Всегда пожалуйста :).

Мне тоже статья понравилась. В Engineering публиковали отличные материалы.

Это точно, осталось только добавить историю службы :).

Ну на наглийском она есть:
http://www.history.navy.mil/research/histories/ship-histories/danfs/d/denver-cruiser-no-14-i.html
http://www.history.navy.mil/research/histories/ship-histories/danfs/g/galveston-i.html
http://www.history.navy.mil/research/histories/ship-histories/danfs/c/chattanooga-ii.html
http://www.history.navy.mil/research/histories/ship-histories/danfs/c/cleveland-i.html
http://www.history.navy.mil/research/histories/ship-histories/danfs/t/tacoma-ii.html
http://www.history.navy.mil/research/histories/ship-histories/danfs/d/des-moines-i.html

К сожалению с этим помочь никак не могу - терпеть не могу переводить тексты :).

Ну вот текст статьи из со страницы 1, можете попробовать его перевести автоматически:

THE UNITED STATES CRUISERS OF THE "DENVER" CLASS.

In our issue of January 12 latt wo published illustrations of the United States protected cruiBer Denver. This vessel is one of a class of six that were provided for in the Naval Appropriation Bill for the fiscal year ending June 30 next. The vessels were first known as protected cruisers 14 to 19, but have since been named the Denver, Des Moines, Chattanooga, Galveston, Tacoma, and Cleveland. The tenders for them have been recently opened, but this feature we will refer to later. On pages 394 and 395 we complete the series of illustrations of the machinery for these ships, which we commenced on the two-pago plate of our issue of January 12, on which, together with engravings on page SO of the same issue, we gave engravings of the general arrangement of the vessel. Figs. 6 to 12, of our two-page plate, January 26, are views of the fourcylinder triple expansion engines; Figs. 13 and 14, of our two-page plate of February 16, and Figs. 15 and 16 on page 218, are views of the general arrangement of engines and boilers; and on pages 320 and 321 are illustrations of the engine framing.

The vessels are, of course, to be twin-screw, the propelling engines being right and left-handed. As will be gathered from our illustrations already published, they are of the inverted, direct-aoting, fourcrank, triple expansion type. There is one piston valve for the high-pressure cylinder, and two for each intermediate-pressure cylinder, and one flat slide valve for each low-pressure cylinder. The arrangement is well shown in our two-page plate of January 26. The engines will be placed in separate compartments. In the May issue of last year of the "Journal of the American Society of Naval Engineers," particulars were given of the machinery of these vessels as designed, but in the August isBue of the Proceedings of the same Society it was stated tint several changes had been made in the dimensions. According to the latest advices, the following are the settled elements of the machinery design:
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The sequence of cranks in turning centres is in order as follows: High-pressure, intermediate-pressure, forward low-pressure, and after low-pressure. The order of the cylinders is forward low-pressure, high-pressure, intermediate-pressure, and after lowpressure. The collective indicated horse-power of the propelling and circulating pump engines was originally designed to be 4500, with the main engine making about 172 revolutions per minute at the steam pressure named: viz., 250 lb. at the engine. In this respect the prospective performance has, we believe, not been changed, although there has been a trifling alteration in the diameter of the intermediate-pressure cylinder. The disposition and arrangement of machinery is shown in the longitudinal section, Fig. 13, in the plan, Fig. 11, and in the cross-sections, Figs. 15 and 16. In general design it will be seen by Figs. 6, 7, and 8 (see two-page plate in our issue of January 26) that the framing is of the forged-steel column type at front and back, on the principle introduced in torpedo-boat work, and which has been often adopted with so much success for the engines of vessels, such as these, of larger size. Separate drawings of the framing are given on pages 320 and 321 ante. The engine bedplate is of cast steel. The crankshaft for each engine is forged in two pieces, the shaft for the forward lowpressure, and the high-pressure cylinder, forms one piece, whilst that for the intermediate-pressure cylinder and the after low-pressure cylinder are formed of another piece. All crank, thrust, and propeller shafts are hollow. The shafts, piston-rods, connecting-rods, valve-rods, eccentric-rods, and working parts generally are of forged nickel steel. There is in the design a single-acting air pump worked from the crosshead of the forward low-pressure cylinder, the position of which is shown in Figs. 7 and 9, of our issue of January 26, whilst in Figs. 39 to 50, on page 395, the construction and details are illustrated.

As previously stated, the tenders, or bids, for tnese six cruisers have been lately received, and it will be interesting to consider them in connection with the proposals put forward by the United States Government, more especially as the procedure followed in America differs somewhat from our own. The Naval Appropriation Bill providing for these ships was that which dealt with the provision of vessels for the United States Navy up to the end of the present fiscal year, which terminates on June 30 next. There were authorised to be constructed by contract, three seagoing coast-line battleships, three armoured cruisers, and these six protected cruisers. The general particulars of the ships were laid down in the Bill, and they are each to cost, exclusive of armament, not more than 1,140,800 dols. The Secretary of the Navy was directed to award the contract to " the lowest responsible bidder, having in view the best results and the most expeditious delivery." Not more than two of the seagoing battleships, and not more than two of the protected cruisers, were to be built in one yard or by one contracting party. It was further provided "that one and not more than one of the seagoing battleships, and one and not more than one of the armoured cruisers shall be built on or near the coast of the Pacific Ocean." The President was, however, allowed to exercise his discretion in regard to the latter provision if it was found that the vessels could not be built on the Pacific side at a cost not exceeding 4 per cent, above the lowest accepted bid for the other ships.

There is a good deal that iB interesting in the provisions of this Bill, especially when considered in conjunction with the armour-plate questions in which the United States Congress has recently thought fit to

* See Engineering, vol. lxviii., page 819 and page 50 ante.

interfere with not very fortunate results. No doubt a wise discretion is exercised in fostering shipbuilding enterprise on both ocean-coast lines of the country, as thereby the naval strength of the nation is increased, although a cynically inclined American citizen might be apt to attribute the procedure to the influence of Pacific coast votes. But in any case it would be more satisfactory, we should think, to have these matters left to the Secretary of the United States Navy and his professional advisers; as, in this country, they would be left to the First Lord of the Admiralty. Unfortunately these wider questions of national policy are the kind of things our First Lords never seem to consider; because, it may be presumed, they are subordinate to the Treasury—which never recognises anything more Imperial than tbe lowest tender— and also because they are afraid of questions in the House. The "awards " for the six cruisers were made on November 27 last, as follows:

Galveston, Wm. R. Trigg and Co., 24 months,

1,027,000 dols. Chattanooga, Lewis Nixon, 30 months, 1,039,966

dols.

Cleveland, Bath Iron Works, 30 months, 1,041,650 dols.

Tacoma, Union Iron Works, 27 months, 1,041,900 dols.

Des Moines, Fore River Engineering Company,

30 months, 1,065,000 dols. Denver, Neafie, and Levy, S. and E. B. Company,

30 months, 1,080,000 dols.

These contracts are for the department's designs with a speed of 164 knots. There was offered by one firm a lower price than any of those named, namely, 954,500 dols., but their tender was Dot accepted. There were also three bids somewhat higher. The closeness of some of the tenders is quite a coincidence, and indicates how very well the estimating department is managed in some of the works.

Совершенно не против если кто-то возьмет эти материалы и напишет :).