Los Angeles daily herald., 1889-08-23
Progress of Her Second Of
fetal Trial Trip.
CONTRACTORS FEELING HAPPY.
Barring Few Minor Accidents,
Everything is Working
Smoothly.
Associated Press Dispatches to the HERALD

San francisco DAy AT . .4U CLOCK, Weu-
nesday morning, and started down the
coast for her second official trial trip.
Several preliminary trials had been held
in the bay during the few preceding
days, and the Charleston had given every
evidence that she would fill all the con-
tract requirements. Accordingly the
Union Iron Works notified the Navy
officials, Tuesday that they were pre-
pared to hold the official trial on the
following day. The officers who were
detailed by the Government to conduct
the trial, and several representatives. OF
the Union Iron Works went aboard
the cruiser Tuesday night. The
vessel steamed out Of the
harbor early next morning. With
the exception of necessary alterations
which had been made in her machinery,
she was practically in the same condi-
ton as on the previous trial last May.
Pig-iroa was piled ON the deck to COM
psnsate for the weight of the guns, and
good portion of the woodwork was
covered with canvas coverings. The
cruiser was deeper in the water than on
the other trial, her draft this time being
1905 feet forward, and 19 feet aft. The
new electric-light plant was also in work
ing order. Captain Charles Goodall was
in command. The official Board of In
spectors consisted of Commodore A. K
Benham, Captain J. @. Watson, Lieut..
E. F. Qualtrsugh and Naval Constructor
Joseph Fesston. In addition to these,
Lieutenant Commanders G. @. Todd
and F. P. Gilmore were present,
and Engineer Wright, of the Coast Sur
vey steamer Ranger, had also been at
tached to the board by the naval en-
gineers appointed to ascertain the horse
power of the Charleston, consisting of
Chief Engineer G. F. Kutz, Chief En-.
gineer F. A. Wilson, Chief Engineer w.
s. Smith, Fast Assistant Engineers a.
Webster, R. G. Gault and E. T. Worbur-
ton, and Assistant Engineers l. N. Hollis,
F. J. Schell, W. s. Smith, G. H.
Mathews, J. w. Seward and Chas. W.
Dyson. DR.. F. g. B. Cordeiro, U. s. N,
was also present. Irving M. Scott,
General Manager of the Union Iron
Works, was on the vessel, and the
builders we're further represented by
Chief Engineer Robert Forsythe and Ex-
pert Engineer W. r. Rekart.
AS the new cruiser steamed slowly out
of the harbor with the American ensign
flying aft and the American Jack floating
from the forward staff, the whistles of
several passing ferryboats and number
of factories on the shore blew salute,
to which the Charleston responded. A
salute was also fired at the Presidio as
the Charleston passed that point. The
bar was perfectly smooth, and no rough
weather was encountered the whole day.
A slight breeze was blowing from the
northwest, but the sea was 30
quiet that there was scarcely a
perceptible motion to the vessel
at any time, and all the conditions
were considered most favorable. After
leaving the Golden Gate the Charleston
proceeded southwark about thirty miles.
steaming at the rate of fourteen knots.
Shortly before 10 O'Clock Scott an
nounced that he was ready to give the
cruiser four hours run under a forced
draft, for the purpose of developing the
horse power required by the Govern.
ment. Before this time the propellers
had been making an average of ninety
five revolutions, but they were soon in
creased to over 100.
The official test commenced precisely
at 10 O'Clock, and at the close of the first
quarter of an hour the engines were max
ing la revolutions per minute. During
the first hour the highest rate made by
the engines YVES 11815 revolutions, the
machinery working perfectly, and it was
believed she would complets the four
hours trial successfully. The average
revolutions of the engines during the first
hour was 113 z, or nearly seven more
than on her previous trial trips
Her rate of speed was taken
by Commodore Benham, Captain Watson
and Lieutenant Qualtraugh, who an
nounced at the close of the first hours
run that she had made eighteen knots.
A few minutes after the first hours
run was completed, the overcrowding of
the auxiliary condenser of the forward
engine with the exhaust from the e!ec-
trio light engines, filed the hydraulic
room with steam, and the heat made it
unbearable for the men before it was as
certained what the real cause was. 1t
was thought prudent to stop.
The affair was of very trivial nature,
but it caused an interruption of the trial
run. Repairs were completed in a few
moments and it was decided to start the
four hours run again at l 80. AS the
contract read that the stipulsted horse
power shall be developed for four con-
secutive hours, the mornings work could
not be counted in the trial.
The official test was resumed at 30,
and this time the Charleston exceeded
all her previous efforts, making speed
of over nineteen knots per hour, and, &C.
cording to approximations, developing
more than the require horse power,
though after a splendid run of nearly two
hours and half, the eccentric on the air
pump of the forward engine slipped,
making it necessary to stop the engines,
and causing another interruption OF the
official trial.
The Charleston was a little north OF
Monterey when the second trial COM
Daring the first half hours
run the propellers made an average of
liz revolutions per minute. This average
was maintained with slight increase
during the entire run, the engines at GER
tain times making 120 revolutions. TIE
average during the afternoon run was
117,3. During this time the patent log
a speed of 1871 knots per
hour. Besides the record as indicated
by the log, shore bearings were
taken. and these showed that the
Charleston was making an average of |
10 8 knots per hour. Allowance has to |
oe made for friction in the use of the |
patent log, and the shore bearings are
'egarded as the more accuraJe, though |