GENERAL CONSIDERATION OF NAVY YARD DESIGN. 77 



years, been maintained at lo feet greater than the deep-load draught of the 

 heaviest battleships. This condition, based upon the draught of heavy freight ves- 

 sels, is practically certain to be maintained. The margin of depth (to which tidal 

 rise adds 4 or 5 feet) is sufficient to take care of any probable draught of a bat- 

 tleship due to injury. The depth at all points from the entrance channels to far 

 above the suggested location of the yard is considerably greater than in the chan- 

 nels. The only dredging necessary w^ould be in and near the yard wharves and 

 piers. The suggested location of the yard and the arrangement of piers is such 

 as to render access particularly easy. The currents in this locality are very much 

 less than above or below, owing to the width of the bay in this vicinity and to the 

 configuration of the shore. This part of the harbor is also quite free of drifting 

 ice, which gives much trouble in both the East and North Rivers. In foggy 

 weather New York harbor is much easier and safer to -enter than Narragansett 

 Bay. The slowly shoaling water gives to a careful navigator definite and ample 

 warning. of the approach to danger; and that danger is a simple grounding on 

 sand and not striking rocks. Moreover, New York fogs are less frequent and gen- 

 erally less dense and of shorter duration than those of Narragansett Bay. In 

 this connection, it must not be forgotten that a navy yard site in Narragansett 

 Bay is far above Newport and involves a long and rather tortuous passage be- 

 tween rocky shoals and islands. 



As regards (4), the west end of a yard (of the type hereinafter suggested) 

 located below Communipaw would be close to railway tracks leading to all the 

 great trunk lines of the country, while the water front would be accessible to 

 every form of vessel or barge and only shortly distant. from the wharves of all the 

 steamer lines, coastwise and foreign. A navy yard located in Narragansett Bay 

 would be dependent upon service from only one railway and that railway's steamers. 

 Such a condition of affairs would be well-nigh intolerable, aside from the added 

 expense of freight. 



As regards (5) "proximity to a great center of supply of materials," New 

 York is incomparably superior to all other ports, as it is by far the greatest center 

 of supply of materials that exists on the western continent. Articles of ordinary 

 commercial design and composition can be obtained in a few hours. In Narragan- 

 sett Bay, supplies would ordinarily take several days for delivery and could not be 

 selected except at great cost. Nearly all would come from or through New York. 

 The supplies of provisions and of coal and oil fuel are at hand in New York, and 

 from dozens of sources. The great coal roads would lead directly to the yard, 

 while the main oil pipe lines end only two or three miles away and oil could be 

 piped directly into the yard. No such conditions exist in Narragansett Bay. The 

 stock of all supplies in such an isolated location would have to be enormous or the 

 delays would greatly hamper work and add materially to the cost of it. 



Concerning (6) the conditions of labor supply in yards, which are not near 

 large cities, is well appreciated by all who have had experience in them ; the labor 

 situation in a large yard located in Narragansett Bay would be serious. Only work- 



