of an Engine using Superheated Steam,

” E. K . Scott (Tram. Rly. World,

xiv. pp. 450-452, Nov. 12,

Superheated Steam for Steam Engines,” J . Goodman (C

'assier’s M ag.

,xxv. pp.

18—26,Nov.

Superheated Steam,

”F . J . Rowan (Trans. Inst. Engin. and Shipbuilders, zlvn .

pp. 1-24,Oct. 1903, pp. 1 20

,Nov. 1903

, pp. 1-22,Dec. 1903, and pp.

1- 16,Feb. 23,

Tes ts of a Compound Engine using Superheated Steam,

” D . S. Jacobus

(Eng. Rec.,xlviii. pp. 724-725 , Dec. 12

,1903. Abstract of a Paper read

before the Amer. Soc. ofM ech.

The Energy Equivalent of a Given D egree of Superheat in Steam and the

Behaviour of Superheated Steam near the Condensation Limit,

” A .

Griessman (Zeitechr. Vereines D eutsch. Ing., xlvii. pp. 1852- 1857 , Dec. 19 ,

Superheated Steam,

” S. West. Soc. Engrs. Journ.,viii. pp. 69 1— 7 15, D ec.

New Types of Superheaters,”W. H . Watkinson (Inst. Naval Archs. Trans.

,

xlv pp. 266— 280,

l904 .

Specific Heat of Superheated Steam,

” Prof. Dr. Weyrauch (Zeitschr. Vereines

D eutsch. Ing., xlviii. pp. 24—28, Jan. 2, 1904, and pp. 50-54, Jan. 9, 1904 ,

and Bull. Soc. d’Encouragement, 106, pp. 206—230, March

Turbines and Superheated Steam,Booth (E lec. Review, Feb. 26,

Superheated Steam at aPumping Station (Eng. Rec.

, xlix. p. 397 ,March 26,

The Conduction of Superheated Steam,

” 0 . Berner (Zeitschr. Vereines

Deutsch. Ing. ,xlviii. pp. 473-478, April 2, pp. 530-536, April 9 , and pp.

560—564,April 16,

Thermal Effect and Practical Utility of Superheated Steam,

” R . H . Smith

(E lec. Rec .,liv. pp. 77 1-773, May 13,

The Behaviour of Superheated Steam in Piston Engines,”F . Richter (Zeitschr.

Vereines D eutsch. Ing.,xlviii. pp. 617 — 623, April 30, pp. 67 1— 676, May 7 ,

and pp. 706— 709 , May 14 ,The Specific Heat of Superheated Steam

,

” H . Lorenz (Zeitschr. Vereines

Deutsch. Ing.,xlviii. pp. 698-700

,May 14 ,

“Use of Superheated Steam and Reheaters in Compound Engines of Large

Size,

” L. S. Marks (Amer. Soc. M ech. Engrs. Trans , xxv. No. 021, pp. 1

59,1904 ; Paper presented at the Chicago M eeting, May and June 19 04 ;

Engineer, xcvi ii. pp. 29-30, July 8,Specific Heat of Superheated Steam,

” R. H . Smith (Engineer, xcviii. pp. 25

26, July 8,Specific Heat of Superheated Steam (Engin. Rec., 1. pp. 83—84, July 16

,

The Schmidt Superheater (Telen. Tids ,July 23,

Generation of Superheated Steam,

” 0 . Bem er (Zeitschr. Vereines Deutsch.

Ing., xlvii. pp. 1545— 1552, Oct. 24

,and pp. 1586-1593, Oct. 31, 1903,

Power,N .Y .

,xxiv. pp. 463—46 4, Aug. 1904

Principles and Practice of Superheating,”W. H. Booth (Tram. Rly. World

,

xvi . pp. 146— 148, Aug.

7 70 STEAM TURB INE ENGINEERIN G

Specifi c Heat and Total Heat of Superheated Steam,

” G . A. Orrok (Power ,N.Y .,

xxiv. pp. 486—488, Aug.

Superheaters,” B. Taylor (Power, N .Y .,

Aug.

On Superheated Steam for Steam Turbines,

” A. H . Gibson (Elec. M ag.,

Aug.

Specific Heat of Superheated Steam,

” H. Lorenz (Zeitschr. Vereines D eutschr.

Ing.,Aug. 6,

The Schmidt Superheater (E lektrotethn. Tide. Aug. 10,

Superheating (EngineeringReview, Sept.Advantages of Superheating or Steam Jacketing as applied to Steam

Turbines,

” A. H . Gibson (Eng. Rec.,xi. pp. 161- 167 , Sept.

The Hering Superheater and its Application to Steam Boilers (Uhland s

Zeitschr.,Sept. 1,

European Practice in the Use of Superheated Steam,

” F . Koester (Power,N .Y .,

xxiv. pp. 558-559, Sept. 1904 , and pp. 598—5 99, Oct.

The Assistance of Superheated Steam for Reducing the Cost of Electric

Energy, E . J. Fox (Iron and Coal Trades Rec.,Nov. 4,

The Specific Heat of Superheated Steam,

”S. A. Reeve (Journ. Worcester

Polytechn . Inst , Nov.

Einfiuss der Uberhitzung bei Dampfturbinen,” Lapouche (Die Turbine, i. pp.

13- 16, Oct. 1904 ii. pp. 34 —36, Nov.

The Specific Heat ofSuperheated Steam,

”R. H. Smith (Revue M etallurgie,

Dec.

A Contribution to the Study of Superheaters and Superheating (Vulkan,Dec . 15 and 31 ,

The Schmidt Steam Superheater (Engineering, Dec. 23,

An Improved Down-take Superheater”

(Power, N.Y .,Jan.

Economy in Superheat (Engineer, Chicago, Feb. 1,

The Specific Heat ofSuperheated Steam (Engineer, xcix. p. 105, Feb. 3, pp.

135- 136 , Feb. 10,

The Tinker’s Superheater,

”

(E lek Tidsch.,Feb. 20,

A Compound Superheater employed in Berlin,” R. Hildebrand (Power, N .Y .

Mar.

Effects ofSuperheating and ofVacuum on Steam Engine Economy,” R. M .

Neilson (Eng. M ag.,March

,April, May, June, and July 1905 . Bull. Soc.

d’Encouragement, 107 , pp. 645 — 663, May

Superheater D uties and D esign,” F . Koester (Power, N .Y .,

March 1905 and

Prac. Engr.,March 24.

Superheated Steam,

”A. G . Gibson (M ech. Engr.,

xv. pp. 423-426, March 25,

and pp. 458-45 9, April 1, 1905 . Paper read before the Owens CollegeEng. Soc.,

Feb. 7 ,

Experiments on the Transmission ofHeat in a Heizmann Superheate r, O .

Berner (Zeitsehr. Vereines Deutsch. Ing.,xlix. pp. 46 1—466

,March 25

,and

pp. 564— 5 70, April 8,

D ifferent Types of Superheaters (Revue M écanique, MaySpecific Heat of Superheated Steam

,

” R. C. H. Heck (Power, May 1905 ;M achinery, June

7 72 STEAM TURB INE ENGI NE'

RING

6000 H.P. Conover Jet Condenser”

(Power, N .Y .,xxiii . pp. 475—478, Sept.

Saturated Air Condensers”(Power, N .Y .

,xxiii. pp. 672— 674 , Dec.

Jennison Water-Cooler Tower ” (Power, N .Y .,xxiii. pp. 682—685 , D ec.

Theory of the Cooling Tower, H . L . Nachman (Power, N .Y ., xxiii. pp. 674

676,D ec.

Condensing Plant for High Vacuum,

”W. H . Roy (M ech. Engr.,xi t. pp. 812

814,D ec. 12

, pp. 827 829 , Dec. 19,and pp. 860— 864 , Dec. 26, 1903. Paper

read before the Manchester Assoc. of Engrs.,Nov. 28

,

Condenser Plant at GlasgowElectric Power Station (Power, N .Y .

,xxiv. pp.

36-38, Jan.

Independent Condensing Plant”

(Engineer, xcvii. pp. 40—46,Jan . 8,

Steam Heating from a Central Station,” F . B . Hofft (Engr. News

,li. pp.

68

Sextuple-Effect D istillers

”

(E lec. Rec .,liv. pp. 197 — 199, Jan . 29,

Recent Experiments with Surface Condensers with Separate Circulation of

Cold Air and HotWater,

” Berling (Zeitschr. Vereines D eutsch. Ing.,xlviii.

pp. 253— 255 , Feb. 13, 1904. Report read before the 5th Hauptversamm

lung der Schifi'

bautechn, Gesellschaft, Nov. 19-20,

Cooling Tower and Condensing Equipment in an Atlanta Plant (Eng. Rec.,

1. pp. 54—55, July 9,

Condensing Plant,

” E . K . Scott (Tram. Rly. World, xvi . p. 149,Aug.

“Steam Turbine Condensing Outfits (Ekc. World and Engr. , Sept. 17 ,

The Separation of Oil from Condensing Water by means of Electricity

(Genie Civil, Sept. 24,Condensing Plant,

”W. H. Booth (Cassier, xxvi. pp. 543— 559,Get

,and xxvii.

pp. 60— 7 1, Nov.

Pumping and Condensing Machinery at St Louis” (Engineer, Chicago, Oct.15 ,

A H .P. Surface Condensing Plant”(Uhland

’s Zeitschr. Nov. 10

,

Cooling Towers,” C. Hubbard (Engineer, Chicago, Nov

Condensers for Steam Turbines,” G . I . Rockwood (Engin. Times, Dec. 8

and 15 ; Engin. Rec., Dec. 10 ; Street Rly. Journ.,D ec. 10 ; Engineer,

Chicago, D ec. 15 M ech. World,Dec. 30 ; Iron and Coal Trades Rec.,

Dec.

30 ; E lec. Rev.,N .Y .,

Dec. 31,1904 ; Power, N .Y .,

xxv. pp. 46—47 , Jan.

1905 ; M ech. Engr.,xv. pp. 2—3

,Jan. 7

,1905 . Paper read before the

Amer. Soc. ofM ech. Bugra., Trans ,vol.

Condensing Machinery,” W. E . Storey (Engin. Times, Dec. 8 and 15

,

Water-Cooling Towers of the Jarvis Type”(Prac. Engr.,

Dec. 9,

Theory and Operation of Injection Condensers, A . Rateau (D ingl. Polyt.Jour n., D ec. 10 and 17 ,

Losses in Non-condensing Engines,” J. B. Stanwood (Trans. Amer. Soc. M ech.

Engrs.,vol. xxvi., 1904 ; Eng. Rec.

,Dec. 10

,

B IBLIOGRAPH Y 7 73

Cooling Towers of the Westinghouse Installation at St Louis (Engineer,Chicago, Dec. 15

,

The Measurement of Vacuum and the Economic Working of Turbines,

C. Turnbull (Engin. Times,D ec. 22

,

Steam Heating in connection with Condensing Engines, R . P. Bolton

(Engin. Rem,N .Y .,

Jan .

Condensing Machinery (Prae. Engr.,Jan. 6, 13, and 20,

Independent Surface Plant”

(Power, N .Y .,Feb.

Counter-Current Jet Condenser” (Amer. E lectn., Feb.

Power required for Condensing,

Auxiharies in a Steam Turbine Plant,J. R . Bibbins (Power, N .Y .,

Feb.

High Vacuum Condensing Plants,” E. K. Scott (Aust. M in . Stand ,

Mar. 22,

The Condensation of Steam in Plants with Intermittent and Strongly

Fluctuating Loads,” A . Scherbius (Helios

,March 1 and 8,

Advantages of the Alberger or Barometric Type of Condenser over other

Types”

(Elec. Engr., March 10,

Condenser for Steam Turbines (M ech. Engr.,xv. p. 428, March 25

,

Effects of Superheating and of Vacuum on Steam Engine Economy,” R . M .

Neilson (Eng. M ag.,March, April, May, June, and July 1905 and Bull.

Soc. d’Erwouragement, cvii. pp. 645— 662, May

An Improved Condenser of the M irrless Watson Type (Page’s Weekly,

April 28,High Vacuum Condensers,

” J. D . Bailie (Inst. E lec. E . Journ. ,xxxiv. pp,

49 1—497,April 1905 E lectrician, liv. pp. 674-675, Feb. 10

,

“Cooling Water for Condensers,”E. R . Briggs (Amer. M ada

,June 3

,

Influence of Vacuum on the Steam Consumption of Steam Turbines A .

Lapouche (D ie Turbine, JulyUber Wesser-Ruckkuhlwerke

, Carl Rudolf (Zeitsdi. f. d. g. Turbinenw.

,u .

17 , pp. 264— 267, Sept. 1,

SECTION E .

M ARINE INSTALLATIONS.

l 903.

Steam Turbine Ships”

(Zeitschr. d. Vereines D eutsch. Ing.,April 11,

The New Turbine Channel Steamer ‘

Queen (Engineer, June 19 and

July 3,The Steam Turbine

,

”C . A. Parsons (Engineeri ng, July 10 and 17,

The Turbine Steamer Brighton (Engineer, Sept. 4 ,Tests of Steam Turbines (Iron Age, Dec. 3,


A Comparison of the Performances of Turbinesand Reciprocating Engines in

the M idland Ry. Co.

’s Steamers

,

” W. Gray (Inst. of Naval Arch ,July

The Turbine-dru en Channel Steamer D ieppe (Engng. Aug.

Marine Turbine Engine Building,” Sir C. M ‘Laren (Times Eng. Supplement,

Sept. 13,Vibrationsercheinungen der Dampfer,

” Schlick (Z. d. V. d. Ing., Sept. 16 ,

Turbinendampfer Kaiser’

(Z. f. d. g. Turbinenw.,n . 20, pp. 319—320, Oct.

The Determination of the Principal D imensions of the Steam'

lhirbine, withSpecial Reference to Marine Work

,

”E . M . Speakman (Paper read before

the Inst. of Engrs. and Shipbuilders of Scotland, Oct. 24,Die Turbine im Kriegsschifl

'

bau ” (D ie Turbine, i. pp. 24— 25,Oct.

STEAM TURB INE ENG INEER ING

EQUI VALENT Consvurrrons, xm.— emuinued.

Output from Electric Generatorcorresponding to Engine Con

sumptious (ofStated Edic icncies)per stated in the

Columns on the right of this.

Consumption per Indicated Horse-Power Hour.

Combined i-Ziflciency of Engine and Genera tor.

Consumption per Consumption perK.W.H . Output. I

K8”. Pounds. Kgs. Pounds. Kgs. Pounds. Kgs. Pounds . Kgs

I

Pounds. Kira. Pounds. K8! P on ds .

4 5 4”

as". we

1

2-22

5-35 e-a-s

2-92

2-46 61 3 I 2-95 1

10 2-7 1 5-97

10-05 7 50 c

7 50

4-73 10 43 3 53

7 so 3 04

107 3 3°6 i i 3 e-so

11

11-03 i 6 98

3-50 I r-n

3o | s

5-37 u s e

5-41 11-91

5-44 18 e-n 3-45

13 06 r es use we

s-so ze st 3-13

ass 13-51t

we:

we u se

«rse 3-05 e-re 7-71

5-90 18 we

a W '44 8

_3-7

s-os i s-w 4-54 10 7 3-4 1

70 per cant. 75 per cent. 80per cent. 85 per cent. I 90 per cen t .

APPEN D IX

EQUIV ALENT CONSUMPT IONB, era — continued.

Output from E19 0“?Generator Consumption per Indicated Horse-Power Hour.corresponding to Engine Con

sumptious (ofStated Effi ciencies)per stated in the

Columns on the right of this. Combined Eifl ciency of Engine and Generator.

iowugpga't'pmr 70 per cent. 76 per cent. 80 per cent. 85 per cent. 00per cent.

Kgs. Pounds. Kgs. Pounds. Kgs . Pounds. Kgs Kgs. Pounds .

7 7 °

—

73 19 W21 55

W f__

21'56

_W

9 85 23

18

22

10

8 39 18 28 19 58

18 37 21

19 73 W20

162 7 35 -9 18 7 5 20 08 22-78 109 3 21. 10

36

711-56

116-2 122 5 27 W 110 1I

16 45 36 3 27 06

16 50 36 4. 27 11. 27 77—

10?_25

16 72 36 9

37

_W

37 -2 27 -78 7 075

20-94 T073

21 11 42

37 -7 5 10-22

I 37 -8 24

21-10

522-31

_17

3875 13 | 26 °w


EQUIVALENT 001mmm oss, m — mnfi mwd.

Output from Electr'

c Generatorcorrespond'ng to Engine Con

Consumption per Indicated Horse-Power Hoursumption: (ofStated Emciencies)pe

'

stated in theColumns on the right of this. Combined Eucbncy of Engine and Generator.

Co11sumpt10 11 per ConsumptionperKW.H. Output.

70 per cent. 76 per cent. 85 per cent.

90 28

1

30-87

1

l 10' l 4

1

i37 °

5s

“1 0

i

27 2 7

124 1 I

19 '96

88

1

1219-57

[ 27 9 8


TABLE CLI .— VACUA .

Equivalent Values based on the Metric Atmosphere, i .6 . ,1 Kg. per

Sq. Cm. l M etn o Atmosphere.

Reading OfMercury Vacuum Absolute Pressure in CondenserGauge .

Per cent. of

Lbs. per Sq . EnglishInch“Inch. Atmosphere .

APPEND IX 789

TABLE CL11.— VACUA .

Equivalent Values based on the English Atmosphere, i .6., 30 inches or 760mm.

ofMercury 1 English Atmosphere.

Reading OfM ercury VacuumAbsolute Pressure in Condenser.

Gauge.

Per cent. of

E 11511 L178 .

1mm“Atmggphere.

“Opus?

Sq

i111211:

Sq

01 240 1 °763

o°

l447

0°

1653

0 207 i 2 94

700 111m. 29 1) inches. 80 inches 702millimetres.

792 INDEX

Appendix, 779Areas and Volumes, E uivalents of,

(English an M etric), table,21

Argonaut, H.M .S. Turbine Cruiser,Steam Consumption of, 635 , fig. , 634

A rundel, Reciprocating Engine Steamer,details of

,table

,685 et seq.

Atmosphere, see Metric do.

Atmospheric Exhaust, 566 ExhaustAugmenter Cond

7

enser in Turbine Steamers,lo

Auxiliaries, (Rateau), power consumed by,

240

BALANCE Pistons, (Parsons), uses of, 120

Barometric Jet Condensers, used withTurbines and Engines,table

,430- 1

Reciprocating Engine Steamer,

details of, table, 7 10at so] .

Bearin (s), 363 Thrust BearingA . G . ,

290,

Curtis ,Footstep, 201

Oil Supply to, 201 , table, 202Others, 204 , 49 see table, 202

Glands, 205

Oil circulated through, 205de Laval

, 95 , fig. , 96

Hamilton-Holzwarth, 316-7Parsons,Flexible, 131

Thrust, 132 d: fig.

Rateau, 235 4: note, figs , 232, 233

Zoelly, 263, ill 268

Thrust, ib.

Peripheral Speeds Pressure at, 14 , table,15

Bearing Pressure, (Parsons), 132Bed-plate, Hamilton

-Holzwarth Turbine,separate for each Casingand for the Dynamo, 311,Casings not bolted downto, 316

Belgian State Railways, Turbine Steamersof

,table

, 734

Bethune M ines, Rateau Heat Accumulator

at,250, fig. ,

251

Bibbins,J . R. , 366 WestinghouseTurbines,

Cost ofHigh VacuumBibliography, 749B ingera, Turbine Steamer

,details of

,

tables, 63, 685 note

Blades , or Buckets, see also Buckets and

Vanes

de Laval, 87 , fig.

,88

Fullagar’s method for fixing, 127-8,

figs"127 , 128-30,

ill 139 , clairns made for,129

Board of Trade Unit, defined,17 note

Boileds), sec Steam Turbine Plants, (48)large, well-designed,

efi ciency of com

plete Steam-raising Plant

with, 363, measured bytest, and by all-yearrunning, 366 , tabla, 368

-9 ,kilo

gams of steam

got in ,

per°

logram ofGoa 363,364 4: table

testing of,basis of figures for findingSteam produced, in ratios

to coal consumed, 864

Boiler-Feed, see Steam Turbine Plants,

(46 )Boiler-Flues do. do. (41 )Boiler-grate area , in some of the Plants

referred to table, 452-3

Boiler-heating surface, do . do . ib.

Boiler-houses , sec Buildings

Boiler and Superheater Surface Installed,452, table, 452

— 3

Boston, L. Street, see Steam Turbine

Plant

Brake for Curtis Turbo-Generator, 212

Branca’

s Turbine, 25

Brighton,Turbine Steamer, detail of, table ,

685 et seq. ,ilk

,694

Brimsdown ,sec Steam Turbine Plant

British India Steam Navigation Co .

’

s

Turbine Steamers, table,

685 atmy.

British Thermal Unit, defined,17 «I: note

British Thomson Houston Co. ,Rugby,

makers of the (h utis'

h i rbine, 212, 213

British Naval Vessels , Turbine Driven,

Battleships, Cruisers, Tor

pedo boats, Destroyers,etc. , table, 630— 1

British-made Turbines ,seeCurtis, de Laval,

and Parsons

Brown, Boveri Cc. , Switzerland,builders of Parsons Tur

bines,119

Marine lighting-plants, 189, fig. , 190

Cost of,as compared with that of

equivalent Piston-engines,

190

Turbo-dynamo, 135, ill. , 136

do. , at Essen, (their largest), 135Turbo-generating set, 3 phase, 4-pole

atFrankfort, described 135 ,ills

,137 , 138, do see table

facing 156, flg. , 173

Steam Consumption in , variation in,

with Change of Pres sure, 161, fig. ,

160

with Constant Pressure

Vacuum, j ig. ,

173Bruay M ines

, Rateau Accumulator at,247 , fig ,

249,253

Rateau Supplementary High Pressure

Turbine at, 252

IND EX

Brush Co. builders of Parsons Turbines,119 note, fig. facing 122

Brush-Parsons Turbo-generator, earliest

and latestdesigns, 146,figs.

facing 148, new features

in the latter,151-3

Brushes, Carbon and M etal,used in A .E.G .

Turbo-generators, 298

Buckets,see also Blades, and Vanes,

de Laval, 87 , fig , 88

Wear in,Losses due to, 78

Riedler-Stumpf,Double, 276 , figs ,

274, 275, 278Number of, 276Overlap of

,reason for, 279, fig. ,

274

Single, 278, fig. , 275

Buildings, sec Steam Turbine Plants,Engine

-rooms, Boiler-Houses, and

Power-Houses,for Tur

bines, M ixed, and Recipro

cating Engine Plants,Area and Volumes of, 445, tables,

446— 51, ills. 468—74 , plans,-90

CALOR I FIC Values of Fuels, 362 at seq .

tables, 362, 364-9

Campania and Lucania, ReciprocatingEngine Steamers, detailsof, table, 716 at seq .

Carmania and other Turbine Steamers,(Cunard details of,table, 7 16 atug. ,

i ll. , 720

Engine room, cross section,

fig , 726 ; low pressure

and Astern rotor,ill.

721 propellers, ill. , 723 ;Turbine room,

ill , 723,

plan, etc. , figs , 724

Caroline, Reciprocating Engine and Steam

Turbine Yacht (RateauTurbine), 636, details of,tables

,631, 673 cl seq

figs , 678, 679 ; tests of,

tables , 680, 680

Additional Propellers on Turbine Shaft

of, 681 , results with, 682,summary of, 683, tables,682, 683

Carmiia ,Reciprocatin Engine Steamer,

(Cunard details of,

table, 7 16 cl seq . ,Engine

room, cross-section, fig726 , do. , elevation and

plan, figs , 725

Results ofTrials, table, 728

Carville, sec Steam Turbine Plant

Casing(s), (A.E.G. 291, (Elektra), 320High and lowpressure, (Hamilton Holz

warth), 311 4: note , 314not fixed to Bed-plate, 316

Cavitation, Parsons’experiments in over

coming, 644-6, figs , 64?

Rateau, 238

Riedler-Stumpf, large, 278

793

Central London Railway, foundations forTurbines and other Enines of, 441 , table, 443

Chelsea Power ouse, London, Westinghouse Parsons Turbo

generating sets at, 135 de

note, a seq. {m. , 140-4,

540-1, u s also Lots RoadunderSteamTurbine Plant

Chester, Turbine Scout, details of,

table, 728 at seq.

Chimneys, m Steam Turbine Plants, (42)Circulating Pumps, m PumpsClearances in Turbines

Brown-Boveri Parsons, largeness of, in

relation to Economy, 120,

129

Curtis, minimum, between fixed and

moving parts, latest designs, table 211

Elektra, 322

Parsons, and Willans-Parsons, smallnessof

,the chief factor .of

efficiency , 151

Calorific value of

as expressed by the authors, 363ofvarieties of, in various units

,table

,

362, d: see tables, 342, 345

Consum tion, sac Boilers,Amt l yst, compared with that of

Topaze etc. , figs , 655,tables 656 at seq.

Reciprocating Engine Cruisers, Record, table, 748

Turbinio ( lst), (approximate ), table,648

Delivery of, and Storage

etc .

, see SteamTurbine ants (29— 40)

Economy in Turbines and Piston En

gines, 404

Price of,of average value of 87 K.W.

hours per Kg. , 364 , table,365

Cobra, Turbine To ode-Boat D estroyer,deta

'

s of,tables

,630,

659-60

Condenser in, table, 437

Collars on Rotating Drum, (Willaha

Parsons), as factors ofeffi ciency

, 151

Commercial Effi ciency of Turbines andPiston Engines compared,404 cl seq., figs. 406 -11

the same, under Extreme Conditions,

figs ,416— 7

the same, under increased AdmissionPressure and varyingSuperheat and Vacuum

,

405-11

Commutator, CurtisTurbo-Generator,M . ,

210

794 IND EX

Compagnie Fran Thomson-Houston,Pg makers of CurtisTurbines, 212

Comparison of Cost of D ifl'

erent Types of

Engines, table, 9

Compensator, (Rateau), 234 , fig. facing232

Compressors coupled to Rateau Turbines,238

Condensers, sec

( Sgeam Turbine Plants,

6

Barometric Jet, usedwith Turbines andPiston Engines, table

,

430— 1 «2 see 254

Ej ector, table , 132—3Extra cost of High Vacuum in, 429 ,

435 , table, 434

Jet, used with Turbines and PistonEngines, table, 432

— 3

in MarineTurbineVessels, 632, table, 437in Au enter do.

, 7 10

Proba lee improvements in, 404ofRated Capacity, Cooling Towerswith,

table, 436

Surface,Mirrlees-Watson

, at Partick, 437 , j ig ,

486

range of Experiments on, (Allen’s

paper), 438 50 tables,figs

usedwith Piston Engines, table , 432-3usedwith Turbines, table, 430-1

used with Plants referred to, in tables atpp

. 424— 7 , figs. 470— 2,5, 470-7 480

,482 5,

488-90

in various makes of Turbine a'N rbo

generators

A.E.G 291 , 306, figs ,285, 286

Curtis, 205, figs ,204, 207 , 224. m. ,

207de Laval

,80

,82

Hamilton-Holzwarth, 314Parsons, i lls. 147

Rateau, 227 , j igs. facing, 252, 257Barometric Jet, 254

Riedler-Stumpf, fig ,285, 286

Union,331

Condensing Plants, see also Turbo Generators and

Cost of, 9-10 dc tables, see alsofly. , 12

and Non-Condensing do. , Costs of,

(Allen on), 10-11 46

tables

Consumption, see Coal, and SteamContinuous current A.E.G . Turbo-genera

tors, 50-750K.W. Speeds

of, 298 Jr table

Convertible Energy, ace EnerCoolingTowers, 386 Steam Tur ine Plants,

(70A )with Condenser of Rated Capacity , table

436

Cork, m Rugby and Cork

Cost ofBrown-Boveri-Paraons W hine Marine

Lighting Plant, 189, fig.

190, as com red withthat of equiva ent Piston

Engine, 190D ifferent Types of Engines, Comparison

of,table 9

extra, of High Vacuum,429 , 435, table ,

434

first, ofSteam Turbines, 2, 3, d: tablesin relation to Steam Turbines, 2

— 11,tables

, 3- 11

Costs and Prices, decimally expressed in

thiswork,23

Coupling, flexible, between Shaft-sections,(Hamilton-H olzwarth) ,316

Cranes, Overhead'

h '

avelling, sec SteamTurbine Plants, (73)

Wharf,see, as above, (31)

Cruisers, Turbine D riven

British, see Amethyst andGerman

,details of, table, 724 et seq.

U.S. Navy ,Armoured do., details of

,table

, 728

cl seq.

Cunard S S. 00.

Commission of, objects and personnel of,633

Turbine and Piston Steamers of, table,716 ci seq. ill. , 727

Curtis'h lrbines, 191 cl seq .

comparison of vertical do. ,with Union

Turbine, 331

Firms manufacturing, 212,Four Stage, Revolving Part of, fig ,

223

General Description, 191

Bearings

Footstep, 201- 4, figs.

Oil Supply to , 201, table, 202

Accumulator for, 205Packin for, 203 4

: fig.

Water ubrication in,204 4:fig.

Other kinds, 204 d: see table, 202

Glands, 205

Oil circulated trough, 205

ClearancesMinimum between fixed and

moving parts, latest de

signs, tables, 211

Condensers ,205, figs. 204 , 207 , 224 ,ill. , 207

Diaphragms between Stages, 194,fig. ,

195

Governors for Synchronisin 194,199 , ills ,

196 . 19 -9

Valves in, 197— 9 , figs , 198, 200,i ll. , 201

Emergency do. ,201, ills , 196 , 201

ozzles, expanding, in, 191— 4, 195,s. , 194 , 195

as arms for Marine Work, 195number of

,199

7 96

de Laval Turbines (continued)Steam Consumption inFull Load, 40, 52, 54

withoutSuperheat, fig. 57 , tables , 55

with do . 64 , figs 64 at seq.

with 50 C. do. ,table

, 56

Estimated Percentage Decrease inSteam Consumption per

Degree

Superheat, table, 58

with Varying Pressure, 40, inset 4:table 40, 41 ct seq .

with Varyin Vacuum, 52, fig., 53

Full,Half, andQuarter load, curves

for,

at, 389 , figs , 390,

391

Half-load, 57 , tables ¢t~ fig 58

,59

with Varying Vacua, 59 , figs ,

60, 61

Quarter load, 61 , fig8. , 62, 63

Steam Ecouom in, 33

Energy in, otal Efficiency of Con

version of,29

Weights and Floorspace Dimensions of,and output of various,109

, figs , 107 , 108

Wheel, breaking of, unimportant, and

why, 32—3, 86, 278de Laval Turbo Generating sets, direct

coupled, Designs and

Ratrng of, 109 , tables

110- 18

Delray, sec Steam Turbine PlantDesigning Data for D iverging Nozzles ,

(de Laval), table, 69Deterioration, (do Laval), due to Wear

ofVanes or Buckets, 78D iamond , sea T Sapphire, and

D iamond ,Cr uisers

D iaphragms inCurtis

’

Ihrrbines, 194 , fi g. , 195

Rateau do. ,229 defig. ,

230

Zoelly do. , 262, fig. , 263

D ieppe, Turbine Steamer, details of, tables

Dimensions, Weights, Speeds, Outputs,etc. ofCurtis Turbines and

Generatorswith orwithoutCondensers , tables, 211

Elektra Turbines, 325, figs ,325 , 326

Hamilton-Holzwarth Turbine,direct

coupled with Generator,table, 319

Oerlikon-Rateau Turbines, table, 236Parsons Type

’

Ihrrbo-Generator

Approximate Floor Space, over-all

length and weight, figs ,

Some particulars of, table, 154-5

D iverging Nozzles,see Nozzles

D onegal , Piston Steamer, details of,table

692 at u g. , plans and

sections of, fig. , 698 ;Engine

-room do. , fig. 700

Centigrade of

IND EX

Dorchester Unit, Curtis General ElectricMachines, 212

Double-flow design, sac Westinghouse

Parsons

Double wheel Types of Turbines, mA.E.G.,

Elektra, Parsons,Rateau, and Zoelly

D readnought, H .M .S. Turbine Battleship,table, 636

Dynamo (de Laval), losses in, 80used with A .E.G. Turbine, position of,

290

Ecoxou lslm Surface, in some of the Plantsreferred to, table, 452

—3

Economisers, see SteamTurbine Plants, (47 )nom of

Coal, in Turbines and Piston Engines,404

Oil, in the same, 404Steam, (Curtis), 192—4

in relation to Admission Pressure, 161- 2do. to Condensing,fig.

,12

do. to size ofClearances ,120

,129

E lm,Turbine Tor o-boat Destroyer,

de 8 of,tables, 630,

659—60

Coal Consumption of,in com narison

withPistonEngine essels,table, 668

Efficienc seaCommercial do.

ofBoi ers, see Boilers

small Clearances in relation to , Parsons

and Willans Parsons

Turbines,15 1

Ejector Condensers, m Condensers

Elek tra TurbinesD imensions

,Weights, and Floor-Spaceof

, 325 , figs ,325

,326

Double and Single WheelGeneral Description of

,820, figa , 821 ,

322, 325 , 326, tabla , 323,324

, 825, m., 822

Casing, 820Clearance

, 322

Nozzles,320, 322

Steam Passages, concentric and

reversing, 320

Vanes,320

,322

Wheel,820, 322, fig , 321, m. , 822

Peripheral Speed, 822

Rim to,822

Sizes of, (IO—300 320

Speed of, moderate, howsecured, 820

SteamAdmission

,Passage through and Ex

pansion of,in relation to Moderate Speeds, 820

do. to Thrust, 322Consumption inCurves for, atHalf, and Quarter Loads, 389

note, figs. , 390, 391

IND EX

Elektra Turbines, Steam, Consumptionin (continued )

ih various Sizes, and at various

Loads, 323,tables, 323,

824 , 325

impacts of, utilised to securemoderate

Speed, 320

Turbine Sets comprising Direct-con

nected Generator,table

,

324

Electric Generators used in Calculations,Efficiencies of

, (de Laval),33

, figs. 3414Enwrald

,Turbine Yacht

,details of, tables,

630, 669 cl seq.

Emergency Governor, (Zoelly), 263Emmet

,Mr

,tests by, on Curtis Turbo

generator, Newliort, table,218-9 (cols. 1 — 4) do.

referred to on Speed and

Economy, 13End Pressure, or Thrust, (Parsons), how

caused and howoffset, 120

(Westinghouse-Parsons), howeliminated,

Energyexpressions used for, in Steam Engineer

ing, 17 , 18, table, 18

Equivalent Statements of, (English and

M etric), table, 22relation of, to Heat in Steam and partly

evaporated Water,348-9

requisite to produce Steam of given

qualities in relation to

total do. , 356, tables, 342

et seq.

ofSteamConvertible, importance of, 341in Saturated Steam

, 349 , tables,

342,845

in relation to

Exhaust Pressure, 357Ex neicu

,355 , 356

— 7Resi ual Kinetic in passing to Con

denser losses due to, (de

Laval), 80in Steam and partly evaporated Water,

relations between, 348- 9

Total efficiency of Conversion of, in,

(do Laval), 29used in Overcoming External pressure

during Superheating, 349,howcalculated, 350

Energy, Work,

and Heat Units, withAbbreviations, and Cor

responding Values,

ex

pressed in Joules, table, 18Engine

-rooms,sec Buildings

Engines, (see also Piston,and Reci roost

ing do.,

and Tur ines),D itferent Types of, Com

parison ofCost of, table, 9

English M‘Kenna Co m Steam Turbine

Plant

797

FANS con led to Rateau Turbines , 238

Firms bni ding various Turbines, see under

namesFirst Cost ofSteam Turbines, 2, 3 4: tables

Flexible Bearings , see Bearings

Couplings , see Couplings

Shaft, sec Shaft

Floor Space, 346 D imensionsFoot-pound, (ft defined, 18

Footstep Bearing, see Bearings

Foundations, 441 cl seq. fig. 442,table,

443, ill ,444

for A. E.G. machines, lightness of, 291

Frankfort Electricity Works, BrownBoveri Parsons Turbo

Dynamo at, 135 , ills. 137 ,138

,a see table

,facing 156Fraser 8; Chalmers, makers of Rateau

Turbines , 234,

sec i lls.

227 d o.

French Naval Torpedo Boatswith Rateau’

h i rbines, details of,table,

785, i ll 738, tests of

duplicate turbine, 740,table, 637 ; propellers of

,

ill. , 739

French-made Turbines,see Rateau

Friction in

de Laval Turbines,

Losses due to

in Bearings, 78

ofSteam, travellingover Vanes, 7 7.

due to TurbineWheel revolving inSteam, 71

Equivalent Consumption of Steam per

K.W. hour, E.H .P. hour,

and I .H .P. hour, tables,779— 87

Equivalents in different units,English

and Metric, of

Areas and Volumes,table

,21

Lengths, table , 20

Statements of Energy, table, 22Values for power, table, 20for Vacua, table, 788— 9

for Work , Energy , and Heat, tables,19, 22

Escher, Wyss, Co .

,and other firms,

manufacturing Zoelly Turbines, 260 «b note, 265 d:

note

Essen Electrici

gWorks, Brown-Boveri

arsons largest Turbo

Dynamo at,135

Ewing, Prof. , tests of, on Turbinia (l st),637 cl seq.

,tables

,ib.

Examples of Steam Turbine Plants,see

Steam Turbine Plants

Exciters,see Steam Turbine Plants, (72)

Exhaust Pr essure. see Pressure

Expansion,Adiabatic, ofSteam in relation

to Energy , 355, 356— 7External Pressure, see Pressure

7 98 IND EX

Friction in (cmztinued ) Governors (continued)Parsons Turbines,due to difi

'

erence ofdensity in mediumin which wheel revolves

,

120

Union Turbines,howreduced, 385

Fuel, Calorific Values of, see Coal.

Fulham ElectricityWorks, London ,

(hirtisTurbo-Alternatorat, 213, 487 note,M . , 558

Fullagar, H. F. , method invented by, forfixing Blades , 127

-8, 151 ,

j igs ,127 , 128— 30, i ll. , 139,

claims made for the plan,

129

Full Load, see under Steam Consumption

GEARING , Speed-reduction

, (de Laval),Losses in, 78

Gears, Pinions,Shafts, and Bearings,

(dc Laval) 971 Data of,table

,98 cl seq.

General Electric Cc . , makers of

Curtis Turbines, 212

German Turbine Cruisers, Torpedo Boats ,and Merchant Steamers ,

details of,table

, 742 et

seq. Turbine room and

Turbines of a Torpedo

Boat, ills. , 746, 747Turbines, see

Elektra, Riedler-Stumpf,Union, and Zoelly

Gesellschaft fur Elektrische Industrie, of

Karlsriihe, makers of the

Elektra Turbine, 320Glands

,in the

Curtis Turbine, 205

R ites“do .,236

Zoelly do. , 264

Going astern, in Turbine Ves sels, 636arrangements for, in Tur

binz'

a (l st), 638, do. in

Vessels ofthe Cunard Co

ill 720

Governors, (see also Steam T urbine Plants,

(59 , in various makes

German-made

ofTurbine,

A.E.G.

Safety , 296Curtis, 194 , 199, ills ,

196,197 , fig ,

198

Valves in, 197-9 , figs , 198, 200,201

Emer ncy, 201 , z'

ll.,196 , fig.

, 201

de Lava 104-5

Hamilton-Holzwarth, 814 , 817-8, fig318

Rateau

Governor and Compensator, 234 , fig.

facing 234Riedler-Stun f

,277

Union,332, 333, 334 , 335

Zoelly,262-3, j igs"261, 264

Emergency, 263Grauert, 13, cited on Riedler-StumpfTurbo

Generating Set, 286-7

Hans Loan,see under Steam Consumption

B ellside Works,Steel Co. of Scotland,

Rateau Heat Accumulatorat, 253

- 4, figs ,

233,259

,

facing 252, ills. , 255 ,256

Halpin, D Heat-storing system patented

by, 247Hamburg, German Turbine Cruiser,

742 note

Hamburg American S S. Co. , Turbine

Steamer of, details of,table

, 742 et seq.

Hamilton-Holzwarth Turbine,compared with others, 307 , m. , 312,

j igs. , 313, 314

Dimensions etc. and listof,D irect-coupled

with generators , table, 319General Description of

,307 cl seq .

Bearings,316-7

Bed-plates, 311 , 316

CasingsHigh and LowPressure, 311 <5 note

,

Condenser, 314Governor, 814, 317 318

Lubrication, 317 , 318

Shaft, 309

Subdivisions of,and flexible coup

lings, 315-6

Stationary Discs, see Vanes , infraStuffing Boxes, 316

— 7 , fig , 317

Valves ,Main inlet, howcontrolled, 311

Regulating, 311

Vanes,307 , 309-11 , figs.. 309 , 810

Stationary , (or D iscs), 309-11, figs. ,

Wheels, built up, 307 , 308-9, figs. ,

809, 310

Peri heral Speed, 309

Steerband round, outside Vanes, useof, 309, 311

Steam in

admission to, 31 1high pressure,injector action

,occasional, given

to, 314

leakage, elimination of,309

,816-7

passage through, and expansion in,

307 , 311- 14, 316, fig.

,308

g veloci'

t

i'

ylof

, 307

Harrogate , Curtis rho-generator at, 750K.W. with Allen

’s

SubbaseSurfaceCondenser,213, M . ,

224

800 INDEX

Losses in de Laval Turbine (continued)Summation ofthe above

,and percentage

allocation, 81

Lots Road, Chelsea, see Steam Turbine

PlantLow-pressure TurbinesCurtis, described, 223, table, 224

Rateau, with Heat Accumulator,

Steam Consumption of,effect on,

of reducingVacuum,

table, 241 tests

on , table, 246

Lubes/c,German Turbine Cruiser, details

of, tables, 630, 742 at cm. ,

ills , 744 , 745Lubrication

, see Steam Turbine Plants (63)A.E.G. Turbine

,292

Curtis, (bywater) 204 «t fig.

de Laval, 97 , fig.

, 96

Hamilton-Holzwarth, 317 , 318Parsons, 134Oil consumption for different aim

,

table, 185

Zoelly, 263Lucam

'

a , see Campania and LucaniaLunka

, Turbine Steamer, details of, tables,631

,685 et seq.

Lusitania, Turbine Steamer, 631 , 716

MAHENO, details of, tables, 631, 685 note

Mahmussa , Turbine Yacht,table, 631 (detail 61 dwe te),669 note

Main Generators,7

see Steam Turbine Plants,1 )

Main Steam Turbines, see Steam Turbine

Plants, (56 )Manxma n , Turbine Steamer, details of

tables,630, 692 et seq.

Plans and sections, fig. , 698

Position ofStarting Platforms in, 704

Revolutions and Slips of

Compared with Reciprocating EngineVessel, table, 704

Steam to Glands etc. ,in

, 709Tests, table, 709Turbine Room,

ill. , 703,Cross section, fig. , 703

do. , and Condensers, i ll. (ff fig. , 705

Marine Condensers in Some Turbine-DrivenVessels, 437 ck table

Li hting Plant,mwn-Boveri Pnrsons, 189, fig. ,

190

Cost of, compared with that of

equivalent Piston Engine

Engine Plant, 190

Riedler-Stumpf, smallTurbo-generatorfor, 286

— 7 , fig.,287

Marine Steam Turbines, and TurbineVessels, 680 et seq.

ComparisonswithReciprocatingEngines,632, tables, 648

—9 , 650— 1

cl seq. , figs ,634, 655

relative Steam Consumption, 684-5

Marine Steam Turbines, sto. (cmuinuedyCondensers in , 632, table, 437Augmenter do. , 710

First Parsons Marine Turbine Ship,Turbinia (l st) , 636 , ill. ,687 , tables, 630, 637 , 689 ,642, 643, 647 , j igs ,

638-9 ,640-1, 645

GoingAstern in , 636 , 638, i ll. , 720

Governing Turbines in, 704 , 709

Stopping from Full Speed, 646

List of Turbine Vessels, and Index to

further Data, table, 630—2

Recent Torpedo-Boat Destroyers, 661—8.

table, 668

Reciprocating Engines combined with,Economy of Steam (

‘

on

sumption secured by, 636

Oil-consum tion in, 733

Speed and ize Limits for, Bateau’s

and Winter’s opinionscited, 632, 683, Views of

the Parsons Marine

Steam Turbine Co. 634 ,

of Mr Speckman, 635Starting Platforms in

, position of, 704

Steam By-pass to Intermediate Stage in,709

Turbines and Turbo-generators used in,A .E.C . 20K.W. , 292, fig. , 293, table ,

ih.

Curtis, Vans and Nozzle arrangement

for, 195

Zoelly, 272

Maschinenbau-Aktien Gesellschaft Union,Essen, builders of the

Union Turbine, 327

Mauritania , Turbine Steamer, 631, 716

Mean Representative Results as to Steam

Consumption ,see under

Piston engines , and under

Steam TurbinesMechanical Stokers, see Steam Thi rbine

Plants, (44 )Merz

, C H Tests by, on a Curtis Turbo

Alternator at Cork, 217 ,table, 218-9 (cola. 6— 11 )

Metre-kilogram, (m. defined, 18

Metric system,use of, in its bearing on

Continental rivalry withEnglish speaking coun

tries, 22

Metric and English Units Measures etc .,

see Equivalents in different

units

M idland Railway 00.

’

s Turbine and


Steamers, tables, 630, 692et seq.

M irrlees-Watson Surface-Condenser, Par

tick, 437 , ill. , 486

Moabit 2000H.P. Riedler-StumpfTurbinedescribed, 276, 278, 279,

figs , 276, 277 , 279, 290

801IND EX

Modern Piston Engines, see PistonEnginesMoney, decimally expressed in this work,

23

Motherwell,see Steam Turbine Plant

Multicellular Turbo-Alternator, (Rateau),850 K.W. , Tests of, table,242

Multiple-Wheel pe of Turbines, see

A. G., Parsons, Rateau,

and Zoelly Turbines

NARC'I SSUS , Turbine Yacht, details of,tables, 331 , 669 et seq.

Naval Vessels, with Turbines andReciprocating Engines , comparisons of, tables, 630

—1 , 648at so

Neasden, see Steam rbine PlantNew York Edison Co.

’s New Waterside

Station, 147 , 209 , note454 , ills., 444 , 455, 481

ewport Electric Lighting Power StationCurtis Turbine, details of, 214

-7 , testson,

)table, 218 9 , (cola.

1— 4

Nickel Steel, emplo ed in Wheels andN0 es (Riedler-Stumpf),276, 279

Expressions for Ener defined, 17 , 18,table, 1

Board of Trade Unit, 17a: note

British Thermal Unit, 174: note

Foot-pound, (ih-lb ), 18Horse power-hour, (H.P.H. 18Kilogram

-calorie, (K 17Kilowatt-hour, 17 J: noteMetre-kilograms, (K. 18

Warme Einheit, (W. 17Practical Units for Power, 19 tablesHorse-Power

, 19Kg.O.S. , (one kilogram-calorie per

second), 19Kilowatt, (K.W. 19

Non-condensingParsonsTurbine, are underParsons Turbines

Nozzles in different Turbines291, 804 , 306, fig. , 305

Curtis, 191— 4, 195, j igs ,194, 195

de Laval, 26, 27 , 87 , figs , 26, 27 , 98, 94low in

, 68, table, 69, d: see 70Rateau, 229, 234 , fig. , 229

Riedler-Stumpf, and Lilienthal and

Riedler-Stumpf, 278, 279 ,288

, j igs , 274 , 279, 280,281

,230-2, 288,figs.

,232

,

288

Union, 827 , 831 , 882, fig 828Nozzles

,ofdifferent types

Dive'

ngA. .G. ,

291

deLaval, 26, 27 , 87 ,figs , 26, 27

ozzles, Diverging (continued)Union, 881

Ex nding‘

urtis, 19 1-4, 195, j igs ,194, 195

Number of, 199Rateau, m. , 229

Reversin

Lilient andRiedler-Stumpf, 280-2,288, figs ,

282,288

Nozzles and Vanes, Leakage between, (doLaval), Losses due to 70

No. 1125 , Turbine Steam Yacht, detailsof

,tables 630

,673 cl seq.

Osamxon-Ra'

rnau Turbines, described,

236 a note, j ys. , 285 , 237 ,238, 240, 241

D imensions, Outputs, and Speeds of,table

,236

100K.W. ill. , 235, table, 2861000K.W. Test of, table, 245

Oil-Consumption in Lubrication, Parsons

Thirbines, various sizes,table, 135, Zoelly Turbine,263-4

in Reciprocating Marine Engines, 783Oil-cooling plan?

se

;SteamTurbine Plant,

64.

Oil-economy in Turbines and Piston Eu

gines, 404

Oil-supply, to Bearings, (Curtis), 201, 204 ,table

,202 Accumulator

for, 205, (Parsons), function of

, 181

1000 and 1500 Kilowatt Sets, Tenders andaccepted Prices for, 5—7tables

Onward,'h irbine Steamer, details of

,

tables, 684 cl seq.

Osbonw, Turbine Yacht (King Edward’s),

table, 631 a note, 669 note

Osthofi'

, O. E.,tests by, on Curtis Turboenerator, Oshkosh Gas

orks, 220, table, 218—9,(cola. 12-14 )

Outputs, see Dimensions etc.Overall Length, see Dimensions etc.

Overhead TravellingCranes, see Cranes

Pars ons, C. A. 3 Cc., chiefmakers ofthe

Famous Turbine, 119,also Brown Boveri Parsons, and WestinghouseParsons

Parsons, Hon. C. A. , 682, 637experiments of

, regarding Cavitation,644-6, j igs , 647

patents of,for securing LowPeripheral Speed,

261 note

for utilising Expansion of Steam,

247

802

Parsons, Hon. C. A. (continued )pioneer (see also de Laval) of the Com

mercial Steam Turbine, 2views of, cited, on advantages of joint

use of Turbines and Re

ciprocating Marine Eu

gines, 636-7

and Stoney, tests by, of Turbines forD riving Dynamos, resultsof, cited

,as to effects of

Varying Vacuum on SteamConsumption, 165-8,figs ,

Parsons Marine Steam Turbine Co.

arran ementa of, for Goin Astern, 636

first rbine Shi of,see arhinia l st

lowspeeds rovi ed for,by, 634

“mongrel’

system of,for securing

Economical Steam Con

sumption at all Speeds,636

Steam Trials of Amsthyst, fitted withParsons Turbines, table

,

682

views of, cited , on Speed and Size LimitsforMarineSteamTurbines,634

Parsons-Peebles Turbo Generators,with

Allen Surface Condensers,440 dcj ig.

Parsons Turbine, 119chosen for comparison of results between

Piston Engines and SteamTurbines, and why, 391-2

described, 120 et 121,122

,J:

facing 122, 123, 124, i lls ,

125-30, 132- 4, 136-8,140-2

,144

, 146,147, a

facing 148, 152, table, 135effi ciency of, in relation to Smallness of

Clearances, 151

Firms building, 119 dc note,see also

under each nameGeneral description of

Balance Pistons, 120, j igs ,121, 122

defac ingBearing, Flexible, 181

Pressure,132

Thrust, 132 <9 fig.

Friction in, howcaused, 120Lubrication in, 134

Oil-consum tion for various sizes,te

,135

Regulator, 132, fig , 133

action of, figs , 134

Rotor, 122, figs , 121, 122, d: facing

122, i ll. , 143

Steamadmission,

occasional direct, to

intermediate Stages, 131

progress through, 131

as acted on by guide Vanes, 120

leakages of, howcaused, 120, howdisposed of, 181

IND EX

Parsons Turbine, General description of

Vanes

fixed and moving,construction of, 120—9

numbers of, 122 6: note, 308-9at high

-pressure end, criticism of,331

relative position of,howsecured

,

132 46 fig.

stationary guide,”120

difference in fi ring, and those

of Hamilton Holzwarth'

h 1rbine,310

Wheel, 120resemblances to, of that ofUnion

Turbine, 881

SteamConsumption in, 156, 4

: tablefacingdo . 4: see do .

,under Piston

Engines and Steam Tur

bines

at Full, Half, and Quarter Loads ,curves for, 389, j igs.

,390,

891

do. do. Average, with definite

Vacuum and Superheat,table , 187 , excess of Half

and Quarter Loads over

Full do. , table 188do. with Constant Vacuum and

definite Sn rheat, withVarying A lute SteamPressures, tables, 180-1 ,186

do. do. do. and Mean Absolute

Pressure, tables, 182 - 4,185

Percentage decrease in,in relation

to less Load and moreVacuum,

165, figs"165 ,

166

in relation to Pressure, (Admission) and Changes in Pressure, 156 et seq. , 179 , j igs157

facing 396with Various Loads

,see Full, and

Average do. , supra

Full, non-condensing, excess of,overspecifiedVacuum,

162,

fig. , 164

with varyingSuperheat,figs.176, 177, 178, table , 178

Half, fig ,188

Quarter, fig , 189

do. with Constant Vacuum and

Superheat, and MeanAbso

lute Pressure, tables, 182-4 ,185, do. with VaryingPressure, tables 180-1

do. , with Varying Superheat, 162cl seq. 891, 893j igs ,

171-9 ,896 , table, 178

804 IND EX

Pressures, Admissioninrelation to Steam Economy , 161— 2

increased, in relation to CommercialEflicienc of Turbines andPiston ugines, 405 , 412

at ug., figs ,

406— 11

in relation to SteamEconomy, 161— 2in relation to Steam Consumption

dc Laval K.W. Tur

bine running Non-con

densing, table, 50, see also

table, 58

do. do. Parsons Turbine, 156 at

se figs 157-60, do . andot ers, 391, 393, 403, j igs"facing 396

increased, in relation to CommercialEfficiency of Turbines and

Piston Engines, 405, 412

et ug., fiy8. , 406

— 11

Varying,in relation to Steam Consumption

ofPiston Engines, 384 dcj igofTurbinesde Laval, 40, tables, facing 40,

41 et seq.

Parsons and others, slight effectof, 156 at ug. , 179 , 384 ,391, 393, 403,157-60, d

' fact'

ng 396

Westinghouse, and BrownBoveri-Parsons sets

,161,

figs , 158, 159, 160

Bearing, (Parsons), 132Constant, and Variable Speed, (Zoelly),

tests of,272, table, 276

(cola. 9, 10, 11 )End, (Parsons), causes and cure of, 120,Exhaust

, Energy of Steam in relation

to , 357

External, Energy ofSteam used in over

coming, during Super

heating, how calculated,350

Initial

Change in, effect of,on Steam Con

sumption-fig.

ofPeripheral Speeds, at Bearings, 14 ,table, 15

Regulation of, in Stages, Valves for,

(Curtis), 208— 10Sections, Steps or Stages,A .E.C . Turbine, 291

Rateau do. 228 d: note

Riedler-Stumpfdo. , 283 46 fig.

Union do. , 327Superheat, and Vacuum in Plants in

Operation, 422 at seq. dc

tables

in use with Reciprocating Engines,table, 426 — 7 , summary

,

t able, 423

do. do. Turbines, table, 424-5 ,summary, table, 423

Pressure and Volumeat lowTemperatures, 859, fig.

,360

relation between, for SuperheatedSteam ,

385

Prices ofCoal, see CoalM m Elizabeth, Turbine Steamer,

details of, tables, 631 , 734

Princess Maud,Turbine Steamer, detailsof

,and comparison with


Steamer,tabla ,

630, 664

a seq.

Propeller“) ofFrench Turbine Torpedo Boats,

i ll.

, 739

w in ia ,l st, trials with difl

'

erent

numbers of, 643—4

,

Additional,on Turbine Shafl: of, S.Y .

Caroline , 681, results of

tests of, 682—3 J: tables

Propeller-Slip of Amethyst, at Different

Speeds, table , 658

Properties ofSteam,see under Steam

Pumps.Air

, Circulating, andLift, see Steambine Plant, (70)

Rateau Turbo-P umps, fig. ,239

, tests

of,table, 239 é note

Quan'

rnn-Loan, see under Steam Con

sumption

Queen, Turbine Steamer, details of, tables,630, 684 at ug. , ill. 693,cross-section,M . , 692

Que en A lexandra,Turbine Steamer,

details of and'

com rison

with Reciprocating ngineVessel

,tables , 630, 664

at ug.

, ill. , 668

Condenser in,table

,437

Quick-Stop Trials, Revolution’

h i rbine

Steamer, 733

Quincy Point, see Steam Turbine Plant

Kama'

rion from Turbine Casing, (deLaval), Losses due to, 70

Radcliffe, see Steam Turbine PlantRateau , Professor A. , (see also Rateau

of his work in SteamTurbine design, 226

-7Cc-astern Turbine invented by, 636

V iews of, cited ,on

Impulse andReactionTurbines, differ.

encebetween, 228— 9 note (3)Limits of S and Size for Marine

team Turbines, 6324Numbers of Vanea in relation to

Steam Economy, 228 note

Results ofTests of Torpedo Boat, No.

1125 , with Turbines and

ReciprocatingEnginea683

INDEX

Rateau, ProfessorA Views of (continued

Theoretical Steam Consumption ofthe

Perfect Machine, 358—9

44,-j igs.Rateau Regenerative Heat Accumulator,

226— 7 , 246-50, j igs ,248

,

249

various types of, atBethune Mines, 250, fig. , 251

Bruay M ines, 247 , fig. , 249

Hallside Works, 253-4, figs ,

253,

259,43 facing 252, ills ,

255 , 256

Hucknall Torkard Colliery, 250, 258,j igs , 257 , 258

Reunion M ines,250

Rateau Turbines,see also Oerlikon Rateau

do. Jr: Surface CondensersApplications of

, to Centrifugal Pumps,Fans, and Compressors,238

Extent ofuse of, 236

400 E.H.P. ,Test on

,table

,246

General description,227 , figs 226,

230

Bearings, 235 ch note, figs ,227 , 232,

233

D iaphragms, 229 , 230, fig.,229

Glands, 236

Governor and Compensator, 234 , fig.

facing 232Nozzles

,

Expanding, 229, 234 , j ig. , 229

Pressure Steps or Stages in, 228 (t

M te (2)

RegulatingValve, 234

Shaft,232 ch note 232—3

Speed Control, (see Governor ct Regulating Valve, supra ), 234

8 Reduction, 229 note

anes or Blades, Revolving, 227, 228.e note

, j igs 226, 228

Wheels of,

Peripheral Speed of, comparedwiththe de Laval do. ,

238

resemblance to, of those of Union

Turbine, 237LowPressure, with Heat Accumulator,Steam Consumption of

,effect on, of

reducing the Vacuum in,

table, 241

Tests on, (225 table, 246

Power Consumed by Auxiliaries, 240

used on Ships,on the Caroline, in conjunction with

a Reciprocating Engine,636 , figs ,

679, 680, tes ts

of,table

, 681

duplicate ofthose in French Torpedo

Boats, tests of, 740, table,

737Rateau Turbo-Alternator Multicellular,

350 K.W Tests of,table,

242

805

Rateau Turbo-Alternator (continued)Turbo Generators

700 B.H.P. , 254 , ill 255 , figs , 227,253

Supplementary High Pressure,

at

Bruay, 2522000 K.W. , Steam Consumption in,

241, seefig. , p. 38

do. do. , b S utter, Harlé Co. ,

370 xlv. , figs 232,233

,table, 239

note, Test of, tables, 242,243, 244 , Jr note 242

500 K.W. Tests of, table, 245

Turbo-Pumps, tests of, fig. , 239, table,239 J: note

Rated Speeds of Parsons Type Turbo

generators, fig. ,150

Reaction Turbines , Difference betweenImpulse Turbines and

,

Rateau on, 228-9 note (3)

Recapitulation of the Properties of Steam

(subheads, seeunder Steam)341 at m. , figs , 351,358-61

,tables

,342, 345 ,

352

Reciprocating Engine(s), see also Piston

Engines

in use with Steam Pressure, Superheat,and Vacuum, table, 426

— 7 ,summary, table, 423

in use in Steam ShipsComparison of

,with Marine Steam

Turbines, 632, tables,648-9 ,650-1 at ug. , figs , 634,655, Oil Consumption of,733

,relative Consumption

ofSteam, 634-5

in Cruisers,Record Coal Consumption, table, 748

in Naval Vessels, tables, 643-9 et seq.

in Steamers owned by Railway Co.

’s.

L.B. a R. and Chemin de Fer del’Ouest

,table, 685 st seq.

Midland Railway, table, 692 et seq.

S.E. 8: C. Railway, table, 684 ct seq.

Steam Pressure, Superheat, and Vacuumin use with, table, 426-7 ,summary, table, 423

Surface Condensers used with, table,

432—3

Regenerative Heat Accumulator, (Rateau) ,226-7 , 246— 50, figs , 248,249

Regulating Valves, see Valves

Regulation, see also Governors, etc. ,A .E .G. Polyphase Turbo-generator Sets

forworking parallel, 298Curtis Turbine

,in Stages, 208

-10

Regulator in different Turbines,A .E.G 294— 6

Brown-Boveri-Parsons,122, fig. ,

133

action of, j ig. , 134

Parsons,122

Rateau, 234, fig. ,facing 282

INDEX

Regulator'

1n different Turbines (contd .

Union,332

, fig. ,333

Safety (10. vertical and horizontal

types , 332, 334,figs. ,333- 6

Residual Kinetic Energy, see EnergyResults, see Mean Representative do.

Reunion Mines, Rateau Heat Accumulatorat, 250

Revolution , American Turbine Yacht,details of, table, 728 st seq .

Tests of, 732 et seq.

1. Quick Stop'

I‘

rials, 733

2 . Weight ofC urtisTurbine as against

that of Reciprocating Eu

gines , 7333. Oil Consumed by, 733

Revolutions per minute, various Ty ice of

Turbo generators, ta le, 16

Revolving part of Four Stage Curtis

Turbine, fig ,223

Vanes or Blades,see Vanes

Riedler-St11mpfTurbine, 273 ct seq.

builders of, 286 , 290

Details of,Buckets, or Vanes,

D ouble, 276 , j igs ,274 , 275

Single, 278, fi g ,275

Number of, 2 16Overlap of, reason for, 279 , fig. ,

274 ,compared to that in Union Tur

bine, 335

Clearance, large, 278Governor

,277

Nozzles , 280, figs , 274 ,279 , 280, 281

Reversing, (Lilienthal), 280— 2, 288,j ig/s. ,

282,288

Pressure Stages 283 s-fig.

Shaft m , rigid, 279

Speed Regulator, 277Steam admission to, 278, 283-3, figs ,

27 4, 279 ,Consumption ,

288, table, 289Wheel

, (2000H .P. 274— 9 , j igs” 274 ,276

Breaking Strength of,276

Hub of, 275— 6, j igs , 274, 276,278

Pe1ipheral Speed of,275

Stresses 011,276-8

Weight of, 279

Proportions of, eliminating need for

Speed reduction gearing,273

type, comparedwith de Laval Turbine,similarity of general

principles,do. with Flektra Tu1bine, 320mergence of, in that of A.E.G. Tur

bine, (q. .v 286

Vertical Shaft design,284, figs. (show

ing condensers) ,RiedleroStumpf, Turbo

-generator,

small size, 20. H.P.

, 287-8, fig , 288

Riedler-Stumpf, Turbo-generator (contd .

small size forMarine Lighting, details of,Grauert on

,286— 7 ,fig. , 287

Test res ults on 1475 K.W. direct-coupledto D .C. Dynamo

,table

, 289

2000 H.P. set, M oabit Works, Berlin ,

described,276 , 278, 279 ,

j igs ,276 , 277 , 279 , 290

Rims,orRings, toWheels, various Turbines

de Laval, 28Elektra

,322

Hamilton-Holzwarth, 309, 31 1

Rateau, 279

Riedler-Stumpf, 277 , 278, 279 , figs"280, 281

Union, 335

Rotor of

Parsons Turbine, 122, figs , 121, 122 43

facing 122, ill. , 143Union

'

h 1rbine,weight of, howequalised ,

335— 6

Westinghouse Parsons Turbo generators ,145, ill. , 143

Rugby, Curtis Turbine Plant at, 500 K.W.

alternating current, 214,ill. , 225

Rugby and Cork , Curtis Turbine Plant at,continuous current

, tests

of,214, figs ,

216,table,

218-9 (col. 5 )

Sara'

rv-Rmvnu on, (Union), vertical andhorizontal types, 332, 334 ,figs , 333, 334, 335, 336

St George, Turbine Steamer, details of,

tables,631

Economy in, 664

Salem,Turbine Scout, details of,

tables, 631 , 728 et seq.

Samuelson, tests by, on Curtis

-TurboAlternator, Rugby, 217 ,table , 218-9 (col.

Sapphire, see Topaze, Sapphire, andD iamond

,Cruisers

Saturated Steam,see Steam

Seagull, H.M .S . Torpedo Gunboat, SteamConsumption 012635 , g.,634

Sensible Heat, see Heat in LiquidShafts ofvarious Turbines

A.E .G. , 292

Curtis,

Vertical,201

de Laval,Flexible, 94 , fig. , 95

Hamilton-Holzwarth, 309

Subdivision of, and Flexible Coupling, 315

-6

Rateau , 232 de note 232— 3

Riedler-Stumpf,Rigid, 279Vertical, 284

Single-Wheel Types of Turbines, see

de Laval, Elektra, and

Riedler-Stumpf

Steam, Properties of Energy, Convertible

(continua )in relation to

Exhaust Pressure, reduced, 357Expansion ,

355,856-7

requisite to produce Steam of given

qualities, in relation to

otal Energy, 856, tables,342 et seq.

in Steam and Water, (Water partlyevaporated), relations between

,348— 9

used in overcoming External Pressure during Superheating,howcalculated, 350

fl oat

in Liquid, or Sensible Heat,tables, 342, 345

Latent,

341-8

External, duringSuperheating,350

Internal, 348

Total, 349

Steam, see also Steam, Saturated, andSuperheated, infra

behaviour of, under various con

ditions, instances of,353-7

in Piston En'

nes, 354— 5

in Steam Tur ines, 357-8Consumption , Theoretical, of the

Perfect Machine, Rateauon, 358, 359 d:figs.

Su rheatin

xternal tent Heat, 350

Specific Heat, 350, fig. , 351

Total Heat, 340

Volume and Pressure of, at LowTemperature, 359,fig , 360

Saturated,Adiabatic Expansion of, in relation

to Energy, 355Convertible Energy, in, 349, tables,

Specific Weights and Volumes of,

351 .4.-fig.

Temperature of, see table, 342, a seq.

andWater, Properties of, 359,fig.

, 360

Superheated, see also Superheat

Jr. Superheating

prospects of imlpz

ovsd Economywith,in ton Engines, (1)

Steam By-pass, to Intermediate Stage,

Turbine Vessels, 709Steam to Glands, Turbine Vessels, ih.Steam Piping, a

ge Steam Turbine Plants,48)

Steam Pressure, Superheat, and Vacuumin Plants in Operation,422 et seq. ,

tables,423

,

424-5 , 426— 7 , 428Steam Ships, with Steam Turbines

,

Marine Steam Turbines

and Turbine Vessels

Steam Turbine Plant and GeneratingStation,

Boston L. Street Steam Turbine Plant

and Station,

Figures, Plans, and Illustrations of,Elevation of BoilerHouse

,M . , 478

Sectional do. , j ig., 480

Transverse do., fig. , 479

Main Steam Turbine, ill. , 545Elevation, fig 546

Plan, fig. ,547

Piping D etails, fig., 481

Plan of Power House, 478Sectional do. , fig. ,

480

Site,467

Brimsdown Steam Turbine Plant and

Station,

flar

e, Plans, and Illustrations of,l receiving and conveying,

511 , 512—13

Elevation, ill 469

Sectional do. , fig. , 487Plan

,486

Turbine Room and Switch-boards,ill. , 557

Carville Steam Turbine Plant and

Station,Fi

gures

,Plans, and Illustrations of,

lavation, sectional, fig., 475

Exciting Circuit D iagram, M . , 613

Plan, 475

Site, lan, 465

Switc es Motor-operated, ill ., 616

Switch boards, ills , 6 14, 615

Switch gear, back and front viewof,

figs , 612

General arrangement of, j igs.

facing 612High Tension, cross m tion of,

fig. facing 612Synchronising Connections

, fig.

acing 612

Wiring iagram,M . , 611

Delray, Detroit, Steam Turbine Plantand Station,

gprea, Plans, and Illustrations of,

babies, plan,M . , 617

Elevation,i ll. , 468

Main Turbine and Generator,ill. 543

Plans,Boiler House,M . , 476

PowerHouse, fig. , 45.

Longitudinal Section, fig. 47 7Site, plan, 466

Switches , oil and disconnecting,

plan, fig. , 617

Transformers, plan, 617English M

‘Kenna 00. Steam TurbinePlant and Station,

res, Plans, and Illustrations of,ovation, fig. , 489and do. , Sectional, fig. , 490

Plan, 489

IND EX 809

Steam Turbine Plant and GeneratingStation (continued )

Lots Road, Chelsea, Steam Turbine

Plant and Station,see also

135 J: note at no. do ills ,

140- 4, 540, 541

Pi n'

es, Plans, and Illustrations of,ilerHouse, ill. , 514

Circuits, fig. ,602

Coal receiving arrangements, all

508, fig.,509

Condenser, ill. , 559Elevation

,ill. , 468

Sectional do. , fig. , 470

Food Pump, ill. , 5 15Generator Switch and Potential

Transformers, ill. , 603Generators , shown infig. 602

Main Steam Turbine, fig. , 540

Piping from 8 Boilers to one Header,ill. , 515

Plan, fig. ,47 1

Rheostats,M otor-operated, ill. , 609

Site, lan, 464

Switc (es),Bus bar sectionalisingoil,fig 608

Knife, in series, etc.

, j ig., ib.

Switch gear and cables,elevation

and diag. j igs"604—5Switch-boards,Auxiliary, 610Feeder, and Generator, i lls. , 606 ,

607Turbine Room, ill. , 541

Motherwell Steam Turbine Plant and

Station,

Pi res, Plans, and Illustrations of,ndenser

,ill.

,561

easden Steam Turbine Plant and

Station,

Ih'

res, Plans, and Illustrations of,oolingTowers, ill. , 560Elevation, ill. , 468

Sectional do. , fig. , 473Main Steam Turbine, fig. , 542

Plan, 472

Quincy Point Steam h rbine Plant and

Station

Pi res,Plans, andIllustrations of,

rtis Turbo-Generator, 3 views,

549

Elevation ofPower House, ill. , 483Plan ofPowerHouse, 482

Switch-boards, ill. , 620Turbine Platform, fig.

, 548

cliffs Steam Turbine Plant and

Station,F

'

res,Plans, and Illustrations of,

al delivery, ill. , 510, fig. , 511

Electric Circuit to Auxiliaries, diam of

, j ig. , 624

Electric onnections, diagram of,

fig. 622

Elevation, ill. 474

Steam Turbine Plant and GeneratingStation— Radcliffewould. )

Plans, and Illustrations of,

witch board, Main, and oilSwitches

,ill. , 623

Turbine room, interior, ill 555

Water Accumulator and Pump forfootste Bearings, ill. , 556

Thornhill Steam bine Plant andStation

,

Pi res , Plans, and Illustrations of,arm

'

s set, with Condenser, al l 553

Elevation,i ll. , 469

Sectional do. , 484

Exciters, ill. , 554

Feeder Panels, Main H T ill.

,621

Plan,485

Site, lan,466

Switc -board, Main, continuous

current Panels, ill 621

Yoker Steam Turbine Plant and Station,

Figures, Plans, and Illustrations of,

see also 146, é ills"146, 147Elevation, i ll. , 468

Exciter sets, i ll. , 552Main Generating sets and Conden

ser,ill. , 550

set, ill. , 551

Switches, High tension oil, all 620

Switch-boards,Control and Instrument

,ill. , 618

Gallery, ill. , 619Parts common to the above stationsBoiler Feed

,516-23

Flues , 500-7and Superheater Surface etc see

table, 452-3

Boilers, 500-7

Buildings, (9. 456— 63

Chimne s, (42. 500-7

Coal, alive of,

and storage,also

r

Bunker capacity, consumption, quality, ashremoval etc. , (29456-63, 492—507

Cost per ultimate rated K.W. capa

city, (2. 456-63

Economisers,

516-23

Governors, (59 , 532-39

Main Steamh rbmes, 524-31

Mechanical Stokers, 516 -23

Pumps, (under 516— 23

Steam Consumption, 532-39

Piping, (48. 524-31Valves

, 532-39

Superheaters, 516-23

Water-Supply, (49 ct 524-31WharfCranes

,492— 99

Steam Turbines, see also Turbines, Turboalternators etc. and various

makes under namesCommercial Efi ciencies of, and ofPiston

Engines, under ExtremeConditions,M . ,

416-7

810

Steam Turbines (contimwdyCondensers usedwith, table, 430—1, 432—3Cost in relation to, 2- 11, tables, 3— 11

Comparison of Cost of Different typesofEngines, table, 9

ofCom lete Power House, 9 , table, 8

ofCon ensingPlant, 9 , 10, «2 tables

of Condensing and Nou-CondensingPlant 10-11 42

tables

rim Cost,2,3, 4: tables

per Ton, howarrived at, 11, table (ofWeight), 13

of some Turbo-Generators and Con

denser Plants, 4—7Tenders and accepted Prices for 1000

K.W. and 1500 K.W. set

J: tables, 5-7

Steam Turbines,Mean RepresentativeResults as to Steam

Consumption for, 389 at

seq . j igs ,393, and com

rison with results for

iston Engines, 393 cl seq. ,

figs , 398-401

the same at Various Loads, as a Per

centage of the Full Load

Consumption,395, figs. ,

402— 3

Standards of Reference for, 389

Steam h rbincs,

Steam Consumption in, atFull, Half, and Quarter Loads,

curves for, 389, figs , 390,391

Pros and Cons ofEconomy obtainable by, Operated

Condensing, 1Speed in relation to, 2Weight in relation to ,

and cost per

ton, table, 13Steam Turbine Ships, see Turbine VesselsSteam Valves

,see Steam Turbine Plant,

and ValvesStokers

,Mechanical

,see SteamTurbines,(44)

Stoney, see Parsons and StoneyStoppingfrom all Speed, Turbinia , (1st), 646Quickly, trials of the Resolution , 733

in A.E.G. Turbines, howdealtwith, 29 1

on Wheel of Riedler-Stnmpf Turbine,276-8

(Hamilton Holzwarth),316-7 , fig. , 317

Superheat, see also Pressure, Superheatand Vacuum

in relation to Steam ConsumptionA.E.G. Turbine

, 304 Jr. table

Curtis do. , fig. , 214

de Laval do. 64 , figs ,64 cl say.

with and without at various loads,

tables,55 , 56

with varying do. , table, 58

Stumng boxes,

IN DEX

Su rheat

wins.effect of, on Consumption of

Parsons Turbine, see supra

Piston Engines, 385 , figs. , 385, 386Zoelly Turbo

-generator, table, 269

Superheated Steam, prospects ofimprovedresultswith, on the PistonEngine, 1

Superheater Surface, in some of the Plantsreferred to , table, 452—3

Superheaters, sec Steam Turbine Plants ,(45 )

Su rheating, 349

nsrgy for overcoming External Pressure during, 349 , howcalculated, 350

Supplementary High Pressure Rateau

Turbines , 252

Surface Condensers, sec Condensers

Switches, Switch rs etc .

,on Steam

Tur ine Plants, (74)

Superheat, in relation to Steam Con

sumption (continued)Paraons

'

Ib rbine

Constant, with Constant Vacuumand M ean Absolute Pres ~

sure, tables , 182-4, 185

do. and Varying AbsolutePressure , tabla

,180-1 ,

186

do. ,at Full, Half, and

Quarter Loads, Average,table, 187 , excess of Halfand Quarter loads over

Full, table, 188

Varying, 162 st u g. , 391, 393,M a,

171-9, 396, table , 178

Various typesated Percentage Decrease in,

per degree of, Centigrade,

table, 58

TABLES of Equivalent Areas, lengths,Measures

,Pressures,Units,

Weights, etc . , in English

and Metric Forms, 19-23Tarantula , Turbine Yacht, details of,

tables , 630, 673 ct ug. ,

i ll. , 677Tests

,are under Names of Turbines etc. ,

tested

Thornhill, see Steam Turbine PlantThrust, in various Turbines

Elektra,howabolished, 322

Parsons,howcaused, and howdealtwith, 120,

132, dcfig.

Westinghouse Parsons,howeliminated

,145, 146

Thrust Bearings, m Bearings

Tonnage in relation to Cost,11

,table, 18

Vacuum (continual)Varying,

Piston Engines, 387 , figs. , facing388

do. and Steam Turbines,405, 412

cl seq. , j igs” 406— 11do. ,

in Steam ’

h irbines

Curtis, fig 215

de Laval,Full Load, 52, figs. ,

53

HalfLoad, 59 , fig. , 60, 61

Parsons, 162 et seq. 176, 177 ,391 , 393, tables, 163, 171 ,172, j igs.

,163-73, 397

High, Extra Cost of, 429 , 435 , table, 434Obstacles connectedwith, 404

Reduction of,in LowPressure RateauTurbinewithAccumulator,Effect of on Steam Consumption, table, 241

Vacuum, Steam Pressure,and Superheat,

in Plants inOperation, 422cl seq. , J: tables

Vacuum Valve, see Valves

Valves, see also Steam Valves

between A .E.G . Turbine and Condenser,uses of, 291

Distributing, in Regulator of Union

Turbine,332

,— 5

in Governor, Curtis Turbine, 197-9,

figs , 198, 200, 201

Main Inlet, Hamilton-Holzwarth Turbine

, how controlled,

311

Pressure Regulation, in Stages, CurtisTurbine

, 208-10

Regulating, Hamilton-Holzwarth'Iur

bine, 211

Regulator, Rateau Turbine, 234, fig.

facing 232in Safety-Governor

, A .E.G.

’

h i rbine,296

in Safety-Re lators, Union Turbineunction of

,332-4, 335,

336Safety, in Casing ofA .E G. Turbine, 291Vacuum, de Laval Turbine, 4 04- 5

Vanes,see also Blades, and Buckets

numberof, in relation to Steam Economy ,Rateau on

, 228 note

in various makes ofTurbinesA.E .G 291

Curtis, 192 «fr-fig.

Peripheral Speed of, 208

for Marine Work,195

de Laval

Friction of Steam inLosses due

3

Wear of, Deterioration due to, 78Elektra, 320, 322Hamilton-Holzwarth

, 307 , 309- 11 ,

figs. ,309

,310

Stationary do. (or D iscs), 309-11,314, figa , 810, 311

over,

Vanes in variousmakes ofTurbines (could )Parsons,construction ofetc. , 126

-7fixed andmovingcontour of, 124 , figs», 124, 126

relative position of,124, how

secured, 132 d: fig.

stationary “ guide”do.

,120

at high pressure end, criticism

on,331

numbers of, 122 «i note, 308-9

proportions of,in 750 K.W. set,

125-6, table, 126

Union,moving and fixed,

figs , 329 , 330

number of,331

overlap of, 335

Willaha-Parsons, 151,ill 139, see

also 127Vanes and Nozzles,Losses due to Leakage between, (do

Laval), 70Vanes andWheelsSome Data of Various Sizes of

, (deLaval), table , 89 at seq.

Velez , Turbine and Reci

grocating Engine

Tor oat Destroyer,663, details of, tables, 630,659—60, 663, ill. , 662

Coal Consumption and Speed of,com

Eared with Reciprocatingu no Ships, table, 663

Trials of, tables, 661

Vertical Shaft design Turbines,Curtis, 201

Riedler-Stumpf, 284Victoria , Reciprocating Engine Steamer,

details of, table, 684 cl seq.

Victorian , pioneer ocean going Turbine

Steamer, details of, table,630, 710 el seq. ill. 714

Turbine Casing for, all 7 15

Vilcing, Turbine Steamer, details of, tables,631, 664

Economy in,table , 664

Viper, Turbine Tor

pedo Boat Destroyer,

detai of,tables, 630,

659-60, ill ,661

Condenser'

in,table

, 437

Virginian , pioneer ocean going Turbine

details of,tables

,

631, 710 et seq. ,ill. , 7 14

Volumes , see Areas and Voluni es, Specific

Weights and Volumes, andSteam atLowTemperatures

Wanna Einheit, defined,17

Water, see also Steam andWater

Consumption, Turbinia 1st,tests of,

etc. , tables, 642

Lubrication, (Curtis), 204 d.fig.

Supply, see Steam Turbine Plants , (49GH Q -l

Wear, see Vanes, do Laval Wheels, in different makes of TurbinesWeight, see D imensions etc. ,

and SpecificWe

'

ht

Economy of, in re ation to Speeds, 13

in relation to Steam’

h irbines and Cost

per ton, 11, table , 13

of Wheel, Riedler Stumpf Turbine,

279

Weights and Pressures, uivalents of, in

English an M etric Units,tables, 21

Wait Beam Air Pum in M idland Rail

way .

’s Steamers, ill. ,

708

Weishaupt, J. tests, and illustrations of

20311y Turbines designedby, 265 4: note , ill. 263,table

,266-7

Westinghouse Companies of Pittsburg,and Manchester,

England, builders of Par

sons'I\1rbines, 119

Westinghouse-Parsons

Turbo-generating sets, at

ChelseaPowerHouse, 1353: note, clm.

, cm. ,140- 4 , 540,

541

NewYork Edison Co. largest yet

undertaken, 147 , 209 note

454, ills. , 444, 455,481

Yoker,Double-flow design, 146

,

ills. , 146, 147tables 154-5, 4

: facing 156features of,Direct-connected enclosed des

Hum eliminated,149

Double-flow design, absence of

Thrust With, 145, 143

Efficiency of largest, at Full-Load

,

149

Overload possible with, 145 ,149

Rotor of, 145, ill. , 143

Steam inflowof

,145

velocity of, 143Steam Consumption in, 143, 148,

table, 143

Variation in

with Varying Pressure, fig ,

159

with Va g Superheat, figs”g

u

ll

“,175

Summary of, in reference to SteamPressure, Superheat, and

Vacuum, 428 (t table

WharfCranes, see Cranes Yaon'

rs,Turbine driven, (see also No.

Wheels, in difi'

erentmakes ofTurbines list of,with owners

Peripheral Speeds of, 14,table

, and data, tables, 630-1,

15 669 et seq.

291 Turbine and Reciprocating Engine,Peripheral Speeds of, 291 table

,673 cl seq.

de Laval, 88— 6, fig. , 86Breaking of, unimportant, 278Description of

, 83, figa , 82,84,

85, 86

Losses due

7

to Bearing Friction of,8

do. to Friction of, Revolv

ing in the Steam, 71Elektra, 320, 822, 821, ill. , 822Peripheral Sp 322

Hamilton-Holzwarth,

Built-up, 307 , 808— 9, figa , 809,310

Peri heral Speed, 809Stee band round, outside Vanes, use

of, 309, 811Parsons

Resemblance of, to those of Union

Turbine,381

Rotating in medium of graduateddensity, 120

Riedler-Stumpf, (2000 H .P. 274-9,figs. , 274 , 276

Breaking-strength of,276

Hub of, 275-6, figs 274, 276, 278Peripheral Speed of, 275Stresses on, 276—8

Weight of, 279Union, 327 , 331, 835, figs. , 329, 330,

385,ill. , 831

Zoelly, discs of, 260, fig” 262Wheels and Vanes, (de Laval), Various

sizes, Some Data of, table,89 at seq.

White, SirW cited , on

Going Astern, in Turbine Vessels, 636Limits of Speed and Size for Marine

Steam Turbines, 633Willans and Robinson Parsons Turbines

with Allen Surface Con

denser, 439 4:fig.

details of, 151-3, ill. , 152Steam Consumption in, 161

Vanes , fixation of, 151 , ill. , 139, see

also 127features of Foun ationa of, for two

1000 K.W. Turbo-generrators

,441

, table, «3Wire binding of Vanes

, (Famous),127 of: note

Work, relation to, of Energy of Steam

,

341Work, Heat and Energy Units, sec Energy

etc.

814 IND EX

Ltd. , SteamTurbine Vesselsbuilt by, table, 673

Yoker Power House, (see also Steam Tur

bine Plants and Generating Stations), Westinghouse Co.

’s Turbo-generat

ing sets for, 146 , ills. , 146 ,147 , table, 154— 5, defacing156

Zosnnr TurbineGeneral Description of

, 260,

figs. , 261 , 265

Bearings, 263, i ll. , 268

Thrust do.,ib.

Diaphragms, 262, fig. ,263

ram-ran sr sum . as» am , nnmsuasu.

Zoelly Turbine, General description of

(continual)Glands, 26 4

Governor, 262-3 ,M a , 261 , 264

Emergency do. , 268

Lubrication, (oiling), 268Vanes, 260, fig. , 262

Wheel discs , 260, fig. ,262

Ma ine Turbines, 272Tests of, withConstant Pressure and Variable

Speed, 270, 272, tabla,266-7 , fig.

, 270

Constant Speed andDifferent

270& fig. , tabla 266—7Varied Superheat, table, 269

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