The Battleship Builders Constructing and Arming British Capital Ships by Buxton Ian & Johnston Ian

Author:Buxton, Ian & Johnston, Ian [Buxton, Ian]
Language: eng
Format: azw3
Publisher: Seaforth Publishing
Published: 2013-05-07T16:00:00+00:00

Duke of York’s forward funnel was shipped in May 1941, long after all her machinery and uptakes had been installed. (Upper Clyde Shipbuilders)

AFTER THE FIRST WORLD WAR

After Hood’s completion, the battleship engine builders had to concentrate on merchant ship orders. Although Nelson and Rodney were ordered late in 1922 with modest 45,000 shp twin screw machinery, the competition was fierce, and both engine builders made losses on their contracts (Wallsend Slipway and Cammell Laird respectively – see p.245). Although no more new battleships were ordered until 1936, the engine builders benefited from re-engining contracts in the 1930s. The first such was the Chilean Almirante Latorre (ex Canada) which received new Parsons geared turbine machinery (previously Brown-Curtis direct drive) built by Vickers-Armstrongs at Barrow costing £162,000, which was fitted at Devonport Dockyard in 1930.10 The Admiralty was keen to modernise some First World War battleships, starting with Warspite in 1933. Progress in marine engineering with the introduction of gearing which improved both turbine and propeller efficiency, and the development of smaller lighter higher-pressure boilers, resulted in considerable weight savings which could be put into thicker deck armour. Her 15in main armament was modified to give longer range with 30° elevation in place of 20° and a stronger anti-aircraft armament fitted. In 1934 Parsons’ bid of £440,000 for the 80,000 shp machinery was successful, with Vickers-Armstrongs having bid £472,000.11 The work was completed at Devonport Dockyard in 1937. Three more vessels followed, with Cammell Laird receiving the contract for Renown’s 120,000 shp machinery in 1935; it was worth £726,000 but the company barely made a profit on it. Both Valiant and Queen Elizabeth’s re-engining was not completed until 1939–40. Fairfield made a profit of about £34,000 on the latter’s contract worth £690,000. Some interesting statistics on her conversion show how successfully new wine was put into old bottles:12

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