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March, 1910 BOILER EXPLOSION ON THE DESTROYER HOPKINS. San Francisco, Feb. 15.--Inquiry into the cause of the fatal accident aboard the torpedo boat destroyer Hopkins at San Diego yesterday, nothing official regarding -the findings has been made public by the flotilla commander, Lieut. LJ. Richatdson. From. the men .on: the boat.it. was learned: that Fireman, R. C. 'Taylor lost his life and six of his fire-room com- rades were severely burned because the boiler room blowers were not running when the defective tube gave way. Lieut. Fredericks, who commands the Kropkins, said that it was probable there would have been no fatality or serious injuries had the blower been in opera- tion. The draft it creates would have forced the escaping steam up the smoke stack instead of allowing it to envelop the fire-room crew, as it did. The men of the Hopkins complain bitterly of conditions in the fire-room. They say that they risk their lives whenever they go below. They declare that there is something wrong with the boiler construction on the torpedo boat destroyers. They say that yesterday's accident is identical with that on the Hull last June, when seven men were scalded, one fatally, as the vessel was. passing through the Golden Gate. In the last nine months, the men say, ten tubes have blown out in the boiler room of the Hopkins, on three occasions the circumstances being similar to those of yesterday, but fortunately the blow- ers were running at the time of the blowing out, and casualties were avoided. It is a matter of common knowledge that the conditions aboard the torpedo boats and destroyers of the United States Navy are far short of satisfac- tory. They are, in fact, such as to justify absolute lack of confidence and are destructive of morale. In spite of denials by bureau officials, advices are at hand from trustworthy sources, giving details of the condition of machinery and equipment of a num- ber of the ships of the navy, which not only go far towards confirming the press dispatches regarding the crippled state in which the West Virginia and Maryland reached San Francisca, but indicate that most strenuous efforts are being made to hush matters up. Ad- miral Barry, although denying these re- ports, admits that the two ships were towed a large part of the distance from Tionolulu "because he wanted some data on towing." The reason many satisfy members of congress and laymen; to others it is as though the admission were shouted from the housetops. The Hopkins in common with all tor- pedo craft is fitted with forced draft on the closed stokehold system, which THE Marine REVIEW explains the press statement quoted to the effect that had the blowers been running the escaping steam would have been driven up the stack instead of fill- ing the stokehold. This is, however, not borne out by facts, as numerous instances of bursting tubes have oc- curred with the blowers in operation and which were attended with casualties. The men of the Hopkins are absolutely correct; there 1s something wrong, but the trouble need not be looked for aboard the ships themselves. The trail leads into comfortable offices, cafes, c:ubs and inner circles in Washington, and when business methods and merit govern the administration of the navy department, the boilers and other equip- ment of the ships of the navy will ren- der the service that: is to be expected ot them. ENGINE OF STEAMER COLUMBIA. The engine illustrated herewith 'has recently been built by the Northwest- ENGINES OF STEAMER CoLUMBIA, BUILT By NORTHWESTERN IRoN WorKS, SATTLE. ern Jron, Works, Seattle for the. Pu-.: get sound steamer Columbia. As may be seen, the engine is of the 2-crank compound type; the cylinders are 10 and 22 in. diameter, with a stroke of 15 in. The engine is designed for a working pressure of 165 lb. and at -200 revolutions, will develop approx- imately 300.1. H. PF: ato 75 per: cent cut-off. The high pressure cylinder is fitted with a piston valve with ad- justable rings, and the low pressure with a flat balanced slide. The valve travels are 3%4 in. The engine bed plate is 6 ft. in length by 4 ft. 2 in. wide. The crank shaft and crank pins are 434 in. in diameter, the length of the latter being 5 in. The crosshead M1 pins are 314 in. diameter and 334 in. long. Fhe piston rods arée:2 3/16 in. diameter. The connecting rods are 6 cranks in length. The cranks are set at 135 degrees, so that the recipro- cating weights largely 'balance. The difference in weights 'between the low pressure and high pressure pistons, together with the angular effect due to the relationiof the cranks, is com- pensated by balance weights in the pinch wheel. -- LAUNCH OF THE "EDINBURGH CASTLE." Harland & Wolff, Belfast, Ireland, recently launched the Edinburgh Castle for the Union-Castle Line for South African service. The Edinburgh Castle is 585 ft. 9 in. over all, 64 ft. 8-in. beam, 42 ft. 6 in. deep, with a gross tonnage of about 13,460.:tons;. and 12.500: 1, our Pie vessel is fitted with twin-screws. She is constructed of steel throughout to the requirements of Lloyd's Register, with special regard to stability and safety. The cellular' double bottom ex- tends the full length of the ship and the holds are subdivided into separate compartments by watertight bulkheads, a double collision bulkhead being fitted forward. In the arrangements for the comfort of passengers every modern improve- ment has been taken advantage of both in the general design and in the vessel's fittings and appointments. The cabin accommodation is as follows: First class, about 320; Second class, about 220; Third class, about 250. _ The first class staterooms will be on the upper and main -decks, the larger number being arranged for two pass- engers, while on the promenade deck there will be a group of large hand- some staterooms, which can be divided into suites of two, three or four rooms. On the main deck the staterooms will be arranged with sliding Venetians over the side ports, so that the most perfect ventilation is assured, and the light in the room may be regulated at will. The second class public rooms and ac- commodation have also received special consideration, containing saloon, library, smokeroom and_ staterooms, all being large and comfortable and artistically decorated. The third class accommodation is like- wise of a very superior type. The din- ing saloon has a separate pantry and bar, and there is a large comfortable smoking room. Moreover, the spacious entrance to the third class accommoda- tion on the upper deck has seats round it and is supplied with a piano, making a very pleasant sheltered lounge. There is also an extensive 'library for third class passengers.