Another Glimpse of the Trip of the Dry Dock Dewey

ANOTHER GLIMPSE OF THE TRIP OF THE DRY DOCK DEWEY
by F.M. Treder, Chief Engineer, USS Brutus

So much has already been written about the remarkable voyage that very little is left to be added but the following bits and photographs by one who made the trip may be an added interest.

It required fifty eight days after leaving Cape Henry Va. to reach Las Palmas in the Canary group of islands, where we put in to wait for new parts for our towing engine and make some slight repairs to the Dewey. The towing machine was of standard American manufacture and a very powerful machine but not equal to the strenuous work required. The machine in question was situated upon the Brutus which being the connecting link with the Dewey - the line of towing being Glacier, Caesar, Brutus, Dewey - received the greatest strain. The horse power developed averaged Glacier, 2,000; Caesar, 1,000; Brutus, 1,150. The towing machine became a total wreck at 6 pm January 26 with a moderate gale blowing and rough sea running from the east. The six inch crank shaft was bent in three places and the connecting and piston rods and crank pins were likewise considerably out of line.

The Brutus made about 10,000,000 revolutions during the voyage and burned about 3,600 tons of coal and not the slightest repair was found necessary during the trip to the propelling machinery. Coal was taken on in each port of call that the towing fleet might be held well down in the water.

The Brutus and Caesar were discharged at Cavite P. I. and ordered home, the Brutus to New York and the Caesar to Norfolk Va., both ships calling at Shanghai, China. and Singapore. During the passage of the Brutus from Singapore to Colombo, Ceylon, the whole line of intermediate shafting (5 sections) and also the thrust shaft, became out of line due to the weakened condition incident to her long hard task. And as she was sailing very light the vessel vibrated considerably in her whole length.

Repairs were effected in Colombo. The shafting was removed and straightened and the after hold was strengthened by placing heavy T irons between deck of after hold fore and aft, the T irons being connected by 3 stanchions to frames on tank tops and deck. The shafting is 11¹/₂-in diameter Engines are 24¹/₂ x 406-100" x 63⁷/₈" x 42" stroke; average, 60 rpm steam pressure 160 pounds.

The length of towing hawsers between the Brutus and Dewey was 100 fathoms of 8" wire cable reinforced by 105 fathoms of 2¹/₂" chain cable weighing together 23 tons.

I am unable to state what the hawser strain was but the slightest breeze or sea from ahead would impede our progress from one to two knots per hour.

The Caesar had trouble with her towing machine at times, but not of a serious nature. Some difficulty was experienced on the Dewey in keeping the three parts of her connections together, but this was repaired at Las Palmas. Between Cape Henry and Las Palmas, two 6" wire hawsers were broken. Between Las Palmas and Port Said, one 15" manila hawser and the shackle pin connecting the wire hawser with the Dewey 15" double manila were broken. The pin was made of the best forged iron and was 3¹/₂" x 4¹/₂" in diameter, 4¹/₂ in the pull.

As it took a double sheer to break this pin something may be gained relative to the existing strain. Between Suez and Singapore no trouble was encountered the 8" steel wire and 2¹/₂" cable being in use. But when close to Singapore, another shackle 3" in diameter connecting the chain cable with the Dewey's chain bridle was broken The passage from Singapore to Olongapo was uneventful and the fleet arrived at the latter port July 10 after a passage of 195 days, including stoppages. Fifty eight days Cape Henry to Las Palmas; 31 days Las Palmas to Port Said; 48 days Suez to Singapore; 13 days Singapore to Olongapo, a total of 150 steaming days.

[This article was transcribed from this original source.]