TURBINIA

TYNE AND WEARCOUNTY COUNCIL

MUSEUMS

(Front cover)Turbinia at speedInset - Hon. Sir C.A. Parsons, from the portrait by Sir W. Orpen R.A.

FORWARD

The experimental steam launch Turbinia designed by Sir Charles Parsons, ispart of the Museum collections administered by the Tyne and Wear CountyCouncil through its Museums services. In 1975, plans were initiated by theCounty Council for the establishment of a new Museum of Science andEngineering to replace the former Museum housed in the Palace of the Arts, atemporary building dating from the 1929 North East Coast Exhibition. In 1981,the first phase of the new Museum was opened in Blandford House, NewcastleUpon Tyne, and a scheme to re-display the Turbinia is under activeconsideration by the County Council.

To mark the importance of the Turbinia in the history of engineering, theAmerican Society of Mechanical Engineers, New York, has designated theTurbinia as an International landmark. This publication, written by AdrianOsler, Keeper of Shipping, Tyne and Wear County Museum Service, has beenprepared to mark this important occasion. The County Museum Service isgrateful to The American Society of Mechanical Engineers for making thispublication possible through a generous grant.

John Thompson

Director of Museums and Art Galleries

October 1981

The American Society of Mechanical Engineers

Charles Parsons - His Early YearsCharles Parsons, later the Hon. Sir C.A.Parsons, C.B., K.C.B., O.M., (1854 -1931), ranks high amongst the manyBritish engineers and inventors of theVictorian and Edwardian eras. Hecame from a distinguished scientificfamily and his father, the third Earl ofRosse, was a noted astronomer andone time President of the RoyalSociety.

After education by private tutorCharles Parsons furthered his studiesat Trinity College (Dublin) andCambridge University, at both of whichhe specialised in mathematics. Hisassociation with the North East ofEngland commenced in 1877 when, inview of his ardent engineeringinterests, he entered Sir WilliamArmstrong’s famous Elswick Works on

Model launch, reputedly built by Parsons in theearly 1880’s showing a unique (compressed air-powered) combined underwaterturbine/propeller unit. Though not directlyrelated to the Turbinia project it shows his earlyinterest in turbine propulsion for vessels.

Tyneside as a premium apprentice.Following four years apprenticeshipthere he carried out a short period ofresearch partnership with Kitson andCo. in Leeds and then joined Clarke,Chapman & Co. of Gateshead-on-Tyne as a junior partner.

Developing the TurbineHis interest in high speed steam

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engines had already been arousedthrough the designing of epicycloidalengines at Elswick and Leeds and withClarke, Chapman's electricaldepartment he turned his attention tothe often attempted development of apractical steam turbine. His first, andvery comprehensive, patent for acompound reaction steam turbine wasfiled in 1884. This pioneer machine,which was of ‘parallel flow’ design, wasa success and in the next few yearsimportant problems regardinglubrication, blade efficiency andcontrol were solved, together with theapplication of the turbine to dynamos(turbo-generators) for generatingelectricity. Production of turbo-generators was then commenced bothfor land and shipboard use and, fromthe evidence available, it seems likelythat it was during this period thatParsons first seriously considered thedirect application of this type of turbineto marine propulsion.

However, in 1889 he left the firm ofClarke, Chapman & Co. and in doing solost the patent rights to the ‘parallelflow’ turbine. A complex legal battle for

their recovery followed, but for fiveyears he was denied the opportunity todevelop any form of ‘parallel flow’machine so that the efforts of his ownnew company had to be concentratedon ‘radial flow’ turbines. After greatdevelopment efforts these provedbasically less efficient than the ‘parallelflow’ machines, but some of the resultsgained were later to prove of use inother fields. Despite the deficiencies ofthe ‘radial flow’ machines Parsons was,by late 1893, commencing design workfor the purpose of actually applyingturbine power to ship propulsion. InJanuary 1894 he took the principle partin forming the Marine Steam TurbineCo. (Heaton) which was given theexclusive licence rights for majorpatents dealing with turbine propulsionfor ships. It was also at this time that herecovered for reasonable costs hisoriginal patents for the ‘parallel flow’design.

The stage was thus set for theentry of the Turbinia, for Parsons hadalready effectively “solved a problemwhich for a hundred years and morehas exercised and baffled the ingenuity

The larger of the two models used by Parsons todetermine the hull resistance and powerrequirements for the Turbinia. Although modeltesting was still something of a novelty Parsonsresults were extemly accurate.

of inventors. Many persons haveendeavoured to employ the velocity ofsteam for the purpose of causing rotarymotion without the intervention of anyreciprocating apparatus. But no onebefore Mr. Parsons ever suceeded inproducing a steam turbine of practicalutility”.

Turbinia is bornIn order to apply the turbinesuccessfully to marine propulsion twoparticular requirements still needed tobe met. Firstly, the production of

An original layout plan of 1894 for the Experimental Launch (Turbinia) showing quite clearly the radial turbine installation with single shaftand propeller. Engine controls were worked from the open deck, the later ‘locomotive cab’ style protection only being added just beforethe Spithead Review.

propellers suited to the extremely highspeed of the turbine and, secondly, theuse of a condensing system whichwould provide water re-circulation tothe boilers and assist turbineefficiency. The second matter wasalready partly dealt with since Parsonshad prepared a condensing design asearly as 1888 and a condensing ‘radialflow’ land turbine was successfullytested in 1892; but the first requirement,the matching of propellers to turbinespeed later proved a more seriousproblem than anticipated.

The aim of the Marine SteamTurbine Co. was to thoroughly test theapplication of Mr. Parson’s well-knownsteam turbine to the propulsion ofvessels “and to demonstrate theadvantages of the turbine for thispurpose”. The decision was thus takento construct an experimental high-speed craft of around 100 feet length tobe powered by a 1,000 horsepowerturbine. The resulting vessel becamethe Turbinia or, initially, simply theExperimental Launch. However, beforethe vessel could be constructedextensive model tests were required todetermine the hull characteristics andpower requirements. The necessaryexperiments were commenced byParsons himself on ponds at Ryton(then his home) and Heaton (the

(approx. 1:10) with wedge-shapedbows lacking flare and rounded bodysections to decrease wetted area drag.The original design calculations of late1893 in fact included an extreme hull of100 ft x 8 ft x 5 ft 7½ ins. to a draught of 3ft, but the beam later chosen was 9 ft,probably to gain greater displacement.In the form eventually adopted therewas a pronounced flattened run toreduce the tendency of the after end tosquat at high speeds. The distinctive

turbine works). In accordance withcontemporary high-speed practice thehull was to be of high length/beam ratio

counter stern above this seems almostto have been produced on aestheticgrounds alone, Parsons later indicatingthat a ‘built down’ stern would havebeen as adequate in practice, if notbetter. A 2 foot long model, driven bytwisted rubber cords, produced thefirst significant results and this wasfollowed by a similar one of 6 feetlength with a geared drive producing8,000 r.p.m.; the torque (power applied)was ascertained by use of a miniatureair dynamometer and hull resistancewas determined by towing tests. Thuspropeller efflciency, propeller slip andhorsepower requirements were allcalculated from apparently simple, butreally very accurate, experimentalmethods which owed much to thepioneer work of W. Froude. LaterAdmiralty tests, and modern computerbased simulations, have shown thatParsons model experiments gaveextremely accurate results.

Although all design anddraughting work was carried out by

Parsons and his own staff the companydid not have the facilities forconstructing the hull. This wascontracted out nearby to the firm ofBrown and Hood of Wallsend who,although not shipbuilders, wereexperienced sheet metalworkers, anappropriate skill since the deck and hullplating were only one sixteenth andthree sixteenths of an inch thick. ByFebruary 1894 the vessel was underconstruction and plans were in hand forfitting a compound ‘radial flow’ turbine,developing some 1,500 h.p. at 2,000r.p.m., with direct drive to a single two-bladed propeller. Although the ‘parallelflow’ patents had by now beenrecovered experience with high powerunits of this type was limited, so the‘radial flow’ turbine was installed. Thevessel was apparently launchedwithout publicity on 2nd August, 1894,less than a year after the preliminarydesigns were started, a remarkableachievement for a team headed by aman with no previous navalarchitecture experience.

A small, 8 kilowatt, turbo-generator of the 'parallel flow’ type built for Parsons own house (then Holeyn Hall,Wylam) in 1895; three much larger turbines of similar ‘parallel flow’ type were installed in the Turbinia whenshe was re-engined in 1895-96.

Propeller ProblemsTrials of the Turbinia began on the 14thNovember 1894 but results weredisappointing, propeller slip was nearly50% and speeds were low. A four-bladed propeller was substituted andeventually seven differentarrangements were tried but all withsimilar results. A cleverly designedshaft dynamometer was built toascertain that the turbine’s power wassufficient; this indicated 960 h.p., nearenough the 1,000 h.p. theoreticallyrequired. Another nine sets ofpropellers were then tested, but allshowed relatively Iow efficiency. Thebest performance was obtained withtriple screws of 20 inch, 22 inch and 22inch diameter, at one pitch ratios, butslip was still 37.5%, at 1,750 r.p.m.,giving a speed of only 19¾ knots. Othermen might have given up at thisapparent failure to achieve highspeeds, but Parsons persevered.

By early 1895 he suspected thatthe problem lay with the formation of“vacuous cavities” behind the fastmoving propeller blades, and thepractical implications of this cavitationeffect were revealed publicly byThornycroft and Barnaby in March ofthat year. As the turbine’s speed couldnot be reduced the answer in the caseof the Turbinia seemed to be in the useof multiple propellers with increasedblade area. The decision was thustaken to replace the single shaft withthree shafts and, since the patentswere now recovered, to use the moreefficient ‘parallel flow’ turbines with onecompound stage (high, medium andlow) to each shaft. At the same timeextensive experiments were carriedout on model propellers using theworld’s first propeller testing tankswhich were devised by Parsonshimself. With this equipment it waspossible to photograph cavitation

taking place and make quantitativemeasurements of its effects.

SuccessBy February 1896 the three ‘parallelflow’ turbines were installed, minormodifications to air pumps etc. werecarried out and three propellers, 18inches in diameter and of one pitchratio, were fitted on each shaft (makingnine in all). Several further sets ofpropellers were tried, the best resultscoming from a set of nine, each of 18inch diameter and 24 inch pitch.Overall the division of the turbines,which applied one-third of the totalpower to each shaft, gave greatlyincreased propeller efficiency and

speed. The results were outstanding,though not unexpected by Parsons,and by December an average speed of29.6 knots had been reached over themeasured mile whilst, with furtherimproved propellers, 32.76 knots wasachieved by April of the following year.Eventually, maximum speeds of over34 knots were recorded. The Turbiniawas thus the fastest vessel in the world.

The triple shaft, nine propeller, layout seen on thereconstructed Turbinia is essentially that used inher high-speed trials of 1897 and at the SpitheadReview. Many later direct-drive turbineinstallations in other vessels also used multi-propeller layouts.

Scientifically and practically thepossibilities of the turbine for high-speed marine propulsion had nowbeen conclusively demonstratedthough, despite some earlydevelopments, progress was to slowdown for a short time before itswidespread adoption in naval and

Parsons model propeller testing tank was the world’s first, allowing him to photograph and study propellerproblems well enough to ensure the Turbinia’s eventual success. Although greatly increased in size andsophistication the modern (Newcastle University) propeller tank in the background is a direct descendantof Parsons original apparatus.

One of the most dramatic photographs in marine engineering history, the Turbinia racing through an avenue of warships at QueenVictoria’s Diamond Jubilee Naval Review, 1897. The Turbinia was then the fastest vessel in the world, touching some 34 knots on thisparticular run.

mercantile circles. But that is anotherstory.

The Turbinia’s Subsequent CareerIn April 1897 the Turbinia was putthrough a comprehensive series ofindependent trials by Professor J.A.Ewing F.R.S. of Cambridge and, inmaritime and scientific circles, thesedid much to validate Parsons work andpresent it appropriately. However, thegreatest popular notice was caused byTurbinia’s appearance at QueenVictoria’s Diamond Jubilee NavalReview at Spithead in June of the sameyear. Here she appeared, despitecommon belief to the contrary, with thetacit approval of all concerned, thoughher daring handling at speed causedmuch comment and several anxiousmoments. All in all it was anexceptionally successful publicityexercise, much of the credit belonging

to her Captain, Christopher J. Leyland,who was a director and leadingcampaigner for the Marine SteamTurbine Company.

Following the Spithead Reviewfurther trials of the Turbinia, oftenincluding engineer representatives ofthe Admiralty, were carried out; butParsons attention increasingly centredon the two torpedo boat destroyers(Viper and Cobra) which were to befitted with turbines. Also, experimentswere in hand with a small reductiongeared turbine fitted in a 22 foot launch.Indeed, since the future at seaeventually proved to lie with the geared,rather than the direct-driven, turbinethis little launch can in retrospect beseen to rank in importance withTurbinia herself.

At this time a new company was

formed, the Parsons Marine SteamTurbine Co. Limited, which was givensole licence for the building of marinesteam turbines. A new factory was builtat Wallsend and retained till its closurethe title, “Turbinia Works”. The Turbiniaremained virtually unchanged, herpurpose now largely being that of ahigh-speed demonstration vessel; afunction which she performed forexample on the Seine at the great ParisExhibition of 1900. In fact the returnpassage from this particular exhibitionproved to be one of the most hazardousparts of her career, since first shealmost collided with a sailing ship andlater was forced to run for shelter inheavy North Sea weather. In 1902 thelast change was made in her basicform, single propellers of 28 inchdiameter and pitch replacing the triplescrews on each shaft. In 1907 she wassteamed for what proved to be the last

A remarkable photograph showing the Turbinia alongside the nearly completed Mauretania (1907). In less than a decade the marineturbine had turned from an experimental device into a proven power unit capable of propelling transatlantic liners and battle ships.Turbinia was 100 feet long with turbines of some 2,000h.p. and was the “worlds fastest vessel” for only a few months - Mauretania was762 feet long with Parsons turbines of 74,000 h.p. and held the “Blue Riband” of the Atlantic for twenty two years.

time in order to accompany the linerR.M.S. Mauretania on her trial trip, butalas the air pump, alwaystemperamental, broke down and theTurbinia could not proceed all the way.It seems a final irony that a piece ofreciprocating steam machinery shouldrob the vessel, which had proved theefficiency of direct rotation by steam, ofa final glory.

turbines and propeller shafts. Theforepart of the vessel remained at theworks until 1944 when it was presentedto Newcastle Corporation for exhibitionin their Municipal Museum of Scienceand Engineering. Then, in 1959, owingto re-organisation of material theScience Museum (London) found theycould no longer house the aftermostsection, but following considerableeffort, the North East Coast Institute ofEngineers and Shipbuilders in

Turbinia in RetirementUnfortunately, soon after this theTurbinia was accidentally cut almost intwo aft of her wheelhouse following anacross-river ship launch. The badlydamaged hull was lifted onto thequayside but despite the attention ofthe owning company it graduallydeteriorated and, in 1926, it was offeredto the Science Museum (London) who,through space limitations, could onlytake the aftermost 45 feet including the

A sad vignette showing the Turbinia lying broken-backed on the shore after she was rammed by a ship launched from the south bank ofthe Tyne.

The Turbinia today. Following an initiative, primarily provided by the North East Coast Institute of Engineers and Shipbuilders, the Turbiniawas reconstructed and re-housed in an annexe added to the Newcastle Municipal Museum of Science and Engineering.

association with NewcastleCorporation (who providedthe site) housed the vessel in apurpose-built museum annexe atExhibition Park, Newcastle upon Tyne.The two halves of the Turbinia werejoined together with a resconstructedcentre section and in 1961 the vesselwas restored to appear in near originalcondition, though in fact recentresearch suggests that some minoralterations and improvements couldstill be made to bring her to her exact‘Spithead Review’ appearance. Designed and published by Tyne and Wear County Council Museums

(Back cover)A general arrangement plan of the early 1900’s showing Turbinia’s final layout and appearance with a single propeller on each of her three shafts

S. Y. “TURBINIA.”

TYNE AND WEAR

COUNTY COUNCIL

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