The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

Supercraft—All-welded tank barge of unusual design launched Nov. 28, 19384, by J. W. Evans & Son, at Tompkinsville, Staten Island, N. Y. All-welded Tank Barge Keeps Even Cargo Temperature By R. D. Mac Millen ment in liquid-cargo carriers, all- welded, nonpropelled barge SUPER- CRAFT, was launched Nov. 28, at the yard of J. W. Evans & Son, Tompkins- ville, Staten Island, N. Y. for Lee & Simmons, Ine., general lighterage service, New York. The new tow barge, designed by W. Se Macdonald, New York naval architect, is of combina- tion tank and deck type, for carrying fluid cargoes below deck, and with extra heavy deck beams and deck suitable for deck loads. It is 130 feet long, with a beam of 38 feet and a depth of 11 feet. The hull is divided into ten watertight compartments. Cargo ca- pacity is 1200 tons. The space below deck from peak bulkhead to peak bulkhead is divided into three ‘‘U’’ shape tanks, each subdivided by a thwartship bulkhead, making a total of six separate tanks. Expansion trunks, located at extreme ends of tanks, fore and aft allow max- imum clear deck space. The bottom halves of the tanks, being ares of circles, require no stiffening, while the upper vertical portions, extending to the deck, are stiffened by flat bars. The rounded bottoms, without stiffening members or other obstructions, assure free drainage. Large sumps located at the lowest point at each end of tanks are equipped with bell suctions. Access to the bilges is provided through a two-foot space between the outer side of the tanks and the shell of the vessel. A double system of heating coils, is installed in each tank, with in- dividual controls at the steam mani- fold in the engine room. Accurate temperature control is maintained by [oven in tiauiee a new _ develop- 26 the use of a Bristol indicating re- sistance thermometer. Individual suction lines make it possible to carry assorted cargoes in the tanks and main pump connec- tions to the double bottom permit the use of the outer compartments also, if desired. All suction lines are controlled through the manifold in the pump room. Dual pumping equipment is in- stalled in two gastight compartments in the forepeak. The pump room contains a Worthington steam driven horizontal duplex pump and a Worthington rotary pump of latest design, the latter driven by a _ 6- cylinder 82 horsepower Buda engine in the adjoining engine room. The vessel, built to the highest standards of the American Bureau of Shippins for= harbor; canal and limited coastwise service, has a superstructure designed for Barge canal clearance and provides com- modious quarters aft for the crew. It is thoroughly ventilated through- out, electrically lighted, and equip- ped with all modern safety devices. Designed primarily for the oil carrying trade, particularly vege- table oils, the ‘‘thermos bottle effect’’ is expected to prove of great value. The designers estimate that the contents of the tanks will retain atleast 25. per cent of their original heat for a period of 72 hours or more. The Battle Cruiser (Continued from Page 10) man battle fleet in the fast failing day- light. Here then was a new function for battle cruisers to perform. They were MARINE REVIEw—January, 1935 expected to stand off the attacks of enemy battleships while battleships of their own fleet escaped. Von Hipper’s ships stood up gallantly to this task, although it almost finished them after all they had been through. Darkness came as a welcome respite to the hard pressed German battle cruisers and en- abled four out of the original five to escape. Characteristics af Battle Cruisers The stirring events of the battle of Jutland demonstrated many duties of battle cruisers in fleet actions, and indicated the characteristics neces- sary for the performance of these duties. Clearly in fleet actions one may expect battle cruisers to partici- pate in protracted engagements with ships of similar type and also with battleships. The protective system of the battle cruiser should be compar- able in efficiency, therefore, to that of the battleship. Moreover, there is little room for compromise in re- spect to the armament of the battle eruiser, A primary battery equal in ealiber to that of the battleship is required and the number of primary battery guns should be little if any less than for the battleship. In re- spect to secondary and antiaircraft batteries and in respect to underwe- ter protection, requirements of the two types are the same. The remaining major characteris- tics, speed and cruising radius, are not easy to evaluate. In the battle of Jutland the superior ‘speed of the British battle cruisers was of little or no importance, certainly of far less value than a more efficient sys- tem of protection would have been. It is conceivable, however, that in future fleet actions superior speed may prove to be of considerable im- pertance, Moreover, high speed may be required by battle cruisers for the successful execution of functions other than those of fleet actions (bat- tle of Falkland Islands). On the whole it appears that high speed in a battle cruiser is most de- sirable, but that it should not be ob- tained at the expense of cffensive or defensive power. One should keep in mind that an extra knot costs more in added displacement the high- er the speed. Beyond 30 knots the cost is well nigh prohibitive. In the judgment of the writer, one should be satisfied with a speed of 20 per cent in excess of the standard for battleships, or, in other words, with some 27 to 28 knots. A suitable cruising radius for a battle cruiser must be based upon the geographical position of the country and its possessions and upon the availability and location of fueling stations under its control. For the United States a long cruising radius is required by battle cruisers as well as by other naval ships. It is apparent that the battle (Continued on Page 40)