84 ENGINEERING PROGRESS IN THE U. S. NAVY. 



Dealing with the present destroyers, of which there are twenty of practically 

 the same design in commission, I consider the speed results, obtained with these 

 three-shaft vessels, remarkable. The machinery was designed to develop 12,000 

 shaft horse-power at a speed of 29.50 knots. Many of them are able to make and 

 are'being forced along at speeds varying from 32 to 33 knots, which means that the 

 turbines are developing upwards of 18,000 shaft horse-power. In justice to the 

 turbines I think this is a very unsatisfactory state of affairs. It simply means 

 that the life of the whole machinery installation is being shortened. Further, 

 there is always a grave danger of an accident, due to excessive steam pressures. If 

 33 knots are required, build vessels designed to do this. Builders' trials are an 

 entirely different question ; more men are usually on duty at one time and a greater 

 watch can be kept on the turbine bearings. 



Further, on a ship in commission, the displacement is usually greater than 

 with a ship on a builder's trial trip. The remedy is simple, and it is a very easy 

 matter to arrange conditions in the engine-room so that the engineers on watch 

 cannot get more than 30I knots out of these ships. 



References. — ^Journal of American Society of Naval Engineers : U. S. S. Delaware, 

 Vol. 21, No. 4; U. S. S. North Dakota, Vol. 22, No. i ; scout cruisers. Vol. 22, No. 3; 

 U. S. S. Utah, Vol. 23, No. 3; U. S. S. Florida, Vol. 24, No. 2. 



Mr. Charles F. Bailey, Member: — I was very much interested in the paper 

 presented by Captain Dyson, and being an employee of the Newport News Ship- 

 building & Dry Dock Company, you may possibly expect me to refer especially 

 to the Delaware. I do refer especially to the Delaware in this particular, that 

 three weeks before the bids for the proposed battleships Texas and New York were 

 opened, we were at the office of the Bureau of Steam Engineering discussing with 

 Admiral Cone the possibiUty of his considering a bid for a reciprocating-engine- 

 propelled battleship. He asked us if we could do as well as we did with the Del- 

 aware. We informed him we could do better, and we are attempting to do that. 



It seems to me that the revival of the use of the reciprocating engine in the 

 Navy, with forced lubrication, is significant at this time, in view of the development 

 which has taken place in the Diesel or internal-combustion engine. You know 

 Diesel engines are using forced lubrication, and by this means the engineers are able 

 to run them without giving the usual attention to lubrication which is common to 

 reciprocating engines. By the adoption of Diesel engines, or internal-combustion 

 engines, in conjunction with steam-propelled engines, it seems that a large economy 

 can be effected at the lower powers. Many of you are probably aware that several 

 European powers are now building high-powered naval vessels with engines of the 

 internal-combustion type installed for cruising purposes, with steam turbines for full 

 power. I admit it is not yet practicable to install the immense powers to which 

 we are tending in the battleships and cruisers in reciprocating-engine units; the 

 turbine is best adapted for such powers. If the vessel is fitted with oil-burning 



