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July, 1921 extreme care being exercised that they were well staggered to insure proper strength; the butts being then spliced and electric welded. It was necessary to remove and entirely replace frames Nos. 1 and 2 on the starboard ide, and Nos. 1, 2, and 3 on the port side. A particular feature of the job was the short length of the plates found near the bow, permitting replacement at less cost than would ordinarily have been the case. No. 1 flat keel, which was a furnaced plate, was fe- newed and also 10 strakes above on either side. In one or two instances the plates extended slightly aft of the collision bulkhead. No. 1 waist plate on the port side was removed, faired, and replaced; the starboard waist plate was also faired and placed. All floors and vertical keel intercostal © plates were renewed from frame No. 1 to No. 9, No. 1 vertical keel plate from the collision bulkhead to frame No. 13, and the lower plate on +the collision bulk- head were also renewed. The impact of the vessel in striking drove both hawse pipes upward, and broke the lip and chafing slab on the | port side. The hawse pipe was ace- tylene welded and a new chafing plate was cast in the foundry and installed. One fluke of the port anchor was also broken; this was salvaged by forging a new end for the fluke and thermit welding it in place. A fortunate feature of the accident was that the No. 1 double bottom tank top and the collision bulkhead were not sufficiently ruptured to damage the cargo in No. 1 hold. After comple- tion of the repairs in drydock, the forepeak tank and No. 1 double bot- tom tank was tested to Lloyd's rules, and the vessel was undocked and pro- ceeded to reload discharged cargo. The TrEGANTLE is rated as of 5741 tons registered gross; 4279 tons regis- tered net; her dimensions are 400 feet length, 52 feet beam. This is the third vessel repaired at the Balboa shops during the year for simi- lar damages to bows resulting from head-on collision. The Sussex of the Federal Steam Navigation Co. was completed on March 9; and the STEEL Inventor of the United States Steel Products Co., on March 28. Sttver State, the last of the vessels built by the Newport News Shipbuilding & Dry Dock Co., Newport News, Va. for the shipping board, has been delivered to the Emergency Fleet corporation. She is of 13,000 deadweight tons. The freighter Brunswick, built for the United States shipping board, has been delivered by the Oscar Daniels Co.; Tampa, Fla. MARINE REVIEW Allow for Contraction in Repairing Rudder The problem of allowing for cooling contraction after pouring thermit welds was studied during the recent repair of the 11-ton rudder of the steamship New RocHELLE of the U. S. Mail Steamship Co. The frame was cracked in three places. The fractures, two locations of which are shown in the accompanying illustration extended from 4 to 6 inches into the frame. 'Before making these repairs the rivets which fastened the rudder plate to the rudder frame were first removed in order to prevent the plate from buckling when the weld had cooled. During preheating care had to be taken to preheat thor- 341 injury to any of her electrical equipment. With astern operation 'of her pro- pellers she developed 15 knots. Her turning circle with all propellers operating forward and rudder hard- over is about 700 yards, which is 'hard- ly more than that of a destroyer. The propelling machinery of the TENNESSEE consists of two 15,000-kilo- volt-ampere Westinghouse turbo-gener- ators and four 8375-horsepower West- inghouse propeller motors. Her length is 625 feet, beam 91 feet, and displace- ment 33,000 tons. Shortly after her trials, she left the Atlantic coast to join the Pacific fleet. in the Columbia American steamship While in collision river, both the HOW RUDDER REPAIRS WERE MADE oughly the adjacent unfractured parts in order to offset the cooling strains later. The welds required a total of about 900 pounds of thermit. The repair was made at the Robins Drydock & Repair Co., Brooklyn, N. Y., only about four days being required. U. S. S. Tennessee Has Successful Trial The U. S. S. TENNESSEE, the latest electrically propelled superdreadnaught, was given her final trials off Rockland, Me., during the latter part of May and passed them with complete success. Among the results obtained, the fol- lowing are of special interest. The maximum speed developed was 21.378 knots. She was brought to rest from top speed in less than three minutes. This is believed to be a record for so large a ship and is about the severest test that can be imposed upon her machin- ery, as the propellers were being oper- ated astern while the ship was forging ahead. The salvo test, the firing of all twelve 14-inch guns at once, caused no FLorIDIAN. and Japanese steamship Reyio Maru' were damaged. Both were repaired at Portland, the Ftror- mAN by the Willamette Iron & Steel Works and the Japanese liner by the Albina. Engine & Machine works. ¢ New Way to Ventilate Electric Units By a unique application of the auto- mobile radiator principle to the electric drive for war ships, the General Elec- tric Co., Schenectady, N. Y., has brought about an important development in one phase of electric ship propulsion. The new scheme has to do with the ventilation of large electrical units. Its chief merits, from a naval point of view, are that it is said to make the vessel more seaworthy, allows the de- fensive armor of the ship to be strength- ened and provides for the recirculation of clean air at all times. Twelve great naval vessels now under construction, six battleships and six bat- tle cruisers, will embody the new feat- ure in their equipment. All of these vessels are to exemplify the electric