U.S.S. Baltimore, 1st Rate,
Navy Yard, Mare Island, Cal., January 6, 1892.
Sir:—After an experience extending over two years and a half in this vessel, during which time she has served in all climates and in all weathers, over an area of the globe embracing more than one hundred degrees of latitude and longitude, it is deemed proper that a report should be submitted to the Department, setting forth that her behavior under all circumstances has been most satisfactory, and that her adaptation to the service has been fully established. It is only just to her builders to state that the workmanship upon her has been found to be excellent, and does them, and through them the country, much honor.
Her stability as a gun-platform, at sea under all circumstances of weather, is superior to that of any ship I have ever served in. Her speed, comfort, and performances under every condition of wind and weather are unexcelled; and, in her class, I question if her superior as a fighting machine exists in the navies of the world. In some respects her fittings might be improved in the new vessels now building, and in this view the remarks which follow are suggested, with the hope that they may not be without their value to the Department. Her defects, where any exist, are merely details, and in this view I will treat them under their various headings, suggesting in all cases a remedy.
coaling facilities.
In my communication of November 29, 1890, from Naples, Italy, I reported the actual time needed to take coal from the lighters into the bunkers on the occasion when it was required. Subsequent experiences at various other times when the ship has been coaled have sustained the conclusions then reached, and have in no particular varied the results already reported. With more experience, however, in the open roadsteads of Gibraltar, Cape de Verde Islands, Valparaiso, Iquique, and Callao, it has been found that grave objections arise to taking coal from lighters through side-ports into bunkers, on account of the constant swell in these places. It has been found that the rolling swell in all these ports sends the heavy lighters so violently against the ship's side that the stages are unshipped, ash-chutes are smashed, and much time is lost in waiting and watching for smooth times when working, to pass coal safely or surely from lighters to men on the stages, and so into the side-ports to the bunkers.
In most modern ships of other navies that we have met, this plan of coaling appears to have been abandoned for the better and quicker one of taking in over all, and then passing it through chutes extending through the spar-deck to the berth or gun-decks, as much cleaner, more rapid, and most convenient. Under the present plan on board this ship, there is little comfort for officer or man during coaling, on account of the blinding dust which covers the ship inside and out, penetrating every corner and place.
These discomforts might be endurable if limited to a day or two, but when extended over a week, it suggests an annoyance almost intolerable. In marked contrast I would state, that when this ship was in Gibraltar in February of 1891, one whole day was needed to take on board about one hundred and fifty tons of coal. In the same interval of time the great British ironclads Howe and Camperdown took into their bunkers over all about seven hundred tons. While this ship was covered outside and inside with coal-dust, in these ships mentioned it was confined to the spar-decks. The merits of the two systems in cleanliness and efficiency would seem to require no comment.
OUTSIDE ASH-CHUTES.
The chutes on this ship's side, extending from a point near the top of her rail to the water-line, to dump ashes or other refuse, cause much annoyance and discomfort at sea when steaming in moderate winds on the beam or bows, from the seas catching in the angles at the ship's side formed by these chutes, from which it is thrown on board over the rails into the gangways, gun-sponsons, and on to the guns, so that the decks are constantly wet, forcing men and officers to seek cover under the poop or forecastle-decks, crowded together in a small space. Passing fore and aft at such times results in thoroughly drenching all who attempt it. The same may be said of all projections on the ship's side, such as lips to all the scuppers or drains, though less marked, but which add material resistance to the ship's speed at such times.
The remedy for these evils appears simple if the number of chutes is reduced to two on each side, built on the inside and delivering at the water-line as in all the modern merchant steamers, with a system of overhead trolley railways converging to the two chutes to dump ashes from the fire-rooms below. All scuppers or drains now built on the inside of ships should deliver at the water-line in round orifices to reduce friction resistance and to prevent lodgment of the water that now comes on board in showers, even when steaming in moderate or light winds.
If these chutes were removed from this ship it would be easy to rig a wooden chute sufficiently long to project well clear of the ship's side, to be shipped when needed and removed when not in use.
ANCHOR AND BOAT DAVITS.
In order to obtain a fire directly ahead for the bow guns in these cut-away fine-lined ships, our experience has shown that only one anchor-davit would be needed in place of the two now on board, if placed in the midship line, fitted to swing over either bow, with drift enough to land the anchors on the anchor port. If sheet-anchors are carried, a second davit, of similar design, placed amidships abreast of them, with range sufficient to handle and stow these anchors, would result in saving both weight and expense, and, at the same time, would increase the ease and efficiency in all work with the anchors.
The system of straight, upright, unwieldy boat-davits pivoting transversely on the outside of the ship to land boats in cradles on the gallows-frames has not worked well or efficiently in this ship, for want of some modern appliance to rig them in or out with the heavy boats hanging on them. Being obliged to use ordinary old-fashioned tackles for this purpose, it often happens when there is the least motion that these davits start in or out with much violence and with occasional damage to boats as well as davits. The danger to life is constant whenever they are worked as they must be in this way.
The remedy for this appears simple if a sufficiently strong davit or derrick is substituted to ship through the top of the hammock netting, to step in a heavy saucer securely bolted in the spar-deck waterways, and so rigged as to pivot in a circle about itself with a curve similar at the top to the ordinary side davits of quarter-boats. Boats hoisted to such davits or derricks are easily swung into cradles on trolleys, or out over the side when lifted from them. Such derricks would then be available in coaling over all in these mastless ships, when it is sometimes difficult to improvise suitable means for such purposes.
ANCHORS.
The anchors supplied to this ship are of the Dunn type of cast steel. During the cruise there has been afforded the fullest opportunity under all circumstances of wind, weather, tide, and bottom to fully test their usefulness. It has seldom been necessary to let go a second anchor, and in no instance during the cruise has the ship ever dragged, no matter what the strength of the wind and tide may have been. An anchor, therefore, which never fouls and never drags under any circumstance in service must be superior to all others.
Lying in the Delaware, September, 1889, in a heavy gale with 60 fathoms of chain and a strong tide, the ship was perfectly secure and safe. Again, in the outer harbor at Copenhagen in October, 1890, lying in about 6 fathoms with 60 fathoms of chain and one anchor during a heavy westerly gale, the ship was perfectly secure and did not drag or foul her anchor. Again, in Lisbon, anchored in 20 fathoms of water with 60 fathoms of chain and a single anchor with a strength of tide during springs amounting to five knots an hour, this ship lay for ten days, during which there were strong northerly and easterly gales. There was no dragging, and on weighing, the anchor was clear. In Montevideo, in March, 1891, in a heavy gale, the ship lay securely and safely with one anchor and 60 fathoms of chain, and when hove up was not foul. At Valparaiso, lying in 36 fathoms of water with one anchor and 105 fathoms of chain, the ship rode out several northers of considerable severity accompanied by heavy seas.
Remaining therefore in port with a single anchor down and a moderately fair scope of chain out for weeks under all circumstances, this ship has never dragged nor has the anchor ever been found to be foul when hove up. I can say, therefore, without hesitation that the Dunn anchor supplied to this ship is the most reliable and safest anchor that I have ever known in the navy.
MILITARY TOPS.
It has been found in this vessel that the guns in her military tops, placed above the tops of her smoke -funnels, are of little use with the wind ahead or astern on account of the volume of smoke and intense heat which envelopes them. Owing to this inconvenience, we have always exercised at target practice with the wind abeam to avoid this difficulty. During action with forced draught and a head or stern wind, either one of the two tops would not be habitable for the smoke and heat, so it is believed that the more favorable position for them would be at some point on the military masts below the tops of the funnels, clear of the smoke and high enough above the deck to secure both depression and range of fire sufficient to be fought under all circumstances against the open decks of ships or to be used effectively in the event of attacks by torpedo-boats. The great advantage of rapid-fire guns in these elevated positions seems too important in modern actions to be left to the hazard mentioned, when by a slight change their value and efficiency would be so largely increased.
VOICE-TUBES.
These most necessary means to communicate from the bridge of this vessel with the engine-rooms or with men in compartments below, have been found quite often to transmit sounds or commands unreliably and indistinctly. With the wind ahead or on the beam, the noise made by its whistling through the rigging, or by the swash of the sea alongside, at times makes it extremely difficult to hear distinctly or with certainty, or to transmit with clearness orders below, owing to the small diameter of these tubes and their small mouthpieces, as well as the large number of turns they make at right angles below to avoid obstructions met in the route they follow. Experience has shown that all such tubes for transmitting distinct words should be at least two (2) inches in diameter, terminating in large open mouthpieces, and when necessary to deflect their direction below, all turns should be the arcs of circles. Signal-bells, used to attract attention on deck or below, should be gongs at least six inches in diameter, set to a note easily distinguishable from all other sounds, and of such strength as not to be absorbed by the noise of the wind or sea. I am convinced that the distant service telephone with their improved transmitters would be more reliable and certain in communicating on shipboard. During gun practice the small voice-tubes are almost useless owing to the inrush or the exhausting of the air incident to heavy concussion. At the beginning of the new departure in construction, voice-tubes were the best means suggested. I believe the telephone an improved system of communication.
ELECTRIC LIGHTING.
The electric plant of the vessel has, in the main, worked rather well. The chief difficulties appear to have been found in the steam separators and drain-pipes leading from them into the feed water tank. It occasionally happens when changing steam from one boiler to another that quantities of water from pockets in the long steam pipes leading into the dynamo-engines rush over into the cylinders of these small high velocity engines, with danger and damage to them on account of the drain-pipes being rather too small to relieve the trap in time to save the machines. Constant and incessant watch is necessary to prevent these accidents, even though the drain pipes are now larger than originally designed. The system of lighting and wiring of the ship is most admirable, though the efficiency of the system would be greatly enhanced in value, if in addition, storage batteries could be added so as to insure the maintenance of light for at least twelve hours, in the event of accidents to the machines from the causes mentioned.
Early in the cruise the fact was developed that the brush and commutator surfaces were insufficient for the work imposed. The result was much sparking and consequent wear on the surfaces of both. The new commutators of larger areas with more brush surface have improved this feature to a marked extent, but at times and from causes that seem almost beyond explanation sparking in a modified degree is still observed, though not to any injurious extent. As the surfaces of both improve, increased efficiency and satisfaction have resulted. All repairs have been effected by the force on board, and it is a pleasure to state that this important addition to our need and comfort is much more efficient to-day than at the beginning of the cruise. The search lights are much improved in excellence and brilliancy. It is recommended that they be used with about 45 volts at the lamp, and this uniform voltage is supposed to be maintained by the dead resistance boxes in the circuit. These boxes, however, do not fulfill their purpose, it being ascertained to be immaterial whether the whole or half of the resistance is thrown in, as indicated by the voltmeter outside them in the circuit. Practically, in working one light we have found it better to run direct from the switch-board with about 45 volts, but with two lights in circuit it is found more difficult, so that the boxes are then used. This defect in the boxes is not to be regarded as an adverse criticism upon the lamps themselves, the power of which depends in a large measure upon the focusing arc and the form and position of the crater at the carbons, where most practice is required to properly manipulate the light. Lieutenant Sturdy has been able with the force on board to make all needed repairs or changes required to secure more efficiency in the excellent machines supplied to the vessel.
BATTERY.
This important feature of the ship is admirably arranged and is carried with the greatest ease and safety. The carriages have worked most admirably, leaving nothing to be desired or suggested. I am sure, however, that her energy of fire and formidability could be enhanced by increasing the number of her secondary battery to twenty guns instead of fourteen that she now carries. There is ample room on the rails, forecastle, and poop-decks for their accommodation, and abundance of room below in her Hotchkiss lockers to stow the necessary ammunition. The destructive effect of a concentrated fire from machine and rapid-fire guns on board modern ships in the future is deemed to be so important as a factor of success in action that it is believed of sufficient importance to recommend a large increase in their number on board this ship. In most of the foreign ships we have fallen in with during the cruise this feature has been observed most prominently as a later improvement. In the matter of supplying the battery during action we are at some disadvantage in handling the ammunition for our eight-inch bow and stern guns by hand in exposed positions. These means are too slow, although in some respects hardly avoidable with the after-guns, as the scuttles from the magazines are not continued on to the spar-deck, but end on the berth-deck amidships several feet distant from the scuttles extending to the poop-deck to supply the after-guns. But with quick-firing guns this disadvantage is so serious as to suggest a change by which the ammunition could be delivered from the magazines directly to the guns, as is done with the forward pair. The celerity of delivery, now so important, might also be improved by the aid of a small electric motor placed in or near the magazine passages operating the lifts.
With the supply to the broadside guns there is no delay or difficulty, for the reason that the ammunition being much lighter is much more easily handled and more rapidly passed to the delivery chutes near each of these guns. As the quantity of ammunition delivered to these guns in a certain time is much more than could be fired away in the same interval, there would seem to be no need for any change in the manner and system of supplying them.
ENGINES AND BOILERS.
These splendid machines have worked throughout the cruise almost faultlessly. The material, work and finish upon them show a high order of capacity and integrity. Wherever defects have occurred it has been rather in the original design, though in this respect, if we except pumps, main condensers and the system of drainage, there has developed but little to occasion complaint. Most of the steam pumps are of English design and of the yoke pattern and are vertical; they get out of order easily and are difficult to overhaul on account of having to be taken down before they can be taken apart. Pumps of American design ordinarily used on board our steamers are without doubt to be preferred. All the pumps for clearing her water-tight compartments of water are located low down in the engine-room compartments, so that if either of these should be flooded the whole drainage system forward or aft would be rendered useless. There have been quite a number and variety of accidents under this condition to demonstrate the importance of locating these pumps outside the compartment system of the ship, so that their usefulness be not imperiled by injuries that would involve their use at critical moments.
Referring to the main condensers, it occurs to me to be inadvisable that the air-pump should be attached to and driven by the low-pressure piston. The slightest injury to the connecting piston-rod would disable one engine entirely, but an inconvenience almost as serious is imposed, in being obliged under the circumstances to start the main engines, often at inconvenient times, to obtain a vacuum, and, in order to maintain it, to constantly keep turning the main engines over every few minutes. Separate air-pumps worked independently of the main engines would be an undoubtedly desirable advantage, wherein some danger would be avoided and much inconvenience overcome.
Condensers of cylindrical shape would be a marked improvement in this vessel, on account of the less room they would take, and the more room they would afford to move and work about the engines.
The system of drainage in its extent and general application is good, although it is made to depend upon pumps that are located in compartments liable to be filled with water themselves, instead of outside of the systems that it is intended they should clear. We have experienced some inconvenience when it has been necessary during a cruise to refit the piston-shoes of both engines. These shoes being filled on their friction surface with white metal squares, to save the bottoms and lower quarters of the cylinders from undue wear, were found worn down to such an extent that it has been necessary to refit and refill one or more of them. As this operation is one in which great care and some time are necessary, the ship was practically disabled during the period required to complete them. If each of the new cruisers were supplied with one spare set fitted for one engine, it would be a simple matter to replace an injured set in a short time while renewing on board ship the metal in the worn set; or, perhaps, if these shoes were made of cast iron softer than that of the cylinder, I am of the opinion they would answer quite as well.
We have met with much inconvenience in using water from the forward feed-tank, which is the receptacle for all condensed steam from the dynamos, heaters, steering, anchor, and auxiliary engines. The oil used in the cylinders of these machines is carried over in the drain-pipes to the feed-tank and from there fed into the boilers, where it deposits in a thick gummy scale that must in time work injury to the main boilers. This tank could be improved by a filter, or by some means to drain off the oil from the top, so as to prevent so much of it being carried over into the boilers in the feed-water.
The two auxiliary boilers of this vessel are too small to run the dynamos, make fresh water, heat the ship, and to use in cooking. The consequence has been that we have been obliged during the entire cruise to keep steam on one of the main boilers for these purposes, and to devote the auxiliary boilers solely to making fresh water for drinking and cooking. It will require for the purposes mentioned above, when not under way, a boiler of at least 200 to 250 H.P. in a vessel of this size, in addition to supplying the main boilers with fresh water for their use, and none other ought ever to be used in them; perhaps an evaporator might readily take the place occupied by one or both of the auxiliaries.
I would suggest that the ash-hoisting engines now placed in small cuddy-holes on the berth-deck, where it is excessively hot when under steam, and where there is not room enough to keep them in proper order, be transferred to the uptake or drum rooms, where there is abundant room, more protection, and more light in making needed repairs.
It is especially important that all openings under the engine and fire rooms into the double bottoms, except those well up on the ship's sides, should be raised so that the manhole cover will be at least three inches above the bottom of the limber-holes, in order that when necessary to go into these compartments, the water in the bilges may not be admitted, as now happens.
The issuing and tool room of the Engineer Department, whenever it is possible, ought to be located between the forward engine-room and after fire-room, both on account of convenience and for saving time in getting stores and tools when work is going on. Much valuable time that is now taken in getting these things could then be devoted to work.
officers' QUARTERS.
In olden times, when sail was the motive-power of ships, there were excellent reasons for placing the officers' quarters of ships in their after-parts, in order that the captain might always have the helmsman and the sails under observation, and the watch-officers close to their stations of duty; but in this age of rapidly moving steam cruisers of great length, the deck-officer as well as the helmsman are transferred to stations of duty forward, that greater security may result by this change of position. It would seem then that the same logic that fixed their quarters in the first instance ought to do so in the last, that the officers might live nearer where they are required to be on duty when under way. It often happens that the interval of time between the discovery of danger and the quick decision to avoid it is so short that there is not time enough to allow the captain to traverse the whole length of these long ships, from quarters in the stern to the bridge in the bows, before deciding what should be done. It is possible that instances may occur in which this action delayed from such cause may prove too late. As the seat of control has now gone to the forward end of the ship, the quarters of the officers should follow, to increase the efficiency of command, and to avoid accidents that are possible under present circumstances. As efficiency is the first consideration, it ought to prevail against prejudices which live longer and stronger with us than all else. This change would really be no more radical than that in which the mastless ships of to-day have superseded the full-powered sailing frigates of other days.
men's quarters.
There has been a growing tendency in late years that finds fuller expansion in the later cruisers, to increase the accommodation of officers by encroachment on those of the men. In this respect the Baltimore is a good type to use in illustrating this position, for in her the officers' quarters, with the ship's offices, pantries, etc., take up quite half of the capacity of the berth-deck of the ship. Commencing first with the space devoted to the Admiral and Captain, it could be reduced quite one-half and then be commodiously large. But if both were placed under the poop, as might easily be done, then the wardroom, junior officers' quarters, pantries, etc., could be fleeted aft at least thirty feet or more to afford a larger berthing space for the three hundred and thirty-five men. With the improved systems of ventilation of the new ships there is hardly any suffering, and no injury to health as formerly, but there yet remains much unnecessary crowding together that could be remedied in this ship, and I think in all others, if the officers' quarters were reduced in some such proportion as those of the men.
ORGANIZATION.
With most of the conditions changed by the disallowance of many of the rates usual in ships of war of the older type, it was evident in assuming command that a change of organization was not only forced by this fact, but by many circumstances incident to a type of ship that bore scarcely any resemblance to the older beyond the general external likeness. With so much complicated apparatus that had to be attended to in the new ship, substituted for the many old things that might have been neglected in the older, it was evident at a glance that a change was at hand that had to be met. A little reflection soon fixed the fact that in the modern ships as fighting machines most of the impediments of the older vessels had been removed to make way for battery and engine efficiency, which suggested them as the units upon which the newer organization ought to be constructed. With this end in view, it was decided to establish this organization first, and from it to derive all others in order to secure the desirable object of placing men who are at the same gun division in the same infantry company, in the same boat, in the same mess, in the same stations, and to associate them in the same work of cleaning, where they were under the control of gun-captains rather than captains of the several parts of the ship. If there is value in the fact that camaraderie in the fellowship of arms is induced by association in the same duties, or in the same exposures, such an organization tends to bring this out fully. The excellent condition of the ship and her appurtenances during the cruise will stand as an evidence of the fact that this organization has had good results.
In these large ships where the duties of the Executive Officer have been made most difficult by the enormous complication and subdivision into water-tight compartments, there are hardly hours enough in a day to attend to the duties required under the new conditions. To relieve this to some extent, the scope of duty of the divisional officer has been enlarged so as to include the care and responsibility, not only of their guns and crews, but also of the cleanliness and good order of the decks, paint work and fixtures within the area included by their divisions. All officers in charge of departments below decks are held responsible for duties in and about them and are required to attend personally or through subordinates to many things that formerly consumed much of the Executive Officer's attention.
In the organization of the battery of this vessel the marines have been assigned to the secondary battery to utilize a force whose rifles in action would be useless, but they have no part in the organization of the crew for cleaning or coaling, in consequence of prohibitive orders and circulars. To some extent they are a privileged class who make dirt, but are not cleaners, as every man on board ship ought to be. It is to this distinction that some of the adverse criticism of their need is due. There is nothing in the character of their duties on board that ought properly to excuse them from the fullest participation with the men in all the ship duties that tend to develop the fullest efficiency of the vessel as a fighting machine.
ENLISTMENTS.
The experience of this cruise in a vessel fitted with military masts, wherewith some of the grades of petty officer are unnecessary, suggests the idea that it might be better to combine all distinctive rates into three classes on enlistment. For example, instead of enlisting men in the rates of master-at-arms, boatswain's mates, machinists, carpenter's mates, gunner's mates, etc., after three consecutive enlistments as at present, it would appear more logical to separate the existing grades of petty officers into three distinct classes, to be known as 1st, 2d, or 3d class petty-officer, and to be enlisted in these grades at a rate of pay nearly equal to that now received under such divisions in the pay table. Then when these petty officers of the several classes are transferred from receiving-ships to a cruising vessel, it would be within the power of the commanding officer to rate them captains of tops, coxswains, quartermasters, machinists, etc., which properly are rates incident to their service afloat rather than rates in which men ought to be enlisted on re-entering. It can occur in the short period of twelve years that all the most valuable men of the navy will be found re-enlisted in the superior grades of master-at-arms, yeomen, machinist, etc., to which the largest rate of pay is attached.
Under the system suggested, it is believed that much greater efficiency will result to the service in the establishment of a plan which will separate the grade in which a man is to enlist, from the actual rate in which he is to serve after assignment afloat.
If the estimates of men by all commanding officers could be the same in fixing fitness for rates, the present system might answer, but as in this matter the widest divergence of opinion exists, it does not appear just that the judgment of any one officer in fixing the status of a petty officer in a certain grade should be the inflexible rule to govern all others.
When, however, men have been re-enlisted in the grades of petty officer here suggested, they should be entitled to mess in a separate place with a cook attached to their mess, away from the men they are expected to command, and on each re-enlistment under continuous service there might be an increase in the gratuity pay somewhat greater than that in the grades of seaman, ordinary seaman, etc.; and to fix the attachment of these and all other men to the service, I would suggest that leave of absence be accorded to all honorably discharged men after each cruise, as is the case of officers who desire it.
This idea seems to me to be one that would fix in the men's minds and thoughts that they really belong to the navy as a part of its organization in much the same sense as the officer.
RANGE-FINDER.
During the cruise in all target practice, this instrument has been found of the greatest value in accurately determining the distance. On the last occasion of practice in Coquimbo Bay, when the apparatus was not used on account of the battery of dry cells being out of order, a marked difference was observed in the practice where gun-captains depended upon their own judgment to determine distance rather than upon the range-finder. The less accurate practice of this occasion clearly demonstrated the value of the apparatus used in connection with the modern high-power artillery.
From my observations with the instrument on board this vessel I am convinced that it is an indispensable part of the ordnance outfit of all our new ships. Four instruments, two on each side, so protected by projecting sponsons as to afford a range of nearly 180° would improve the present plan. The forward and after pair to be connected so as to determine the range of vessels directly ahead or astern. The experience of this ship with the instrument shows further that the ships, in contests of the future, supplied with the Fiske Range-finder would possess an enormous advantage over those in which the distance had to be determined in the old way by gun-captains whose judgment would be affected by the excitements and tumult of battle. Indeed, I think I do not overstate its value when I express the opinion that in the naval conflicts hereafter, where ships are equal or nearly so, combats will be decided in all probability in favor of the ships with range-finders, or in case both contestants possess these instruments, actions can last but a few minutes at most, and during this short interval the destruction would be terrific.
COLOR FOR SHIPS.
During the cruise it has not been our experience that white is the best color to paint ships, either for neatness or for service. It is extremely difficult to keep the modern ships in order when painted this color, where it is necessary to coal every fortnight when making a passage, or when lying in the damp and sticky ports of the tropics. It is the most conspicuous of all colors at night and therefore not at all adapted for service in war. It is much more expensive because it is necessary to paint so frequently to maintain a respectable appearance.
At the first signal of war it would be necessary to adopt some neutral tint akin to that which the French have chosen for their coastguard ships. This shade is the lead color with a slight tinge of green similar to that atmospheric tint observed near the horizon during the morning and evening. Ships painted this color blend most harmoniously with the sky coloring and are almost indistinguishable after darkness intervenes. Of all colors this one appears best adapted to war uses, and as all modern ships are intended to be ready at all times for war, I would recommend this color for all ships, boats, funnels and spars, so that there should be no necessity to repaint ships in the event of war to complete their readiness for it.
The great precision of modern arms against well-outlined targets makes their color a matter of the greatest importance. The shade I suggest is the best I have yet seen for war vessels.
During the struggle just ended in Chili, the torpedo-boats Almirante Lynch and Condell were painted this color, and on two occasions, one at Iquique and the other at Coquimbo, both these vessels entered these ports at night and were scarcely visible only a few hundred feet away.
PERFORMANCES OF THE BALTIMORE'S ENGINES AND BOILERS.
The adjoining tabulated data (see table next page) represents the performance of the ship under circumstances of service, with the state of the bottom in good, fair, and bad order. It will be observed that the per cent of slip varies considerably with the bottom in foul or in clean condition, while the increase in the coal consumption as shown in the last line is immensely increased without any gain in speed.
The economical speed of this ship is shown to be about 10.26 knots with a coal consumption of about 158 tons to the thousand knots, or about 40 tons per day or about 3600 pounds per hour. At this rate of speed each cylinder of the engine does the fullest economical work at the least loss of speed by the slip.
Though the data here supplied furnish a curious and instructive study of results in actual service, in all cases there appears a larger consumption of coal per horse-power than originally calculated. This reduces her steaming radius largely, and is all the more important in demonstrating the fallacies upon which these calculations have heretofore been based. This table is submitted as an instructive study of her performances.
Very respectfully,
(Signed) W. S. Schley, Captain, Commanding.
The Honorable Secretary of the Navy,
Navy Department, Washington, D. C.