“At the next interview I furnished the Secretary with a complete detail of what would be required to make an armored cruiser on the ‘Blake’s’ dimensions and performance, and stated that I would like to bid in Class II on an alternative design with side armor.
“The Secretary handed my details and allotment of weights to the proper officer, and the Department proceeded to get up the plans and specifications. Frequent interviews with the Secretary occurred as the work progressed, and I felt sure that under Class II, permitting alternative designs, the contract would be awarded. Before the time for awarding the contract had arrived, I found that the plans were being developed under the conditions that I had given the Secretary; but when the plans were exhibited before bids were sent in, it transpired that the boilers had been placed three abreast in the government plans, bringing them within a few feet of the side of the ship.
“I then designed a plan for arranging the six boilers in pairs, making the coal-bunkers on the sides of the ship. This arrangement of coal-bunkers facilitated the prompt coaling of the ship and the handling of it. It also permitted a liberal amount of ‘coal protection’ for the boilers and engines, which was considered of important value at that time, and, what was of more weight than any other consideration, the introduction of two longitudinal bulkheads that extended the entire length of the engine and boiler spaces on each side of the ship. With three boilers abreast, the ship was liable to be sunk at any time by a collision with a coal-barge or passing schooner; any penetration of the side abreast of boiler, besides resulting in a speedy foundering, would certainly unship the side boiler, adding thereby an explosion to the other damage.
“With the boilers in pairs, it would be necessary for a ramming vessel to penetrate the side and two bulkheads and enter ten feet to do any damage, so the chances of being destroyed by ramming would be reduced to a minimum. I also lengthened the vessel over the Department’s plan, but kept all the conditions of specifications intact, except as to dimensions.
“After the bids were opened, it was found that ours was the lowest in Class II, and lower than any other bid, taking the competition as a whole. The Secretary then called a conference, at which all the bidders and the Chief Constructor were present, and, after thorough discussion of all the points involved, awarded the contract to the Cramp Company under the bid in Class II on the modified plan I had suggested and offered as to boiler arrangement and other details conformable to it.
“The ship was named the ‘New York,’ and on trial trip she largely exceeded her contract speed and requirements of coal endurance and in all other respects; while the ‘Blake’ on trial was a failure; her engines had to be practically rebuilt, and then did not come within the scope of reasonable competition.
“Mr. Tracy can fairly claim credit for the design of the ‘New York,’ and the project for the construction of the ‘Indiana,’ ‘Massachusetts,’ and the ‘Oregon’ class of battleships was also due to his foresight.”
It is not within the scope of this Memoir to trace the progress of the new navy ship by ship, or even by naval programmes from year to year. For the purpose of this work, it suffices to say that, of the total number of battleships, armored cruisers, and first-class protected cruisers actually in service at this writing (1903), Mr. Cramp has built about a majority as against all other American ship-builders combined. There are ten battleships in commission, of which Mr. Cramp has built five; two armored cruisers, both built by him; ten protected cruisers of the first class, of which five hail from Cramps’ shipyard: that is to say, a total of twenty-two vessels, all first-class in their respective types, of which Mr. Cramp has built twelve as against ten by all other American ship-builders put together, navy-yards included.
BATTLESHIP RETVIZAN—DOCKING WITH SUBMARINE