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EAST FAÇADE OF THE STATE, WAR, AND NAVY BUILDING, WASHINGTON. OCCUPIED BY THE NAVY DEPARTMENT

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RECORD-ROOM OF THE BUREAU OF CONSTRUCTION AND REPAIR, NAVY DEPARTMENT WASHINGTON

of the yards at New York, Norfolk, and Mare Island, the closing of the New London and Pensacola yards, the temporary shutting down of the League Island yard, and the retention of the Washington yard for the manufacture of standard articles, but not as a ship-yard for the repair of vessels. Difference of opinion existed as to what should be done with the Boston and Portsmouth yards. The Secretary designated the Washington yard as the place where all ordnance work should be centered, directed that most of the construction and repairs of ships should be effected at the New York, Norfolk, and

Mare Island yards, and ordered that equipment work should be done at the Boston yard. The steady growth of the navy and the size it had attained in 1897 convinced me that the time had come to enlarge the capacity of existing yards and to equip others to do repair work. During my administration the yard at Port Royal, S. C., was the only yard abandoned, but in its place Congress authorized the establishment of an important naval station at Charleston, in the same State.

A step toward the effective reconstruction of the yards was the appointment of a competent chief of the Bureau of Yards

and Docks. From the time of its creation this office had been held by officers of the line who possessed little expert knowledge in civil engineering. Knowledge of this science is essential for the proper planning of naval stations, the construction of dry docks, and erection of buildings. A vacancy occurring, the President, upon my recommendation, appointed as Chief of that Bureau for the term of four yearsthe period fixed by law-Civil Engineer Mordecai T. Endicott, an officer of distinction in his profession and for a long time on duty in that Bureau, who had theretofore given evidence of efficiency and skill. Congress, at last satisfied that an effective fleet must have bases, and be equipped with appliances for prompt repairs, authorized extensive navy-yard improvements. Five years ago the docking facilities of the country were totally inadequate for the needs of the matériel. There were but three docks capable of receiving battle-ships-one at New York, known as Dock No. 3, a timber structure, which was defective on account of both location and workmanship; one at Port Royal, built of timber, the cross-section of

which was too small to permit the entrance of a battle-ship fitted with bilge-keels, and which could be approached only at high tide; and the third, also timber-built, at Bremerton, Washington, which was the best of its size belonging to the Government, but which had the disadvantage of being within striking distance of the British naval station at Esquimault. The prospect of war with Spain and the need of a dock on the Atlantic coast available for battle-ships in case of injury caused the Department to take measures for putting Dock No. 3, at New York, in condition for service, and it has since been practically in continuous service. A significant indication of our lack of sufficient docks was furnished in 1897 by the mortifying necessity of sending the battle-ship Indiana to Halifax to have her bottom scraped and cleaned.

A board of officers was appointed in 1897 to consider the docking requirements of the navy, and in the light of its report the Department recommended the construction of stone and concrete docks at Boston, Portsmouth, N. H., and Mare Island, a steel floating dock at Algiers, La.,

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MAIN DRAUGHTING-ROOM OF THE NAVY DEPARTMENT, WASHINGTON

and the enlargement of docks at New York, League Island, and Norfolk. Congress investigated the relative merits of timber and stone and concrete docks, and in 1898 provided for four timber docks and one steel floating dock; but authority was afterwards given to the Department to build these four docks of the more solid material. The construction of these docks of masonry has definitely committed the Government to this type, the advantages of which are greater safety, longer life, and less repairs. Though these docks, which are now nearing completion, were at the time of their design the largest ever built by the United States, three others, also of stone and concrete, which Congress subsequently authorized, will be even deeper and wider, accommodating any of the immense battle-ships which are under construction and contemplated. The floating dock for Algiers is in successful operation at the naval station at that point. During the five years of my term Congress authorized the construction of seven masonry docks, one steel floating dock, and the rebuilding of one. timber dock in concrete. In addition, the Department purchased for the small sum of $250,000 the practically new steel floating dock at Havana, which had cost Spain $600,000. In 1897 there were eleven Government docks, only three of which could accommodate battle-ships of the first class. There are to-day, built or under construction, twenty-one Government docks, eight of which are designed to receive the largest ships and three others ships of 10,000 tons displacement. Even with this number, we are far behind the maritime nations of Europe. In the single yard at Portsmouth, England, there are more dry-docks than we have to-day in our whole service. Germany, whose navy is about the same strength as our own, has seventy docks, two of which belong to private companies and are capable of receiving any of the Kaiser's battle-ships.

Besides providing docking facilities, Congress also authorized improvements in navy-yard plants. The navy-yard at New York is now equipped to construct battle-ships. That at Portsmouth, with an additional appropriation of $175,000, and the yards at Norfolk and Mare Island, with an additional appropriation

of $225,000, can be made ready for building vessels of this type. The improvements under way at Boston will, within two years, fit that yard for this work. The yards are to-day in condition to make repairs promptly, efficiently, and economically. The country should not think, however, that their improvement ought to cease. Much must be done to keep them in a state of efficiency. The coaling facilities of the country have also largely increased since 1897. A man-ofwar leaving San Francisco for China or Australia will now find coal piles distributed at convenient points along her route. Coal is the food of a modern ship, and war will demonstrate the strategical importance of the stations established, just as peace has shown their economic value. In addition to coaling depots, the United States owns twenty-three navy-yards and naval stations, the total value of which is not far from $100,000,000.

The shore stations of the navy have been described at some length because knowledge of their condition is necessary to obtain an adequate idea of the responsibility which rests upon the shoulders of those who administer their affairs. The several Bureaus, which have departments at the various yards and stations, are tenacious of their prerogatives and guard them jealously, fearing, perhaps, that any innovation will be followed by diminution of their jurisdiction. The temptation to step beyond the limits of a Bureau's authority as fixed by the Naval Regulations sometimes proves almost irresistible. The Bureau affected sharply resents the encroachment, and there immediately follows an exchange of communications, sometimes highly seasoned. The controversy is ul timately loaded upon the Secretary, who is expected to untangle the snarl in which his subordinates have wound themselves. The relations between the Bureaus are occasionally so strained that ordinary courtesy is strained. I recall that one Bureau Chief became highly incensed at another because of the latter's recommendations in connection with changes in the machinery of a cruiser. "Your recommendations," wrote the former, "are as inconsistent with your ignoring of the suggestion to withdraw the same as is your assumption of a 'best way to handle' these surveys antagonistic to simple.

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PHOTOGRAPH BY HENRY HOYT MOORE

SECRETARY MOODY IN HIS OFFICE AT THE NAVY DEPARTMENT, STUDYING THE MAP OF VENEZUELA

Bureau duties. The ostentatious display of a banner marked 'despatch' may obtain the confidence of the unversed, but it is not the proof of ability to secure that desideratum which is required to satisfy expert criticism."

This is one of the many instances of the friction which sometimes exists, but which should by no means be regarded as the rule. There has at times been like

lack of harmony between other Bureaus. The cause of the trouble any one who investigates the matter will readily appreciate. Here are three or four Bureaus charged with the construction and fitting. out of vessels, and while one, for example, is held responsible for the care and repair of all auxiliary steam machinery, it has no voice either in the design or installation of many of the auxiliaries. It

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