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1899.] MARINE REVIEW. 19 was also the cause of a spirited reply from the bureau of steam engineer- ing. It was the following more specific criticism of the Cincinnati and Raleigh: "The chief characteristics of the design for these cruisers (Denver class) were settled and approved by the department before the final preparation of the general plans. These characteristics show the vessels to be about the size of the Raleigh and Cincinnati, which, though they have been classed as 19-knot vessels, with more than double the horse power of the present designs, have never been able, owing to cer- tain well-known conditions, to maintain a speed even approximating to the rated 19 knots for any length of time. The Raleigh, when with Dewey's squadron, was only able to steam, with difficulty, at a speed of 9 knots, using three-fifths of the boiler power. The coal supply of these vessels was also limited, and the coal consumption was a serious question when making passage between distant ports. In the new designs a liberal allowance has been assigned to all the principal weights, and there has been no attempt to secure 'fancy' results, either on paper or on trial. They have been designed for hard service, and the offensive and defen- sive properties, suitable speed, durability, habitability, etc., were care- fully considered in determining their characteristics. Owing to the nature of the service which they were likely to perform independence of coaling and repair stations, as far as possible, was believed to be an im- portant consideration. In view of the fact that the vessels were to be sheathed and coppered, and that the machinery was to be liberally pro- portioned, a speed of 16%4 knots, as representing the capacity of the vessel at all times, was considered sufficient, and easily places the ships in the class with our earlier vessels making 19 or 20 knots on a forced trial with clean bottoms. The coal supply is represented by a bunker capacity of 700 tons, which is sufficient to give them a radius of action at full speed of nearly 2,500 knots, and at the most economical rate of steaming--probably in the neighborhood of 10 knots per hour--they will be able to steam about 7,000 knots without re-coaling. This would cover a continuous trip from San Francisco to Manila. As previously stated, a liberal allowance has been made for machinery weights, the engine- rcom weights per indicated horse power being about 10 per cent, heavier than is the case with the Raleigh or Detroit classes. The total machinery weight is somewhat reduced, proportionately, by the use of water tube boilers and high pressures." ANSWER OF THE ENGINEER-IN-CHIEF TO THE CHIEF CONSTRUCTOR. The reply of the engineer-in-chief to Admiral Hichborn was read by Mr. McFarland, and was as follows: "Notwithstanding the published adverse criticism, I do not think it at all necessary for the chief constructor of the navy to defend the plans for the new ships of the Denver class, as the vessels are designed for special patrol duty and the board of construction had full knowledge of the needs of the department when the principal characteristics were agreed upon. In the case of the Raleigh and Cincinnati, however, I hardly think the statement contained in this paper, namely, that 'though they have been classed as 19-knot vessels with more than double the horse power of the present designs, have never been able, owing to cer- tain well-known conditions to maintain a speed even approximating to the rated 19 knots for any length of time' is a fair one, and I may be par- doned for directing attention to certain facts which at least greatly modify the inference it embodies. It will be recalled that when these ships were offered for public bids there was not one made within the limit of the congressional appropriation. For that reason the department decided to undertake. the work in the navy yards--one hull at New York and the other at Norfolk, and the machinery for both at the navy yard, New York. Neither of these vessels after completion underwent the full power tests, such as would have taken place had the ships been built by contract. The nearest approach to such a trial was in the case of the Raleigh, which ship, after having been in commission about two years, and without much particular preparation ran a four hours' test (March 25, 1896) with her regular crew. The wind and other conditions on this occasion were un- favorable, and furthermore, the trial took place in comparatively shallow water, ranging during the first two hours from 14 to 17 fathoms, and at. no time exceeding 25 fathoms. Under these circumstances the best re- sults as to speed could scarcely be expected, but nevertheless on a dis- placement of 3574 tons the average speed obtained was 18.64 knots, while during two hours of the trial the average was 19.27 knots. ree "Captain Miller, the commanding officer, makes the following inter- esting comment on closing the report of this run. 'While it is to be regretted that the conditions of wind and weather were not more favor- able, the general results of the trial are gratifying. At the close of the trial, with the exception of the middle fire room blower, everything was in good working condition. Very few men in the force had ever had any experience with firing with forced draft and the coal was the run of the mine, It is fair to conclude that the ship will readily make, under the ordinary conditions of service at sea, the designed speed, and that she will with favorable conditions exceed it.' : "From the above and bearing in mind that the Raleigh was fully loaded, displacing about 400 tons more than her designed draught the showing is not altogether bad. : e : "The chief Bere itor also states 'that the Raleigh when with Dewey's squadron was only able to steam with difficulty at a speed of 9 knots, using three-fifths of the boiler power.' When it is remembered that the Raleigh had not been docked for about seven months previous to the battle of Manila, and that in consequence her bottom was very foul the speed was thereby necessarily materially diminished. The chief engineer of the ship, however, in an official report, submitted by order of the ee manding officer after the fight, makes this significant remark: The spee in action was variable, but was not great enough to cause any difficulty in keeping up steam.' yee : "AS the Raleigh has recently returned from Manila it may be of in- terest to quote from the official records, as to the speed, on her oer trip, under the approximate three-fifths boiler power alluded to. aa trip from Bombay to Aden, a distance of 1642 knots, and with a slight Z less boiler power than in use during the Manila fight, under natural draft in a tropical climate, and with no special effort to make time, an average speed of 13.14 knots was maintained. After arrival at Aden there remained sufficient coal for 928 knots, or an endurance of 2,570 knots at the speed mentioned. Leaving Aden an average hourly speed of 12.78 knots is recorded for about the next 1,300 miles, with the same boiler power in use. These runs are not cited as fancy figures but simply as indicating what the ship has done under ordinary conditions. An examination of the steam log book discloses the fact that ordinarily and for economy in coal consumption the Raleigh's speed in cruising did not usually exceed 12 knots and generally was below that figure. Many instances are re- corded, however, where the speed was materially greater, and on one occasion (Oct. 12-13, 1896), during a trip between Hampton Roads and Smithport, N.C., when speed was apparently important, an hourly aver- age of 15.6 knots was maintained for sixteen hours under natural draft with about five-sixths the boiler power. "The above data I am glad to present, not in defense of these two vessels, but rather as simple facts deemed no more than fair to make public in connection with this interesting paper, in order to present the pros as well as the cons. That the internal arrangements are far from ideal, is well known, as stated forcibly by the author, and the lessons drawn have been valuable to designers of hulls as well as machinery. It may not be irrelevant here to note that during the early stages of the de- sign I persistently called the attention of the then chief constructor of the navy to the great desirability and importance of increasing the length of these ships by about 15 or 20 feet, in order to give ample room for the efficient operation of the machinery and especially to provide fire room of proper proportion. I regret that this was not done, but as it was not there can be no better result from the expensive experiment than to adopt its lessons and include as a primary requisite in the planning of our ships the allotment 'of such ample space for the motive power as will enable it to 'be operated under all conditions with that efficiency so successful to the success of the design. Iiam still firmly of the opinion, even at this late day, that the cutting in two of the hulls of these two ships, and lengthen- ing, say 20 feet, would contribute to make them far more serviceable and would have results as beneficial as was shown in the cases of the Castine and Machias, where the same expedient was so successfully adopted." Mr. G. W. Dickie said he thought naval architects generally were thoroughly in accord with the department plans. He was sorry, however, to see the suggestion of such soft wood for sheathing. He preferred teak.. Naval Constructor Bowles said that he had always been opposed to: wood sheathing for steel ships. He deemed it unnecessary, undesirable, expensive and dangerous. He admitted that there might possibly be need' of a few sheathed ships in the Philippines until a dry dock could be pro- vided there. ; NOVELTIES IN SHIP FITTINGS. Assistant Naval Constructor R. M. Watt, stationed at the Brooklyn' navy yard, described in this paper some of the improvements and develop- ments in the fittings of naval vessels which have been systematically carried' on in the construction and repair department of the Brooklyn yard under the direction of Naval Constructor Francis T. Bowles. He described first a water-tight bulkhead door operated by electric power, which is always: under control by hand or power at the door and capable of being closed by power from any selected distant station. The paper also described and illustrated a non-conducting, non-inflammable, non-splinterable sheathing for use on the sides of steel ships in living quarters, and a metallic folding berth for ships' staterooms, as well as a water-tight metal skylight for use Over messrooms and statercoms. Constructor Watt said of the non- inflammable sheathing for living quarters: "The lesson of the Chinese-Japanese war for the naval architect was the danger of destruction of war vessels.py conflagration in action. If further proof were required as to the absolute necessity for discontinuing the use of all combustible material in the construction and equipment of war vessels, it was abundantly furnished by the battles of Manila and Santiago. The official reports on the battle of Santiago state that the Infanta Maria Teresa, Almirante Oquendo and Vizcaya were destroyed by conflagration, caused by explosion of shell in the interior, which set fire tu' the woodwork. The strongest evidence as to the importance of this ques- tion, and likewise illustrative of the intensity of the fire, and the rapidity with which it spreads, is given by the fact that on these vessels men were driven from loaded guns, not by projectiles, but by conflagration. 'That conflagration is more destructive than gun fire was jikewise emphasized by examination of the Spanish vessels after the battle of Manila. That the battle of the Yalu marked a step in ship building practice, which was fully appreciated by the naval architect, is demonstrated by a comparison of the living quarters in vessels finished as recently as five years ago and those building or refitting now. Particularly in officers' quarters are the changes most noticeable. Six years ago the divisional bulkheads were of. untreated wood; likewise the ceiling overhead, and the ceiling or sheath-. ing against the side of the ship. The berths, lockers, and all the furniture, including a closed-in wardrobe, also the ship's ladders, shelving every- where, etc., were of untreated wood. Now, the constant endeavor is to reduce woodwork everywhere to a minimum, steel or some other non- combustible material being substituted wherever practicable, and where wood is used at all it is required to be subjected to an approved fireproof- ing process. The present practice at Brooklyn navy yard is as follows: The unnecessary overhead ceiling is altogether omitted. In crew's quar- ters the outboard sheathing is omitted, but in officers' quarters asbestos sheathing is fitted. All divisional bulkheads are built of light corrugated sheet metal (first fitted on the Texas in 1892) and finished with a sheet- metal cornice (first fitted on the Atlanta). The uncleanly wooden berth is replaced by a compact and cleanly metal folding berth. The wooden ladders are altogether done away with, and metal ladders with some form of non-slipping tread are in general use. For the unsatisfactory wooden skylights over mess-rooms and inboard staterooms a water-tight metal skylight is substituted. At the present time the desks, chairs, tables, and chiffoniers used on naval vessels are made of fireproof wood; but samples of metal furniture, by which the use of wood for this purpose will be en- tirely dispensed with, are now being prepared at the Brooklyn yard for the purpose of selecting types for naval use. All lockers supplied to the Atlanta, including rifle lockers, petty officers' lockers. and marines' lockers, are of metal, and the Atlanta's cabin has been fitted with a metal roller- top desk