A Record in Destroyer Construction

A brass plate in the wardroom of the destroyer Reid bears the following inscription:

The short period between the laying of the keel and the final delivery of the Reid undoubtedly is exceptional. Although efforts previously had been made, with results that were regarded as notable, to reduce the so-called “ construction period ” of a destroyer, it is believed that no record so far established even approximates that of the Reid.

The Reid was one of the 35 destroyers under construction by the Bethlehem Shipbuilding Corporation, at the Naval Destroyer Plant at Squantum, Mass. Her official number is 292 and she is the 32d destroyer of this group of 35, but due to being completed ahead of other vessels, was the 23d one of the group to be deliv­ered. The contract for these particular destroyers called for 45 in all; 10 of them were built at the Quincy Works; the last one of this group of 10 was delivered Sept. 23, 1919. From the foregoing, it may be seen that, prior to the Reid, the builders had had plenty of experience on destroyers of this design and they were thus enabled to make the necessary disposition of men and equipment, assemble all needed material, and make certain that no delays would arise from lack of preparation.

Through the expeditious building of a ship, the shipbuilder derives many advantages. The one generally regarded most highly is the publicity obtained thereby. Another, is the consid­erable economy, due to the intensive effort on the part of the mechanics and the consequent lowering in cost not only of that particular job, but of the work throughout the plant. Through stimulating the interest in such an undertaking, there is also a decided resulting improvement in morale and interest on the part of the workmen, who are apt to grow stale on so much repeat work, especially after the incentive of war is removed. As an offset to the advantages there is danger of slighting other work in favor of the record job. Also, there is danger of careless workmanship and unsatisfactory results. The latter can be obvi­ated only by careful and thorough inspection and a rigid adher­ence by the inspectors to all tests and inspections and insistence upon the highest grade workmanship. In the case of the Reid it may be noted that during the constructional period six destroy­ers were delivered, five launched and work progressed on others. In other words, the work on the other vessels of the program proceeded at practically the normal rate. Furthermore, all the usual tests, required by the specifications and custom, were scrupulously carried out on the Reid and no deficiencies were waived. Inspectors were all warned of the necessity for unusual care and attention, and absolute compliance with the requirements of the specifications and test requirements.

Preparations in Advance of Laying the Keel

All of the structural steel material for the vessel had been put through the shop, “ fabricated,” to use a modern expression, sometime previously to the laying of the keel. The 35 destroyers had been divided into four groups, three of 10 each and one of five. The structural material for each group was carried through the shop at the same time. Thus, framing for the last group of five destroyers, of which the Reid was one, was laid off, bent, punched, assembled and riveted, so far as was possible, all at one time. Bulkheads were assembled and riveted. Keels, longi­tudinal deck girders and side stringers were assembled and riveted together in sections as large as could be handled. Shell plating of the Reid was punched in advance, except for 58 plates around the bow and stern, which were laid off from templates actually “ lifted ” from the structure, after other work had been assembled.

In order to avoid, as much as possible, congestion on the ship, and to expedite actual work, a number of sections or parts were assembled and riveted together on the ground. This included deck houses, bridge, emergency cabin, searchlight tower, coffer­dam and reserve feed water tank. These latter were assembled, riveted and practically completed on the ground before placing. Gun foundations including supporting bulkheads, deck and plat­form plating and stringers were assembled and riveted on the ground in advance. All auxiliary foundations were assembled and riveted on the ground. All machinery, including auxiliaries was collected, examined carefully and prepared for installation. Boilers were set up in assembly building, mountings and fittings installed and the boilers tested hydrostatically, boiled out and cleaned. Smoke stacks were built, all piping cut to length and bent to shape wherever possible to do so. Careful steps were taken to ensure the readiness and satisfactory quality of all the material and fittings necessary. This had a double advantage, as it served not only to ensure the availability of the Reid's material, but indicated deficiencies in material for the other four destroyers of the group. In building a large number of vessels of the same design, there is of course, a tendency to replace material lost or spoiled on earlier vessels by taking that intended for later ones. The careful checking of the Reid’s material served to bring to notice such deficiencies and was one of the reasons for building her out of turn.

No work in excess of eight hours per day was performed and only two shifts of men worked normally. On some special jobs, in order to avoid interference, a third shift worked. Some work, notably boring the shaft tubes, was performed on Sunday. Gen­erally speaking, it may be said that the vessel was built, working two eight-hour shifts and with practically no Sunday work.

Work on the Building Slip

The keel of the vessel was laid at 7 o’clock in the morning, Sept. 9. In the first day, besides laying the keel, five bulkheads, reserve feed water tank and cofferdam were placed. The first gang of riveters was started riveting in way of boiler rooms in the afternoon of that day.

The following is a general summary of the work on the building slip:

Sept. 7. Keel laid and started riveting.

10.       Erected stern casting.

13.       Started fuel oil piping and drainage. Erected stem casting.

29. Shaft tubes passed water test. Struts erected.

Oct. 3. Installing sea chests.

6. First tanks passed water test.

8. Rudder hung. Some pumps installed.

10.       Fuel oil and feed water heaters, remaining pumps, and ventilating sets installed.

11.       Lines for shafting run and boring started.

12.       (Sunday) Shafts installed and propellers placed by special gang.

14.       First tank passed air test. Water testing of tanks completed.

15.       Vessel launched at 4.30 p. m.

Work in Wet Dock

The vessel was towed immediately after launching to the wet dock and decks were cleared away for installation of boilers and turbines. All boilers and turbines were in the ship by noon Oct.

16,  the day after the launching. Smoke stacks were placed Oct.

17.  Final inspection of fuel oil tanks was made on Oct. 18 and 20, and 24-hour fuel oil pressure tests completed Oct. 22. Hydro­static tests of boilers were begun Oct. 18 and completed Oct. 20. Spinning test of turbines and dock trial were held Oct. 22 and builders’ trial underway, Oct. 28. The most remarkable feature of the whole performance lay in the short time required for the installation and completion of the boilers and machinery. To install, in so short a time, in the limited spaces on a destroyer allotted to boilers and machinery, a power plant of nearly 30,000 horsepower together with piping, fittings and electrical wiring, is rather noteworthy. The difficulties must be evident which attended the scheduling of all work on the vessel to permit the different trades to carry out their work in the various compart­ments without undue interference or delays.

Official four-hour full speed trial was held under direction of Board of Inspection and Survey, Oct. 31. At time of official trial the vessel was in a practically completed condition except for final cleaning, painting and post-trial examinations and inspec­tions. The vessel was delivered to the Navy Department com­pleted so far as the builders were concerned, on Nov. 5.

A noticeable feature was the manner in which the interest of the men was awakened. The work was carefully scheduled in advance and free use was made of signs in the plant, giving date by which particular stages of the work were to be reached. Thermometers were used showing percentage of completion on the ship and in the wet basin, of all ships, and the interest of the men in the progress of the program was secured. This, as may be well understood, was one of the most important factors in the rapid completion of the work. In fact, when asked for an explanation of this really phenomenal result the plant superin­tendent replied, “ Co-operation and team work.”

The Rivet Drive

During the course of construction of the Reid the number of rivets driven weekly is shown on the following table. It should be noted that the greater portion of the rivets were driven during the two weeks just preceding launching and in order to obtain this number of rivets without interference with other work, great care and judgment were necessary. At Squantum, as at other shipyards, the question of riveting was a serious one and, in order to obtain the weekly drive necessary, large numbers of new men had to be broken in. The table following includes only rivets driven during the building period and not those in bulk­heads, keel, frames, etc., driven in advance of laying keel:

An average of 66 rivets per gang-hour was maintained up to the time of launching. Considering the number of men in the work and consequent interference this average may be considered as remarkably high.

The Squantum Naval Destroyer Plant

As the plant facilities contributed, more than any one other thing, to the expeditious carrying on of the work, a brief descrip­tion of the shipbuilding plant seems in order.

In the fall of 1917, having in mind the congestion then existing in all shipyards, additional plant facilities were needed, in order that the construction of the 45 destroyers ordered from the Fore River plant of the Bethlehem Shipbuilding Corporation might be expedited. The contract, therefore, provided for special plant arrangements for the construction of 35 of them. A ship­yard was built at Squantum, Mass., a boiler plant at Providence, R. I., and a turbine plant at Buffalo, N. Y. These plants were constructed by the Bethlehem Shipbuilding Corporation at the expense of the Navy Department and under its supervision, and remain the property of the government, their use by the con­tractor being limited to the construction of the destroyers in question. The reason for locating the shipyard at a distance from the Quincy works of the contractor and for separating the boiler and turbine shop lay in the necessity for opening a new labor market, that at Quincy being exhausted and the housing and transportation facilities being already much overtaxed.

Provision also was made in the contract for additional plant facilities, financed by the Navy Department, for the firms building the pumps, reduction- gears and blowers.

The shipyard is located on Squantum Point, partly on the Neponset River and partly on Dorchester Bay. The tract of land, which is marshy, comprises about 700 acres, of which about 100 acres are occupied by the plant proper. The plant has a structural steel shop, assembly space, 10 building slips and six covered wet docks, all under continuous roof. The total area of the roof over these particular shops is about 18 acres.

There are in addition a pipe shop, sheet metal shop, machine shop, paint shop, electrical shop, riggers’ shop, mold loft, power house, warehouse, storehouse and office building. There is a large plate and angle yard, served by overhead cranes, adjacent to the steel shop. The material is laid off in lots for a group of ves­sels, and necessary punching, shearing, bending, planing and drill­ing are performed in the shop, whence it passes to the assembly space. Here it is assembled and riveted so far as is practicable on the ground and stored, pending erecting on the ship. When the ship is ready for launching a door in the house is opened, the vessel launched, another door opened and the vessel placed in a covered dock. The vessel is removed from cover only when nec­essary to install masts and hold dock trials. Practically all ship­building work is performed under cover and under cranes. In the assembly space, building slips and covered docks, there are a total of 42 electric travelling cranes, giving unexcelled crane service during all stages of the work.

The plant is connected with the Boston Elevated R. R. system by double track line and loop on the reservation. A bridge was constructed over the Neponset River and necessary street car tracks laid as a part of the plant. There is railroad connection with the N. Y., N. H. & H. R. R. at Atlantic station, and work­men’s trains are run by the shipbuilder to and from this station to care for those men coming by train or living in the vicinity of Atlantic.