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SERVICI TEST ON STEAMSHIP HARVARD
(PARSONS TURBI[E)
POWER AND SPEED
/
Pisher and Youag.
VI
77 Massachusetts Avenue
Cambridge, MA 02139
MITLibraries
hftp://Iibraries.mit.edu/ask
DISCLAIMER NOTICE
Due to the condition of the original material, there are unavoidable
flaws in this reproduction. We have made every effort possible to
provide you with the best copy available.
Thank you.
The following pages were not included in the
original document submitted to the MIT Libraries.
This is the most complete copy available.
19i
W"
4,4
NW
INDEX
Page
Description of test
of Torsion Meter
Installation
Formula for computing H.P.
Speed determination
Log Calibration
Water Meter
Propeller Measurement
Prop&ll6r slip
Propeller Efficiency
Wave-making factor
(1)
(2)
(3)
(3)
(4)
(5)
(6)
(7)
(7)
Results
Dimensions
Results of Engine Test
Propeller Results
(9)
(10)
(12)
Plots.Determination of H.P.
Total H.P.,
R.P.M.,
Speed and Torque
Total Water and Coal
(13)
(15)
(19)
Tracings.
Propeller
Chart of Course
Propeller Diagram
(20)
(21)
(22)
Data.
R.P.M. and Torque
Diagram of Torsion Meter
Photographs
(23)
(27)
(28
DESCRIPTION
The test was run on the regular trip of the boat
from New York to Boston on the night of June 25th, 1908, with
Messers Hubbard and Davis who at that time ran
a boilar test.
Previous to this date three preliminary runs were made
to test out the torsionh meter,
(Denney and Johnson) the in"
stallation of which was the work of three days while the boat
was docked in Boston.
clear length of shaft
as to give
The inductors were set so
a
(deducting for couplings) of 63.06 feet
on the center or high pressure; 47.52 feet on the
starboard and
47.21 feet on the port which gave approximately torque readings of .95,
.75, and
.70 of an inch respectively when the
turbines were running at full power.
At the end of each preliminary run the
shafts were
turne,. over by means of hand gears and the Mero position of
the permanent magnets noted,
and if found to be out, the
wheels bearing them were set over.
During the final
record after a torque of
run the port torsion
.0
meter failed
of an inch was reached.
due to the parting of some of the inductor
wires.
to
This was
Thus the
determination of the port horsepower is
dependent upon a ratio
(2)
which was determined
between the port and the starboard torque
Also the readings of
from data obtained on the preliminary runs.
the torque up to
.6 of an inch on the final run gave dat4 for
this determination.
port
shaft was
It was determined that the torque on the
930' of that on the starboard and this was used in
computing the horsepower.
In the computation of the horsepower,
the
constant
1,506, based on the assumption of a modulus of elasticity of
Horsepower= KdrR
11,600,000, was used in the formulaa
CL
Where d = diameter of shaft in inches
=
8
r = torsion meter readings
R = revolutions per minute
constant
12.5
C
= inductor
L
= clear length of shaft between inductors in feet
K
= 1.506
-
-
-
-
-
The assumption of th. modulus of elasticity
was based
on numerous tests on shafting of this character and was considered
an accurate enough means of determining the constant K as the
probable percentage error in this assumption is not more than 1 1/8.
Considerable trouble was experienced due to the water
from the
stern glands 'filling the propellor bosses in which the
after starboard and port inductors were set and some tin troughs
were made to
surround the inductors in order to keep them dry.
The torsion meter recording apparatus was placed in
a
(3)
stateroom slightly forward of midships and the cables were run
the roof
up through the engine room ventilating hatches and across
to the davit of a life-boat and from there over the rail to
th.e
stateroom.
To measure the speed,
a McGray Electrid Log was towed
from a twenty foot spar which projected on the starboard side
about thirty feet.forward of the stern.
The use of the spar
was to throw the log clear of the wake as much as possible.
The
recording apparatus of this log was placed in the stateroom which
contained the torsion meter recording apparatus.
As there was no means of calibrating
this
log by
towing, it became necessary to devise a method for doing so.
The method devised was as follows;
From the pilot's log were obtained the
lights,
which the boat was abeam of all
about 150 knots.
the
exact times at
over a distance
of
These times were determined accurately with
aid of a pelorous by the pilot.
The distances through the water to these points
were then computed from the distances as scaled from a chart on
which the true course was plotted and from the tidal velocities
and directions,
and the times
of passing lights, the
speeds
were computed between these points sighted.
Then from the distances through the water,
by the log,
were computed the speeds between each light.
sentative constant, which, multiplied by the
The best represpeed as
given by
the log would give the true speed, was determined as 1.128 from
the individual
CA
corrections.
The log speeds were then multiplied by this contant
and the results plotted against time.
integrated,
The curve was then
giving a distance of 153.3 knots, while the distance
through the water as calculated from true distance with the
tide corrections, was equal to 153.4 knots.
This served as a
check on the choice of a constant.
The total water fed to the boilers was measured by
a previously calibrated
Hersey Hot Water Meter which was
inserted in the suction line between the feed pump and the
hotwell and the amount of this water which went into steam used
by the auxiliaries was measured by an orifice in the starboard side of the auxiliary line and an orifice in the blower
line which was independant of the main auxiliary lines. The
difference between total water fed and the auxiliary and blower
steam gives
the amount of
steam used by the
turbines.
The correction as determined by calibration for the
meter was 1*
additive.
The quality of the
steam just
before passing the
throttle was determined by means of a Peabody Throttling
Calorimeter inserted in the main steam line.
Nethod
of
Pttch
/
'Propeller
Mecsurvn'g
I
o
Levet
[7
--- S
0
ii ]0 rv
-j
.
;4
-
_
(5)
Before the start and at the close of the run the
drafts were taken forward and aft as a means of figuring the
mean displacement during the run.
The block coefficient was
taken as .5 at sixteen foot draft and tons per inch as 38.,
the latter being obtained from data on a very similar ship.
From this
the mean-displacement
during the run
figured to 4,676 tons, and this value was used in determining
the wave-making factor.
An extra propeller was available and was measured
in the following manner.
The propeller was first adjusted so
that its axis was exactly perpendicular then into the
shaft
hole was insertedia turned wooden plug which projected some
two inches above the face of the boss. To this plug (P) was
screwed the thin deep arm(A), four feet long with the block (S)
screwed securely to the
(S)
outer end.
(A)
on (R) which rested on the floor.
was levelled
by sliding
(S) was made fast to (R)
bat any position by the operation of a screw.
Angles of 10 degrees were spaced off on the floor and
by means of a plumb-bob the outer edge of the arm was brought
in turn over the divisions of these angles.
At each division
the arm was levelled and offsettrfrom the edge of the arm
to
(6)
distances
the propeller blade were measured at seven different
from the center.
From these the pitch was determined as 73.5
inches.
Calculation of
pitch at one point.
ropeller
At one radius
over 20 degrees
Data
Offset 1
=
18
Offset 2
Bifference
20
=
8 61/64
4.078 inches
73.5
)
360 X 4.078
2/64
A development of the acting surface of the propeller
was obtained 6y laying a sheet of brown paper on the blade and
marking around it.
The
apparent
slip
of the propeller was obtained by
taking the number of revolutions for a distance of 153.4 knots
through the water.
The difference
between the distance that would have'.been
travelled as calculated by the revoluticns of the propeller,
and the true distance travelled,
divided by the first &ave
the apparent slip of 25.5.
Calculation
S
of sl
Pitch (feet) X total revolutions... Distance
6080
Pitch
:eet X total revolutions
6080
(knots)
(rs)
Calculation of the efficienc' of propeller
The efficiency of the propeller wad next calculated
by the formula
E. =
(
(1-i)
asA - fB
asS .- fC
Where
S
true slip
32.9
a
3.3-4d
2.864
-
A
.4052
B
.4076
)
Deter-)
mined by
curves)
.0160
C
-5.275
A wake of 10% was then assumed which gave the real slip of 32.9%.
Calculation of the wave-making factor.
b
The wave-making factor for average speed between
9 PM and 3 4M was, calculated from Taylor's formula-(Exshaft horsepower
EHP = effective horsepower
.=D00307
(fSV 2 b Vr)
V
19.70 knots per hour
S
15.66fD
D
=
X L
displacement in tons
L
length at water line
E
= propeller efficiency
SHP
f
From this
= 10,350.
=
.00912
b solved as
.43
4676.
=
386.5
.54
(8)
For plots,
diagrams and pictures see back of book.
For results of boiler test see Thesis of Messers
Hubbard
and Davis, 1909.
We are indebted to Mr. Robert McGregor. Metropolitan Steamship
Company, the officers of the Harvard and Professor Peabody,
Professor Leland, Mr. Everett and Mr. Wonson.
RespectfUty
subtted.,
Signature redacted
Signature redacted
(9)
DIMENSIONS
Length between perpendiculars
386.5 ft.
Breadth of hull moulded
50.5 ft.
Breadth over guards
63 ft.
Depth moulded
82*ft.
Draught normal
16 ft.
Displacement,
normal draught
4600 tons
Draught during test
Displacement during test
16 ft, 2 in.
4676 tons
Designed for 10,000 horsepower @ 20 knots
(10)
RESULTS OF EWGIiE TEST
-.-.--.--.---
Type of engine
Duration of test--High pressure
----'-----------
Parsons Turbine
6 hours
/bs.
(average)
gauge
Low pressure
gauge
Low pre ssure
gauge portA
20.1i
starboard--'--
Average starboard and porta--
20.41
fks.
20.26
lbs
.3S$Starboard vaouun----Poet vacuum-Average
0
.7.58
-----
starboard and port-------2---
Results frorn)141er test
Boiler pressure
------------202.7
Temperature of hot
-----
Tottl
Engine
7.651
by Davis and Hubbard
Temperature of feed water-
Coal fired
Ibs
well-
per hour
----o140.2 lbs.
P
111.9
--
-
16,100 lbs
steam per hour
175,000 lbs
steam per hour------------------154,000 lbs
Auxiliary steam per hour
21000 lbs
Quality of ste-am------------
4%
fttsvLts oi --enme 'g
Maxirmun revolutions per minute ------ p
468, c 472,
Average revolutions per minute------Average revolutions of three
shafts
449
458
454
a 472
454
(11)
Maximum shaft horsepower
Average
shaft
Average
speed,
Total
-1,070
s
knots per hour--------------------19.7
steam per shaft horsepower per hour-"-.w-16.9 lbs
Steam per shaft horsepower per hour for turbines
only------------------------------14.9 lbs
Coal per shaft horsepower per hour--------------- 1.55 lbs
B.T-.U.
per shaft horsepower per minute-------
-265
(12)
PROPELLER OF STEAMSHIP HARVARD
drawing for dimensions, Page
)
(See
73.5 in.
*-----------
Pitch-------------
Diameter------------------------ 80 in.
Apparent slip----------------------- 25.58%
True slip----------Wake (estimated) ---------
-------
32.9%
---
10%
alpha--------------------------.
4502
beta---------------------------4076
gamma-----------------------.275
Eff ici en cy----------~---.-.--...--..--.5e
Waveamaking factor
at average
speed of 19.7 knots and
horsepower of 10,350--------------
-
*K
-
-
4 -p
- - - - ---
-
-
- -
.~~~~~~~~~.
---
-
-
-
-
,.
-
..-. ..0. - -- r ,b. -
77 Massachusetts Avenue
Cambridge, MA 02139
http://Iibraries.mit.edu/ask
MITLibraries
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