The Company was now in a unique position in the manufacture of high temperature turbine plant, and in 1932 it designed for the Thermo Technical Institute in Moscow a 24,000-kW 3000-r.p.m. turbine for 1763 p.s.i.g. 932°F, exhausting at 373 p.s.i.g. In 1935 a 54,000-kW 3000-r.p.m. two-axis machine for steam conditions of 1900 p.s.i.g. 930°F was put in hand. This plant for the Brimsdown A power station consisted of two-cylinder units, a 20,000-kW primary turbine and a 34,000-kW condensing turbine. Four years later similar plant of 60,000 kW capacity was ordered for the Brimsdown B station.

In the allied field of turbo blowers, machines of 50,000 c.f.m. capacity were made with inlet and outlet casings of fabricated construction. The same type of impeller construction was employed on three turbo compressors ordered in 1932 for Russia, the largest unit having nine stages and compressing 26,500 c.f.m. of free air to 100 p.s.i.g. Manufacture of large fans began in the same year, and since then radial flow fans with outputs up to 100,000 c.f.m. for discharge pressures up to 20 inches s.w.g. have been made, and axial flow fans with outputs up to 200,000 c.f.m. both single and multi stage.

For marine propulsion four 27,000-s.hp geared turbines were built in 1937. These were a striking example of fabricated construction, which extended to the low pressure cylinder casing, the condenser, and the main part of the gear-case.

In an exhaust turbo-electric propulsion system developed in conjunction with the Ellerman Line in 1930, the exhaust steam from the main reciprocating engine was passed through a low pressure turbine, where it expanded to a higher vacuum; this enabled the turbine to drive a d.c. generator feeding a propeller motor, which supplemented the power from the main engine. The first installation in the City of Hong Kong and twelve more were made for the Ellerman Line, and two equipments for the United Fruit Company; some of these are still in service. The exhaust turbo-electric system enabled the greatest possible use to be made of the steam and was technically very successful. However, its high first cost and the obsolescence of the reciprocating engine prevented it from being used further.

A turbine application of historic interest came in 1935, when the L.M.S. express locomotive No. 6202 was completed at Crewe. This was a turbine-driven noncondensing locomotive having the novel feature of separate forward and reverse turbines, which with triple reduction gears and steam controls were made by M-V. The locomotive had a maximum design speed of 90 m.p.h. with train loads of 500 tons or more, and it has completed over 400,000 miles running, mainly on the Euston-Liverpool express passenger service. Dynamometer car tests over a 402-mile run from Euston to Glasgow showed that the coal consumption per drawbar hp-hr of the turbine locomotive was better than a standard Princess Royal engine, but its outstanding quality is quiet smooth running and freedom from vibration.