New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1893-11-19

speed Of 24.09 knots while running between TWO
buoys. On Thursday she made an attempt to
make her official run but owing to the high
wind, which moved the stakeboats, she was
compelled to return. She developed that day.
while running between two buoys. speed Of
22%. knots. In view of these unofficial records
public expectation raised to an abnormal
degree and many experienced naval officers eX-
pected that she would not fall below % knots to-
day. The weather was fair with light breeze In
the morning from the southwest increasing con-
sderably during the afternoon. Going north the
ship had but little If any benefit from the wind
and coming south the wind presented a slight
obstacle which was probably not entirely offset
bv the advantages of draught for her boilers
Among the guests who went down r. the Column
bia this morning Robert T. Lincoln, ex-
Minister to England who enjoyed the trip I'M
mensely
The Trial Board consisted Of the following
officers detailed especially for this service Rear
Admiral George F.. Belknap. senior member
Commodore John G. Walker. Captain Edmund
o. Matthews Chief Engineer Edward Farmer,
Command Philip ~ Cooper, Commander Fran
els A. Cook Lieutenant Commander Joseph ~
Hemphill. Naval Constructor Joseph Feaster
and Lieutenant Lazarus j.. Reamy. recorder
The Engineer Board included Chief Engineers
Edward Farmer, II. Schuyler Ross, r. W. MILL
gan and Herschel Main. The assistants OF the
Trial Board were Lieutenant Commander Charles
o. Allibone, Lieutenant Franklin j. Drake,
Assistant Naval Constructor John @. Tawresey'
Ensign Augustus y. Mayer, Ensign ". Roy
Mason Field and Ensign Harry George. The
assistants to the Engineer Board were Passed
Assistant Engineers Abraham V. Zane Albert
B. Willis, Wythe NJ. Parks. Reynod T. Hall,
Edward II. Scribner, Thomas F. Carter. Martin
Byington and Harry Hall, and Assistant En-
rineers Andrew McAllister Joseph s. Mexican.
William w Bush, Walter S. Burke, Oscar W.
Rooster. Edward l.. Beach. Charles X. Enrich
and George W. Laws.
The Columbia got under way from her an
chorage at Quarantine and steamed slowly
down to Boston Light The instructions from
Captain Robert w. Sargent to the consulting
engineer James Younger were that, after
reaching the light to rush her along as fast
as possible under natural draught and to put
on the forced draught when within about half
an hours run of the starting point. The In
terest Of everybody on board was at fever heat
as they approached near to Thatchers Island,
Cape Ann off which the first stake boat. the
DOLPHIN was anchored. and as the big warship
rushed past the buoy at a 2212knot speed d
shout went I'D from those on board both YES
sells and from the spectators along the shore
near the Twin Lights. The Columbia made an
excellent start and she swiftly passed the
Iwana Kearsarge. Leyden Fern. Narkeeta.
Fortune and finally the Nesuvius. at the cx-
IRENE end OF the line. everybody on board
expected that record rising % knots would
surely be made. for she had increased hcr
average between the buoys Of from 22G5 up TO
the phenomenal figures. which have never be-
fore been reached. of 253l knots. This terrihc
burst Of speed was made over the last leg OF
the first half of the Course-a distance OF about
seven and three-fourths nautical miles. This
speed was attained with an air pressure Of only
three-eighths OF an inch and a steam pressure
Of only 1875 pounds, while she is allowed to use
an inch and quarter air pressure and l6S
pounds of steam.
The big ship answered her helm obedenty
and after making the long turn. involving
distance Of about ten twelve miles she came
down like fleet racehorse for the word
Across the line she Sped and between the
Vesuvius and the Fortune she made an aver
age Of 2477 knots: between the Fortuna and
Narkeeta her average speed dropped to Pill
1t was evident that something had happened
in the hull OF the swift leviathan. In turning
on the blowers too suddenly at the start at
Cape Ann in the morning the water began to
foam in the boilers. carrying Il quantity INTO
the cylinders. and making necessary slowing
down of the engines. This made it necessary
also to turn about and make second start be-
tween No. and No buoys. But In the after
noon. when the boilers began to foam from the
same cause, it was not feasible to turn about
and try over again. and the Columbia lost
perceptby in speed a this point and II cost
the firm thousands Of dollars; for had this
accident not happened she would. without a
doubt. have made the entire run OF nearly
lightweight knots In an average OF more IMAM
twenty-thrce knots. Her greatest speed be-
tween buoys after this incident was 1917 knots
and she crossed the line at the finish at
q. 70-knot rate. 800 ,,
The maximum revolutions OF her propellers
gines and 1872 the after engine. Her aver
are steam pressure was l55. She developed 81
soo horsepower, burning about thirty tons OF
nickcd Pocahont coal an hour while running
over the course. John Paterson who has been
In the employ of the Cramps for a long PERIOD
was in the fire-room. and was practically the
chief engineer Of the cruiser during her entire
trim from Philadepha and her big run to-day
Hinder him was Nelson johnson. In general
charge Of the engines Ernest Bachman was In
charge OF the port engine, George Lawrie was
in charge of the starboard engine. and John
Shea controlled the aft engines James Younger
Consulting engineer for the Cramps. was In the
engine-room transmitting orders from Edwin s.