The San Francisco call., 1904-07-11

come to an agreement with the con-
tractors on the reduced price to be
paid for the three armored cruisers
and three battleships on which wood
sheathing was discarded. This change
in specifications has been the cause OF
some delay. but the more serious ana
costly departure from the contract was
the elimination of torpedo tubes ana
SUBSEQUENT decision to reinStal theSe
important adjuncts to the efficiency or
batt!eships and cruisers. The cost OF
making this late change is estimated
at $4,000 600. which will be borne Dy
the Government, and the deIay 10
which the builders have been suDJecteu
will further involve the Navy Depart
ment in controversy with the con-
tractors on claims for extra compensa-
ton. The responsibility for this waste
of money, time and litigation is direct
Iy due to the chiefs of bureaus. Crown
inshield, Melville O'Neil, Bradford and
Bowles at whose recommendation
Secretary Long was induced to depart
from the original plans of the former
chief constructor, Philip Hichoorn.
whose Judgment in@these matters has
proved to be better than that collec-
lively of all the other bureau chiefs
THE COLORADO'S TRIAL TRIP.
The Colorado and West Virginia are
the two ships nearest completion, the
Colorado standing on June at S4.9 per
cent and the West Virginia at S5.49. The
Colorado's keel was laid April 25, 1901,
and the launch took place April 20,
1903. The first unofficial builders trial
came off July 2, at which she is said to
have averaged %. 10 knots in two runs
over the measured mile course The
trial was solely for the purpose of try
| ing the machinery and was satisfac-
tory, the Niclausse boilers giving no
trouble whatever. It is somewhat pre-
mature. however, to claim for the
Colorado, as the report states, that
she is without a peer in the American
or any other navy" The ship was fly
ing light at a draught three to four
feet less than when loaded to her final
| trial displacement at which an average
speed of % knots must be maintained
during four hours. The Colorado and
West Virginia class are of 1850 tons
displacement, and are 1880 tons larger
| than the armored cruisers of the Cressy
class and 800 tons smaller than the
Drake type in the British navy. Six
ships of the Cressy class designed for
| 21 knots speed have been completed,
/ and all of them exceeded the contract
! speed by one-half to two-th1rds OF
! knot Four of the Drake class designed
for % knots gave even better results,
/ and as high as "a knots sea speed dur
! ing a continuous run OF over twenty
! four hours is claimed for the Drake.
The steam trials in all other navies are
more exacting than in the United
] States navy, not less than eight hours
/ being REQUIRED in the British navy. 1t
is therefore unsafe to predict that a
vessel running light over measured
mile course in less than three minutes
will do better, or even as well, with 1900
tons additional weight and maintain
! fhe former speed for four hours. The
lines of the hull are all that can be de-
sired. but ii is a noticeable fact that
! the phenomenal speeds attained by
earlier vessels in our navy in excess OF
contract have been materially reduced
since the premium system giving $25. .00C
| for each additional one-quarter knot
has been discontinued.
The West Virginia's keel was laid
September is, 1901, and the ship was
launched April 1S. 1908, thus beating the
Colorado by nearly five months. The
Maryland was begun October %, 1901
and launched September H. 1903 The
Colorado and West Virginia will prob
ably be completed and turned over tc
the navy within five months, and il
there had been no delays caused by the
Navy Department the ships would un-
doubtedly have been completed within
the contract time of three years.