ARTICLES written about the Navy constantly refer to the battle cruiser and battle ships as being the backbone of the Navy. This is, perhaps, not true as, due to the activities of enemy aircraft and submarines, we find their teeth to some extent have been pulled. But still they remain and must form our first line of defense.
They have a speed of approximately 21 knots and a steaming radius sufficient to take them to strategic points. When we take into consideration the distance this might be from a naval supply base, such as a point in the Southern Hemisphere, we realize that these vessels cannot exist without the various auxiliary units and supply ships composing the train upon which they depend.
These supply ships must, in turn, have sufficient speed to cruise with the fighting units and make their escape in case of attack.
The train is composed of repair ships, ammunition carriers, hospital ships, fuel carriers and food supply ships, and should have sufficient capacity to supply a fleet and its auxiliaries with the food, supplies, and necessary repairs without which the fleet cannot exist.
The fleet, therefore, relies on these supply ships which are its backbone.
How much work can a human being do on an empty stomach? How can a man be called upon to face hardships if not well fed?
No doubt, during the late war many, readers of this article stood watches of four hours on, and four hours off for periods of twenty odd days at a time, and, if they had not been well fed, the strongest would have broken down.
The army in France needed feeding and we did not have a thoroughly equipped supply ship in the whole of the army transport service or the Navy, with the result that ships especially constructed to carry fruits had to be used for this purpose; these at their best were poor substitutes and too slow for the service required.
The army transports in existence were, without exception, old ships so cut up into quarters and compartments that they could only carry enough for their own needs and, unfortunately, our Navy was not in any better condition. None of these ships could average 12 knots. In this emergency it was then decided to convert a number of the vessels building for the merchant service into refrigerator tonnage, but although the refrigeration was perfect, the ships were entirely unsuitable, being much too slow for the purpose in view. The first of these, the U.S.S. Luella, was loaded with 2,000 tons of frozen beef, and scheduled to proceed overseas in a 10-knot convoy, (just think of our food proceeding through submarine-infested seas at 10 knots). After leaving her pier, it was found that, although she was in good condition, she was unable to make sufficient speed to keep in an eight-knot convoy, and had to return to her pier and unload into a ship which could make the required 10 knots. Eventually, several ships were converted: namely the S.S. Deerfield, S.S. Neponset, and S.S. Wheaton, the three best refrigerator ships in this country, but they are only approximately 11 knot ships loaded and are not suitably subdivided for naval supplies. This is the deplorable condition which still exists even today, with such ships and the U.S.S. Bridge being the best the Navy has. All but the Bridge are improperly fitted for supplies and all including the Bridge have a speed limit of 12 knots or less.
If we venture to criticize this condition we should be able to offer constructive suggestions to improve it.
In general, the duty of a supply ship in the Navy requires that it be arranged to carry passengers and such various supplies as required, that it be capable of making sufficient speed to keep in touch with the fleet, wherever it may be, and that it be of sufficient capacity to supply both the fleet and naval bases as required.
Our ideal supply ship should be refrigerated and the description of such a suitable ship follows. An effort has been made to avoid intricate details and only to put forward ideas which may later bear fruit. Figure I shows the in-board profile of the suggested type, which should be rigged so that both sides can be used for unloading simultaneously.
The eighteen compartments shown are entirely independent of each other, completely insulated and refrigerated (no air spaces) with a refrigerating system which will make them available for any type of cargo—frozen, chilled or dry. The refrigerating machinery room should be located as shown to give good machinery ventilation and central refrigerating distribution without taking up space more suitable for cargo.
The refrigerating machinery is the main feature of the ship, without which it would not need to exist; therefore, these items are mentioned first as the ship must be built around them.
The spaces beween cargo fore and aft compartments on the upper between-deck level, with the main deck, and bridge deck spaces, are available for quarters, galley, sick bay, etc. The forecastle head would house the windlass and boatswain's stores. The aft deck house would house the steering and towing engines, or these compartments could be fitted for armories.
The ship should be able to make a sea speed continuously of not less than 18 knots to cruise with the fleet and escape from an enemy's attack. The main power plant would have to be designed accordingly, but whatever type of drive, Diesel or Diesel-electric or turbo-electric, it should be a twin screw installation. I have shown boilers for a turbo-electric drive which should burn oil and have good double-bottom storage. Should Diesel drive be adopted, the vessel could have greater supply capacity or be made smaller.
The cruiser stern makes a better type of craft for this purpose, giving greater capacity and better boarding shape. The armament of such a ship is not of much moment, not being a combatant, but sufficient would be allowed for defense from torpedo and submarine attack. Anti-aircraft and saluting guns should also be carried. These, with the main battery being possibly 4-inch to 5-inch guns, would be ample to keep the personnel fit in gun drills and gun handling for other types of ships of the Navy. Figure 2 shows in sections the fore and aft ends and deck heights with the insulation shown in place.
It will be noticed that, contrary to naval practice, there is no air space between the ship's shell plating and the insulation. The ship's side can be well protected before insulating to offset any corrosive action and it will insure a perfectly dry insulation which is not possible with other types of construction.
In drawing up these remarks I have tried to visualize a particular type of supply ship and to put sufficient ideas on paper to justify my recommendations as a cure for the disadvantage under which our Navy is now staggering, and would again emphasize my ideas that the vessel be properly insulated and refrigerated, adequately subdivided for the various commodities to be carried and have a sea speed of well over 18 knots with a long cruising radius. I would recommend Diesel-electric drive for flexibility in cruising speed and maximum steaming range, but only if thoroughly reliable Diesel engines can be developed.
Four naval vessels under construction at present are listed for auxiliaries, but no new supply ship.
Give the Navy a "backbone" and keep a "silent service."