Page 306 Advertisements Column 3

Progress, Volume II, Issue 8, 1 June 1907, Page 306

22803— N. W. Frogley, Mount Albert, Vie. : Window sash and fastening. 22804 — C. Bnstowr, Christchurch . Seed-sow er. 22805 — G Henderson, Turua Boot. 22806 — S Docherty, Papatoitoi • Catch or eye attachment to swmgletree. 22807— 0. T. Madeley, Conndhap, Vie. : Horsecontroller 22808— 0 f. Madeley, Conndhap, Vie. • Mail-bag fastener 22S0<) — Chipman Limited, Sydney, N.S.W. , con- \ ertible vehicle. 22810 — Mono Service Vessels Limited, London, Eug • Paper vessel for delivery of milk, &c. 22811— W H Hannam, Sydney, N S.W. . Gasfired bath water heatei 22812— J J Mccky, Auckland Bottle. 22813 — J Holland, Purakanui Rabbit-trap. 22814 — F C Thompson, Christchurch Operating \enetian blinds. 22815 — J H Hutchinson, Auckland. Bed of lathe, &c 22816 — J -\ Wilson, Kumeia, and D Sullivan, Wellington Emergency brakes for vehicles. 22817— C J. Tohnson, and G Toogood, Wellington : 1 roll} -pole 22818 — A Dunn, Chustchurch Swivel joint for w mdmill rods. 22819 — E Meech, Wellington Holder for driving reins. 22820— R A Martin, Hastings : Clothes drying apparatus 22821— W J. Kuhtze, Palmerston North Pump for refngeiatmg appaiatus. 22822— G. Wade and E. C. White, Auckland • Manufacture of Bricks. Full particulars and copies of the drawings and specif cations m connection with the above applica tions, which ha-^e been completed and accepted can be obtained from Baldwin & Rayward, Patent Attorneys, Wellington, Auckland, Christchurch, Dunedin, etc

Driving Ships by Electrical Power.

In connection with the turbine development there are two things, says a prominent writer, that continually force themselves on our attention. The first is that the turbine cannot be run at anything like the revolutions which are suitable for attaining the maximum efficiency, and a turbine of great size and weight has to be accepted to do work that a smaller turbine could do much better if only the speed of revolution were unfettered. The other point is that the propeller is not suited to high revolutions, and even at the moderately high revolutions accepted for the turbine is far from being efficient. Thus a compromise has to be arrived at to get the best combined result. In warships there is also the necessity for providing turbines for cruising at low speeds, which must add considerably to the weight and space. There are also astern turbines to be considered. There is one way of solving the problem that has been suggested. Turbo-motors of the type now so largely adopted in central electric light stations could be installed to run at revolutions corresponding to maximum efficiency. These would drive generating plant directly ccaipled on. These dynamos would produce current, possibly of the alternating sort, and the current would in turn drive motors coupled directly on to the shafts, so arranged as to run at revolutions corresponding to the best results for the propellers. There are several obvious advantages in this scheme. The steam would be used economically in the turbines. The speed of the motors on the shafts could run at any desired revolutions to suit the speed, and reverse motion would be quite easy for going astern. I am not sufficiently an electrical engineer to know whether the above is altogether feasible, nor as to how it would compare as regards weight and space with present arrangements, but it certainly has in it elements of promise in getting over difficulties and disadvantages which are admittedly found in the turbine machinery as now being fitted.