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(3) 1 outfit for distilling condenser distillate, consisting of: (a) 1 signal light controller, arranged for three light operation, with temperature compensator (range 70 degrees F. to 160 degrees F.), located at the signal lights. This controller is enclosed in a non-watertight, splash-proof metallic casing. (b) 1 cell with removable device.

(4) 1 outfit for last effect evaporator brine, consisting of:

(a) 1 A. C. wall type concentration indicator, with temperature compensator (range 100 degrees F. to 180 degrees F.), arranged for taking readings on both brine and distillate cells. Double scale graduated from 0 to 5/32, and 0-10 grains.

(b) 1 selector switch with suitable base for switch and indicator mounting.

(c) 2 cells, non-removable, with brass bushings arranged for insertion in 1-1/2 inch pipe thread.

(5) 1 rotary converter, of sufficient capacity to operate simultaneously all of the above equipment.

(6) 1 transformer for each unit.

The three light indicator is arranged as follows:

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The Colorado and West Virginia are equipped with Babcock and Wilcox boilers, identical with those on the Tennessee. The West Virginia has a Diamond soot blower system, Type G, installed in each boiler. This system consists of a number of permanent pipes installed crosswise of the bank of tubes. These pipes can be rotated by means of chain pulleys. As they rotate, boiler steam is discharged through a series of nozzles.

The rotating elements are calorized. By means of special poppet valves, steam is not put into the rotating element before it begins to revolve and is cut off before rotation stops.

Superheater safety valves have been installed on all boilers of the Colorado and West Virginia.


The arrangement of piping, feed heaters, feed tanks, main feed pumps, etc., is identical on the Colorado and West Virginia with that on the Tennessee.

To increase the economy of port operation, a motor driven feed pump of 50 gallons per minute capacity at 350 pounds pressure has been installed. Provision is made for automatic shift to storage battery in case of failure of ship's power.

Both vessels have Northern rotary pumps, driven by Electro Dynamic 12-20 H.P. variable speed motors, with Cutler Hammer controller; 600-1200 R.P.M.


The fuel oil system on the Colorado and West Virginia are practically identical with those on the Tennessee, except for the following differences :

A fuel oil heater is installed in each fireroom. Each heater is capable of heating 4000 pounds of fuel oil per hour from 70 degrees F. to 240 degrees F. The heaters are of Row and Davis type with a heating surface of 44.6 square feet.

In each engine room is installed a Babcock and Wilcox fuel oil separator, to take care of any leakage of fuel oil into the drains from the fuel oil heaters.

On each vessel is installed a port fuel oil service pump. These pumps have a capacity of 5 gallons per minute, at 300 pounds pressure.

The West Virginia has a Kinney rotating plunger pump, driven by a 2-1/2 H.P. General Electric motor. The Colorado has a Northern gear pump with a 3 H.P. Electro Dynamic

motor. Provision is made for automatic connection to storage battery in case of failure of ship's power.

On both vessels, De Laval No. 600 motor driven centrifugal fuel oil purifiers are installed, one in each engine room. These purifiers are intended to take water and sludge out of the fuel oil remaining in a tank between the high and low suctions and thus render the remaining oil fit for use under the boilers.

On the West Virginia, a fuel oil recirculating system has been installed. By this system, oil of such high viscosity that, at low temperatures, it may almost be shovelled, is rendered fluid enough to be pumped to the boiler atomizers. The operation of this system is as follows:

Oil is taken from a cold tank by a recirculating pump, sent through a recirculating heater and thence back to the same tank. Here the hot oil is discharged through jets in a ring around the suction, and also through a number of jets at intervals in the tank. The oil is circulated at a temperature of about 170 degrees F. until the whole tank has reached a temperature of 150 degrees F. At this time, the operation is stopped, and the recirculating pump and heater shifted to another tank. The hot tank is put on the service pump and the oil is sent to the firerooms where it is heated to the proper temperature for atomization before being sent to the boilers. In installing this system, the originally planned fuel oil booster pumps, 6X8X12 inches, were replaced by combined booster and recirculating pumps 14X9X24 inches. The engine room fuel oil heaters, which had a capacity of 16,000 pounds of oil from 70 degrees F. to 240 degrees F. per hour on the Tennessee and Maryland were replaced in the new design by heaters capable of heating 56,250 pounds of oil per hour from 100 degrees F. to 150 degrees F.


The equipment on the Colorado and West Virginia is similar to that on the Tennessee and Maryland.


The general arrangement of the ship's light and power plant in the engine rooms and distribution rooms is similar on the Colorado to that on the Tennessee and on the West Virginia to that on the Maryland.

The following minor changes have been made :

On the Colorado, Crane metallic packing has been used in the dynamo condensers and dynamo air separator condensers. On both the Colorado and West Virginia, each dynamo condenser is provided with an emergency circulating water connection from the firemain to be used in case of failure of the dynamo circulating pump. Connections are also made from the dynamo condenser to the main air pump suctions so that, in case of failure of the dynamo condensate pumps, it will still be possible to operate the condensing turbo-generators. In addition to the turbine driven 300 K.W. generators, the West Virginia has two 400 K.W. direct current generators, driven by Diesel engines of 900 B.H.P. The engines are located in B-105 under the ice machine room and the generators and switchboard in A-135, adjacent to the forward distribution


The Diesel driven generators are intended primarily for port use when most of the oil consumed under the boilers goes to make electric current. By using the Diesel generators, oil consumption in port can be materially reduced. Connections are made from the Diesel generator switchboard to the forward and after engine room generator boards so that current from the former can be fed into the rest of the system.

The engines, of Busch-Sulzer manufacture, similar to those on the S class of submarines, are two-cycle, nonreversible, single acting, trunk piston, and air starting, with six working cylinders operating on the Diesel cycle.

The scavenging pump and air compressor form parts of and are directly driven by the engine.

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