ENGINEERING PROGRESS IN THE U. S. NAVY. 



8i 



Delaware. — Main engines and lagging; throttle valves and fittings; forced 

 lubrication casings on engines, pipes and tanks ; exhaust pipes to condensers ; 2 con- 

 densers, each 11,788 square feet C. S. ; all shafting; spring bearings and stern tube 

 bushes. 



Utah and Wyoming. — Turbines and lagging; turbine regulating valves and 

 pipes, all valves and pipes between turbines; forced lubrication system tanks 

 and coolers; exhaust bends to condensers; 2 condensers (Utah, 15,225 square feet 

 C. S. each; Wyoming, 14,008 square feet C. S. each); propellers and nuts; air and 

 circulating pumps; all shafting and spring bearings and stern tube bushes; pro- 

 pellers and nuts; air and circulating pumps; vacuum augmentors for Utah. 



As regards the total weight of the engine-room fittings of the Delaware and 

 Utah, I do not consider they should be compared on an equal basis, as this is unjust 

 to the turbine-driven vessel. I have, however, taken the actual shop weights of 

 the Delaware and Utah and confirm the latter from the Wyoming, a still larger 

 vessel, on what I consider to be an equal basis, and my figures show that the weights 

 are about equal in the three ships, if anything in favor of turbine machinery. 



Note that the total cooling surface in the condensers of the Delaware appears 

 to be small, and in this instance it is less than the regular practice of the Bureau of 

 Steam Engineering. 



I cannot reconcile the weight given for the Utah. 



The machinery weights of the Oklahoma will be much greater than the Del- 

 aware, for the reason that there are four condensers, four sets of air pumps, four 

 sets of circulating pumps, and much longer pipe connections, etc. 



Again, the machinery spaces in the three scouts are alike, and the following 

 list gives the total machinery weights of these ships, which shows clearly that the 

 advantage lies with the Chester. 



TOTAL WEIGHT OF MACHINERY, INCLUDING WATER. 



As regards the engine-room floor areas, it is of interest to note that the Del- 

 aware is not being repeated. 



There is one special feature I want to draw attention to, in connection with a 

 comparison between reciprocating engines and turbines, i. e., lost water or make-up 

 feed water. 



'This loss has never been checked on a battleship trial; in a reciprocating 

 engine it amounts to a very large quantity at the higher speeds. 



