94 ENGINEERING PROGRESS IN THE U. S. NAVY. 



Admiral Cone : — The two additional ice machines we have done away with. 



Mr. Anderson : — It is the biggest surprise to us to read Captain Dyson's paper 

 and find that difference in the weight. We cannot explain it. 



Admiral Cone : — The difference in the size of piping made necessary by the 

 different arrangement — would not that make up this great difference? 



Mr. Anderson: — The items already given in my paper under the heading of 

 Delaware and Utah and Wyoming show what entered into the list. This list shows 

 the amount of make-up feed water used in tons per day on the coal consumption 

 trial of the scout cruisers at three different speeds. At lo knots it was slightly in 

 favor of the reciprocating engines, and at half power the reciprocating-engine losses 

 were about 50 per cent greater than with the turbine ships. 



Admiral Cone : — I cannot understand why the loss of water should be greater 

 with the reciprocating engine than with the turbine, for my observation with the 

 turbine — and I have observed them a good deal on board ships — is that there is 

 more leakage from turbine glands than from the reciprocating engine. It is one of 

 the problems that we would like the turbine people to solve. 



Mr. Anderson :— The figures given in my discussion show the performance of 

 the scouts on the 96-hour coal consumption test and also on the 98-hour coal con- 

 sumption test. 



Admiral Cone : — Where did you get these figures from ? 



Mr. Anderson: — I got them from the Journal of the American Society of 

 Naval Engineers, volume 22, No. 3. 



Admiral Cone : — I cannot see where it is, but it may be. As to the maneu- 

 vering of ships, we will have to leave that point to the captains of the ships. I have 

 any amount of data on that point, and I will ask you to speak to the captain of the 

 Delaware or the captain of the Utah and get information on that subject. 



Mr Anderson is correct in his statement that the Navy Department has not 

 ruled in favor of reciprocating engines at all. We have taken in each case what we 

 think is the best instrument at hand at the time to meet the conditions. The ques- 

 tion of cruising at 14 knots and approaching a speed more favorable to the turbine 

 is one that we designers in the Department cannot consider, as we are called on for 

 definite cruising speed by the strategists of the Department, and we are called on to 

 give a certain cruising radius, and the cruising speed of our ships at the present 

 time is ten knots. 



I note in Mr. Anderson's discussion that he calls us to account very severely 



