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ENGIN. LIB.
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SPECIFICATIONS
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TRIPLE-EXPANSION
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TRIPLE-SCREW PROPELLING ENGINES,
WITH BOILERS AND AUXILIARY MACHINERY,
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A-PROTECTED CRUISER, NO. 13,
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OF ABOUT
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7,350 TONS CRUISING DISPLACEMENT.
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BUREAU OF STEAM ENGINEERING,
NAVY DEPARTMENT,
WASHINGTON, D, C.
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WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1891.
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PRESENTED TO
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THE LIBRARY
UNIVERSITY OF MICHIGAN
By Jeesust. Mulsille, kaguses són
Chief, U.S.2. Meny: 14,18 9
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Engin. Library
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737
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1891
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SPECIFICATIONS
3.63%
TRIPLE-EXPANSION
FOR
TRIPLE-SCREW PROPELLING ENGINES,
WITH BOILERS AND AUXILIARY MACHINERY,
FOR
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A PROTECTED CRUISER, NO. 13
3
OF ABOUT
7,350 TONS CRUISING DISPLACEMENT.
His
BUREAU OF STEAM ENGINEERING,
NAVY DEPARTMENT,
WASHINGTON, D. C.
WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1891.
LIST OF PLANS ACCOMPANYING THESE SPECIFICATIONS.
dolll it-tlu ve
General arrangement of the machinery and boilers in the vessel
(sheets A, B, and C).
General arrangement of engines.
High-pressure cylinders.
Intermediate-pressure cylinders.
Low-pressure cylinders (sheets A and B).
Engine-frames.
Engine bed-plates.
Condensers.
Air-pumps and engines.
Boilers, main (2 sheets).
Boilers, auxiliary.
yang
INDEX.
l'age.
Page.
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Blower-engines...............
Air-ducts and air-locks ....... 55
55 Blowers, fire-room ........
Air-cocks, boiler ........ 64 Boilers ........
Air-locks and air-ducts...... 55 i Boiler air-cocks.....
Air-pressure gauges ....... 67 Boiler auxiliary stop-valv
Air-pumps, main........
36 Boiler attachunents .......
Air and circulating pum
Boiler bracing.
auxiliary ....
36 Boiler draiji-cocks ..........
Ash-pit doors.........
55 : Boiler heads ...
Ash-dumps .---....
Boiler main stop-valves.....
Ash-hoists............
Boiler man-holes and ban
Ash-pans .............
i holes ........
Ash-sprinklers ...
Boiler material.
Auxiliary air and circulatin Boiler protectors, zinc
pumps ......-
36 Boiler pumping-out pipes .....
Attachment of valves to hull 80 : Boiler-saddles.
Auxiliary condenser ......... 35 : Boiler-shells ...
Auxiliary engine stop-valves 78 Boilers and machinery, tea
Auxiliary exhaust-pipes .....
73 Boiler-tubes .....
Auxiliary foed-pipes ........ 75 Boiler tube-sheets
Auxiliary feed-pumps......... 65 Boiler irater-gauges .......
Auxiliary pumps, engine-room. 43 , Bolts and nuts.
Auxiliary steam-pipes ........ 71 Bottom and surface blow valves
Auxiliary stop-valves, boiler. 60 Boxes, journal...
Buxes, stnting ....
B.
Bracing, boiler .........
Brasses and caps, crank-ebaft. 17
Bars, grate, and bearero ...... Brasses, crank-pin...na
16
Bars, lazy .......
56 Brasses, cross-head ...........
Bearing-blocks, line-shaft... 26 Bridge-walls ........
Bearings, stern-bracket ....
Bearings, stern-to
Bearings, thrust ..........
Bed-plates..............
Bilge and fire pumps....
Casing, H. P. cylinder........
Bilge-injection valves.-
Casing, intermediate-preseure
Bilge-suction pipes .......
cylinder......
Bilge-strainer's ........
Casing, L. P. cylinder ........
Bleeder-pipes...
Changes in plans and specifica-
Blow-pipes .......
tions ........
Blow-valves, bottom and sur Check-valves, feed............
face ........
62 Chests, valve .....
www.. 8
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Page.
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1-5
Circulating and air pum
Desks, engine-room.......
auxiliary ..........
Distillers and evaporator's
Circulating apparatus ...... Disconnecting coupling ....
Circulating-plates ..........
Doors, ash-pit......
Circulating-pump connecti
Doors, furnace .........
Circulating-pumps, main..
Doors, uptake .............
Clearances, cylinder......
7: Drain-cocks, boiler ...........
Clocks ..
Drain-cocks, cylinder.........
Clothing and lagging ...... Drain-pipes and traps
......
Coal-bunkers, pipes throu 77 Drawings of completed
Cocks and valves..
80 chinery .......
Cocks, boiler air.....
64 Drawings, working...........
Cocks, boiler drain...
Dry-pipes ...
Cocks, cylinder drain.
Ducts and locks, air ...
Cocks, gauge ...
| Duplicate pieces.............. 87
Combustion-chambers
Condensers, auxiliary
Condensers, main.....
Connecting-rods ..--...
Covers, smoke-pipe ...
58 Eccentrics .......
Covers, cylinder.....
Eccentric-rods................
Covers, cylinder man-hole
i Eccentric-straps..............
Covers, valve-chest.......
Engine-frames................
Counters, revolution ......
Engine-indicators ....
Coupling, disconnecting ..
Engine-room auxiliary pumps
Crank-pin brasses --..-...
· Engine-room desk. ...........
Crank-shaft brasses and caps
Engine-room telegraphs ......
Crank-shafts ......
Engine-room water-service....
Cross-head brasses..
Engine stop-ralves, auxiliary.
Cross-head guides ............
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18 : Engine throttle-valves ........
Cross-heads ...--.
15 Engines, blower ..............
Cross-heads and guides, valve Engines, turning, and gear ... 44
sten ..........
20 Escape-pipes .......
Cylinder clearances ....
ī Evaporators and distillers
Cylinder casing, H. P.... 4. Exhaust, main feed-pump....
Cylinder casing, I. P...
3 Exhaust-pipes.........
Cylinder casing, L. P.....
: Exhaust-pipes, auxiliary......
Cylinder covers ...........
Cylinder drain-cocks.....
F.
Cylinder linings..........
Cylinder man-hole covers.. Ī Feed-check valves ..........
Cylinder relief-valves.....and 11 Feed-pumps, auxiliary ......
Cylinders ..................
3. Feed-pumps, main ..........
Cylinders, pump.............. 79 Feed-pump pressure-gauges.
Foed-tanks and filters ......
D.
Feed-tank suction-pipes .....
Decks and bulkheads, pipes Feed-water heaters..........
through water-tight........ 77 Filter and feed-tanks........
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Fire and bilge pumps ..........
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Fire-main..
Fire-room blowers .......... 66 Jackets, steam .........
Fire-tool racks........
67 Jacks for coupling-bolts ......
Flanges and pipes, thickne 77 : Journal-boxes ................
Floors and platforms..
Frames, engine ......
Furnaces .....................
Furnace-doors ........
Labels on gear and instruments
Furnace-fronts ......
Ladders ...,
Lagging and clothing ........
Lazy-bars ........
Lifting-gear.............
Line-shafts.....
Gauge-cocks........
Line-shaft bearing-blocks.
Gauges, air-pressure .......
Gauges, boiler water........
Link-blocks ......
Links, main .......
Gauges, feed-pump pressure...
Links, suspension ....
Gauges, steam.....
Linings, cylinder.....
Gauges, steam and vacuum
Linings, valve-chest.
Gear for working valves from
Low-pressure cylinder-casings.
deck ........ -.....
Low and intermediate pressure
General description .......
stean-pipes .--.............
Grate-bars and bearer's ....
Lubrication .......
Grease-extractors ........... 1
Gnides, cross-head........
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Machinery and boilers, tests of. 91
Hand-rails ......
Man-holes and hand-holes,
Hand-holes and man-holes, boiler ........
boiler ......................
53 Man-hole covers, cylinder
Heads, boiler...............
Mandrels for white-metal bear-
Heaters, feed-water...........
761 ings.......
Hose and hose-reels...........
84 Main feed-pipes ...
High-pressure cylinder casing's
Main feed-pumps.
Main feed-pump exhaust
Main links ..
Main steam-pipes.
Indicators, engine ........
47 Materials and workmanship
Indicators, revolution ........
Material, boiler
Injection-valves, bilge........
39 Material, tests of .......
Injection-valves, sea..........
39 Material and fitting of pipes ..
Inspection ......
Mufflers ...
Intermediate and low pressure
steam-pipes ............... 7
N.
Intermediate-pressure cylinder
cusings......
Nuts and baits ...
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•
Page.
Paye.
Office, Superin'ding Engineer's
Oil-drips ..................... 2
Oil-tanks.....
Oniissions .................... yo
Outboard-delivery valves.
Pumps, air and circulating
auxiliary .......
Pupips, auxiliary feed....
Pumps, circulating main ....
Pumps, engine-room auxiliary
Pumps, fire and bilge.........
Pumps, main feed..........
P.
R.
Painting ..................... Radiators ........
Pipes, escape ----............. Racks, fire-tool ......
Pipes, smoke ......
Record of weights....
Pipes and flanges, thickness
Reels, hose .....---...
Pipes, auxiliary feed.....
Relief-valves, pump ...
Pipes, auxiliary steam ......
Refrigerating plant....
Pipes, auxiliary exhaust...
Revolution-counters ..
Pipes, bilge-suction.......
Revolution-indicators .
Pipes, bleeder .....
Reversing-year ........
Pipes, blow...............
Reversing-shaft bearings .....
Pipes, boiler pumping-out..
Reversing-shafts .........
Pipes, drain, and traps.....
Riveted joints.....
Pipes, dry ........
Pipes, exhaust........
Pipes, feed-tank suction ...
S.
Pipes, intermediate and low
pressure steam.
Safety-valves..
Pipes, material and fitting of.. Salinometer-pots .....
Pipes, main feed
Saddles, boiler .......
Pipes, main steam ........
Screw-propellers .....
Pipes, sea-suction....
Sea-injection valves..
Pipes, suction, from bottom Sea-suction pipes.......
condeuser
Sea-valves .......
Pipes through coal-bunkers... Securing engines in vesse
Pipes through water-tight Sentinel-valves...
bulkheads and decks ..... 77 : Separators .......
Pistons ....
14 | Shells, boiler .......
Piston-rod stuffing-boxes..... Shafts ........
Piston-rods......
Shafts, crank .........
Piston-valves .....
Shafts, line...........
Platforms, floors and...
Shafts, propeller......
Platforms, working.
Shafts, thrust
Preliminary tests and tr
Shafts through bulkhead
Propellers, screw
32 Smoke-pipes .......
Propeller-shafto .........
Smoke-pipe covers...
Pump-cylinders.......... 79' Speaking-tubes......
Pump relief-valves...... 79 Specifications and pl
Pumps, air, main ..
36 changes in ....
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Starting-valves ...........
Steam and vacuum gauges ....
Steam-gauges
Steam-jackets ---
Steam-pipes, auxiliary.
Steam-pipes, main.....
Steam-tube cleaners ....
Stern-bracket bearings .....
Stern-tube bearings .........
Stern-tube stuffing-boxes .....
Stop-valves, boiler, auxiliary..
Stop-valves, boiler, main... -
Stuffing-boxes................
Stutting-boxes, piston-rod ....
Stuffing-boxes, stern-tube.....
Stuffing-boxes, valve-stem....
Suction-pipes from bottom of
condensers ..... ........
Superintending Engineer's of-
fice ...... .
Suspension-links .........
Vacuuni-gauges, steam and..
Valve-chesto ............
Valve-chest covers .......
Valve-chest linings .......
Valve-gear .......
Valve-stems........
Valre-stem cross-heads and
guides ....
Valve-stem stuthing-boxes..... 13
Valves, attachments of, to hull 80
Valves, auxiliary engine stop. 78
Valves, bilge-injection ...... 39
Valves, boiler auxiliary stop..
Valves, bottom and surface
blow -
Valves, boiler main-stop.
Valves, cocks and ......
Valves, cylinder reliof..
Valves, engine-throttle ..
Valves, feed.check ....
Valves, gear for working,
deck .........
Valves, outboard-delivery
Valves, piston .........
Valves, pump relief. .
Valves, safety .......
Valves, sea .........
Valves, sea-injection.
Valves, sentinel
Valves, starting ....
Ventilator's.......
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'Tanks, feed and filter.......
Tanks, oil ......
Tanks, wash-water .--......
Telegraphs, engine-room ......
Tests and trials, preliminary ..
Tests of boilers and machinery
Tests of material .............
Thermometers.
Thickness of pipes and flanges
Throttle-valves, engine
Thrust-bearings ...
Thrust-shafts
Tools
Traps and drain-pipes.
Tubes, boiler
Tube-cleaners, steam
Tube-sheets, boiler -
Tubes, speaking.......
Turning engines and gear
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Wash-water tanks, etc........
Water-gauges, boiler......
Water-service engine room ..
Weights, record of..........
: Whistles ..................
Working-drawings .........
Working-levers and gear......
Working-platforms......
Workmanship and materials..
Workshop machinery --------
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Ziuo boiler-protectors .... ....
U
Uptakes.
Uptake-cloors ...,
56
SPECIFICATIONS
FOR
TRIPLE-EXPANSION
TRIPLE-SCREW PROPELLING ENGINES,
WITH BOILERS AND AUXILIARY MACHINERY.
REFERENCE BEING HAD TO THE DRAWINGS ACCOMPANYING AND
FORMING PART OF THESE SPECIFICATIONS.
1. GENERAL DESCRIPTION.
There will be three sets of propelling engines, each
set being complete in all respects and placed in a separate
water-tight compartment, as shown on the plans of the
hull. The amidship engine will be placed abaft the port
and starboard engines. The amidship and starboard
engines will turn right and the port one left handed
when the vessel is going ahead. These engines will be
of the vertical, inverted-cylinder, direct-acting, triple-
expansion type, each with a high-pressure cylinder 42
inches, an intermediate-pressure cylinder 59 inches, and
a low-pressure cylinder 92 inches in diameter; the stroke
of all pistons being 42 inches. It is estimated that the
collective indicated horse-power of propelling, air-pump,
and circulating-pump engines should be about 21,000,
when the main engines are making about 129 revolutions
per minute. The high-pressure cylinder of the after
engine will be forward and the low-pressure cylinder
aft, and the high - pressure cylinder of each forward
engine will be aft and the low-pressure cylinder forward.
VYRIAUS VYUMI
The main valves will be of the piston type, worked by
Stephenson link - motions with double-bar links. The
valve-gear of the intermediate-pressure and low-pressure
cylinders will be interchangeable. There will be one
piston-valve for each high-pressure cylinder, two for each
intermediate-pressure cylinder, and four for each low-
pressure cylinder. Each main piston will have one pis-
ton-rod, with a cross-head working on a slipper-guide.
The framing of the engines will consist of cast-steel
inverted Y-frames at the back of each cylinder and cylin-
drical forged-steel columns at the front. The engine
bed-plates will be of cast-steel, supported on wrought-
steel keelson-plates built in the vessel. The crank-shafts
will be made in three interchangeable and reversible
section. All shafting will be hollow. The shafts, piston-
rods, connecting-rods, and working parts generally will
be forged of mild open-hearth steel.
The condensers will be made of composition and sheet-
brass, one for each propelling engine. Each main con-
denser will have a cooling surface of about 9,174 square
feet, measured on the outside of the tubes, the water
passing through the tubes. For each propelling engine
there will be a geared, double, vertical, single-acting air-
pump worked by vertical simple engines. The main circu-
lating-pumps will be of the centrifugal type, two for each
condenser, worked independently. Two of the propellers
will be right and one left, to be made of manganese bronze,
or approved equivalent metal.
Each forward engine-room will have an auxiliary con-
denser, made of composition and sheet-brass, of sufficient
capacity for one-half the auxiliary machinery, each con-
denser being connected will all the auxiliary machinery.
Each of these condensers will have a combined air and
circulating pump.
There will be six double-ended boilers about 15 feet 9
inches diameter and 20 feet long, and two about 15 feet
3 inches diameter and 18 feet 134 inches long for the main
boilers, and two single-ended auxiliary boilers about 10
feet 15 inches diameter and 8 feet 6 inches long. The
23315--2
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boilers will be of the horizontal return fire tube type, all
constructed of steel for a working pressure of 160 pounds
per square inch. The main boilers will be placed in four
water - tight compartments, and the auxiliary boilers
on the protective - deck, as shown on the drawings.
There will be three athwart-ship fire-rooms in each of
the main boiler - compartments. Each of the double-
ended boilers 15 feet 9 inches diameter, will have eight
corrugated furnace-fiues 3 feet 4 inches internal diameter;
each of the double-ended boilers 15 feet 3 inches diame-
ter, will have eight corrugated furnace-flues 3 feet 3
inches internal diameter; and each single-ended boiler
will have two corrugated furnace-flues 2 feet 9 inches in-
ternal diameter. The total heating surface for the main
and auxiliary boilers will be about 49,248 square feet,
measured on the outer surface of the tubes, and the grate
surface 1522.2 square feet. There will be in each fire-room
in which the check-valves are placed an approved main
and an approved auxiliary feed pump, and in each engine-
room an auxiliary feed-pump. There will be two smoke-
pipes.
The forced-draught system will consist of one blower
for each forward and each after fire-room, and two for
each center fire-room in each boiler compartment, dis-
charging into air-tight fire-rooms. Air-tight bulkheads
will be fitted so as to reduce the space to be maintained
under pressure.
There will be steam reversing-gear, ash-hoists, turning-
engines, auxiliary pumps, engine-room ventilating-fans,
engine for work-shop machinery, evaporators and dis-
tillers, feed-water heaters, and such other auxiliary or
supplementary machinery, tools, instruments, or appa-
ratus as are described in the following detailed specifica-
tions or shown in the accompanying drawings.
2. CYLINDERS.
They will consist of casings of best quality of cast.
iron, with working-linings for the cylinders and valve-
chests. The cylinder casings will include the valve-
chests, steam ports and passages, the lower heads, and
4
the various brackets to which the cylinder supports will be
attached. The steam and exhaust ports will be smoothly
cored to the dimensions shown in drawings, the walls of
the passages being strongly stayed by ribs and bolts.
The brackets for securing the cylinder tie-rods and for
bolting the cylinders to each other will be so faced that
when bolted together the centers of the cylinders will
be 9 feet 712 inches apart, with the cylinder-axes all in
one plane and parallel. The cylinder casings will be
bolted together at the bottom and to their frames by
body-bound steel-bolts, and secured to each other at the
top by forged-steel stay-rods, fitting in Sockets on the
side of the cylinder casings.
They will be in a vertical position when bored to their
respective diameters.
3. HIGH-PRESSURE CYLINDER CASINGS.
The bottoms will be cast with double walls and the
barrels will be 18 inches thick. Each will have one
piston-valve. They will be faced and bored, as shown,
for the reception of the working-cylinder linings and
for the valve-chest linings. There will be an annular
passage at the top and bottom of the cylinder casing for
the live steam from the main steam-pipe. These passages
will be connected at the forward side of the casing by a
vertical passage cast with the casing, and fitted with an
opening and faced flange for the main steam-pipe. The
walls of the steam passages will be 138 inches thick, as
shown on the drawings. The brackets at the bottom for
attachment of the supporting frames and columns will be
well ribbed and faced for the frames and columns There
will be brackets faced and fitted with caps for securing
the tie-rods from the intermediate-pressure cylinder cas-
ing, and faced flanges at the bottom for bolting to the
intermediate-pressure cylinder. The walls of the steam
passages will be properly stayed. There will be a hand-
hole 7 inches in diameter in the lower head. There will
be facings, flanged and ribbed where necessary, for the
attachment of the cylinder and valve-chest covers,
steam-pipes, exhaust-pipes, piston-rod stuffing-boxes,
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relief-valves, drain-cocks, indicator-pipes, drain-pipes,
oil-cups, starting-valve pipes, and starting-valve chests.
The unfinished part of the bore will be pickled to
remove the scale.
4. INTERMEDIATE-PRESSURE CYLINDER CASINGS.
The bottoms will be cast with double walls and the bar-
rels will be 112 inches thick. Each will have two piston-
valves. There will be brackets faced and fitted with caps
for securing the tie-rods from the high and low pressure
cylinder casings, and faced flanges at the bottom for
bolting to the high and low pressure cylinder casings.
There will be faced brackets for the supporting frames
and columns. There will be a II X 15 inch manhole in
the lower head. There will also be facings for attach-
ing the steam and exhaust pipes, receiver safety-
valves, receiver live-steam pipes, relief-valves, starting-
valve pipes, starting-valve chests, jacket steam and drain
pipes, piston-rod stuffing-boxes, and man-hole covers,
indicator-pipes, oil-cups, and drain-cocks. The unfin-
ished part of the bore will be pickled to remove the scale.
5. LOW-PRESSURE CYLINDER CASINGS.
The bottoms will be cast with double walls and the
barrels will be ilin inches thick. There will be brackets
faced and fitted with caps for securing the tie-rods from
the intermediate-pressure cylinder casings, and faced
flanges at the bottom for bolting to the intermediate-
pressure cylinder casings. Each will have four piston-
valves. There will be a X 15 inch man-hole in the lower
head. There will be faced brackets for the supporting
frames and columns, also facings for man-hole covers,
steam and exhaust pipes, auxiliary exhaust-pipes, re-
ceiver safety-valves, receiver live-steam pipes, starting-
valve pipes, starting-valve chests, jacket steam and drain
pipes, relief-valves, piston-rod stuffing-boxes, indicator-
pipes, oil-cups, and drain-cocks; also facings as may be
required for the reversing-gear. The unfinished part of
the bore will be pickled to remove the scale.
6. CYLINDER LININGS.
They will be of close-grained cast-iron as hard as can
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be properly worked, turned and faced to fit the cylinder
casings. Each lining will have a bearing at about the
middle of its length.
The linings at the top will be secured to the casings
by round-headed counterbored steel bolts, placed radially
around the counterbore, and spaced as shown on the
drawings. The bolt-holes in the linings will be counter-
bored to receive the heads of the bolts, the nuts being
on the outside of the casings.
The linings, after being secured in place in the casings,
will be smoothly and accurately bored to diameters of
42, 59, and 92 inches for the high, intermediate, and low
pressure cylinders, respectively, and to a thickness of
1/4 inches, the boring to be done with the cylinders in a
vertical position. The linings will be counterbored at
both ends, leaving the working bores 3 feet 8 inches
long. The unfinished parts of the linings will be pickled
to remove scale.
The joint at the lower end of each liner of the inter-
mediate-pressure and low-pressure cylinders will be made
tight, with allowance for expansion, by a copper ring
about 1 inch thick. This copper ring will be backed by
a wrought-iron ring 114 inches wide and 1 inch thick,
the two rings together being secured to the cylinder-
liner by 5.8-inch wrought-iron screl's, spaced not over
372 inches.
A similar backing-ring and screws will make a tight
joint between the same copper ring and the facing pro-
vided on the cylinder casing. The facings of lining and
casing will be cut away under the middle of the copper
ring, and the edges of the backing-rings chamfered to
allow of free expansion.
7. CYLINDER-COVERS.
They will be of cast-steel, well stiffened by ribs, each
fitted with a 20-inch man-hole. They will be so formed
as to leave as little clearance as practicable.
An annular recess will be cored for the heads of the
piston-follower bolts. Each cover will be turned and
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faced to fit its cylinder casing, bored and faced at man-
hole, and finished on outside of flanges.
The cover of the high-pressure cylinder will be secured
to the cylinder casing by thirty-four 114-inch steel studs,
the cover of the intermediate-pressure by forty 1 inch
steel studs, and the low-pressure cover by sixty-two
112-inch steel studs.
Holes will be drilled and tapped for jack-bolts and
eye-bolts.
The thickness of the covers will be i inch for all the
cylinders.
8. CYLINDER MAN-HOLE COVERS.
They will be of cast-steel, turned and faced to fit man-
holes, and finished on the outside of flanges. The upper
covers will be cored for clearance of piston-rod nuts.
They will be secured by fourteen ilg-inch steel studs,
spaced as shown in the drawings, and will have holes
drilled and tapped for jack-bolts.
9. CYLINDER CLEARANCES.
Care will be taken that the clearances in the cylinders
are made no larger than absolutely necessary. After
the engines are set up in place and connected, the vol-
ume of the clearance at each end of each cylinder will
be carefully measured by filling the space with water or
oil, and the result plainly inarked on some conspicuous
part of the cylinder casing. Marks will also be made on
the cross-head guides showing the position of the pistons
when the clearances were measured.
10. STEAM-JACKETS.
The intermediate-pressure and low-pressure cylinders
will be steam-jacketed on sides and bottoms.
The space left around the working linings for steam-
jackets will be 34 inch in depth. All ribs must be cored
out so as to allow a free circulation of the jacket-steam
and a free drainage of the water of condensation.
Steam for the jackets will be taken from the main
steam-pipe in each engine room, on the boiler side of the
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engine stop-valve, by a 2-inch pipe. From this pipe a
12-inch branch will lead to the intermediate-pressure
jacket. This branch will have a 12-inch adjustable-
spring reducing-valve, adapted to pressures of from 20
to 80 pounds.
Another 12-inch branch will lead to the low-pressure
jacket. This branch will have a' 1/2-inch adjustable-
spring reducing-valve, adapted to pressure of from o to
30 pounds.
Each branch steam-pipe will have a stop-valve close to
the jacket.
There will be on each jacket steam-pipe, on the jacket
side of the reducing-valve, a 14-inch adjustable-spring
safety-valve, adapted to the same pressures as the re-
ducing-valves.
A l-inch drain will lead from the lowest part of each
jacket to an approved automatic trap with blow-through
and by-pass pipes and valves, thence to the lower part of
the feed-tank, with a branch to the bilge. Each drain-
pipe will have a stop-valve close to its jacket. The drain-
age system of the jacket of each cylinder will be entirely
independent as far as the trap-discharge, from which
point the drains may be in common. All pipes in the
jacket-drain system will have union joints so as to be
easily overhauled.
11. VALVE-CHESTS.
The valve-chest of each high-pressure cylinder will be
fitted for one piston-valve, that of each intermediate-
pressure for two, and those of the low-pressure for two
each.
There will be openings at each end for inserting and
removing the valves and working linings. The chests
will be accurately bored and faced for the reception of
the working linings
Before the insertion of the linings the steam and ex-
haust passages must be thoroughly cleaned out and
pickled, and care taken that the passages are nowhere
contracted to less than the specified areas.
AREA
Each intermediate-pressure and each low-pressure
valve-chest will have a 3-inch adjustable-spring safety-
valve of approved pattern. They will be loaded to so
and 25 pounds, respectively, for the intermediate and
low pressure chests.
All valve-chests will also be fitted with approved com-
position drain-cocks or valves that may be operated from
the working-platform, the valves to discharge through
pipes into the bilge and feed-tanks, with the necessary
valves for directing the water to either.
12. VALVE-CHEST LININGS.
There will be a working lining at each end of each
valve-chest for each piston-valve. They will be of close-
grained cast-iron, as hard as can be properly worked,
accurately turned and faced to fit the casings, and accu-
rately bored to an internal diameter of 18 inches in the
high-pressure, and 23 inches in the intermediate-pressure,
and 21 inches in the low-pressure, leaving the walls i
inch thick.
They will be forced into place, making all joints per-
fectly tight, and secured by screws tapped half into the
linings and half into the casing.
The steam-ports will have straight bridges for the
high-pressure valves, and alternating right and left
diagonal bridges for the low-pressure and intermediate-
pressure valves, taking up not more than one-fourth of
the port area.
The edges of all ports will be finished to a uniform
outline.
13. VALVE-CHEST COVERS.
They will be made of cast-steel, in dished form, and
will be well ribbed, as shown on the drawings. They
will be finished all over on the outside, except the re-
cesses between the ribs.
All flanges will be turned and faced to fit the openings
in valve-chests and finished on the outside and edges.
Each lower cover will be faced and bored to receive the
valve-stem stuffing-boxes. The upper covers will have
فاطمه انیمیش
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openings forming cylinders for the balancing-pisions,
which will be bored to diameters of 572, 6, and 9 inches,
respectively, for the high, intermediate, and low pressure
valve-chests. There will be approved provision for proper
oiling of the valve-stems. Each upper cover will have a
smaller cast-steel cover finished all over, flanged and
bolted on, over the openings for the balance-pistons.
The lower covers will have the necessary faces for se-
curing valve-stem cross-head guides.
14. PISTON-VALVES.
The high-pressure valves will be of cast-iron, each in
three parts as shown. The ends will have a general
thickness of 76 inch and the middle part 4 inch. The
intermediate-pressure and low-pressure piston-valves
will be of composition, with a general thickness of
and 3.8 inch, respectively, and a thickness at the ends of
12 inch. Each valve for the intermediate and low-pres-
sure chest will be made in one casting and fitted at each
end with a follower, wearing-ring, and two packing-rings.
The followers will be of composition, secured in place
by steel through-bolts with wrought-iron nuts and brass
split-pins. The follower-bolts will pass through lugs on
the inside of the valve-shell and have their heads so
formed and fitted as to prevent turning. The wearing-
rings will be of cast-iron, finished to a neat end fit be-
tween packing-rings. They will be smoothly and accu-
rately turned and faced. The packing-rings will be of
hard cast-iron, turned larger than the bore of valve-seat,
cut obliquely, tongued, and sprung into place.
Provision will be made to prevent the packing-rings
from over-riding the seats when the valve-gear is dis-
connected.
15. VALVE-STEMS.
The high-pressure valve-stems will take hold of the
link-blocks.
The lower end of each intermediate-pressure and low-
pressure valve-stem will be secured to its cross-head by
a collar-nut above and below the cross-head, as shown on
23315-3
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the drawings, the nuts being kept from turning by set-
screws and the valve-stems prevented from turning in
an approved manner.
The holes in cross-heads of valve-stems will be ellip-
tical.
The upper end of each valve-stem will be constructed
as shown in drawings, for the purpose of securing pistons
for balancing-valves.
16. CYLINDER RELIEF-VALVES.
There will be an adjustable-spring relief-valve of 4
inches diameter on each end of the high-pressure and
intermediate-pressure cylinders, and the top of the low-
pressure cylinders, and two adjustable-spring relief-
valves of 4 inches diameter at the bottom of the low-
pressure cylinders. The valves and their casings will be
of composition. Pipes will lead from the relief-valves to
the bilge with easily-broken joints.
These valves will have nickel seats or their equivalent,
and the valve-fittings will be so constructed that the
valves can be easily overhauled without slacking the
springs and so that steam will not come into contact with
the springs. The springs will have approved means of
adjustment, and will be long enough to allow the valves
to open to their full extent without unduly increasing the
load. The valves will be guided by loosely-fitting wings.
The springs will bear on shoulders on spindles which fit
loosely in sockets recessed in the backs of the valves.
These spindles will be so fitted that the valves can be
moved by the application of a lever. The valves will be
fitted with casings, which will prevent people being
scalded by hot water from the cylinders. Suitable ful-
crums will be on casings for the application of levers for
working the valves--one lever to be furnished for each
engine-room. All springs must pass a satisfactory test.
The spring-casing of each valve will be fitted with a
suitable lock; all locks to have interchangeable keys.
17. CYLINDER DRAIN-COCKS.
Each cylinder will be fitted with a h-inch asbestos-
packed drain-cock, placed so as to drain the cylinder
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thoroughly. The cock must be perfectly tight without
undue friction. The drain-cock of each cylinder of each
engine will be worked by a single lever at the working-
platform. All the drain-cocks of each engine will dis-
charge into a pipe leading to the fresh-water side of the
condenser, with a branch to the bilge. This pipe will
have a stop-valve near the condenser, and will have a
spring non-return valve, without hand-gear, which can
open to the bilge-discharge when the drain to condenser
is closed, but which will prevent air entering the con-
denser at any time. Small drain-cocks will be fitted to
the lowest parts of drain-pipes.
18. ENGINE THROTTLE-VALVES.
Each engine will have an approved 15-inch throttle-
valve, bolted to the high-pressure cylinder casing. If
required each throttle-valve will be fitted to work by
hand and by steam. The steam-gear will be worked by
a steam-piston working in a cylinder, whose valve will be
controlled by a floating-lever so fitted that the throttle-
valve will follow the movement of a hand-lever at the
working-platform. This year will have a locking-device
worked from the platform, which will hold the valve in
any position when desired. Steam for the controlling
cylinder will be taken from the auxiliary steam-pipe,
with a stop-valve easily reached from the working-plat-
form.
The hand-gear will be worked by a screw-stem, the
gear operating the stem being worked by an 18-inch
hand-wheel at the platform, where it will have an index
divided as directed.
The steam-actuated gear is intended for use in quick
working, and the hand-moved gear for fine adjustment.
19. STARTING-VALVES.
There will be a starting-valve for each cylinder of the
propelling-engines, on the same side as the working-
platform. These will be piston-valves each complete
in itself—with both steam and exhaust-ports. The
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valves, chests, and covers will be of composition. The
valves must be securely fastened to their stems. The
valve-chests will be bolted to the facings provided for
them. Steam for the starting-valves will be taken from
the main steam-pipes outside the throttle-valves by a
pipe having a branch to each valve. There will be a
stop-valve in this pipe, to be worked from the working-
platform ; also a stop-valve close to each valve-chest.
Each starting-valve will connect with each end of its
cylinder by a 2-inch copper pipe. These valves will all
exhaust into a 2-inch pipe leading to the condenser, the
branch from each valve having a stop-valve close to the
valve-chest. Each steam-port of each starting-valve
will have an area of about 3 square inches. Each start-
ing-valve will be worked by a lever at the working-plat-
form; these levers to be placed in the same order as
their respective valves, and arranged to move in the same
direction as the desired motion of the piston. The valves
are to be in middle position when their levers are hori-
zontal
20. PISTON-ROD STUFFING-BOXES.
They will be made of composition, and fitted with ap.
proved metallic packing, with efficient means of lubrica-
tion. The packing of each stuffing-box will be made in
at least two independent sections, so that in case of in-
jury to one section the other will make a tight joint alone;
this packing to be in all respects equal to the best in
the market, and subject to the approval of the Bureau of
Steam Engineering,
21. VALVE-STEM STUFFING-BOXES.
They will be made of composition, and fitted with ap.
proved metallic packing, with efficient means of lubrica-
tion. The packing of each stuffing-box will be made in
at least two independent sections, so that in case of
injury to one section the other will make a tight joint
alone; this packing to be in all respects equal to the best
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in market, and subject to the approval of the Bureau of
Steam Engineering.
22. PISTONS.
They will be made of cast-steel, and will be dished.
The followers, made as shown in the drawings, will be
of cast or forged steel, with the bolting flanges i!. inches
thick and the circumferential flange ná inches thick.
secured in place by 14-inch bolts, spaced as shown on
the drawings.
The follower-bolts will be steel studs, screwed into the
pistons; the bodies of the studs to be square, passing
through square holes in the followers. The follower-bolt
nuts will be of wrought-iron, finished and case-hardened,
each nut to be secured in place by a brass split-pin of
ample size.
Each piston will have two packing-rings, each itu
inches wide and 36-inch thick, of hard cast-iron, cut ob-
liquely, and tongued.
The packing-rings will be set out by steel springs of
approved pattern, all set to an equal and proper tension.
There will be sufficient clearance between the piston and
cylinder to allow for difference of expansion.
Each packing-spring must be so secured in the piston
as to be firmly held in place and easily inserted and re-
moved. The springs must be of best spring-steel, prop-
erly tempered.
Each piston must be carefully gauged, and care taken
that the clearance between the piston and cylinder head
and cover is as called for on the drawings.
When completed the pistons must be carefully weighed,
and no excess of weight will be allowed over that due to
the dimensions shown in the drawings.
23. PISTON-RODS.
The piston-rods will be of forged steel, !5 inches
diameter. They will be turned to fit the pistons and
cross-head, with collars, as shown, and fitted each with
a composition nut at piston end, secured in an approved
manner to prevent it from turning, and a steel nut with
collar at cross-head end. The nut at cross-head end will
be secured by a set-screw. The paralleſ parts will be
smoothly and accurately turned.
Each piston-rod will have, at its seating in the piston,
a collar 954 inches diameter and inches thick, well
filleted, and recessed in the piston as shown.
At the cross-head end each piston-rod will be turned
down to a diameter of 75 inches to form a shoulder.
From the shoulder to the end of the cross-head the rod
will taper to 672 inches diameter.
The piston-rod will be kept from turning in the piston
and cross-head by stop-pins.
24. CROSS-HEADS.
The cross-heads will be made of cast-steel; the pins
will be 911 inches diameter and 934 inches long and will
have a central hole tapering from 5 to 31 inches diame-
ter. Each cross-head will have a wearing slipper work-
ing on guides secured to the inverted Y-frame. The
hole for the piston-rod will be accurately bored to fit the
taper on the piston-rod. The slipper will be made of
approved bronze of T-section, the sliding surfaces being
faced with white metal fitted in dovetailed recesses and
hammered in place. The sliding surface for ahead
guide will be 24 x 26 inches, and for backing it will be
19 X 26 inches.
The slipper and cross-head will be bolted together as
shown on the drawings, so that all wear may be taken up.
25. CONNECTING-RODS.
The connecting-rods, with their caps and bolts, will be
of forged steel, finished all over.
They will be 84 inches long between centers, turned 8
inches in diameter at small end and 1014 inches at large
end, where it is increased to form the connecting-rod
end, the sides being faced off to a uniform thickness of
S inches.
The cross-head end of each rod will be forked to span
the cross-head.
The crank-pin end of each connecting-rod will be
YUV
16
increased in thickness to 15 inches, faced on each side,
and bored for the brasses.
Both ends will be provided with brasses and steel caps
and bolts with recessed nuts, and set-screws for securing.
The cap-bolts will pass partly through the brasses and
at the crank-pin end will be fitted with Şet-screws for
holding their weight when backing off the nuts.
In each jaw and each cap of each connecting-rod,
bolts will be fitted, passing through the metal of the rods
and caps, and tapped into the corresponding lip of the
crank-pin brasses to prevent closing-in when heated,
each of these bolts being secured by a set-screw.
Composition distance-pieces will be fitted between the
connecting-rods and caps; they will be so fitted as to be
removable without taking out the cap-bolts, and will be
channeled so as to be easily reduced when taking up
lost motion,
The caps will each be fitted with two eye-bolts for
handling
26. CRANK-PIN BRASSES.
They will be accurately fitted to the connecting-rods,
and secured as before specified They will be fitted with
approved white metal in strips, accurately fitted to the
crank-pins, and properly fitted for distribution of oil.
They will be faced with sufficient clearance between
crank-webs to prevent nipping when heated.
27. CROSS-HEAD BRASSES.
They will be accurately fitted to the cross-head pins
and properly fitted for the distribution of oil.
28. ENGINE-FRAMES.
Each cylinder will be supported by one cast-steel
inverted Y-frame and two forged-steel cylindrical
columns, as shown in the drawings. The upper ends of
the frames and columns will be faced and secured to
brackets on the cylinders by body-bound bolts. The
Arrr
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lower ends of the frames and columns will be faced and
secured to bed-plates by body-bound bolts.
The upper portion of the inverted Y-frame on the in-
side will be faced to receive a cast-iron wearing-guide
for the cross-head. Facings will also be provided for re-
versing-gear, as may be required.
29. BED-PLATES.
They will consist each of steel castings of \-sec-
tion; the upper and lower flanges will be connected to
the web and stiffened by ribs, as shown. They will be
properly finished and faced for crank-shaft brasses and
caps and for the flanges of the supporting-frames and
columns. The bed-plates will be secured to the engine
keelsons by 11g-inch body-bound forged-steel bolts.
30. CRANK-SHAFT BRASSES AND CAPS.
The brasses for each bearing will be cylindrical, in
two parts, lined with approved white metal, fitted in
dovetailed recesses and hammered in place, and will be
fitted with ample oil-channels, faced at ends, and turned
to fit cap and chock, as shown, and accurately bored
to fit the journals of shaft. The caps will be of cast-
steel, with lips to match the jaws. Each cap and upper
brass will have an oval hand-hole for the purpose of
feeling the journal. This hand-hole will have a cover,
with handle—the lower part of the cover being formed
into a perforated tallow-box, reaching to within a quarter
of an inch of the journal.
The caps will be secured by four through-bolts 3 inches
in diameter; the part beyond the nuts will be fitted with
a split-pin.
The caps and brasses will be tapped and fitted with
eye-bolts for handling.
After the engines are secured in the vessel the brasses
will be bored out in place to perfect alignment, if re-
quired. They will also be tried on their shafts and any
defects made good by scraping to a proper bearing
The brasses will be so fitted that the only bearing of
the journals will be on the surface of the white metal.
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Provisions will be inade for circulating water either
around or through the bottom-brasses.
31. CROSS-HEAD GUIDES,
The guide to take the thrust when going ahead will be
of cast-iron. It will be bolted to the inverted Y-frame,
and the frame and guide will be so constructed and
joined that there will be a water-passage to keep the
guide cool. Cast-iron lips will be bolted or cast on each
side of each go-ahead guide to take the thrust when
backing
The guides will be smoothly and accurately finished,
and will be fitted in place to proper alignment. Brass
oil-boxes will be screwed to lower end of each guide.
32. VALVE-GEAR.
It will be of the Stephenson type, with double bar-
links. All valves will be worked direct. There will be
one cross-head for the intermediate-pressure valve-stems
and one cross-head for each two low-pressure valve-stems
of each engine.
The valve-gear will be so adjusted that the mean cut-
off in full gear for both ends of each cylinder will be at
0.7 stroke.
33. ECCENTRICS.
They will be of cast-steel, each in two parts.
The two parts of each eccentric will be neatly fitted
together and secured by two forged-steel bolts. They will
be bored out to a snug fit on the seatings and turned ac-
curately on the outside to an eccentricity of 4it inches for
the high pressure and 51 inches for the intermediate and
low pressure. The seatings for the high and intermediate
and forward low pressure eccentrics will be on the
crank-shafts. The seatings for the after low-pressure
eccentrics will be on the section of the shaft next abaft
the after section of the crank-shaft. The eccentrics will
be recessed at each side for the flanges of the eccentric-
straps. Each backing eccentric will be securely keyed
23315-4
19
on the shaft, and each go-ahead eccentric will be secured
to the corresponding backing eccentric by through-bolts
in slotted holes, the holes to be filled up after the eccen-
trics are set.
The intermediate-pressure and low-pressure eccentrics
will be interchangeable.
For the port and starboard engines a short section of
shaft will be fitted to carry the forward L. P. eccentrics.
34. ECCENTRIC-STRAPS.
They will be of composition, finished all over, made
with flanges to fit the recesses of eccentrics and with lugs
for the clamping-bolts and for the eccentric-rods. The
two parts of each strap will be held together by two
forged-steel bolts with finished heads, lock-nuts, and
split-pins, and fitted with channeled brass distance-
pieces. Each strap will be accurately and smoothly
bored to fit the eccentrics both on face and recesses, and
properly channeled for oil. The high-pressure and inter-
mediate-pressure and low-pressure straps will be inter-
changeable.
35. ECCENTRIC-RODS.
They will be of forged-steel, finished all over. Each
rod will have a T-head secured to its eccentric-strap by
two forged-steel stud-bolts with nuts locked in place.
The upper end of each rod will be forked to span the
link, and fitted with brasses with adjustable wedge-
blocks.
The two brasses in the forks of each rod must be fitted
accurately in line with each other, and smoothly bored
to fit the link-pins. The distance from centers of eccen-
trics to centers of link-pins will be 7 feet 6 inches.
The intermediate-pressure and low-pressure eccentric-
rods will be interchangeable.
36. MAIN-LINKS.
They will be of the double-bar pattern, of forged steel,
finished all over. They will all have the pins for eccen-
tric-rods forged on and finished to 26 inches between
20
centers. Extensions of the pins at one end of each link
will form the pins for suspension-rods. The interme-
diate-pressure and low-pressure links will be interchange-
able. Each pair of bars will be secured together by
through-bolts of forged steel, and thimbles fitted with
forged-steel nuts well secured with split-pins.
37. LINK-BLOCKS.
They will be of forged steel, finished all over. They
will consist each of a link-block pin terminating at each
end in a pair of jaws to span the corresponding bar of
the link. The jaws will be fitted with composition gibs,
finished to the curve of the links, the outer gibs being
fitted with keys with screw adjustment.
They will be interchangeable for the intermediate-
pressure and low-pressure links.
38. SUSPENSION-LINKS.
Each Stephenson link will be suspended from the
corresponding arm of the reversing-shaft by two flat-
sided forged-steel suspension-links.
The ends of these links will be fitted with composition
bushings, bored to fit suspension-pins on main links and
pins on reversing-shaft arms.
They will be interchangeable for the intermediate and
low pressure valve-gears.
39. VALVE-STEM CROSS-HEADS AND GUIDES.
The intermediate-pressure and low-pressure valve-
stems will have cast-steel cross-heads, the cross-heads
taking hold of the link-blocks directly. The ends of
these valve-stems passing through the bosses in cross-
heads will be threaded, and will be secured to cross-head
by a collar-nut above and below boss, the holes in
the bosses being elliptical. The collar-nuts will be kept
from turning by set-screws, and the valve-stems will be
kept from turning in an approved manner. The cross-
head guides will be cast-steel brackets bolted to the
valve-chest covers. The high-pressure valve-stem will
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21
take hold of the link-block directly. The high-pressure
stem will be guided by a bracket made in two parts,
bolted to the valve-chest cover.
40. REVERSING-GEAR.
The reversing-gear for each engine will consist of a
steam cylinder and a hydraulic controlling cylinder
placed vertically and acting directly on an arm fixed on
the reversing-shaft. Each will be placed on the inboard
side of its engine for the two forward engines, and on
the port side of the after engine, between the interme-
diate-pressure and low-pressure cylinders. The steam
piston-rod will be secured to a steel cross-head working
in suitable guides, and connecting with the arm on the
reversing-shaft. The piston-rod will pass through the
controlling cylinder with uniform diameter. The con-
trolling cylinder will be of composition. The valve of
the steam-cylinder will be of the piston pattern, of com-
position, working in a composition-lined valve-chest.
There will be a by-pass valve on the hydraulic cylinder,
which will be worked by a continuation of the stem of
the steam piston-valve. These valves will be worked by
a system of differential levers, the primary motion being
derived from the hand-lever on the working-platform
and the secondary motion from a pin on the reversing-
arm, all parts being so adjusted that the reversing-engine
shall follow the motion of the hand-lever and be firmly
held when stopped. There will be a stop-cock in the by-
pass pipe of the hydraulic cylinder, and a pump for re-
versing by hand will be connected to the hydraulic cylin-
der with its lever convenient to the working-platform.
The pass-by pipes will be connected to the valve-box of
the hand-pump in such a way as to leave the hand ar-
rangement always in gear. The piston of the hydraulic
cylinder will be packed by two cup-leathers. Steam for
the reversing-engine will be taken from the auxiliary
steam-pipe.
41. REVERSING-SHAFTS.
There will be one forged-steel reversiny-shaft for each
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engine. It will have six arms, tio for the reversing-
engine and one for each link. The shaft will be sup-
ported by suitable bearings. Each reversing-arm will be
made with a slot, fitted with a cast-steel block, to which
the suspension-rods will be attached. Each block will be
adjustable in the slot of its arm by a screw and hand-
wheel, with approved locking device, and will be fitted
with a suitable index. The slots in these arms will be so
arranged that the links may always be thrown into full
backward gear irrespective of the position of the block
in the slot; and the length of the slots will be such that
the cut-off inay be varied from 0.5 to 0.7 of the stroke.
All the arms will be neatly fitted and keyed to the shafts.
42. EXHAUST-PIPES.
Two 14-inch copper pipes will lead from the exhaust
side of each high-pressure valve-chest to the valve-chests
of the corresponding intermediate-pressure cylinder.
A 23-inch copper pipe will lead from the exhaust side
of the intermediate-pressure valve-chests, with two) 132-
inch branches, one leading to the top and the other to the
bottom of the forward low-pressure valve-chests; from
these branches the diameter of the pipe will be reduced
to 19 inches, and will extend to the after valve-chests of
the low-pressure cylinder with two branches 1372 inches
diameter, one leading to the top and the other to the
bottom.
The forward and after valve-chests of the low-pressure
cylinder will each have a 22-inch copper pipe leading
to the condenser.
43. REVERSING-SHAFT BEARINGS.
They will be made of cast-steel, with bottom brasses
and composition caps, and will be securely bolted to their
supports. They will be bored to fit the journals of the
shafts.
The caps will be secured with lock-nuts.
44. WORKING-PLATFORMS.
The floors on the outboard side of each of the port and
starboard and the starboard side of the amidship main
1
:
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24
two journals, one on each side of the crank, each 16 inches
in diaineter and 1934 inches long.
There will be an eccentric-seating 17 inches diameter
and 9 inches long at each end of the shaft, between the
journal and the coupling-disc. The crank-pins will be
17 inches diameter and 2112 inches long. The crank-
webs will each be 1846 and 1712 inches wide at the crank-
pin and shaft respectively, and 1014 inches thick-the
webs to be chamfered, as shown in drawing. The crank-
pins must be accurately parallel to the main journals.
All journals are to be smoothly and accurately turned,
and when finished will be tested and their accuracy
proved. There will be a hole 772 and 872 inches in diam-
eter bored axially through each shaft and crank-pin
respectively. When bolted together the cranks will be
at angles of 1200 to each other-the intermediate pressure
to follow the high-pressure and low-pressure to follow the
intermediate,
The forward end of the hole in each crank-pin will be
closed by a brass plate fastened on with countersuink
screws.
Two radial 2-inch holes will be drilled in each crank-
pin from the outside to the bore.
The various lengths of the crank-shafts will be coupled
to each other by forged-steel bolts. All holes in each
coupling will be drilled or reamed to template, so that
the couplings will match indiscriminately. The bolts
will be finished to fit the hole snugly, and each fitted
with wrought-iron nut and split-pin.
A worm-wheel for turning the shaft will be fitted
where directed.
48. THRUST-SHAFTS.
They will be 1534 inches in diameter, with 72-inch
axial holes. The amidship shaft will be about 13 feet 6
inches long and the port and starboard ones about 12 feet
long. Each shaft will have 12 thrust-collars 2 inches
wide, with spaces of 32 inches, the collars to be 2012
inches outside diameter. There will be a coupling-disc
forged on the after end of the amidship shaft 372 inches
25
Star
thick and 2 feet 7 inches diameter. The after end of the
port and starboard thrust-shaft will be fitted as shown
on the drawing for the removable coupling on the forward
end of the forward section of the propeller-shaft.
The bolt-holes in the couplings will be drilled or
reamed to template, and will be spaced the same as those
in the crank-shaft couplings.
The forward end of each shaft will be fitted for a dis-
connecting coupling as shown on the drawings.
49. PROPELLER-SHAFTS.
The propeller-shafts for the port and starboard engines
will each be in two sections, the forward section 1534
inches diameter and about 42 feet long over all; the after
section will be 16 inches diameter and about 31 feet
long over all. The propeller-shaft for the amidship
engine will be 16 inches diameter and about 40 feet long
over all. A 77a-inch axial-hole will be bored through
each section, the hole being tapered where it passes
through the propeller-hub.
The propeller-shaft for the amidship engine and the
section for the port and starboard engines which passes
through the stern-tube will be fitted with a composition
casing 34 inch thick where it passes through the bear-
ings and /2 inch thick elsewhere, shrunk and pinned on,
and perfectly water-tight; the joints will lap over each
other 1 inch and be burned together. The forward and
after ends of the casing for the port and starboard engines
will be chamfered, and the shaft at the after end of the
casing protected by a fillet of soft solder, and the forward
end of the casing of the propeller-shaft for the amidship
engine will be chamfered and the after end will make a
water-tight joint with the propeller-hub.
The inboard ends of the forward section of the pro-
peller-shafts for the port and starboard engines will be
fitted with separate forged-steel coupling-discs, so that
the shafts may be withdrawn from outboard.
The after ends of the forward sections and the forward
ends of the after sections for the port and starboard
R
.
11
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engines will have solid forged coupling-discs as shown
ori the drawings.
The holes in the flanges for the coupling-bolts will all
be drilled to the same template.
The after section of shafting for the port and starboard
engines will be cased with composition 36 inch thick
where it passes through the outboard bearing, the casing
being in one length, shrunk, and pinned on.
The shaft will be protected at the forward end of the
casing by a fillet of soft solder, the after end of the
casings making a water-tight joint with the propeller-
hub.
The shaft, couplings, and casings will be well coated
with the same composition as the hull.
The shafts must extend inboard a sufficient distance
to allow the inboard stern-bearings to be withdrawn
without removing the coupling-discs. The outboard
coupling of the port and starboard propeller shafts will
be fitted with a water-tight casing.
50. LINE-SHAFTS.
The line-shafts will be 1534 inches in diameter and
about 18 feet over all for the port and starboard engines,
and about 30 feet long for the amidship engine. A
712-inch axial hole will be bored through each section.
They will have solid forged-steel coupling-discs at the
forward end, 3..inches thick and 2 feet 7 inches in
diameter, and will be fitted at the after end for the dis-
engaging coupling as shown on the drawings.
The holes in the flanges for the coupling-bolts will all
be drilled to the same template.
51. LINE-SHAFT BEARING-BLOCKS.
They wili be of cast-iron, with faced flanges secured
to the foundations by body-bound forged-steel bolts.
The brasses will be fitted so that they may be easily
removed and renewed; the bearing surfaces will be accu-
rately bored to a diameter of 15.6 inches, faced with
23315-5
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17
27
1
white metal, dovetailed and hammered in place. The
cap will be fitted with an oil and tallow cup and a hand-
hole for feeling the bearing.
52. DISCONNECTING COUPLING.
An approved disconnecting coupling will be fitted on
the forward end of the thrust-shafts and the after end of
the line-shafts. It must be so fitted that it can be quickly
and easily thrown in and out of gear.
53. LUBRICATION.
All working parts of the machinery will be fitted with
efficient lubricators, each with a sufficient oil capacity
for four hours' running. Each lubricator to be fitted
with a tube leading to the wipers on the moving parts, or
tubes in the bearings and guides. Each tube from the
lubricators will be fitted with a valve adjustment, and
a sight-feed with a well-protected glass tube.
There will be in each engine-room a 5-gallon oil-tank,
well tinned on the inside, and fitted with a glass gauge,
filling-pipe, and air-cock. Each tank will be connected
to all the lubricators in its compartment by 12-inch brass
or copper pipes, as may be directed, the tank to be placed
in such a position that oil will flow to each lubricator.
Unions will be fitted where necessary, so that the oil-
pipes may be quickly taken down and cleaned, and each
pipe will be connected to the bearings by a union-joint.
Each main crank-pin will be oiled by cups carried on the
cross-heads, taking oil from wicks overhead; the oil to be
carried to the crank-pins by brass pipes secured to the
connecting-rods. These pipes will have union-joints
where connected to oil-cups.
Each main cross-head journal will take oil from an
overhead wick-cup.
Each cross-head guide will be oiled by pipes leading
to about the middle of each forward and each backing
guide.
Pipes, fitted as above specified, will lead from the
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lubricators to the following parts of eachengine: piston-
rods, valve-stems, valve-links, and reversing-shaft bear-
ings.
Ēach balance-piston and each piston-valve will have a
globe oil-cup, placed sufficiently high to insure the oil
running where desired without regard to the trim of the
vessel.
• The upper end of each eccentric-rod will carry a wiper
oil-cup on each fork, these cups to take oil from wicks in
cups easily adjusted to the various positions of the year.
The link-block pins will be lubricated by wiper oil-cups,
fed from fixed cups overhead.
Each eccentric will have a long oil-cup fed by a drip-
pipe, so arranged that the eccentric will be lubricated in
all positions.
There will be a small oil-tank, with glass gauge, placed
in a convenient position, and connected by pipes with a
closed oil-box at each crank-shaft bearing so that, when
necessary, oil can be supplied to the journals under a
head. From each of these boxes three tubes will lead to
the bearing, each with valve adjustment, and with a
sight-feed with a well-protected glass tube.
The disconnecting couplings will be fitted with a cen-
trifugal or other approved oiling apparatus, with a pipe
leading to each screw or other moving part in the coup-
ling-disc.
There will be fitted to each main steam-pipe, close to
the valve-chest, an approved steam sight-feed oil-cup of
two quarts capacity, with gauge-glass. As far as possi-
ble all the oil for the moving parts of each engine, except
main bearings, will be supplied from one oil-box on the
cylinder, with separate valve, sight-feed, and pipe for
each part to be oiled. There will be a steam sight-feed
cup on each circulating, blowing, feed, air-pump, and
bilge-pump engine. Each two-cylinder or three-cylinder
engine on blowers will have a continuous automatic
lubricator of approved pattern. All working parts for
which oil-cups are not specified or shown in drawings
will have oiling-gear of approved design, such that they
.
29
can be oiled without slowing. All the oiling of each
auxiliary engine will be done by one oil-box where prac-
ticable. All fixed oil-cups will have hinged covers, with
stops to prevent being opened too far. Moving oil-cups,
where necessary, will have removable covers. The sup-
ply of oil to various parts is to be easily regulated. All
oil-cups and their fittings, except such as are cast on
bearings, will be of finished cast-brass, or of sheet-brass
or copper, as may be directed, with all seams brazed.
54. OIL-DRIPS.
All fixed bearings will have drip-cups cast on where
possible, otherwise they will be of cast-brass, properly
applied. All moving parts will have drip-cups or pans
cast on engine-frames where directed, otherwise to be
substantially made of sheet-brass or copper, with brazed
seams. All drip-cups will have drain-pipes and cocks of
at least 1 inch diameter, which can be used while the
engines are in operation.
TYT
55. JOURNAL-BOXES.
All journals or moving parts of iron or steel will run,
unless otherwise specified, in composition boxes. These
boxes will be lined with approved anti-friction metal
where directed. All adjustable bearings will be pro-
vided with channel-brass chipping-pieces, securely held
in place and easily removable.
56. MANDRELS FOR WHITE-METAL BEARINGS.
Hollow cast-iron mandrels will be furnished for forming
the white-inetal linings of crank-pin, crank-shaft, line-
shaft, and thrust-bearings. All these will be smoothly
and accurately turned to size, and packed so as to be per-
fectly protected.
57. STUFFING-BOXES.
All iron boxes will be bushed with composition. All
glands will be of composition and fitted with approved
means of adjustment while the engines are in operation,
and those not fitted with pinion-nuts and spur-rings will
是​,
30
have lock-nuts and split-pins. Metallic packing of ap-
proved kind, and subject to the approval of the Bureau
of Steam Engineering, will be fitted in stuffing-buses of
all piston-rods and valve-stems of main and auxiliary
engines. For piston-rods and valve-stems over 1 34 inches
in diameter the packing will be in at least two independ-
ent sections; for piston-rods and valve-stems between 3/4
and 134 inches diameter, it may be made in one section.
58. BOLTS AND NUTS.
All bolt-heads and nuts less than 2 inches, except in
special cases, will conform to the United States Navy
standard. Screw-threads on bolts and nuts must, in all
cases, conform to the above standard. All finished bolts,
except as directed, will be kept from turning by dowels
or other suitable devices.
The nuts of all bolts on moving parts and on pillow-
blocks, and elsewhere, as shown, will be locked, and the
bolts will extend beyond the nuts, without threads, and
will be fitted with split-pins.
59. THRUST-BEARINGS.
Each thrust - bearing pedestal of cast-iron will be
bored out to receive the lower part of bearing, and firmly
bolted to the seating provided. The bearing will be in
two parts, of cast-iron, with white-metal linings. The
lower part will be turned to fit the pedestal. The upper
part, or cap will be separated from the bottom by com-
position distance-pieces, and will be fitted in place with
wrought-iron dowel-pins, fitting snugly in holes in the
lower part of bearing The cap will be faced to fit longi-
tudinal recesses in the upper flanges of pedestal, and will
be held down by wrought-iron bolts, body-bound in ped-
estal, but with slotted holes in cap. Each cap will have
a box cast on top, with a hinged cover.
The end and side walls of the pedestal will form an oil-
trough, from which there will lead an oil-hole to each
collar and each recess, the white metal being properly
channeled for distribution of oil. Inside this trough,
both forward and abaft the thrust-collars, will be a com-
position bearing for taking the weight of the shaft. The
ل ال
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31
cap for this bearing will be of cast-iron lined with white
inetal. These bearings will be adjustable vertically by
wedges with regulating-screws.
At each end of each thrust-bearing there will be a di-
vided stuffing-box and gland to prevent escape of oil.
At the bottom of each thrust-bearing there will be a fore-
and-aft channel connecting all the bearing recesses; a
drain-cock will be fitted at each end.
The oil-trough will also be fitted with a cooling-coil.
There will be four adjusting screws, two at each end of
the thrust-bearing pedestals, for adjusting the bearing
fore and aft. The caps will be fitted with eye-bolts for
convenience of handling:
60. JACKS FOR COUPLING-BOLTS.
A hydraulic jack of approved pattern will be fitted
for withdrawing the bolts of the shaft-couplings.
61. STERN-TUBE BEARINGS.
Each stern-tube for the port and starboard engines
will be finished as follows: It will be made of mild steel,
fitted with steel castings at the bearings and firmly
secured to the frames and beams of the ship. Fitted to
these steel castings at each end and in the center there
will be a composition bushing, made in halves, the joints
to be in a horizontal plane rhen bushing is in place. The
stern-tube for the amidship engine will be made of cast-
steel, and fitted at each end with a composition bushing
made in halves, the joints to be in a horizontal plane
when the bushing is in place. All the bushings will be
fitted with sections of lignum-vitæ, put in so as to wear
on end of grain, and smoothly and accurately bored in
place to suit the shaft-casing. All the lignum-vitæ bear-
ings will be well water-soaked, and bored out in place
to perfect alignment and to a loose fit on the shaft-casing.
62. STERN-TUBE STUFFING-BOXES.
At the forward end of each stern-tube there will be a
composition stuffing-box, made in halves, divided longi-
tudinally. It will be bolted to the flange on the forward
end of the stern-tube bushing. The two parts will be
:32
1
bolted together along the longitudinal division by proper
Aanges. The follower will be of composition, in two
parts, with a space of 114 inches between the parts on
each side. The packing spaces will be about 7 inches
deep and 1 inch wide.
The follower-bolts will be of rolled naval brass or
Tobin bronze. To each stuffing-box abaft the packing
a 1/2-inch pipe will be attached, leading to the engine-
room bilge. It will also be connected with the engine-
room water - service pipes, and will be provided with
yalves, so that the bearing ciin be drained into the bilge
or washed out by water from the engine-room pump at
will.
63. STERN-BRACKET BEARINGS.
Each stern-bracket bearing will have a neatly fitting
composition lining, inade in halves, divided longitudi-
nally. It will have a flange 134 inches thick, by which it
will be secured to the forward end of the stern-bracket.
It will have a lignum-vitæ bearing, fitted as in the stern-
tube. The lignum-vitæ will be held in place at the after
end by a flat ring bolted to the lining. A cast - steel
sleeve, 12 inch thick, will be secured to each stern-bracket
by six 36-inch screws, to form a fair water-line to the
propeller-boss. At the forward end of each bearing there
will be a composition sleeve, 22 inch thick, secured to and
supported by an extension of the ļining before mentioned.
This sleeve will be shaped to form a fair water-line from
the shaft to the stern-bracket boss, and will be finished
on the outside. A zinc protecting-ring will be fitted be-
tween the stern-bracket and the propeller, and between
the amidship propeller and the stern-tube bearing:
64. SCREW-PROPELLERS.
They will be of manganese-bronze or approved equiva-
lent metal. The starboard and amidship propellers will
be right and the port one left handed. Each blade will be
firmly bolted to the boss by tap-bolts of rolled naval brass
or Tobin bronze, secured by lock-plates. The recesses
for the bolt-heads will be covered by composition plates
held by countersunk screws, and finished to form a
33
smooth surface fair with the boss. The bolt - holes in
the flanges of the propeller-blades will be made oval to
allow of adjustment of the pitch.
Each boss will be accurately bored to fit the taper on
after end of shaft and fitted with two feather-keys. Each
propeller will be held on the shaft by a nut screwed on
and locked in place. The shaft-casing will enter about i
inch into the propeller-boss and be fitted water-tight.
Each boss will be finished at the after end by a com-
position cap bolted on water - tight. The bosses and
caps will be finished all over. The blades will be cast as
smoothly as possible and have any roughness removed.
The flanges of the blades will be turned and faced to fit
the recesses in the bosses accurately, and, after being
secured in place, must have the edges made fair.
anchl into the l be finisheng
65. CONDENSERS.
The main condensers will be cylindrical, 6 feet 6 inches
internal diameter, made in four sections--the middle
sections being of sheet-brass 1 inch thick, and the end
sections of cast-brass 12 inch thick.
There will be the following openings in the end sec-
tions of each main condenser, with properly - faced
flanges, viz:
Two for main exhaust-pipes, each 2214 inches diameter;
One for auxiliary exhaust-pipe, 8 inches diameter;
One for bleeder-valve, 612 inches diameter;
One for air-pump exhaust, 5 inches diameter;
Two for air-pump suction-pipes, each ii inches diam-
eter.
Two for salt-feed pipes, 2 inches diameter, with a spray
in the exhaust-passage;
One 2-inch nozzle in hand-hole plate at bottom of
condenser, for steam-pipe for boiling the water in con-
denser;
One hand-hole at the bottom, o inches diameter.
One hand-hole at the bottom of the tube-sheets, 6 x 372
inches.
The vertical flanges of angles at ends of condenser
34
will be made deeper at bottom and on side next to the
bulkhead, as shown, for taking hold of supporting sad-
dles and brackets on bulkhead.
The stiffening-ring on middle sections of condenser
will be of T-section, and will be lengthened at the bot-
tom, as shown, for attachment to saddles. The saddles
at the ends of condenser will be made so as to fit snugly
under the tube-sheets.
The condenser tube-sheets will be made of composi-
tion, I inch thick, with smoothly-finished holes for the
tubes, tapped and fitted with screw-glands for packing
the tubes. The glands will be turned in at the outer ends
to prevent tubes from crawling, and will be slotted to ad-
mit a tool for screwing up. Cotton-tape packing will be
used. There will be 4,893 seamless-drawn brass tubes in
each condenser, 5.8 inch outside diameter, No. 20 B. W. G.
in thickness. The tubes will be ni feet 10 inches long
between tube-sheets, and will be spaced 10 inch between
centers. The cooling surface of each condenser will be
about 9,474 square feet, measured on the outside of the
tubes.
The sections of each condenser will be riveted together,
as shown. All riveted seams will be tinned and soldered,
the tinning extending beyond the seams so that any
leaky seams may be resoldered. The tube-sheets will be
secured to the flanges of the shell by naval-brass or Tobin
bronze collar-bolts, which will also be used for fastening
the circulating-water chests.
The chest for entrance and exit of circulating water
will be cast of composition inch thick, with a division-
plate in the middle and with a man-hole in each quad-
rant. There will be two inlet-nozzles, each 12 inches
diameter, and one outlet-nozzle 1872 inches in diameter
of opening
The water-chest at the other end of the condenser will
be cast of composition inch thick, as shown, with four
15-inch inan-holes. There will be three stay-bolts in
each head to connect the water-chests to the tube-sheets,
There will be six braces of rolled naval brass or Tobin
23315-6
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35
bronze connecting the tube-sheets, each 4 inch in diam-
eter, and each passing through a stay-tube about 1/2
inches external diameter and 4 inch in thickness.
Baffle-plates of brass will be fitted, as shown, to direct
the steam over all the tubes. Plates will be provided
for supporting the tubes and to act also as baffle-plates.
In front of the main exhaust-nozzle, above the tubes,
will be a deflecting-plate, supported as shown.
A copper tank, pipe, and cock will be provided for
admitting an alkaline solution into the condenser-this
pipe to connect with the salt-feed sprays; the tank to be
of at least 10 gallons capacity and conveniently placed.
A 2-inch branch from the auxiliary steam-pipe will lead
to the bottom of the condenser for cleaning the tubes by
boiling.
Drain-cocks will be provided, with pipes leading to the
bilge.
Each main condenser will be connected with the evapo-
rators by a pipe and valve of approved size.
All parts of the condensers, except as otherwise speci-
fied, will be made of composition. All bolts will be made
of rolled naval-brass or Tobin bronze. All bolts for se-
curing flanges of pipes and man-hole plates will be stand.
ing bolts, and will, wherever possible ,be screwed into the
condenser-plates, with heads inside. The condensers
must be perfectly tight all over, and be so proved after
being secured in place.
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66. AUXILIARY CONDENSER.
Each forward engine-room will have an auxiliary con-
denser of sufficient capacity for one-half the auxiliary
machinery, each condenser being connected with all the
auxiliary machinery. Each auxiliary condenser will be
connected with the evaporators by a pipe and valve of
approved size. The shell of the condenser will be made
of sheet-brass or of composition, the heads and tube-
plates of composition. The diameter and spacing of the
tubes and the packing will be the same as used in the
main condenser. It will have faced Hanges for inlet and
36
outlet of the condensing water, hand-hole plates, soda-
cocks, drain-cocks, auxiliary exhaust-pipe, and pipe from
evaporator.
67. AUXILIARY AIR AND CIRCULATING PUMPS.
There will be a combined air and circulating pump of
approved size and type for each auxiliary condenser.
The pump-cylinders, pistons, and rods will be of com-
position or bronze; all other working parts will be of
wrought-iron or steel.
68. AIR-PUMPS.
There will be two single-acting air-pumps for each
propelling engine. The pumps for each engine will be
worked, by means of gearing, by a two-cylinder vertical
simple engine. The pump and engine crank-shafts will
be carried by two cast-iron frames supported upon
brackets on the air-pump cylinders and braced as shown
on the drawings.
The steam cylinders will be bolted to faced flanges on
the air-pump cylinders. There will be one gear-wheel
2 feet 1014 inches pitch diameter and 7 inches face on
the pump crank-shaft. It will be placed between the
two cranks. It will be made of cast-steel with wooden
teeth. The pump-cranks will be at an angle of 1800
with each other.
All parts of the pumps, except where otherwise speci-
fied, will be made of composition. Each air-pump will
have a piston working in a cylinder of 22 inches diame-
ter. The pump-cylinders will be cast separate and bolted
to a casing serving as foundation, and containing the
foot-valves. The delivery-valve chambers are cast in
one with the pump-cylinders. The stroke will be 20
inches. The pump-pistons will be cast flanged, the flange
being grooved for water-packing, as shown. The pump
piston-rods will be made of rolled phosphor-bronze or
approved equivalent metal, and the crank-shaft and con-
necting rods of forged-steel. The pump cross-heads will
work between guides as shown on the drawings. There
1
37
will be eight foot-valves, six valves in each piston, and
six delivery-valves for each pump, all 534 inches in diam-
eter of opening in the valve-seats, and made of approved
metal. Each valve will be held in place by a guard and
a spiral spring of phosphor-bronze or approved equivalent
metal. The valves and guards must be easily removable
and held firmly in place. The valve-seatings for the
delivery-valves will be made separately from the pump-
casings, and will be bolted in place.
The foot-valve seats will be placed in inclined positions
at the bottoms of the pumps, and the delivery-valves
horizontal at the highest parts of the pump-chambers.
There must be no pockets in the pump-chambers under-
neath the delivery-valves, where vapor can lodge. The
gratings of the valve-seats must be so arranged that the
clear opening of each valve shall be at least 19 square
inches. The bonnets will be well ribbed and provided
with jack-bolts and eye-bolts. Each air-pump will have
a suction-nozzle, ii inches in diameter, and a discharge-
nozzle 912 inches in diameter. Copper pipes will lead
from the nozzle on the bottom of the condenser to each
pump-nozzle, and each pipe will have a straightway-valve
at the condenser and in each pipe where it connects to
the pumps. A 9.12-inch discharge-pipe will lead from
each delivery-valve chamber and discharge in the feed-
tank.
The engine-cylinders will be 7 inches in diameter,
and 12 inches stroke. The cylinders, with their valve-
chest covers, and slide-valves, will be made of cast-iron.
The cranks will be at an angle of 90 degrees with each-
other. The pinion will be made of cast-steel, securely
keyed to the shaft, and will be 1438 inches pitch diameter
and 7 inches face; all teeth in gear-wheel and pinion
will be cut.
The pistons and cylinder-covers will be made of cast-
iron.
The crank-shafts, piston-rods, valve-rods, and con-
necting-rods will be made of forged-steel. The pistons
will be fitted with cast-iron packing-rings. The cross-
heads will be of forged-steel, fitted with composition
38
gibs, and will work between guides cast on the framing:
The framing of the two engines will be tied to the fram-
ing of the pump bearings by forged-steel cross-ties, and
the framing of each engine will be bolted together.
The cranks on each shaft will be keyed on the shaft as
shown, so that the gear-wheel and pinion may be removed
and replaced. The gear-wheel will have 36 and the pin-
ion 15 teeth.
Each engine will take steam from a branch of the main
steam-pipe, with a stop-valve having a hand-wheel at the
working-platform, and will exhaust by a special pipe into
the condenser, and there will also be pipes and valves
through which it can exhaust into the intermediate and
low pressure receivers.
Each air-pump, together with its condenser, inust main-
tain a vacuum of within four inches of mercury of the
atmospheric barometer with the propelling-engines at
full power under forced draught.
69. CIRCULATING-PUMPS.
There will be two centrifugal, double-inlet circulating-
pumps for each condenser, driven by independent engines
of approved pattern, and of sufficient power to secure
the results specified. The engine-valves will be of either
the slide or piston type. Each pump must be capable of
discharging 6,750 gallons of water per minute from the
bilge. The pumps will be made of composition, except
as otherwise specified. Each pump-casing will be made
in two parts, divided in a horizontal plane, the upper
part with conveniences for handling. The suction-nozzle
will have an opening for sea-suction not less than 12
inches diameter, and a 12-inch opening for bilge-suction,
The pump-runners will be smoothly cored, finished on
the outside, and perfectly balanced. The shafts will be
of phosphor-bronze or other approved metal. The
bearings will consist of sections of lignum-vitæ on end of
grain, dovetailed into composition split-sleeves, which
will be well secured against turning. The stuffing-box
glands will be each in two parts. There will be an air-
cock at the top of the pump-casing and a drain-cock at
39
the bottom. The pump-casings must be made as light as
possible consistent with strength, and must be smoothly
cored, with easy bends wherever the direction of the flour
of water is changed.
70. CIRCULATING-PUMP CONNECTIONS.
Each circulating-pump will be fitted with pipes and
valves to draw from the sea or engine-room bilge, and
will deliver into the condenser, or direct to the outboard-
delivery pipe by a pipe connecting inlet and outlet of
condenser. This pipe and the inlet and outlet pipes of
condenser each to have a straightway-valve.
The injection and delivery pipes for condenser circui-
lation will be not less than 12 inches internal diameter.
There will be stop-valves in the pipes leading from the
sea and from the bilge to the circulating-pump in each
engine compartment. These valves will be so connected
by a locking device that when one is open the other is
shut, and both will be worked by hand-wheels well above
the floor-plates.
71. SEA-INJECTION VALVES.
There will be two straightway screw main injection-
valves of not less than 12 inches diameter in each engine
compartment. Each will connect with the sea by a con-
ical steel tube through the double bottom.
There will be a strainer on each pipe at the ship's side.
The hand-wheels of these valves must be easily accessible
above the engine-room floor-plates.
There will be a 11-inch steam-pipe leading from the
auxiliary steam-pipe to the injection-pipe outside of in-
jection-valve. This pipe to have a valve at each end.
72. BILGE-INJECTION VALVES.
They will be as specified under the head of “ Bilge-suc-
tion Pipes."
73. OUTBOARD-DELIVERY VALVES.
There will be in each engine compartment a main out-
board-delivery valve 1816 inches diameter of the same
type as main injection-valves.
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The valve in each compartment will connect with a
steel pipe about 58 inch thick passing through the
double-botton. The hand-wheels will be accessible from
the engine-room.
74. FEED-TANKS AND FILTERS.
There will be a feed-tank near each condenser, placed
as shown in the drawing. Each tank will have a capacity
of about 1,075 gallons for the port and starboard engines
and 1,500 gallons for the amidship engine. They will be
made of 4-inch wrought-iron. They will be stayed in-
ternally as may be directed. Each tank will have at least
200 cubic inches of rolled-zinc plates, about 1 inch thick,
suspended from the braces. The straps suspending the
zinc plates and the braces where the straps come in con-
tact will be filed bright before being secured in posi-
tion. The parts to be then well painted on the out-
side, or the joints to be made water-tight in other ap-
proved manner. A portion of the tank will be fitted as
a filter, in an approved manner, into which the water
from the air-pump will be delivered. The filter will
be provided with sponges, or other approved material,
and so arranged that it will be readily accessible. Each
tank will have a man-hole with bolted cover, and will
have a glass water-gauge with suitable guards, shut-off
cocks, and drain-cocks.
Each tank and filter will have the following pipe-connec-
tions: A discharge-pipe from each air-pump; an overflow-
pipe leading to bilge, but so arranged that any water pass-
ing down it may be seen; a suction-pipe to feed-pumps,
with valve; drain-pipes from traps, as elsewhere speci-
fied; a vapor-pipe, 3 inches diameter, of copper, No. 16 B.
W.G. The vapor-pipe will lead up the engine-room hatch
and discharge above the level of the awnings, where it
will have a suitable hood, or it may be led into the main
escape-pipe. Each feed-pump suction will be provided
with a balanced valve operated by a copper float in the
feed-tank, so arranged that it will allow no air to enter
41
the feed-pipes. All trap-discharges and drains will enter
the feed-tanks well below the ordinary water-level.
75. GREASE EXTRACTORS.
Grease extractors, to be approved by the Bureau of
Steam Engineering, will be fitted where directed.
76. FEED-TANK SUCTION-PIPES.
A pipe will connect the three feed-tanks. From each
tank in the forward engine-rooms there will be a suction-
pipe for the main and one for the auxiliary feed-pumps
in the fire-rooms on the same side of the vessel, and
a suction-pipe for the auxiliary feed-pump in the
same engine-room, and from the tank in the after
engine-room a suction-pipe to all the feed-pumps in the
fire-rooms on each side of the vessel, and the auxiliary
feed-pump in the same engine-room. Suction-pipes will
lead from all the tanks to the main and auxiliary feed-
pumps for the auxiliary boilers on the protective-deck.
Non-return valves will be fitted in the feed-pump
suctions close to the pumps. The suction-pipes for the
main feed-pumps will be connected by pipes and valves
so that the pumps can take water from either tank. The
suction-pipes for the auxiliary pumps will be connected
in the same manner.
77. SUCTION-PIPES FROM BOTTOMS OF CONDENSERS.
From each air-pump channel-way below the foot-valves
a 4-inch pipe will lead to the feed-pump suction-pipes,
with a screw-down non-return valve.
78. SEA-SUCTION PIPES.
A pipe will lead from the sea-suction valve in each en-
gine-room to the fire and bilge pump, the auxiliary
pump, and the auxiliary feed-pump in the same engine-
room. A pipe will lead from a special sea-valve, fitted
where directed, to the distiller circulating-pump. Each
of these pipes will be of at least the same diameter as the
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nozzle on the pump with which it connects. Each sea-
suction will be controlled by a valve which will not per-
mit sea-water to enter any of the bilge-suction pipes or
feed-tank suction-pipes.
79. BILGE-SUCTION PIPES.
There will be the following suction-pipes from the
bilge and from the drainage-pipes to the various pumps:
A 12 - inch copper pipe will connect to each circu-
lating-pump, with a stop-valve close to the pump, as before
specified. This pipe will have two branches of such
size as may be designated; of these one will connect with
the main drainage-cistern, with a screw-down non-return
valve which can be lifted from its seat by means of its
sten; the other branch will connect directly with the
bilge in its own compartment, and be fitted with a non-
return valve, which can be lifted from its seat by means
of a sliding - stem, but without means of fastening it
shut except by lashing the lever by which its stem
is worked. This branch will be fitted with a Macomb or
equivalent bilge-strainer of approved size.
There will be provided in each engine-room a manifold
or suction-box, with the following connections, viz:
A 3-inch pipe leading from the lowest part of the com-
partment abaft the engine-room;
Apipe of the size of the combined areas of the suction-
nozzles of the fire and bilge pump and auxiliary pump,
from the secondary drain-pipe;
A pipe of the same size from the main drainage-cistern;
A pipe to the fire and bilge pump in its own engine-
room of the same size as the pump suction-nozzle.
A pipe to the auxiliary pump in its own engine-room
of the same size as the pump suction-nozzle..
All these pipes will be provided with screw-down non-
return valves.
Macomb or equivalent bilge-strainers will be inserted
in the suction-pipes between the box and pumps.
There will be no other strainer or valves in any of
these pipes other than those herein specified.
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Each auxiliary feed-pump in the fire-rooms will have
a suction-pipe of the full size of its suction-nozzle con-
nected with the secondary drain-pipe. In addition to
these the forward auxiliary feed-pumps will have a 3-inch
suction from the lowest part of the bilge of the first com-
partment forward of the double bottom. The suctions
to each pump will lead to a valve-box and strainer fitted
as before specified for the suctions to the fire and bilge
pumps. The lower ends of all bilge-suction pipes will
be of galvanized iron. Care will be taken that all the
copper bilge-pipes are led sufficiently high to keep them
out of the bilge-water under ordinary circumstances.
80. FIRE AND BILGE PUMPS.
There will be in each engine-room a pump of approved
design, which will be used as a fire and bilge pump. It
will have a capacity of 750 gallons per minute, with steam-
cylinder of suitable size to work as a fire-pump with
steam of 60 pounds pressure. Each of these pumps will
have suctions from the sea, the bilge of the compartment
next abaft the engine-room, the secondary drain-pipe,
and the drainage-cistern, and will deliver into the fire-
main and overboard.
81. ENGINE-ROOM AUXILIARY PUMPS.
There will be in each engine-room the following aux-
iliary pumps, of approved pattern, with cylinders of
proper proportion, to be used as fire-pumps with steam
of 60 pounds pressure.
One of 750 gallons capacity per minute, with a suction
from the sea, the bilge of the compartment next abaft
the engine-room, the secondary drain-pipe, the drainage
cistern and feed-tank, and to deliver into the main and
auxiliary fore-and-aft feed-pipes, overboard, and the fire-
main. There will be a straightway-screw check-valve
in the discharge-pipe where it connects with the main
and auxiliary fore-and-aft feed pipes.
One of 150 gallons capacity per minute, with a suction
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from the sea only, and to deliver into the fire-main and
water-service pipes.
82. ENGINE-ROOM WATER-SERVICE.
There will be in each engine-room a 3-inch pipe con-
nected with a sea-valve and with a special delivery from
the auxiliary pump, with branches leading to the differ-
ent parts of the engine, as follows:
ALA-inch branch connected by a union-joint with a
pipe screwed into the cap of each crank-shaft bearing,
and leading through brasses to top of journal;
Two 14-inch pipes to each crank-pin;
Two 1-inch pipes to each cross-head;
One 1-inch pipe to each go-ahead cross-head guide:
One r-inch pipe to each pair of eccentrics;
„One 1-inch pipe to each thrust-bearing;
One 1-inch pipe to each line-shaft bearing;
One : -inch pipe to each hollow brass or its equivalent
in crank-shaft bearings;
Two 1-inch pipes to each air-pump engine and to each
circulating-pump engine.
All of the above to have detachable sprays or short
lengths of hose, as directed, and where directed to have
pivoted nozzles.
Each branch will have a separate valve.
All the water-service pipes and fittings will be of brass;
those above the floors will be polished. The pipes in the
three engine-rooms will be connected with each other by
a 3-inch pipe and valve.
83. TURNING-ENGINE AND GEAR.
There will be in each engine-room a double engine of
suitable size for turning the main engines with steam
of 60 pounds pressure. It will be so fitted that it can be
quickly and easily connected and disconnected. This
engine will drive by worm-gearing a second worm, which
may be made at will to mesh with a worm-wheel on the
propelling-shaft. The worm-wheel of each engine will
be fitted where directed.
The turning-engine shaft will be squared at the end
45
and fitted with a ratchet-wrench, of approved design, for
turning by hand.
Each turning-engine will have piston-valves, and will
be made reversible by means of a change-valve moved
by a screw and hand-wheel.
The turning-wheels will be of cast-steel with cut teeth.
84. SECURING ENGINES IN VESSEL.
The engines will be adjusted and aligned upon the
engine-keelsons, and when accurately in line snugly-
fitting wrought-iron washers will be fitted around all
holding-down bolts. The holding-down bolts will be
firmly set up and bolts and nuts locked in place.
When finally sectired all shafting must be accurately
in line, with the vessel at load-draught and ordinary
stowage..
All parts of machinery and boilers will be secured
in an approved manner, to prevent displacement when
the vessel is used for ramming.
85. STEAM AND VACUUM GAUGES.
There will be the following gauges, in polished brass
cases, suitably engraved to show to what they are con.
nected; all to be of approved pattern and equal to
" Lane's improved,” with seamless tubes:
One on each single-ended boiler;
Two on each double-ended boiler, one at each end;
One connected to each main steam-pipe;
One connected to each intermediate valve-chest;
One connected to each low-pressure valve-chest;
One connected to each condenser.
All the above will have 8!-inch dials; those in engine-
room to be at the working-platform.
Also the following, with 4.2 inch dials:
One connected to each intermediate-pressure cylinder-
jacket;
One connected to each low-pressure cylinder-jacket;
One on each auxiliary steam-pipe in each engine-room
and each fire-room;
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One on each circuit of radiator-pipes, near the redu-
cing-valve.
The gauges on valve-chests and steam-jackets will be
plainly marked with the limit of pressure permissible.
The gauges on intermediate and low pressure valve-chests
will indicate both pressure and vacuum.
A mercurial vacuum-gauge will be connected to each
condenser.
86. THERMOMETERS.
There will be the following thermometers-all to be
permanent fixtures, with their stems and bulbs protected
by brass covers; the casings and fittings to be of polished
brass:
One on each hot-well;
One on each feed-tank;
One on each main feed-pipe in fire-rooms;
One on each main injection-pipe;
One on each main outboard-delivery pipe;
One on each main steam-pipe close to engine.
The hot-well and feed thermometers will be so fitted
as to waste no feed-water.
There will also be furnished:
Four spare water-thermometers complete;
Six spare steam-thermometers complete;
Two standardized thermometers, graduated on stem
and reading to o degree Fahrenheit-stems to be at
least 20 inches long; each thermometer to be in a rubber-
lined brass case, and each case to be suspended by springs
in a suitable permanent locked case in engine-room.
These thermometers must be equal to the best in the
market, subject to the approval of the Bureau of Steam
Engineering, and be accompanied by certificates of stand-
ardization.
87. REVOLUTION-COUNTERS.
They will be of the continuous rotary type, to register
47
from 1 to 1,000,000, each worked by positive motion; each
to be in a polished brass case. There will be fitted:
One for each main engine;
One for each air-pump;
One for each circulating-pump.
88. REVOLUTION INDICATORS.
They will be of such approved pattern as shall not be
affected to a perceptible degree by the motion of the ship
or by changes of temperature. They must be worked off
the engines by positive motions, and must be so fitted
that changes of engine speed shall not produce violent
fluctuations of the indices. There will be two in each
engine-room, one to show the speed of each propeller.
Tell-tales will be fitted on the bridge and in the con-
ning-tower, to show the direction of the revolution of
the main engines.
89. ENGINE-ROOM TELEGRAPHS.
A repeating-telegraph of approved pattern will be
fitted in each engine-room with its dial at the working-
platform and connected to transmitters in conning-tower,
in wheel-house, and on bridge. The connections are to
be made in such manner that the chance of derangement
shall be minimized.
90. SPEAKING-TUBES.
They will be made of copper not less than No. 20 B.
W.G. They will connect each engine-room with each fire-
room; the engine-rooms with each other; the fire-rooms
with each other; each engine-room to the pilot-house, con-
ning-tower, bridge, and to the chief engineer's room;
each fire-room with the upper deck close to the top of the
ash-hoists, and elsewhere as required. Each tube will be
fitted at each end with a mouth-piece and approved
annunciator, the mouth-pieces to be connected to short
flexible pipes where required. All mouth-pieces or pipes
will be plainly marked. The tubes will be suitably
cased where necessary.
91. ENGINE-INDICATORS.
An indicator connection will be made to each end of
each cylinder of main engines, and to each end of each
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steam and water cylinder of each air-pump as near as
possible to the bore of the cylinder, and so as to be easily
accessible. The indicator-cocks will be so fitted on each
cylinder of the main engines that the indicators may be
so placed as to be connected to but one end of the cylin-
der, or so as to be connected to both ends, the arrange-
ment to be approved by the Bureau of Steam Engineering.
The connecting pipes will be 1-inch bore, with easy
bends. The indicator-motion of each engine and air
pump will be so fitted that both indicators on its cylinder
can be connected at the same time. The motions of the
indicator-barrels must be accurately coincident with the
motion of the corresponding pistons, and such as to give
a motion of not less than 4 inches. The steam-cylinders of
all auxiliary engines will have holes tapped for indica-
tor-fittings, and then plugged. These engines will have
portable indicator-motions fitted, then removed and suit-
ably narked and stowed. Where auxiliary engines are
duplicated but one set of indicator-motion fittings need
be supplied for all of each kind.
Four indicators will be furnished for each engine-room:
one for the high-pressure cylinder, with four springs
of such scales as may be directed; one for the interme-
diate-pressure cylinders, with four springs of such scales
as may be directed; two for the low-pressure cylinders,
each with four springs of such scales as may be directed;
and three indicators for auxiliary engines, each with four
springs of such scales, as may be directed.
The indicators will be the best in the market, subject
to the approval of the Bureau of Steam Engineering,
with detent-motion, and with adjustable tension to the
barrel-spring. They will be nickel-plated, and will be
complete with all attachments. One extra cock-attach-
ment will be furnished with each indicator. Each indi-
cator will be in a separate locked case, each case to be
suitably marked on a brass plate, and each case to be con-
veniently stowed.
92. ENGINE-ROOM DESKS.
A black-walnut desk of approved pattern, with locked
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drawers, and with a locked cabinet of pigeon-holes, will
be fitted in each engine-room where directed.
93. CLOCKS.
There will be in each engine-room, close to the counter,
in a polished brass case, an eight-day clock, with 812-inch
dial and a second-hand. The pattern and movement to
be approved by the Bureau of Steam Engineering:
There will be in each fire-room a similar clock, with an
outer dust-tight case with heavy plate-glass.
94, BOILERS.
There will be eight double-ended main and two single-
ended auxiliary steel boilers of the horizontal return
fire-tube type.
Six of the double-ended boilers will be about 15 feet o
inches outside diameter and 20 feet long, and will have
eight corrugated furnace-fiues 3 feet 4 inches internal
diameter.
They will have about 6,296.3 square feet of heating
surface, and 186.7 square feet of grate surface for each
boiler.
Two of the double-ended boilers will be about 15 feet 3
inches outside diameter and 18 feet 134 inches long, and
will have eight corrugated furnace-fiues 3 feet 3 inches
internal diameter. They will have about 4,766.4 square
feet of heating surface and 169 square feet of grate sur-
face for each boiler.
The single-ended boilers will be about 10 feet iš inches
outside diameter and 8 feet 6 inches long, and will have
two corrugated furnace-fiues 2 feet 9 inches internal
diameter. They will have about 968.7 square feet of
heating surface and 32 square feet of grate surface for
each boiler.
The total heating surface for all the boilers will be
about 49,248 square feet and grate surface about 1,522.2
square feet.
95. BOILER MATERIAL.
All plates used in the construction of the boilers will
be open-hearth steel. The rivets will be of open-hearth
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or Clapp-Griffith steel. All material will be tested as
elsewhere specified.
96. BOILER-SHELLS.
They will be made of 13, 114, and I inch plates for
the double-ended boilers of 15 feet 9 inches and 15 feet 3
inches diameter, and the single-ended boilers, respect-
ively-the shell of each double-ended boiler to be made
in three courses, and each single-ended boiler in two
courses, and each course for the double-ended boilers will
be in three plates, and each course for the single-ended
boilers will be in two plates.
97. BOILER-HEADS.
Both heads of the double-ended boilers 15 feet 9 inches
diameter will be made of three plates. The upper plate
will be 13 inches thick, the middle plate 78 inch thick,
and the bottom plate 34 inch thick. The upper plate
will be curved back to a radius of 3 feet 734 inches.
Both heads of the double-ended boilers, 15 feet 3 inches
diameter will be made of three plates. The upper plate
will be 14 inches thick, the middle plate 18 inch thick,
and the bottom plate 34 inch thick. The upper plate
will be curved back to a radius of 3 feet 9'4 inches.
Both heads of the single-ended boilers will be inade of
two plates; the upper plate will be 5 inch thick and
the bottom plate 34 inch thick, the upper plates being
curved back to a radius of 2 feet 219 inches at the front
and 2 feet 135 inches at the back.
The heads for the double-ended boilers will be flanged
outwardly at the furnaces and inwardly at the circum-
ference, and those for the single-ended boiler will be
flanged inwardly at the circumference and furnace.
The heads will be stiffened by T-bars, as shown on the
drawings.
98. BOILER-TUBE SHEETS.
They will be is inch thick at the front for the double-
ended boilers and 34 inch thick for the single-ended
boilers, and 34 inch thick at the back for all the boilers.
Each pair of tube-sheets must be accurately parallel.
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All tube-holes will be slightly rounded at the edges.
The holes for stay-tubes will be tapped in place. The
holes at combustion chamber end will be drilled to suit
the protection of tubes, as specified below.
99. BOILER-TUBES.
They will be of steel, lap-welded and drawn, the best
that can be obtained in the market, and subject to the
approval of the Bureau of Steam Engineering All tubes
for the double-ended-boilers will be 24 inches external
diameter and 272 inches for the single-ended boilers. The
ordinary tubes will be No. 12 B. W. G. in thickness, and
will be swelled to 2-5 and 2 inches external diameter
at the front ends for the double and single ended boilers,
respectively. The back ends will be expanded in the
tube-sheet, beaded over into a counter-bore, which will
be filled with a ring, or they will be protected from the
action of the flame in other approved manner. The
method of protection must be such as will not interfere
with the use of ferrules, will not cause injury to the tube-
sheet when tubes are cut out, and will not reduce the
area through the tubes.
The stay-tubes will be No. 6 B. W. G. in thickness.
They will be reinforced at both ends to an external diam-
eter of 23 and 255 inches for the double and single
ended boilers, respectively, leaving the bore of the tube
uniform from end to end. They will then be swelled at
the front ends to 26 and 234 inches external diameter,
for the double and single ended boilers, respectively.
They will be threaded parallel at combustion-chamber
ends, and taper at frontends to fit threads in tube-sheets.
They will be screwed into the tube-sheets to a tight
joint at the front ends, and will be made tight at the
back ends by expanding and beading. All expanding
will be done by approved tools. Cast-iron ferrules of the
and 13 inches internal diameter for the double and
single ended boilers, respectively, will be used to pro-
tect the ends of stay-tubes in combustion-chambers.
All tubes will be spaced 35 and 3, inches from center
52
to center vertically for the double and single ended boil-
ers, respectively, and 312 and 334 inches horizontally for
the double and single ended boilers, respectively.
100. COMBUSTION-CHAMBERS.
There will be four combustion-chambers in each double-
ended boiler and two in each single-ended boiler. Trey
will be made of 12-inch plates, except the tube-sheets,
which will be as before specified. The tops of the
combustion-chambers ivill be braced by angles or gird-
ers as shown. The plates will be flanged where
necessary, and all parts joined by single-riveting. The
holes for screw stay-bolts in plates of combustion-
chambers and shells will be drilled and tapped together
in place.
101. BOILER-BRACING.
The bracing will be as shown in drawings. The wash-
ers used under nuts on the braces will be riveted to the
heads.
The combustion-chambers will be stayed to each other
and to the shell of the boiler by screw-stays, screwed
into both sheets and fitted with nuts—the nuts to be set
up on beveled washers where stays do not come square
with the plates. The holes for screw-stays will be tapped
in both sheets in place.
The bottoms of the combustion-chambers will be stiff-
ened by angles.
All screw-stays and all screwed braces will have raised
threads.
All braces will be made without welds.
In boiler-braces fitted with eyes care must be taken
that the sectional area through the neck or eye is not
less than that of the cylindrical portion.
102. RIVETED JOINTS.
The longitudinal joints of boiler-shells will be butted,
with straps inside and outside, and treble-riveted, as
shown on the drawings. The straps will be 1, I, and
a inches thick for the double ended-boilers 15 feet 9
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inches, 15 feet 3 inches diameter, and the single-ended
boilers, respectively. Joints of heads with shells will be
double-riveted, except curved portion of double ended
boilers, which will be treble-riveted; all other circum-
ferential joints for the double-ended boilers will be
lapped and treble-riveted, and those for the other boil-
ers lapped and double-riveted. Joints in furnaces and
combustion-chambers will be single-riveted. Rivets will
be of Clapp-Griffiths steel. Edges of all plates in cylin-
drical shells, and of all flat plates where not flanged, will
be planed. Edges of flanges will be faired by chipping
or otherwise, as may be approved. Plates in cylindrical
shells must not be sheared nearer the finished edge than
one-half the thickness of the plate along the circumfer-
ential seams, and not nearer than one thickness along
the longitudinal seams. No plate must average less than
the specified thickness along the longitudinal seams.
All rivet-holes in shell-plates will be drilled in place after
bending. Hydraulic-riveting will be used wherever pos-
sible. In parts where hydraulic riveting cannot be used,
the rivet-holes will be coned, and conical rivets used.
Seams will be calked on both sides in an approved man.
ner. All joints will be as shown on drawings.
103. BOILER MAN-HOLES AND HAND-HOLES.
There will be man-holes in each boiler, placed, and of
such size, as shown in drawing.
Man-holes without stiffening-rings will have cast-steel
or wrought-iron yokes, which will take the place of dogs,
and will have a bearing on the plate all around the man-
hole and be secured by two studs 114 inches in diameter,
fitted with square nuts. The upper one will have a raised
cast-steel frame flanged and riveted to the inside of the
shell of the boiler, as shown.
The man-hole covers will be of mild steel and stamped
in dished form. Each plate for holes fitted with stiffen-
ing-rings will be secured by two wrought-iron dogs and
two 14-inch studs with square nuts. Each plate will
have a convenient handle.
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All plates, yokes, dogs, and nuts will be indelibly
marked to show to what holes they belong.
104. FURNACES.
Each furnace will be in one piece and corrugated; the
corrugations of adjacent furnaces will be made to alter-
nate.
They must be perfectly circular in cross-section at all
points; they will be flanged and riveted to combustion-
chamber plates, and will be riveted to flanges of front
heads.
For the double-ended boilers 15 feet 9 inches diameter,
they will be inch thick and 3 feet 4 inches least internal
diameter, and 3 feet 8 inches greatest external diameter.
For the double-ended boilers, 15 feet 3 inches diameter,
they will be inch thick and 3 feet 3 inches least
internal diameter, and 3 feet 7 inches greatest external
diameter.
For the single-ended boiler they will be jinch thick
and 2 feet 9 inches least internal diameter, and 3 feet i
inch greatest external diameter.
105. GRATE BARS AND BEARERS.
The grate - bars will of wrought iron, of approved
revolving or shaking pattern. They will be so fitted that
they can be readily worked under forced draught without
opening the furnace or ash-pit doors, and without allow-
ing an escape of air or gases. They will also be so fitted
as to be readily removed and replaced without hauling
fires. The bars at sides of furnaces will be made of cast-
iron to fit the corrugations. The bearers will be made of
wrought-iron, supported by wrought-iron lugs bolted to
the furnace-flues, and perforated so as to allow the air to
reach all parts of the grate-bars.
106. BRIDGE-WALLS.
They will be made of cast-iron, so fitted as to be readily
removable. They will extend back to the back of com-
bustion-chambers so as to leave no place behind them
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where dirt can accumulate. They will be finished with
fire-brick or other approved refractory inaterial.
107. FURNACE-FRONTS.
They will be made with double walls of wrought-iron,
bolted to a light frame. The upper part of the inner
plate of furnace-front will be perforated as directed, and
there will be openings through the outer plate. The dead
plates will be made of cast-iron, and fitted so as to be
easily removable. The door openings will be as large as
practicable. There will be a beading on the inside of the
door-frame in wake of the inner plate of door to make
the clearance as small as possible.
108. FURNACE-DOORS.
The furnace-doors must be protected in an approved
manner from the heat of the fire. There will be three
hinges to each door, all of wrought-iron; the upper hinge
will be so made as to support the weight of the free
end of the door, and so fitted that the sag can be easily
taken up. The latches will be of wrought-iron. Draw-
ings showing the arrangement of furnace-fronts and
furnace-doors must be submitted to the Bureau of Steam
Engineering before work is commenced on them.
109. AIR-DUCTS AND AIR-LOCKS.
Air-ducts as shown on the drawings will be fitted to
supply air for the fire-room blowers. Hoods or screens
must be fitted so as to prevent the hot air arising through
the fire-room hatches being drawn down the ducts lead-
ing to the blowers. Each air-duct leading to a blower will
be fitted with a damper, which can be easily and quickly
closed in case its blower is stopped. The ducts will be
constructed of iron or steel plates not less than 16 inch
thick. Suitable air-locks inust be provided where re-
quired in passages and ash-hoists to prevent the escape
of air while the fire-rooms are under pressure.
110. ASH-PIT DOORS.
They will be made of 1.6-inch wrought-iron, stiffened
with angle or channel iron. Each door will have two
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wrought-iron handles, two wrought-iron beckets to fit
hooks on uptake doors, and an eye for slinging by.
111. LAZY-BARS.
A lazy-bar with the necessary lugs will be fitted in the
front of each ash-pit. Also portable lazy-bars for the
furnaces.
112. ASH-PANS.
Ash-pans of 4-inch wrought-iron, reaching from the
front of furnace-fiue to bridge-wall, will be fitted to all
furnaces.
113. CIRCULATING-PLATES.
Each boiler will have circulating-plates fitted at each
side of each nest of tubes. They will be of steel, 16 inch
thick, in sections, so as to be easily introduced and re-
moved through man-holes. Each section will have two
clips at upper and one at lower end for supporting it
from the stay-tubes. The plates will be well painted all
over with tiro coats of approved paint or cement.
114. UPTAKES.
They will be made of wrought-iron, No. 8 B. W. G.,
built on channel-iron and stiffened with angle-irons, and
will be bolted to boiler-heads and shells. They will be
bolted to the lower plates of smoke-pipe, with slotted
holes to allow for expansion.
The uptakes from each boiler will be kept separate
below the armor-bars.
Outside of the uptakes will be a jacket inclosing a
3-inch air-space; this jacket will be made of No. 12 B. W.
G. iron, and will extend from the tops of uptake-doors
to the tops of the uptakes. Above the water-line of the
boilers the uptakes must be carried up clear of the boiler-
fronts.
The space between the plates of the uptake will be
filled with an approved incombustible non-conducting
material.
115. UPTAKE-DOORS.
The uptake-doors will be made of double shells of iron
of the same thickness as 'uptakes. The space between
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the shells will be filled with the same non-conducting
material as in uptakes.
The hinges and latches will be made of cast-steel or
wrought-iron. Each door will have two hooks for hang-
ing the ash-pit doors, and a hook for a rope for hoisting
the same.
Each door will also have an eye near its top for hand-
ling.
116. SMOKE-PIPES.
There will be two smoke-pipes, about 70 feet in height
above the grates of the lower furnaces. The lower parts
of the pipes will be shaped to connect with the uptakes,
and will be built of No. 7 B. W. G. iron or steel. The
upper part of the smoke-pipes will be as shown on the
drawings, built of No.9 B. W. G. iron or steel. The pipes
will be well stiffened by angles.
The pipes will be finished at the top by angle-irons,
to which the stay-shackles will be secured, and by a hood
covering the casings, to which will be secured shackles
for slinging painters. The pipes will be strongly stayed
by guys and turnbuckles of approved dimensions and
pattern. All joints will be butted and strapped. The
pipes will be supported in an approved manner, so that
their weight will not come on the uptakes.
From its junction with the uptakes to about 6 inches
below the hood at top the smoke - pipes will be sur-
rounded by a casing, leaving an annular space of 3 inches,
The casing will be made of iron, No. 12 B. W. G., and
strengthened by angle - irons. It will be butted and
strapped. flush-riveted on the outside, and open top and
bottom. It will be stayed to the pipe, and will be
finished with a half-round iron at top. There will be
doors through this casing and through smoke-pipes about
on a level with the main deck.
The smoke-pipes for the auxiliary boilers will be built
inside of the inain smoke-pipes, as shown on the draw-
ings, and will extend to the top of the main smoke-pipes.
Above the smoke-pipe hatches an iron casing, No. 12 B.
W. G., leaving an annular space of about 6 inches, will
58
extend for about 5 feet, and will be finished by half-round
iron. About ı foot above this there will be a hood carried
by the sinoke-pipe casing.
There will be a ladder on the outside of each pipe, on
the forward side, reaching to the top; this ladder to be
made of round iron, bent and riveted to the pipe,
117. SMOKE-PIPE COVERS.
The smoke-pipes will have permanently-fixed covers
made of wrought-iron, No. II B. W. G., built on angles in
a slightly dished form and supported by angles riveted
to the smoke-pipes. The covers will be placed at such a
height above the top of the smoke-pipes that they will
not interfere with the escape of the gases, and will over-
lap the smoke-pipes about 18 inches all around.
118. BOILER-SADDLES.
Each double-ended boiler will rest in five saddles and
each single-ended boiler in two saddles. Angle-irons
will be riveted to the boilers to fit the saddles. The
angle-irons will be bolted to the saddles with allowance
for expansion.
119. BOILER ATTACHMENTS.
Each boiler will have the following attachments, viz:
One stean main stop-valve;
One steam auxiliary stop-valve, on each main boiler;
One dry-pipe;
One main feed check-valve with internal pipe;
One auxiliary feed check-valve with internal pipe;
One bottom-blow valve with internal pipe;
One surface-blow valve with internal pipe and scum-
pan;
Four safety-valves for each double-ended boiler and
two for each single-ended boiler; all the safety-talves to
be connected with dry-pipe or have internal pipes;
One steam-gauge on each single-ended boiler and one
at each end of each double-ended boiler;
Two glass water-gauges of approved automatic-closing
pattern on each single-ended boiler, and two at the feed-
ing and one at the other end of each double-ended boiler;
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Four gauge-cocks on each single-ended boiler and four
at each end of each double-ended boiler;
One sentinel-valve;
One salinometer-pot;
One drain-cock;
One air-cock;
One approved circulating apparatus;
One cock with thread for the attachment of a syringe.
All external fittings will be of composition unless
otherwise directed. All fittings will be flanged and
through-bolted or attached in other approved manner.
All cocks, valves, and pipes will have spigots or nipples
passing through the boiler-plates. All internal pipes
will be of brass, No. 1 B. W. G., and inust touch the
plates nowhere except where they connect with their
external fittings. The internal feed and blow pipes will
be expanded in the holes in boiler-shells to fit the nipples
on their valves, and they will be supported where neces-
sary in an approved manner. The stems of all valves on
boilers are to have outside screw-threads. The internal
feed and blow pipes are to be arranged to come between
the corrugations of furnaces.
120. BOILER MAIN STOP-VALVES.
There will be a main stop-valve on each boiler. The
screws on valve-stems to be outside of the valve-casing.
The valve will be bolted to each boiler, in the position
shown, there being a spigot beyond the flange long
enough to afford a good fastening for the dry-pipe. There
will be a 5-inch nozzle on each valve-chamber for the
double-ended boilers for attachment of the auxiliary
stop-valve. The stop-valves on the main boilers will
have vertical valve-stems and be fitted to work from the
main deck if required, and those on the auxiliary boil-
ers will be self-closing with horizontal valve-stems.
The stop-valves on all the boilers will be located as
directed
The wheels on all boiler stop-valves will have rims
covered with wood.
The stop-valves for the double-ended boilers will be
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60
10 inches diameter, and for the single-ended boilers they
will be 5 inches diameter.
121. BOILER AUXILIARY STOP-VALVES.
There will be on each of the main boilers a 5-inch
self-closing auxiliary stop-valve with horizontal spindle
bolted to a nozzle on the main stop-valve chamber.
122. DRY-PIPES.
There will be in each boiler, as high as possible and
properly supported, a brass or tinned-copper dry-pipe
extending nearly the length of the boiler, perforated on
its upper side with longitudinal slits of such a number
and size that the sum of their areas will equal seven-
eighths of the area of the stop-valve.
The dry-pipe for the double-ended boilers will be 10
inches diamcter, and those for the single-ended boilers
will be 5 inches diameter.
123. FEED CHECK-VALVES.
The main and auxiliary check-valves will be placed on
the shell at front ends of the boilers, but entirely separate
from each other, and will be fitted with internal pipes,
the main feed-pipes leading above the tubes and point-
ing downward in the water-spaces between the nests of
the tubes and between one of the wing-nests and shell, as
shown. The auxiliary internal feed-pipe will lead in a
similar manner on the other side of the boiler
The valve-cases will be so made that the bottom of the
outlet-nozzle shall be at least lê inch above the valve-seat.
The valves will be assisted in closing by phosphor-bronze
spiral springs. These valves will have polished brass
bent bar-handles in lieu of hand-wheels.
For the double-ended boilers the valves will be 412
inches diameter, and for the single-ended boilers the
valves will be 14 inches diameter.
124, SAFETY-VALVES.
Each double-ended boiler will have four 4-inch and
each single-ended boiler two 3-inch spring safety-valves.
The safety valves for the double-ended boilers will be
61
placed two at each end and those for the single-ended
boilers will be placed on the stop-valve casings; the two
valves to be in one case. Each valve will have a project-
ing lip and an adjustable ring for increasing the pres-
sure on the valve when lifted, and for adjusting the clos-
ing pressure of the valve. The adjustable ring to be
so arranged that it can be easily operated from outside
of the case. They will be adjustable for pressure up to
the test-pressure, and provided with a separated steel
testing clamp for holding the valve on its seat for
hydrostatic test of boiler without changing the adjust-
ment of the spring, the adjusting mechanism to have a
suitable index to show the pressure at which the valve
is set, and a lock to prevent tampering with the adjust-
ment. The locks on all safety-valves will be allke. The
springs will be square in cross-section, of first quality of
tool-steel, and will be nickel-plated. They will be of
such a length as to allow the valves to lift one-eighth of
their diameters when the valves are set at 160 pounds
pressure. They will have spherical bearings at ends, or
be connected to the compression-plates in such a manner
as to insure a proper distribution of pressure. They will
be inclosed in cases so arranged that steam will not come
in contact with the springs. The spring-cases will be so
fitted that the valves can be removed without slacking
the springs. The valve-stems will fit loosely in valves
to bottom below the level of the seats, and to be so
secured that the valves may be turned by a wrench or
cross-bar on top of stem. The valves will be guided by
wings below and in an approved manner above, with
upper guide provided with a packing-ring to protect the
spring from all escaping steam. The valves will be fitted
with mechanism for lifting by hand from main deck and
fire-rooms; the mechanism for each pair of valves to
be such that the valves will be lifted in succession. All
joints in the lifting-gear will be composition-bushed.
The outlet nozzle will be in the base casting, so that the
joint at the escape-pipe will not have to be broken when
taking the valves out. The casings, valves, and spindles
will be made of composition. The valve-seat will be a
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solid nickel casting screwed into the top of the compo-
sition base. A drain-pipe at least 1 inch in diameter
will be attached to each safety-valve casing below the
level of the valve-seats, leading to the bilge.
125. SENTINEL-VALVES.
Each boiler will have a sentinel-valve of a square
inch area. It will have a sliding weight on a notched
lever graduated to 170 pounds pressure, and will be placed
at the same end of the boilers as the check-valves.
126. BOTTOM AND SURFACE BLOW-VALVES.
There will be a 212-inch bottom blow-valve and a 2-inch
surface blow-valve on each boiler, bolted to the shell
near the front. The valves will close with the boiler-
pressure. An internal pipe will lead from each bottom
blow-valve to near the bottom of the boiler, and an in-
ternal pipe will lead from each surface blow-valve to
near the water-line in the boiler, and be fitted with a
scum-pan.
127. BLOW-PIPES.
A 3-inch pipe will connect with all bottom blow-valves
in each compartment and with a sea-valve in the same
compartment. This pipe will have a nozzle for the con-
nection of a pipe for pumping out the boilers, and 2-inch
nozzles for the surface blow-pipes. There will be a
straightway-valve in the blow-pipe as near the sea-
valve as possible. All joints will be flange-joints.
128. BOILER PUMPING-OUT PIPES.
A 3-inch pipe will connect the bottom blow-pipes in
each compartment with one of the auxiliary feed-pumps,
with a screw stop-valve above the floor near the pump.
129. STEAM-GAUGES.
There will be a spring steam-gauge on each single-
ended boiler and one at each end of each double-ended
boiler. The gauges will have seamless-tubes and 872-
inch dials, graduated to 255 pounds, and will be equal to
"Lane's improved." This gauge will have an independent
connection with the boiler and be fitted with a three-way
cock, a drain-cock at the lowest part of the steam-pipe
from the boiler, and a coupling for attachment of a test-
gauge.
130. BOILER WATER-GAUGES.
Each single-ended boiler will have two glass water-
gauges and each double-ended boiler will have two glass
water-guages at the feeding and one at the other end,
and all to be of approved automatic-closing pattern.
Fach gauge will be placed at the side of the boiler, and
when two are placed on the same end of the boiler
they will be on opposite sides, and will have 12-inch
pipes leading to top and to near bottom of boiler, with a
valve in each close to boiler. The shut-off and blow-out
cocks are each to have at least 12 inch clear opening, and
will be packed cocks, with levers and rods for working
from fire-room. The glasses will be about 16 inches in
exposed length, with the lowest exposed part about i inch
above the highest heating surface. The glasses will be
well protected. A brass index-plate, with letters and
arrows cast in relief, will be fixed close to each gauge-
glass to show the height of the top of combustion-cham-
ber. The blow-out cocks will have drain-pipes leading
to bilge, with union joints.
131. GAUGE-COCKS.
There will be four asbestos-packed gauge-cocks of ap-
proved pattern on each single-ended boiler and four at
each end of each double-ended boiler, with rods and levers
for working from fire-room. Each cock will have an inde-
pendent attachment to the boiler. They will be spaced
about 6 inches vertically, the lowest one being about
4 inches below the highest heating surface. Each set of
cocks will have a drip-pan and a drain-pipe leading to
bilge.
132. SALINOMETER-POTS.
There will be a salinometer-pot of approved pattern
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connected to each boiler. · They will be placed in groups
in the fire-rooms where directed.
133. BOILER DRAIN-COCKS.
Each boiler will have a 1-inch drain-cock of approved
pattern.
134. BOILER AIR-COCKS.
Each main boiler will have a 12-inch air-cock at its
highest part, with a 1/2-inch copper pipe leading to bilge.
135. CIRCULATING APPARATUS.
There will be fitted to each boiler an approved device
for circulating the water in the boiler while raising
steam. Each of these will be fitted where directed, and
hare a stop-valve close to boiler. They will take stean
froin the auxiliary steam-pipe, with stop-valve in fire-
rooin.
136. ZINC BOILER-PROTECTORS.
Each boiler will have rolled-zinc plates 12 X 6x inch.
Each plate will be bolted to a wrought-iron strap, which
will be clamped to the stays. Each strap will be filed
bright where in contact with zinc and stay, each stay
being also filed bright at contact point. After being
bolted in place the outside of the joints will be made
water-tight by paint or approved cement. The zinc
plates will be located where directed.
137. MAIN FEED-PUMPS.
There will be in each fire-room in which the check-
valves are placed a vertical pump of approved pattern,
with packed pistons or packed plungers for a main feed-
pump. It will have water-cylinders of sufficient capacity
to deliver +75 gallons of water per minute for the two
double-ended boilers in the same compartment, and 1100
gallons per minute for each single-ended boiler. The
water-valves will be metallic, of approved kind. The
pumps will be so arranged that the packing of the water-
pistons will be easily accessible. The steam-cylinders
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65
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must be of sufficient size to work the pumps at the re-
quired speed to supply the water above required. The
exhaust-cushion must be adjustable. The water-cylin-
ders, pistons, and pump-rods will be of composition or
bronze, and all other working parts will be of wrought-
iron or steel.
Each main feed-pump will draw water from the feed-
tanks only, and deliver into main feed-pipe only.
138. AUXILIARY FEED-PUMPS.
There will be in each fire-room in which the check-
valves are placed a horizontal auxiliary feed-pump of ap-
proved pattern, with packed pistons or packed plungers.
It will have water cylinders of sufficient capacity to de-
liver 475 gallons of water per minute for the two double-
ended boilers in the same compartment, and 100 gallons
per minute for each single-ended ended boiler. It will
be connected to draw from the sea, feed-tank bilge, or
boilers at will, and to deliver either into the auxiliary
feed-pipe, fire-main, or overboard through the outboard
delivery in its own compartment. The water-cylinders,
pistons, and pump-rods will be of composition or bronze,
and all other working parts will be of wrought-iron or
steel. In each engine-room one of 750 gallons capacity
per minute, as specified under engine-room auxiliary
pumps.
These pumps will have steam-cylinders adapted for
use as fire-pumps with steam of 60 pounds pressure.
139. FEED-PUMP PRESSURE-GAUGES.
Each inain and auxiliary feed-pump will have a spring
pressure-gauge, registering from zero to at least 300
pounds per square inch.
140. ASH-HOISTS.
One ventilator in each fire-room will have vertical
guide-strips of iron on the inside, and be fitted with all
the necessary gear for hoisting ashes.
Anash-hoisting engine of approved design will be fitted
in each fire-room hatch or such place as may be directed,
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of sufficient power to hoist 300 pounds from the fire-room
floor to the deck in five seconds with steam of 60 pounds
pressure.
It will have a reversing-gear, to be worked from the
fire-room and from deck, with approved adjustable safety-
gear to prevent overwinding and to stop the engine when
the ash-bucket reaches the fire-room floor. It will also
be fitted with an approved brake to control the drum.
The ash-hoist will be fitted with the necessary sheaves,
whip, and all appliances necessary for handling ash-
buckets.
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141. FIRE-ROOM BLOWERS.
There will be one blower of approved pattern in each
of the forward and after fire-rooms, and two in each
center fire-room in each boiler compartment.
These blowers must be capable of supplying to the fires
continuously, with ease, sufficient air to maintain the
maximum rate of combustion. They will take air from
ducts as shown on the drawings, and deliver into the
fire-rooms. If necessary, light iron screens will be fitted
in fire-rooms so that the air from the blowers will not
blow the coal-dust.
The blowers in the after fire-room will take the air
from the engine-rooms so as to thoroughly ventilate
them.
The spindle-bearings must be accessible while the blow-
ers are in motion, and will be of anti-friction metal fitted
in composition boxes, and, together with their lubricat-
ing apparatus, must be thoroughly protected from dust.
If the blowers are fitted with casings, the casings
must be so made that they can be removed without cut-
ting out rivets.
142. BLOWER-ENGINES.
Each blower will be driven direct by a balanced engine
of two or more cylinders of an approved design, and of
sufficient power to run the blower at full speed with
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steam of 100 pounds boiler-pressure. The engine-valves
must be of the slide or piston type.
All working parts must be closed in, but easily accessible
for overhauling. The lubrication must be automatic and
thorough, and such that the dust cannot come in contact
with the oil in the fire-room. The throttle-valve in the
stean-pipe of each blowing-engine will be arranged to
be worked from the fire-room floor, with suitable index
to show how much it may be open. The steam-pipe for
each blower will connect with auxiliary steam-pipe.
The shafts of blower-engines will be so fitted that a
portable revolution-indicator, can be quickly and easily
applied without removing any part of the mechanism.
143. AIR-PRESSURE GAUGES.
A gauge of a pattern approved by the Bureau of Steam
Engineering will be fitted in each fire-room to show the
air-pressure.
A portable gauge will also be supplied to each fire-room,
with conveniences for connecting it to the furnaces, up-
takes, and wherever desired to measure the air pressure.
All these gauges will indicate pressure in “inches of
water."
144. FIRE-TOOL RACKS.
Racks will be fitted in each fire-room in convenient
places for holding all necessary fire-tools.
145. ASH-DUMPS.
From each ash-hoist, on the upper deck, permanent
over-head rails, suitably supported, will lead to the near-
est ash-chute on each side of the ship, if directed. Each of
these will be fitted with a traveler of approved design,
with all necessary appliances for carrying the ash-buck-
ets. At the top of each ash-chute a dumping-hopper of
approved design will be fitted, so arranged as to fold up
out of the way when not in use. The ash-buckets are to
be balanced dump-buckets, with all necessary gear com-
plete. All the ash-hoisting and dumping-gear will be
such that the buckets will not have to be lifted by hand.
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146. ASH-SPRINKLERS.
A valve for wetting down ashes will be fitted in each
fire-room where directed, and will be fitted with all
necessary hose, couplings, nozzles, and reels or racks.
147. STEAM TUBE-CLEANERS.
A steam tube-cleaner of approved design will be fitted
in each fire-room. Steam will be taken from the auxili-
ary steam-pipe. Sufficient length of steam-hose will be
provided to easily reach all the tubes.
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148. WORKSHOP MACHINERY.
There will be fitted in the engineer's workshop the
following:
A double-geared engine-lathe, to work by hand or
power, of the best make and approved pattern. It
will be at least 12 inches swing and 34 inches between
centers. It will be fitted with gears for cutting threads
from 4 to 40 to the inch, and with four-grade cone-pulleys.
An approved shaping-machine, to work by hand or
power, of at least 10 inches stroke and S inches traverse,
with vertical adjustinent of table, with three-grade cone-
pulleys, and with chuck. It will have all the usual ad-
justments of first-class machines of its size.
An approved double-geared hand and power drilling-
machine, with three-grade cone-pulleys, capable of drill-
ing 14-inch holes, with adjustable swinging-table and
of at least 18 inches swing
The tools above specified will be fitted where directed
in the engineer's workshop. Each machine will be
driven from a counter-shaft with cone-pulleys to suit
the machine. .
An engine of approved design will be provided to
drive the machinery.
149. DISTILLERS AND EVAPORATORS.
The distilling apparatus, placed where directed, will
consist of two evaporators and two distillers, with their
· 69
accessories, having a combined capacity of 12,600 gallons
of potable water per 24 hours at a temperature of not
more than 900 F. when the cooling water is taken in at a
temperature of 600 F.
The evaporators will be made with shells of plate-
steel. They will be either horizontal or vertical, sub-
ject to the approval of the Bureau of Steam Engi-
neering. The tubes will be of such design that they can
be readily removed for scaling or repair, with adequate
provision for expansion, and will be secured to the tube-
sheets in an approved manner. They will be either
straight, bent, or coiled, as the Bureau of Steam Engi-
neering may approve. The tubes must be so arranged
that after the system is removed from the shell it will
be accessible in all parts for scaling. They will be felted
and lagged, and will each be fitted with a safety-valve,
steam-gauge, glass water-gauge, gauge-cocks, salino-
meter-pot, and blow-valve. They will take steam from
the auxiliary steam-pipe, and will be fitted with auto-
matic traps and with drain-pipes leading to the feed-
tanks. The shells of the evaporators will be tested to
50 pounds to the square inch, and the coils and all parts
subject to the boiler pressure to 230 pounds per square
inch.
The distillers will be made with shells of sheet-brass,
flanges and heads of composition, and coils of copper or
brass, thoroughly tinned on both sides. The coils of
each distiller will be divided into at least three parts,
each with a separate inlet and outlet valve.
A filter of approved design will be fitted to each dis-
tiller.
There will be efficient ineans for aerating the steam
used in making distilled water.
There will be a steam-pump of approved pattern, and
of a capacity of about 10 gallons per minute at ordinary
speed, fitted to draw water from the filters and deliver it
into the fresh-water tanks. The cylinders of the pump
will be of “light-service " proportions, for using steam
of 60 pounds pressure. The water end of the pump will
70
contain no copper or lead. A pipe will lead from the
atmosphere, above the ship's awnings, to the suction of
the pump, with a regulating-valve, so that air can be
forced into the tanks with the water. In the water suc-
tion of the pump will be fitted an approved water-meter,
made without copper or lead. The discharge-pipes to
the fresh-water tanks will lead to the bottoms of the
tanks, so that air forced in will rise through the water.
A pump of approved pattern and size will be fitted for
feeding the evaporators; also one to circulate the cooling
water through the distillers to draw water from a special
sea-valve placed where directed. Also a pump with
metal valves, which can draw the condensed water from
the evaporators and deliver it into the auxiliary feed-
pipe. This pump will be placed below the level of the
evaporators and will take the condensed water from the
traps.
The condensing water, after leaving the distillers, will
be led forward by a pipe of approved size, with connec-
tions for flushing the crew's water-closets, with branches
to the officers' water-closets. A by-pass pipe will be pro-
vided so that water may pass to the closets when the dis-
tillers may be shut off.
The evaporators and distillers will be so fitted that
their coils can be easily removed for repairs. There must
be no internal detachable joints in the coils of either
evaporators or distillers.
There will also be a connection of the same size as the
pipe connecting the evaporators and distillers from the
evaporators to each main and each auxiliary condenser,
with a valve in each connection close to the condenser.
150, REFRIGERATING PLANT.
In connection with the distilling apparatus there will
be an approved refrigerating plant of a capacity equal to
a I-ton ice machine, with connections for cooling the
drinking water.
151. WASH-WATER TANKS, ETC.
There will be one or more cylindrical wrought-iron
tanks, of a combined capacity of 700 gallons, to hold fresh
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water for firemen's use. They will be fitted in such places
as may be designated. Each tank will have an overflow-
pipe, without valve or cock, leading to the bilge, with the
end in plain view from the fire-room; also a drain-pipe
with its valve easily reached from the fire-room. A pipe
will be led direct from the fresh-water outlet of the dis-
tiller for filling these tanks without passing the water
through the filter; this pipe to have a locked cock.
There will be an approved hand-pump, connected as
follows: to have suction-pipes from the feed-tank suction-
pipe and from the tanks above mentioned, and to dis-
charge into these tanks and into the tank in the fire-
men's wash-room; all pipes will be fitted with stop-valves
close to pump. The pump will have a dead-weight relief-
valve set at just sufficient pressure to allow the wash-
room tank to be filled.
A cylindrical copper tank, of about 50 gallons capacity,
will be fitted in the firemen's wash-room, and connected
with the pump above specified. The tank will be sup-
plied with a vent-pipe with a float-valve, which will close
the vent when the tank is full. There will be a service-
pipe from the tank, with a branch to each wash-basin,
and one for filling buckets. Each of these branches will
have a self-closing lever-faucet. In the service-pipe,
close to the tank, will be a locked cock.
152. MAIN STEAM-PIPES.
A pipe of approved size will connect the stop-valves of
the starboard boilers, and a similar pipe will connect the
stop-valves of the port-poilers. The pipes will be led as
shown, and have stop-valves where shown.
Straightway-valves will be used where shown.
It must be possible to regulate the stop-valves next to
the after bulkhead of after fire-room from the engine-
roonis.
153. AUXILIARY STEAM-PIPES.
There will be an auxiliary steam-pipe extending
through engine and boiler compartments and to the
auxiliary boilers, and to the windlass, steering, dynamo,
and ventilating-fan engines, and to the engineeri's work-
72
shop. It will connect with the auxiliary stop-valves in
the boiler compartments and with the main steam-pipe
in each engine-room abaft the separator. There will be
a stop-valve in the after part of each fire-room close to
the bulkhead, one in each engine-room close to the bulk-
head, and one in each connection with the main steam-
pipe. Branches will extend to all auxiliary machinery
herein specified. The pipe will be of sufficient size to
supply all auxiliary machinery, including dynamos and
ventilating-fans, when taking steam from abaft the sepa-
rators. The auxiliary steam-pipe will be arranged, where
possible, so that steam condensing in it may drain back to
the separator. Where it is not possible to so arrange it, or
wherever pockets necessarily occur, the pipe will be
drained and trapped. All branches from the pipe to
pumps or engines on a lower level will have the stop-
valves for such machinery close to the main pipe, with
spindles for working it from below, so that when the
pump or engine is standing idle there will be no oppor-
tunity for water to collect in the vertical pipe leading
to it, which must be blown out before starting
A separate auxiliary steam-pipe will be fitted, connect-
ing the dynamo-engines with the auxiliary boilers, and as
many of the main boilers as may be required; there will be
a stop-valve on each boiler and the pipes will lead as
direct as possible to a separator placed near the dynamo-
engines; all dips and pockets to be carefully avoided.
Valves will be fitted so that the branch leading to any
boiler may be shut off when that boiler is not connected
with the dynamo-engine pipes, and valves will be fitted
in the pipes leading from the separator to each engine so
that the steam may be shut off from the pipes when the
engine is not in use. The traps for the separators must
be of the proper size, and will be fitted with by-pass pipes
and valves so that they may be cleaned without shutting
steam off from the engines. There will be approved
reducing-valves in the dynamo - engine steam - pipes,
placed as near the engines as possible.
The drain-pipes must be fitted so that it will be impos-
sible for one dynamo-engine to blow into another, or for
73
one end of one cylinder to blow into the other end of the
same cylinder. Swing-checks will be fitted in all drain.
pipes close to the cylinder or chest from which they lead,
and the drain-pipes will be joined by an approved Y or
T The drain pipes from the cylinders must not lead to
a trap.
A plan of the piping and drains will be submitted to
the Bureau of Steam Engineering for approval before
any of the work is done upon it.
154. AUXILIARY EXHAUST-PIPES.
An auxiliary exhaust-pipe, of sufficient size for all
auxiliary machinery herein specified, and for such other
steam machinery as may be fitted in the vessel, will be
fitted and connected to all auxiliary machinery herein
specified. It will have nozzles for all other auxiliary
inachinery. It will have valves to direct the exhaust-
steam into either main condenser, into either auxiliary
condenser, into either low-pressure cylinder, or into
the atmosphere through the escape-pipe at will. At each
* connection with condensers and escape-pipe the auxil.
iary exhaust-pipe will be fitted with two stop-valves so
as to minimize the chance of an air-leak.
The connection with the escape-pipe will be made below
the armored deck. All exhaust-pipes from engines
above the armored-deck leading to the condenser will be
fitted with valves below the armored-deck.
The dynamo-engine exhaust-pipes will lead independ-
ently to each main and each auxiliary condenser, and
must be so led and joined by an approved Y or T that
one engine cannot exhaust against another, or the un-
used engine be flooded, and swing-check valves will be
fitted in all exhaust-pipes close to the valve-chests.
155. BLEEDER-PIPES.
: A 612-inch branch from the main steam-pipe in each
engine-room will lead to the main condenser, with a stop-
valve operated from the working-platform.
74
Each bleeder-pipe will be fitted with an approved re-
ducing-valve.
156. INTERMEDIATE AND LOW PRESSURE STEAM-PIPES.
A 5-inch branch from the main steam-pipe will lead
to each intermediate, and a similar pipe to each low
pressure valve-chest, each with a stop-valve..
157. SEPARATORS.
There will be in each main steam-pipe in each engine-
room a centrifugal or other approved separator. They
will be made entirely of cast-steel and sheet steel, each
fitted with a well-protected glass gauge of the automatic
closing pattern, and an approved automatic steam-trap,
with drain delivering into feed-tank. There will also
be a drain connected directly to the separator, discharg-
ing overboard or into the main feed-pump suction at
will.
158. MAIN FEED-PUMP EXHAUST.
The exhaust-pipes from the main feed-pumps, in addi-
tion to the connection with the exhaust-inain, will be so
arranged that the exhaust-steam can be turned into the
feed-pump suction instead of into the auxiliary exhaust-
pipe-chambers with suitable nozzles for this purpose
being fitted in the suction-pipes.
159. ESCAPE-PIPES.
There will be 125-inch copper escape-pipes abaft the
smoke-pipes, extending to their tops, finished and secured
in an approved manner. These pipes will have branches
leading to all the safety-valves in their compartments.
The auxiliary exhaust - pipes will also lead into the
escape-pipes.
160. MUFFLERS.
An approved muffler will be fitted in each escape-pipe.
161. MAIN FEED-PIPES.
A seamless-drawn brass pipe, of the same diameter as
the discharge from the auxiliary feed - pumps in the
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75
engine-rooms will extend from each engine-room to all
the fire-rooms; it will be placed above the floor-plates.
A branch will lead from this pipe to each of the main
check-valves on the boilers.
There will be a straightway-valve in each branch pipe
close to the main fore-and-aft feed-pipe, and a straight-
way-valve in the main fore and-aft feed-pipe where it
passes through each water-tight bulkhead.
A seamless-drawn brass pipe will connect each main
feed-pump in the fire-rooms with the branch pipe lead-
ing from the main fore-and-aft feed-pipe to the boiler
main check-valves in the same fire-room, and branch
pipes with straightway-valves wiil lead to the inain check-
valves on the auxiliary boilers. This pipe will be of the
same diameter as the branch pipes, and will be fitted with
a screw check-valve at the pump, and connect with the
branch pipe between the staightway-valve in that pipe
and the main check-valve on the boiler.
There will be an athwartship-pipe in the engine-rooms
connecting the fore-and-aft main feed-pipes with a valve
where the pipe passes through the fore-and-aft bulk-
head.
162. AUXILIARY FEED-PIPES.
A seamless-drawn brass pipe of the same diameter as
the discharge from the auxiliary feed-pumps in the engine-
rooms will extend from each engine-room to all the fire-
rooms. It will be placed above the floor-plates, and will
be connected with the inain fore-and-aft feed-pipes in the
engine-room by a straightway-valve. A branch will lead
from this pipe to each of the auxiliary check-valves on
the boilers.
There will be a straightwav-talve in each branch pipe
close to the auxiliary fore-and-aft feed-pipe, and a straight-
way-valve in the auxiliary fore-and-aft feed-pipe where
it passes through each water-tight bulkhead.
A seamless-drawn brass pipe will connect each aux-
iliary feed-pump in the fire-rooins with the branch pipe
leading from each auxiliary fore-and-aft feed-pipe to the
boiler auxiliary check-valves in the same fire-room, and
76
branch pipes with straightway-valves will lead to the
auxiliary check-valves on the auxiliary boilers.
This pipe will be of the same diameter as the branch
pipes, and be fitted with a screw check-valve at the pump,
and connect with the branch pipe between the straight-
way-valve in that pipe and the auxiliary check-valve on
the boiler.
163. FEED-WATER HEATERS.
There will be for each fire-room a feed-water heater of
suitable size, placed where directed. Plans showing the
type and arrangement of heaters must be submitted to
the Bureau of Steam Engineering for approval before
work is commenced on them.
164. FIRE-MAIN.
A pipe will extend fore-and-aft on the berth-deck, with
an approved fire - plug, of Navy standard size, placed
where directed in each compartment. This pipe will be
connected with the discharges of the engine-room
fire-pumps, the engine-room auxiliary pumps, and the
auxiliary feed-pumps in the fire-rooms. Two branches
from this main will lead up to the superstructure and be
fitted with fire-plugs. A branch from the main will lead
to each magazine passing-room, one to the compartment
abaft the engines, and one to each compartment forward.
Each of these branches will be fitted with a fire-plug,
and will be so connected that all of the fire-pumps can
work on it. There will be a fire-plug in an approved
position in each engine-room and each fire-room. All
fire-plugs will be fitted with straightway-valves. Drain-
pipes will be fitted to drain all parts of the fire-main and
branches. A reverse - coupling will be supplied, with
adapters to suit the various sizes and threads of fire-
hose commonly in use, for the purpose of filling the
boilers with fresh water from hose on shore or on boats
alongside.
There will be a 16-inch pipe leading from the auxil-
iary steam-pipe to each coal-bunker and hold, to be used
for extinguishing fire. This pipe will have a valve in it
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close to auxiliary steam-pipe and another at each coal-
bunker or hold bulkhead.
165. PIPES THROUGH WATER-TIGHT BULKHEADS AND
DECKS.
They will be made water-tight by stuffing-boxes,
flanges, or other approved means.
Pipes must not be led in such manner that the angles
or tees of bulkheads have to be cut. Holes through
wooden decks, where pipes pass through, will have brass
or copper thimbles, made water-tight, extending at least
3 inches above decks.
166. PIPES THROUGH COAL-BUNKERS.
They will be protected by iron casings, made in sec-
tions, and easily removable for repairs. Pipes must not
be led under openings of coal-chutes.
167, DRAIN-PIPES AND TRAPS.
All places where condensed steam can accumulate will
be provided with drain-pipes and cocks or valves of am-
ple size, and with approved automatic traps, which will
discharge into feed-tanks or condensers, or as directed.
All traps will have by-pass pipes and valves for con-
venience of overhauling. The lowest parts of all water-
pipes and all pump-cylinders and channel ways will have
drain-cocks with pipes where required. The handles of
all drain-cocks will point downward when closed. All
glass water-gauges under pressure will be of an approved
automatic-closing pattern.
168. THICKNESS OF PIPES AND FLANGES.
The thickness of metal in the pipes and flanges will
be as shown on the Bureau of Steam Engineering's table
of thickness of pipes and flanges.
All bends in brazed-copper pipes will be one gauge
thicker than straight parts.
All pipes and fanges of which the thickness is not
given in the above mentioned table will be made of
such a thickness as may be approved by the Bureau of
Steam Engineering:
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78
169. MATERIAL AND FITTING OF PIPES.
All pipes, except the lower ends of bilge-suction pipes,
will be of copper, unless otherwise specified.
The lower parts of bilge-suction pipes will be of gal-
vanized iron.
All feed and blow pipes, all bilge-suction pipes except
the lower parts, and all steam-pipes less than 3 inches in
diameter, will be seamless drawn. All copper pipes not
seamless-drawn will be brazed. All copper pipes over 51
inches in diameter will have composition flanges riveted
on and brazed, and will have the end of the pipe expanded
into a recess in the face of the flange and all under 572
inches will have flanges or approved composition coup
lings brazed on, and the end of the pipe will be expanded
into a recess in the face of the flange. All feed and blow
pipes will have composition flanges. All flanges will be
secured to the pipes as shown on the Bureau of Steam
Engineering's table of thickness of pipes and flanges, and
will be faced and grooved, and joints made with approved
material. All composition flanges below the floor-plates
will be connected by bolts and nuts of rolled naval brass
or Tobin bronze. All copper pipe T-pieces and fittings
will be of composition, except where otherwise directed.
Expansion-joints of approved pattern will be fitted
where required. Slip-joints, if fitted, will have stop-bolts
and flanges. All copper pipes in bilges will be well
painted and covered with water-proof canvas, and must
not rest in contact with any of the iron or steel work of
the vessel.
All steam, air, and water-pipes of refrigerating-ma-
chines will be of copper with flange-joints; all other
pipes will be fitted with flange-joints, to be approved by
the Bureau of Steam Engineering:
170. AUXILIARY ENGINE STOP-VALVES.
Each auxiliary engine will have stop-valves in both
steam and exhaust pipes as close to cylinders as possible.
Exhaust stop-valves will be straightway where practi-
cable. All pumps, except circulating-pumps, will have
79
screw check-valves in both suction and delivery pipes
close to the pump-cylinders, so arranged that they may be
kept off their seats when desired.
171. PUMP-CYLINDERS.
All pump-cylinders, together with their valve-boxes
and fittings, will be made of composition, unless other-
wise specified. Air-chambers will be fitted on the de-
livery sides of pumps or in the pipes, as may be directed.
The water-cylinders of all vertical pumps will be so
arranged that the pistons are easily accessible and fitted
for overhauling without disturbing the framing or
piping. All pumps will hare either packed pistons or
packed plungers, excepting air-pumps, which will be
made as shown.
172. PUMP RELIEF-VALVES.
All feed and fire-pumps will have adjustable spring
relief-valves, of approved design, connecting the delivery
and suction passages.
173. SEA-VALVES.
There will be in the various compartments sea-valves
as follows:
In each engine compartment a screw stop-valve, having
independent connection to the side of the vessel, of
sufficient size to supply water to the fire, bilge, and the
auxiliary pumps in that compartment; also with a 3-inch
nozzle for connection of the water-service pipe. Also
in each engine compartment a double valve-box with a
screw non-return valve for the discharge from the fire
and bilge and auxiliary pumps, and a non-return valve
for trap. discharge. This valve-box nay, if desired, be
connected to the outboard nozzle of the main outboard-
delivery valve. The main injection and outboard-
delivery valves will be as elsewhere specified.
In each boiler compartinent there will be a Kingston
valve for each boiler for a bottom-blow and pump dis-
charge, and a sea-valve for each auxiliary pump sea-
suction.
80
There will also be a sea-suction valve for the distiller
circulating-pump, placed where directed.
174. BILGE-STRAINERS.
Each pipe leading from the bilges or from the drain-
age system of the vessel to the pumps will be fitted with
a Macomb, or equivalent, strainer, above the floors.
The baskets of Macomb strainers will have a diameter
equal to one and one-half times the diameter of the pipe,
and a length equal to twice the diameter of the pipe.
175. ATTACHMENT OF VALVES TO HULL.
Mild steel strengthening-rings will be riveted to plating
of hull around the openings for all sea-valves. The valve-
flanges will be bolted to these rings by naval brass or
Tobin bronze studs, care being taken not to drill the
holes entirely through the rings. Azinc protecting-ring
will be fitted in each opening in outer skin in such a
manner as to be easily renewed.
All suction-valves will have strainers over their open-
ings on the outside of the vessel. These strainers will
have 5s-inch holes with a collective area equal to twice
the area of the valve-openings. Strainers must be fast-
ened to the valve-casings and not to the plates of the hull.
All valves below the turn of the bilge will have pipes
secured to the outer skin of the hull and passing through
stuffing-boxes in the inner skin.
d.
176. COCKS AND VALVES.
All cocks and valves and their fittings, except as other-
wise specified, will be of composition. All hand-wheels
will be of finished brass, except as otherwise specified,
and will be at least one and one-half times as great in
diameter as their valves. All cocks communicating with
vacuum spaces will have bottoms of shell cast in and
have packed plugs. All cocks over i inch in diameter
will have packed plugs.
Valves of approved pattern will be supplied wherever
necessary to complete the various pipe systems, whether
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81
herein specified or not. All valves will be so fitted as to
be easily ground in, and be fitted, where required, with
grinding-in guides and handles. No conical-faced valve
will have a bearing on its seat of more than inch in
width. All valve-spindles must turn right-handed to
close, and have outside threads when practicable. Cocks
and valves may have, where approved, in lieu of wheels
or permanent handles, removable box or socket-wrenches,
marked and stowed in convenient racks—these handles
to be so fitted that they can only be removed when the
valves are closed. All cocks and valves underneath the
floor-plates will have their wheels or handles above the
floor-plates, in easily accessible positions, unless other-
wise directed. The sizes of valves, as given in these
specifications, refer to the diameter of the equivalent
clear openings.
177. LABELS ON GEAR AND INSTRUMENTS.
All cocks will have engraved brass plates to show their
uses and to indicate whether open or shut. All valves,
except such as may be otherwise directed, will have simi.
larly engraved plates to show their uses, or have the
same plainly engraved on hand-wheels.
All hand-levers or their quadrants will be similarly
marked. Gear for working valves from deck will be
marked as elsewhere specified.
All main steam stop-valves will have indices to show
to what extent they are opened.
All gauges, thermometers, counters, telegraph-dials.
speaking-tube annunciators, and revolution-indicators
will be suitably engraved to show to what they are con-
nected.
All engraving will be deep, and be filled in with a black
cement.
178. CLOTHING AND LAGGING. .
The main cylinders and valve-chests, after being finally
secured in place in the vessel and tested, will be covered
with approved incombustible non-conducting material,
and neatly lagged with black walnut all over, with pol-
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ished brass bands and round-headed brass screws. The
lagging will be made in removable sections over each
cylinder, valve-chest, and inan-hole cover, the sections
to be of such size as to be easily handled, and all parts
plainly marked. The lagging elsewhere will be so
secured as to be easily removed, replaced, and repaired.
All parts of the condensers except the water-chests at
ends will be clothed with approved material, put on in
sections so as to be easily removed and replaced.
All steam and exhaust pipes, the separators, the feed-
water heaters, and all steam-valves will be clothed in an
approved manner with a satisfactory non-conducting ma-
terial, covered with canvas, well painted. The main
steam and exhaust pipes in engine-room and the main
separators will be also covered with black-walnut lagging
with brass bands. The canvas covering of steam-pipes
will be secured to bulkheads where the pipes pass
through them.
The steam-cylinders of all auxiliary engines will be
clothed and lagged the same as main cylinders.
After the boilers are in place and have been tested and
painted they will be covered all over, except where di-
rected, as low as the saddles, with approved incombusti-
ble non-conducting material at least Ui inches thick.
This clothing will be covered on tops, sides, and back
heads and on fronis, where required, by galvanized
wrought-iron plates about No. IS B. W. G., flanged—not
less than 1 inch, and bolted together; also secured to
boiler-plates at bottom by angle-irons, which will be held
in place by 16-inch bolts tapped part way into the boiler-
plates, and held off from the boiler-plates elsewhere by
suitable distance-pieces.
179. RADIATORS.
Radiators of approved patterns, with such areas as
may be called for in the specifications for radiators to be
furnished by the Bureau of Steam Engineering, will be
furnished, fitted, and connected.
Each radiator or coil of more than 10 square feet will
be divided into two parts. All radiators will be fitted
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83
with approved valves, with valve-stem guards, and re-
movable keys for valve-stems. The ends of the stems
will be triangular in cross-section.
The radiators in the wardroom, cabin, and steerage
will consist of pipes led along the deck at the bottom of
the bulkheads, and will be covered with an approved
metallic casing easily removable.
The steam and drain pipes will be of seamless-drawn
brass, of iron-pipe size, suitably connected by composi-
tion fittings in a manner that will permit them to be
easily taken down for repairs..
All union joints will be coned or have corrugated cop-
per washers.
All holes through decks and bulkheads will be thimbled
with brass.
Steam and drain pipes will be clothed where near
wood-work, and elsewhere, as required.
The steam-pipes will connect with the auxiliary steam-
pipes where directed, and be fitted with approved adjust-
able reducing-valves.
The drain-pipe of each circuit will have an approved
automatic steam-trap discharging into feed-tank and
elsewhere as directed.
Independent steam-pipes will lead from engine and
fire rooms to the principal divisions of the officers' quar-
ters and forward parts of the ship.
1
180. WHISTLES.
An approved polished brass chime steam-whistle, with
bell of about 8 inches diameter, will be placed forward of
the forward smoke-pipe well above the level of the awn-
ings, and connected to the auxiliary steam-pipe by a pipe
having a stop-valve at its lower end and a working-valve
at the upper end. The pipe will have an expansion joint
at lower end. There will be a shrieking-whistle of ap-
proved pattern and size placed where directed, and con-
nected similarly to the whistle. Both whistle connec-
tions will have drain pipes fitted at the lowest points.
84
181. HOSE AND HOSE-REELS.
A sufficient length of hose will be supplied for each
engine-room and each fire-room, to lead to the farthest
part of the adjoining coal-bunkers below the armored-
deck. The hose for engine-rooms will be of the best
quality rubber-lined linen, and that for fire-rooms will be
the best quality four-ply rubber engine-hose; "all 272
inches diaineter, with standard couplings. Each hose
will be supplied with a rubber hose-pipe with handles.
A pair of spanners will be supplied for each hose-110zzle.
A hose-reel of approved pattern will be fitted in each
fire-room, and a swinging bracket or similar hose recep-
tacle in each engine-room. Hose-pipes and spanners will
be fitted in beckets.
182. SHAFTS THROUGH BULKHEADS
All shafts passing through water-tight bulkheads will
be fitted with stuffing-boxes, each in two parts.
183. FLOORS AND PLATFORMS.
The engine-rooms and fire-rooms will be floored with
wrought-iron plates 4 inch thick, with neatly-matched
flat-topped corrugations. The plates will be of conven-
ient size and easily removable. They will rest on proper
ledges of angle or T-iron, and will have drain-holes where
necessary. Platforms will be provided for getting at all
parts of the main and auxiliary engines and boilers.
These platforms, where placed over moving machinery,
will be fitted the same as the lower floors. In other places
they will be made of iron rods 58 inch square, placed %
inch apart.
184. LADDERS.
Ladders will be fitted wherever necessary for reaching
the engine-rooms and fire-rooms from deck, and for reach-
ing the various platforms, passages, and parts of ma-
chinery. The engine-room ladders will be made with
plate-iron sides and light cast-iron treads with corru-
gated tops. The fire-room ladders will be made with plate
sides and double square-bar treads.
All ladders will be so fitted as to be easily removable
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85
where required, and will be jointed and hinged, with
necessary fastenings and gear, where they have to be
moved when closing hatches. Light iron ladders will
be fitted to and through one ventilator in each engine-
room as means of egress when the battle-hatches are
closed.
Gear will be provided for quickly opening the battle-
hatches over the fire-room ladder, this gear to be worked
from fire-rooms.
185. HAND-RAILS.
Hand-rails, easily removable where required, will be
fitted to all ladders and platforms around moving parts
of niachinery, and along bulkheads and passage-ways.
The hand-rails and stanchions will be made of deoxi-
dized bronze, or of approved equivalent metal which will
not easily tarnish, and will be polished all over. The
lower ends of stanchions will pass through floor-plates
with nuts underneath.
186. GEAR FOR WORKING VALVES FROM DECK.
The safety-valves, boiler stop-valves, and engine-room
stop-valves, as elsewhere specified, will have suitable
gear for working them from the main deck, if required.
The rods of the gear will be guided and supported on
deck by cast composition standards, left rough and
painted. Each rod will have a hand-wheel at least 3 feet
above the deck. The stop-valve hand-wheels will be
12 inches in diameter, each to be fitted with an ap-
proved lock and key; all locks and keys to be alike. The
wheels will be of brass, polished, and will have their rims
connected with the hubs by plain discs without holes in
them. Or in lieu of hand-wheels, if directed, polished
brass bar-handles will be fitted to squares on the turning-
rods, and will be stowed in beckets on bulkheads The
tops of rods will be protected by brass caps. All hand-
wheels will be engraved with name, or cast-brass label-
plates with polished raised letters will be fixed to adjoin-
ing bulkheads.
RAS.
86
187. LIFTING-GEAR.
Efficient lifting-gear, consisting of traveler-bars and
pulleys, deck-beam clamps, turnbuckles, shackles, hooks,
eye-bolts, and as may be directed, will be fitted wher-
ever required for lifting parts of the machinery for over-
hauling and repairing:
Holes will be tapped in all the principal movable parts
of machinery for this purpose.
188. OIL-TANKS.
Oil-tanks, of 2,500 gallons total capacity, divided as
directed, will be fitted where directed, with facilities for
filling from deck. They will be made of galvanized
wrought-iron not less than 15 inch thick, and will each
have a glass gauge, a man-hole and cover near the top,
and a locked cock for drawing oil. In each engine-room
there will be fitted two copper oil-tanks of 20 gallons
each and two of 8 gallons each, and in each boiler com-
partment one of 5 gallons, all with lock-cocks. All oil-
tanks will be fitted with drip-pans.
Each of the larger oil-tanks will have a hand-pump
and pipes for filling the smaller tanks.
Two galvanized-iron tallow-tanks, with hinged covers,
will be fitted where directed.
189. VENTILATORS.
Ventilators, with cowls well above the awnings, will be
fitted as may be required.
The ventilators will be of wrought-iron, No. 11 B. W.
G., butted and single-strapped and flush-riveted. The
cowls will be movable, of No. 12 B. W. G. copper, not
planished, and at least 48 inches in greatest diameter.
The base-rings of cowls will be of composition, finished
on working parts but left unfinished on the outside. All
cowls will be fitted with gear for turning them from the
engine and fire rooms, the gear to be of composition except
the spindles, which will be of wrought-iron. Brass hand-
wheels or T-handles will be fitted to spindles in engine
and fire rooms.
A1WLEXUSNAWET
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87
There will be at least one ventilator in each fire-room,
fitted with all appliances for hoisting ashes.
190. TOOLS.
The following tools will be furnished in addition to
those elsewhere specified:
One set of wrenches complete for each engine and each
fire-room, to be fitted for all nuts in their respective
compartments, plainly marked with sizes, and fitted in
iron racks of approved pattern. The wrenches for nuts
of bolts less than one inch in diameter will be finished,
and for all over two inches in diameter will be box-
wrenches, where such can be used. Socket-wrenches
will be furnished where required. Open-end wrenches
will be of steel or wrought-iron, with case-hardened jaws;
all others of wrought-iron or cast-steel;
One pair of taps, on rod, for tapping front and back
tube-sheets of main boilers at one operation. This will
be a duplicate of that used in originally tapping the
sheets, and be so packed as to be perfectly protected
from injury;
A fixed trammel for setting the main valves without
removing the covers, the valve-stems to be properly
marked for this purpose;
Fixed trammels or gauges for aligning crank-shafts,
brass pins being let into pilloir-blocks and center-marked
for this purpose;
Two complete sets of fire-tools for each fire-room;
Six coal and six ash buckets for each fire-room;
All trammels and gauges will have protecting cases.
All tools will be conveniently stowed.
191. DUPLICATE PIECES.
The following duplicate pieces, in addition to others
specified, will be furnished, fitted, and ready for use, viz:
One set of valves for each pumpi
One valve-seat, with guards and bolts complete, for
air-pumps;
One-half set of follower-bolts and nuts for each steam-
piston;
One-half set of springs for each steam-piston;
88
Four bottom brasses and four top brasses for crank-
shaft bearings;
Four crown-brasses and four butt-brasses for crank-
pins;
Four cap-brasses and four butt-brasses for cross-head
journals;
Four composition slippers complete for cross-heads;
One section of crank-shaft, to be fitted in place, and
delivered at such naval station in the United States as
may be directed, to be left in store;
A full set of blades for each propeller, fitted to pro-
peller-bosses. These blades will be of such pattern as
may be directed after the trial of the vessel;
One complete set of brasses for each main engine
valve-gear;
One complete set of brasses for each circulating-pump
engine, each air-pump engine, each main feed-pump, each
fire-pump, and each blowing-engine;
One piston-rod for each piston of each pump;
One feed-check valve complete;
One bottom-blow valve complete;
One complete set of metallic packing for each stuffing-
box;
A spare hose and nozzle for each steam tube-cleaner;
One-eighth of a complete set of grate-bars and bearers
for all furnaces, and one pattern for each casting;
Four dead-plates for furnaces and one pattern for same;
Two ash-pit dampers, with gear complete;
Two ash-pit doors;
Two hundred and fifty stay-tubes for main boilers, and
twenty-five for the auxiliary, threaded to fit threads in
tube-sheets, with ends wrapped in canvas;
Three hundred and fifty ordinary boiler-tubes for
main boilers, and fifty for the auxiliary boilers, swelled
at one end and annealed, ready for use;
Three-quarters of the number of tubes of each kind
for the main boilers will be for the boilers 15 feet 9
inches diameter, and the remainder for the boilers 15 feet
3 inches diameter.
+
89
Two hundred main condenser-tubes, packed in boxes.
Twenty-five auxiliary condenser-tubes, packed in
boxes;
Fifty condenser-tube glands;
One spare spring for each safety-valve and relief-valve;
One spare basket for each Macomb bilge-strainer;
One set of coils or tubes for each evaporator.
Wherever duplicate pieces are furnished for one of
two or more pieces of machinery of the same size, they
will be made strictly interchangeable.
All finished duplicated pieces not of brass, except as
otherwise specified, will be painted with three coats of
white lead and oil and well lashed in tarred canvas, with
the name painted on outside. Brass pieces will be marked
or stamped. All pieces will be stowed in an approved
manner.
All boiler-tubes will be securely stowed in racks, or as
directed.
192. MATERIALS AND WORKMANSHIP,
All castings must be sound and true to form, and before
being painted must be well cleaned of sand and scale,
and all fins and roughness removed.
No imperfect casting or unsound forging will be used
if the defect affects the strength or to a marked degree
its sightliness.
All nuts on rough castings will fit facings raised above
the surface, except where otherwise directed. All flanges
of castings will be faced, and those coupled together will
have their edges made fair with each other. The faces
of all circular flanges will be grooved.
All bolt-holes in permanently fixed parts will be reamed
or drilled fair and true in place, and the bodies of bolts
finished to fit them snugly.
All pipes beneath floor-plates will be connected by
forged bolts and nuts of naval brass or Tobin bronze.
All brasses will fit loosely between collars of shafting:
All brasses or journals will be properly channeled for
the distribution of oil.
.
90
Packing for stuffing-boxes will be such as may be ap-
proved.
All small pins of working parts will be well case-
hardened.
All steel joint-pins of valve-gear will be hardened and
ground to true cylindrical surfaces.
All materials used in the construction of the machinery
will be of the best quality. The iron castings will be
made of the best pig-iron, not scrap, except where other-
wise directed
Composition castings will be made of new materials..
The various compositions will be by weight as follows:
For all journal-boxes and guide-gibs, where not other-
wise specified-
Copper 6, tin 1, and zinc 14 parts.
Naval brass-
Copper 62, tin 1, and zinc 37 per cent.
For composition not otherwise specified-
Copper Ss, tin 10, and zinc 2 per cent.
Muntz metal will be of the best commercial quality.
Anti-friction metal will be of approved kind.
Ornamental brass fittings will be of good, uniform
color.
All castings will be increased in thickness around core.
holes. Core-holes will be tapped and core-plugs screwed
in and locked, except where bolted covers are used, or
where it may be directed that the holes be left open.
All steel forgings will be without welds and free from
laminations.
All flanges, collars, and offsets will have well-rounded
fillets.
All boiler-plates, stays, and tubes will be well cleaned
of mill-scale by pickling or other approved means.
All flanged parts of boilers will be annealed, after
flanging, in an approved manner.
India-rubber valves will be of approved kind, of best
commercial quality.
All bolts for securing the boiler attachments will,
where practicable, be screwed through the boiler-plates,
with heads inside.
23317--13
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91
All work will be in every respect of the first quality
and executed in a workmanlike and substantial manner.
Any portion of the work, whether partially or entirely
completed, found defective, must be removed and satis-
factorily replaced without extra charge.
193. TESTS OF MATERIAL.
All steel used in the construction of the boilers, and
all steel forgings and castings, will be tested in accord-
ance with rules prescribed by the Navy Department.
All boiler and condenser tubes will be tested to 300
pounds pressure per square inch, applied internally,
before being put in place.
India-rubber valves, taken at random, must stand a
dry-heat test of 2700 F. for one hour, and a moist-heat
test of 3200 F. for three hours, without injury.
194. TESTS OF BOILERS AND MACHINERY.
Before the boilers are painted or placed in the vessel
they will be tested under a pressure of 250 pounds to the
square inch above atmospheric pressure. This pressure
will be obtained by the application of heat to water
within the boilers, the water filling the boilers quitę full.
The steam-pipes and valves, the auxiliary engines, and
all fittings and connections subjected to the boiler-pres-
sure will be tested by water-pressure to 250 pounds to the
square inch.
The high-pressure cylinders, jackets, and valve-chests
will be tested by water-pressure to 240 pounds to the
square inch, the intermediate-pressure cylinders and
connections to 150 pounds, and the low-pressure to 100
pounds. The exhaust side of the low-pressure valve.
chests will be tested to 30 pounds. The condensers will
be tested to 30 pounds.
The pumps, valve-boxes, and air-vessels of the feed,
fire, and bilge pumps will be tested to 300 pounds per
square inch. The cylinders and condensers will be
tested before being placed on board, and must be so
placed that all parts inay be accessible for examination
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92
by the inspector during the tests. All parts will also be
tested after being secured on board. No lagging or
covering is to be on the cylinders or condensers during
the tests.
195. PAINTING,
After a satisfactory test, the boilers will be painted on
the outside with two coats of brown zinc and oil, and
when in place the fronts will be painted with one coat of
black paint.
All engine-work, not finished, will be primed with two
coats of brown zinc and oil, and when placed in position.
on board the vessel will be painted with two coats of
paint of approved color. The shafting, when in place,
will be painted with two coats of red lead and oil and
two coats of black paint.
The smoke-pipes will be thoroughly painted before and
after erection on board. The ventilators and cowls Will
be painted similarly to the smoke-pipes, except the inte-
riors of the cowls, which will be painted vermilion.
All pipes will be painted in accordance with a schedule
to be hereafter furnished.
196. PRELIMINARY TESTS AND TRIALS.
Steam will not be raised in the boilers until after the
water-test on board, unless desired for drying or testing
joints, for which purpose the pressure must not exceed
10 pounds per square inch.
After testing, steam will be raised in the boilers when-
ever required to test the connections and the workings of
all parts of inain and auxiliary engines. All expense of
such preliminary tests will be borne by the contractor.
197. SUPERINTENDING ENGINEER'S OFFICE.
A suitable office and a suitable draughting-room, prop-
erly furnished and heated, will be furnished by the con-
tractor for the use of the superintending naval engineer
and his assistants.
198. RECORD OF WEIGHTS.
All finished machinery, boilers, and appurtenances
thereof, as fitted, and all spare machinery and tools
*-
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93
herein specified, will be weighed by the contractor in
the presence of the superintending naval engineer or
one of his assistants before being placed on board; and
no part of the material will be placed on board without
being so weighed to the satisfaction of the superintend-
ing naval engineer.
199. WORKING DRAWINGS.
All drawings necessary for the prosecution of the work
must be prepared by and at the expense of the contractor.
Those which are developments of the drawings fur-
nished and of these specifications will be subject to the
approval of the superintending naval engineer before
the material is ordered or the work commenced.
In the drawings furnished, figured dimensions, where
given, will be followed, and not scale dimensions, unless
otherwise directed. All discrepancies discovered in
drawings, or between drawings and specifications, will
be referred to the Bureau of Steam Engineering.
A copy of each working drawing will be furnished to
the superintending naval engineer before the work
shown by the drawing is commenced. A copy of each
drawing accompanying orders for steel castings or
forgings will also be supplied when the work is ordered.
200. DRAWINGS OF COMPLETED MACHINERY.
The contractor will make and furnish to the Bureau of
Steam Engineering, through the superintending naval
engineer, a complete set of drawings of the boilers, ma-
chinery, and appurtenances, as actually completed, in-
cluding plans of the same as fitted on board the vessel.
These drawings will include every piece of machinery,
both in whole and in part, and will be in such detail as
would enable the entire machinery to be duplicated with-
out additional drawings. No sheet will contain draw-
ing's of more than one part of the machinery, except
those intimately connected with each other. The detail
drawing of each part of machinery will be furnished
within one month after the completion of the part, with-
out waiting for its incorporation into the machine as a
94
whole. Detail drawings will be made to a scale of not
less than one and one-half inches to the foot. General
plans of the machinery in place in the vessel will be made
to a scale of one-quarter of an inch to the foot. The
pipe plans will be made to a scale of not less than three-
eighths of an inch to the foot. The pipe plans will be
divided into at least two parts-one showing steam and
exhaust pipes and the other showing all other pipes.
The pipe plans will be colored, in accordance with a
schedule to be furnished, to indicate the purpose which
the pipes are intended to serve, and accompanied by an
explanatory index.
All drawings will be made on the best quality of tracing-
cloth, all sheets being, as far as possible, multiples or
sub-multiples of “double-elephant" size.
Detail drawings will be hatched, where in section, in
accordance with a schedule to be furnished, to show the
various metals employed.
201. CHANGES IN PLANS AND SPECIFICATIONS.
The contractor will make no changes in the plans or
specifications without the approval of the Navy Depart-
ment. In case it is thought advisable to make changes,
the contractor will make application by letter to the Bu-
reau of Steam Engineering, through the superintending
naval engineer, stating the nature of the change, accom-
panied by complete plans and specifications of the pro-
posed change, together with a statement of his estimate
of the amount of increase or decrease in cost.
202. INSPECTION.
The work of construction of the boilers, machinery,
and appurtenances shall be at all times open to inspec-
tion by officers appointed for such purpose by the Navy
Department. Every facility will be afforded such in-
spectors for the prosecution of their work. All handling
of material necessary for purposes of inspection will be
done at the expense of the contractor. All test speci-
mens necessary for the determination of the strength of
material used will be prepared and tested at the expense
1..i
95
of the contractor. The contractor will furnish the super-
intending naval engineer with a weekly list of the num-
ber of men of each class employed upon the work, to-
gether with a statement of the number of hours' labor
in each class.
203. OMISSIONS.
Any part of the machinery, or any article pertaining
thereto, which may have been inadvertently omitted
from these specifications or from the official drawings,
but which is necessary for the proper completion of the
vessel, is to be supplied by the contractor without extra
charge.
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