The Parsons Steam Turbine · Story of the Early Struggles and Final Triumph of a Great Invention

OCTOBER, 1922 SCIENTIFIC AMERICAN 237 The Parsons Steam Turbine · Story of the Early Struggles and Final Triumph of a Great Invention

By Hector C. Bywater

are few themes more inspiring than ellced in business life, and, luckily for me, boat racing the history of an epoch-making invention, interfered with reading." and its patient development from the While a student of St College, Cambridge, he germ idea through the various stages made several models of an epicycloidal or rotary engine which finally culminate in its recognition with revolving cylinders, which at a later date was as a valuable factor in the scheme of manufactured by him in considerable numbers. The Imman activity; for every such achievement represents ingenuity shown in deSigning this intricate machine a triumph of intellectual force in combination with the was an earnest of those intellectual powers that were dogged perseverance that refuses to be balked of its subsequently to be devoted to a greater problem. .aim, no matter how formidable the difficulties that Graduating from Cambridge in 1876 with high honors have to be overcome. The story of the Parsons steam in the Mathematical 'I'ripos, he passed as a premium turbine is fUll of interest alike from the "human" and apprentice to the famous Armstrong workshops at Els the technical points of view, since it tells how. a mechan wick, where he served for three years in overalls, and ical device which has revolutionized ship propulsion was cheerfully tackled every job that came to his hand. In brought to its present degree of perfection in spite of this hard school he gained a practical grounding in obstacles that would have daunted a personality of engineering that stood him in good stead in his later -ordinary caliber. The steam turbine itself is no longer work. "Here," he says, "I learned from Sir 'Villiam a novelty; its performances are familiar to every stu (afterward Lord) Armstrong the methods of mechan Qent of science and engineering; but of the man whose ical research and construction that have made the name is so intimately associated with its development Blswick works famous throughout the world, methods the public has heard very little, because, like most closely analogous to those which the workers in phys great inventors, he does not court publicity. Knowing ical science have followed from the time of Faraday, Sir Charles Algernon Parsons, inventor of the steam this, it was with some diffidence that I approached Sir methods resulting in the enormous developments in turbine, is the son of the Earl of Rosse, builder of Charles Parsons with a request that he would favor science that have taken place in modern times. In the famous Rosse Telescope the SCIENTIFIC AMERICAN with some personal details those days I was immensely impressed by Sir 'Villiam of his life and work, and especially of those early days Armstrong'S mechanical genius, the layout of his ex at the same date sfeam wheels were in use in Scotland when he was experiencing the vicissitudes that invari periments, and his judicious selection of the fittest; for working cotton gins. ,Ibly beset the career of the inventor. To this request and, perhaps above all, by his extraordinary attention Parsons, who knew all about these early,. machines, he most courteously acceded, and I had the pleasure to minute details in critical cases of difficulty, while recognized their deficiencies and determined to approach recently of a long conversation with him, in the course ordinary general administration he deputed to others. the problem from an entirely new angle. His knowl of which he talked freely about his work, though much When he was busy with a difticulf problem he concen edge of hydraulics convinced him that without moder less freely ab�mt himself. trated his attention on it alone, and his powers of ate surface velocities and speeds of rotation a thor The Honorable Sir Charles Algernon Parsons, K.C.B., mechanical diagnosis were truly remarkable. I picture oughly effective turbine motor could not be developed, M.A., LL.D.; D.Sc., F.R.S., was born on and therefore, he says, "I decided to split June 30, 1854, a younger son of the third up the fall in pressure of steam into small Earl of Rosse. His father was not only fractional expansions over a large number a nobleman, but a scientist of high repute, of turbines in series, so that the velocity who was president of the Royal Society of the steam nowhere should be great. a learned body whose work in the cause This principle of compounding turbines in of science is too well known to need adver series is now always used in all save very tisement-and had built at his Irish home small installations, where steam economy the largest telescope then in existence. It is not a prime consideration. It appeared has been well sai-d by one of Sir Charles to me, also, that by arranging small drops Parsons' admirers that he is a living ex in pressure at each turbine I should be lImple of hereditary genius, encouraged more sure of gaining a high efficiancy, be and developed by, wisely-planned voca cause then the steam w.ould flow, practi tional teaching. Of his early days he has cally in a non-expansiVe, manner through this to say: each individual turbine, in a way anal. "I was educated on what is called ogous to that of water in hydraulic. tur among engineers the 'sandwich system.' hines, which were known at that date to �Iy father, rightly or wrongly, had a be highly efficient." rooted objection to public school educa Toward the end of 1883 Parsons became tion (as the term is understood in Eng a junior partner in a Gateshead firm, and The first experimental Parsons turbine and generator of 1883. It developed land) and consequently, with my brothers, 6 horsepower and was sufficiently successful to encourage the inventor to at once proceeded to put his ideas into I was taught by tutors at our home in go ahead practical shape. This he contrived to do Ireland. Concurrently I had the advan- so promptly that his first steam turbine tage of working in well-equipped workshops where my him as the clever·est mechanical engineer I have ever was built in the following year. Of the parallel-flow father had constructed his telescopes, and from him I known. In later years, in my own business, I have t;rpe, it developed 6 horsepower, and was employed learned the first principles of mechanical construction endeavored to follow th .. same methods and principles, for dl'iving a dynamo; in which capacity it proved more and engineering, for he was a skilled engineer as well and have had many more failures than successes, than successful enough to justify the inventor in c\m ns a scientist and an astronomer. After that were numerically speaking, in the effort to progress as my tinuing his line of research. Aftel' being used for some interposed five years of pure and applied mathematics, teachers had done before me; yet the failures should years this engine was presented to the Science Museum, including the Cambridge Tripos. I recall that the have been soon discerned, and effort concentrated on London, where it now reposes in company with other strain was more severe than anything I have experi- the sUGcesses." remarkable inventions of the mechanical era. Encour His term of apprenticeship aged by this initial success, Parsons next designed and over, he took an appointment built a compound steam turbine of 10 horsepower, run with Kitsons, of Leeds, fOL' ning at 18,000 revolutions per minute. This, too, was whom he built many of the intended for electrical generation, the inventor having epicycloidal engines referred meanwhile designed and patented a dynamo that "Would to above. Before this period, run at the high speed corresponding to 'that of the however, his thoughts had al turbine rotor. Turbo-electric plants of this type soon ready turned to the possibility came into great favor, and to that extent the success of designing a steam turbine of the system was already assured. But Parsons was that for certain classes of anxious to apply it experimentally to ship propulsion, work would rival if not sur an idea which he had already elaborated in a patent pass the reciprocating engine specifieation filed in 1884. The Tealization of tbe plan in efficient and economical had to be postponed, however, for several reasons, one running. TIm idea was. of of them being a dissolution of partnership that occurred course, not new. The first in ;1889, whereby the inventor was deprived of the tm'bine of which we have any proprietary rights in his own patents and thus com record was Hero's reaction lJelled to forego the further construction of turbines steam wheel, made at Alexan on the. parallel-flow system, which was known to be dria 2000' years ago; This the bes� and most efficient. So far from discouraging ancient; device was revived in. him, however, this check only served to direct his 1837 by one Avery, of Syra inventive genius into other channels. Establishing his The Inward, Radial-Flow Turbine of 1890, experimental type, later discarded cuse, New York, who employed own works at Heaton in 1890, he built experimental for the parallel-flow it to drive a circular saw, and turbines on the radial-flow prinCiple, succeeding after

The turbines of the "Mauretania," shown

above, developed 72,000 horsepower on when maintained her record trip, she an average speed of 26.06 knots from the Ambrose Light to Daunts Rock, Ireland. That record was made with coal-fired boilers ; with oil fuel she should reach 27 knots

some difficulty in producing and marketing a satisfac proved hoth econornicnl in "team ('onsurnption and lIloorings a llIe>'sage came> from Prillce Henry of Prussia, tory turbo-electric plant on this s,v"tem. Throughout Imndy to manipulate, it heing possihle to work IIp to t he Kaiser's brother, asking if I would repeat the rUIl those fiye years in which he was debarred from ex top speed in much less tim e than would have been as a personal favor to him. 'V e had visitors, including ploiting his original patents he was continually experi necessary with reciprocating engines. Another grati ladies, on board at the time, and were not prepared for menting with new ideas, all bearing on the efficiency fying feature of the tests was tIle absence of vibration." another cruise at such short notice, but there was' no of various elements in the steam turbine, particulm'ly Mr. Parsons-whose knighthood dates from ]911- help for it and I gave the necessary orders. In a few the blading ; and when, in 1894, he recovered his patent now decided that the time had come to confound the minutes we were off again, racing merrily over the rights, the ft'uits of his indefatigable research work sl,eptics who still disbelieved in the new system, and course at 34 knots. It seems that Prince Henry was soon became manifest. The manufacture of parallel the great naval review held at Spit head in 1897 to much impressed, f r he sent hi s engineer officers across flow turbines was at once ,undertaken at the Heaton celebrate the Diamond Jubilee of Queen Victoria to inspect the 'Turbio nia,' which they did with charac factory, one of the first contracts executed being for afforded particularly favorable opportunity for dem a teristic German thoroughness." 350-kilowatt turbo-generator set, which in those days onstrating the "Turbinia's" powers. Accordingly, the After this dramatic display of a what the new method was considered a plant of enormous power. little vessel was quietly steamed down to Cowes road of propulSion could do, the British Admiralty deemed "lrrom the first," said Sir Charies, "I realized the stead to await the psychological moment. It came when it time to avail themselves of the inventor's genius. possibilities of turbine propulsion for ships, and had the great fleet of British and foreign warships lay at They therefore ordered a destroyer to be built and deyoted much study to the problem, but I was not blind anchor in several long lines, with royalt.ies and other equipped with turbine engines, but placed the entire to the special difficultieswhich stood in the way, notably distinguished personages from the four quarters of the responsibility for the result on Mr. Parsons' shoulders. that of finding a propeller that would work efficiently globe looking on. Suddenly, at the head of one line, The "Viper," which was thus the first turbine-driven at the high rate of revolution necessitated by turbine there flashed into view a diminutive vessel traveling warship in the world, Was 210 feet long by 21 feet beam drive. In 1894 I began experimenting with small ship at incredible speed. Down the long lane of motionless and displaced 370 tons. The contract called for a models in a pond at my home at Ryton-on-Tyne, to leviathans i'he shot like an arrow, only a wisp of smoke guaranteed speed of 31 knots. The " iper's" trials determine, first, the ship lines best adapted to very at her squat funnel, her forefoot well clear of the resulted in a complete triumph for the newV motor. Hel' high speeds, and next to study propeller action. One water and her wake a tumbling rampart of foam that fastest run was made at a speed of no less than 37.113 of these models, two feet in length, was fitted with testified to the marvelous speed at which she was knots, the turbines deYeloping 12,300 horsepower. The clockwork and a twisted rubber cord actuating a two moving. Doubling like a hare ' round the head of the "Cohra," a similar but slightly larger destroyer, was bladed propeller, which turned at 18,000 revolutions column, she sped between the next line of ships at the built at about t.he same time, and she, too, attained a per minute and drove the boat at a speed of six knots. same amazing velocity-it was actually 34 knots-and very high speed. By a most unfol·tunate mischance, Other models followed, and eventually we were able to was gone before the onlookers had time to grasp the however, bot.h vessels were lost soon after they had calculate the propeller efficiency required for a full-size Significance of what they had seen. been completed-the "Viper" in August, 1901, by run turbine steamboat. At this stage a syndicate was "I have a vivid recollection of that day," said Sir ning ashore during maneuvers, and the "Cobra" in the formed for the building of the vessel which afterward Charles, "having myself acted as chief engineer during following month by' foundering in a North Sea gale with became widely noted as the 'Turbinia.' The hull was t he run. �ome hours aftel' we hart ret.urned to our great loss of life. Although neithel' was due in any 100 feet long, 9 feet broad, and drew 3 feet of water respect to the turbines, the effect of these two disasters on a displacement of 44 tons. She had one double was to damp the enthusiasm of the naval authorities, ended straight-tube boiler, supplying steam to a turbine and several years passed before a new turbine-driven of the radial-flow pattern, which was coupled to a single man-of-war was ordered. Merchant shipowners prove

Channel boats and private yachts, began sity transitory-what is accomplished !Jy - to flow in. The first large ocean-going one man being undone by another-the ship to be fitted with turbines was com work of the scientific discoverer and in pleted in 1904, arid in the same year the ventor is everlasting. However insignifi Allan Line ordered two transatlantic cant this work may apparently be, pro liners, "Virginian" and "Victorian," to be vided it is new it adds something more engined on the same principle. Twelve to that great store of human knowledge months later Mr. Parsons had the grati and experience which is slowly accumulat fi.cation of learning that the Cunard Com ing and enables man more and more to pany had ecided to install his system of triumph over nature." propulsion d in the twin ocean giants, "Mauretania" and "Lusitania." Iron and Steel in Brazil Meanwhile, however, the turbine was MPORTANT developments in the na making equally rapid progress in the tional iron and steel industry have naval sphere. '''hen, in 1902, the Ad taken place in Brazil during the past miralty laid down four light cruisers of yearI . '('hese developments represent a identical design, they ordered one ship, phase of the Brazilian Government's the "Amethyst," to be equipped with tur policy to give the nation a greater degree bines, her three sisters .having reciprocat of econolllic self-sufficiency by utilizing ing engines. -When comparative trials such resources as exist in the country. were held, the superiority of the "Ame The object is to supply the home market thyst" was demonstrated so conclusively for iron and steel and eventually to pro she attained 23.63 knots, while the maxi duce a surplus for export to other South mum speed of the other three was 22.34 American Republics. knots-that the committee which had as Iron and steel manufactures are de sembled to determine the characteristics veloping rapidly in Brazil, especially in of the Dreadnought recommended that • • Sao Paulo. The products of this indus Parsons built this little craft (100 ft. long, 2000 horsepow ) to demonstrate turbine machinery be adopted for the er try inelude nails, screws and bolts, chains, This The turbines of the "Mauretania," shown world's first all-big-gun battleship. From his new marine turbine. the "Turbinia" did by steaming through the woven fence wire, agricultural imple- above, developed 72,000 horsepower British fleet at Spithead Review at 34 knots in 1897 on that time onward the turbine became the ments, enameled iron ware, rolling doors, her record trip, when she maintained an standard motor of the British Navy, and other admiral lion with him one gets the impression that here is a :safes, stoves, and a gTeat variety of general foundry average speed of 26.06 knots from the work. Ambrose Light to Daunts Rock, Ireland. ties soon fell into line. In view of all that has been great workman to whom work is 110t the means to an That record was made with coal-fired heard of German enterprise, it is interesting to recall end, but an end in itself. NotWithstanding a life of The basIs of the Brazilian industry is the vast stores boilers ; with oil fuel she should reach that German marine engineers were bitterly opposed to study and untiring industry, he retains all the enthusi of high-grade hematite and magnetite ore existing in 27 knots the introduction of the turbine into their navy, and asm of youth, together with a simple kindliness of Minas Geraes and to a lesser degree in several other· did not abate their hostility until repeated trials had manner and an old-world courtesy that endears him States, including Sao Paulo and Parana. It has been left no doubt in reasonable minds as to the marked to all with whom he comes into contact. To Sir Charles estimated by competent geologists that the total ore and all-round superiority of the new system for naval Parsons there are few higher vocations in life than content of these fields is between 6,000,000,000 and purposes. Of the subsequent history of the steam tur those of the scientist and the improver of arts and 12,000,000,000 tons of hematite, a very large proportion bine it is unnecessary to speak here. Even before the manufactures. Here, in his own words, are his views of which runs over 60 per cent iron. This is exclusive some difficulty in producing and marketing a satisfac proved hoth econornicnl in "team ('onsurnption and lIloorings a llIe>'sage came> from Prillce Henry of Prussia, war it had completely ousted the reciprocating engine on the subject : "Can it be questioned that the discov· of the lesser volume of magnetite ores. tory turbo-electric plant on this s,v"tem. Throughout Imndy to manipulate, it heing possihle to work IIp to t he Kaiser's brother, asking if I would repeat the rUIl in the navies of the world and was being almost eries of Archimedes and his disciples have more effect Both the present Federal Administration and the Gov those fiye years in which he was debarred from ex top speed in much less tim e than would have been as a personal favor to him. 'V e had visitors, including universally adopted for the larger types of merchant today than the battles of Alexander or of Hannibal ? ernments of Minas and Sao Paulo have pursued a policy ploiting his original patents he was continually experi necessary with reciprocating engines. Another grati ladies, on board at the time, and were not prepared for vessels. Today its supremacy in the steam world is Of, if we turn to modern times, can it be gainsaid that of encouraging the growth of an iron and steel indus menting with new ideas, all bearing on the efficiency fying feature of the tests was tIle absence of vibration." another cruise at such short notice, but there was' no unchallenged, though there are indications that the -Watt and Stepllenson, Davy and Faraday, have done try. Liberal concessions have been granted to several of various elements in the steam turbine, particulm'ly Mr. Parsons-whose knighthood dates from ]911- help for it and I gave the necessary orders. In a few internal-combustion engine will eventually become mOJ'e to change the course of history and the material companies, the principal favors consisting of exemption a the blading ; and when, in 1894, he recovered his patent now decided that the time had come to confound the minutes we were off again, racing merrily over the serious rival. eonditions of life than did Napoleon or Wellington, from import duties on equipment and from other taxes rights, the ft'uits of his indefatigable research work sl,eptics who still disbelieved in the new system, and course at 34 knots. It seems that Prince Henry was The author of this outstanding achievement in the \V alpole or Pitt ? No less a statesman than the late over a long period of years. Also, guaranties of sub soon became manifest. The manufacture of parallel the great naval review held at Spit head in 1897 to much impressed, f r he sent hi s engineer officers across annals of engineering progress is a quiet and unassum Lord Salisbury once said, that while the work of the stantial Government purchases have been given, and re flow turbines was at once ,undertaken at the Heaton celebrate the Diamond Jubilee of Queen Victoria to inspect the 'Turbio nia,' which they did with charac ing gentleman, who shows signs of embarrassment when politician, the statesman, the soldier, or the leader of cently the policy has been adopted of making loans to factory, one of the first contracts executed being for afforded particularly favorable opportunity for dem metallurgical concerns. a teristic German thoroughness." you speak of his work in glowing terms. In conversa- men, howeve!' great and howevel' fortunate, is of neces- 350-kilowatt turbo-generator set, which in those days onstrating the "Turbinia's" powers. Accordingly, the After this dramatic display of a what the new method was considered a plant of enormous power. little vessel was quietly steamed down to Cowes road of propulSion could do, the British Admiralty deemed "lrrom the first," said Sir Charies, "I realized the stead to await the psychological moment. It came when it time to avail themselves of the inventor's genius. possibilities of turbine propulsion for ships, and had the great fleet of British and foreign warships lay at They therefore ordered a destroyer to be built and . deyoted much study to the problem, but I was not blind anchor in several long lines, with royalt.ies and other equipped with turbine engines, but placed the entire to the special difficultieswhich stood in the way, notably distinguished personages from the four quarters of the responsibility for the result on Mr. Parsons' shoulders. that of finding a propeller that would work efficiently globe looking on. Suddenly, at the head of one line, The "Viper," which was thus the first turbine-driven The story of the rapid development of the Par m ri turbine is told in this photograph. at the high rate of revolution necessitated by turbine there flashed into view a diminutive vessel traveling warship in the world, Was 210 feet long by 21 feet beam son s a ne which shows the "Turbinia" (2000 horsepower) drive. In 1894 I began experimenting with small ship at incredible speed. Down the long lane of motionless and displaced 370 tons. The contract called for a of 1897 alongside the "Mauretania" (72,000 models in a pond at my home at Ryton-on-Tyne, to leviathans i'he shot like an arrow, only a wisp of smoke guaranteed speed of 31 knots. The " iper's" trials horsepower) of 1907. The Mau eta ia is 790 at her squat funnel, her forefoot well clear of the V " r n " determine, first, the ship lines best adapted to very resulted in a complete triumph for the new motor. Hel' feet long, 88 feet broad, and has a tonnage of high speeds, and next to study propeller action. One water and her wake a tumbling rampart of foam that fastest run was made at a speed of no less than 37.113 31,000. When burning coal she used about 1000 of these models, two feet in length, was fitted with testified to the marvelous speed at which she was knots, the turbines deYeloping 12,300 horsepower. The tons per day clockwork and a twisted rubber cord actuating a two moving. Doubling like a hare ' round the head of the "Cohra," a similar but slightly larger destroyer, was bladed propeller, which turned at 18,000 revolutions column, she sped between the next line of ships at the built at about t.he same time, and she, too, attained a per minute and drove the boat at a speed of six knots. same amazing velocity-it was actually 34 knots-and very high speed. By a most unfol·tunate mischance, Other models followed, and eventually we were able to was gone before the onlookers had time to grasp the however, bot.h vessels were lost soon after they had calculate the propeller efficiency required for a full-size Significance of what they had seen. been completed-the "Viper" in August, 1901, by run turbine steamboat. At this stage a syndicate was "I have a vivid recollection of that day," said Sir ning ashore during maneuvers, and the "Cobra" in the formed for the building of the vessel which afterward Charles, "having myself acted as chief engineer during following month by' foundering in a North Sea gale with became widely noted as the 'Turbinia.' The hull was t he run. �ome hours aftel' we hart ret.urned to our great loss of life. Although neithel' was due in any 100 feet long, 9 feet broad, and drew 3 feet of water respect to the turbines, the effect of these two disasters on a displacement of 44 tons. She had one double was to damp the enthusiasm of the naval authorities, ended straight-tube boiler, supplying steam to a turbine and several years passed before a new turbine-driven of the radial-flow pattern, which was coupled to a single man-of-war was ordered. Merchant shipowners prove