riveted, but all other joints were welded. Despite these efforts, top-weight was higher than on earlier classes of contre-torpilleurs because of the weight of the twin-gun turrets. Accommodations were even more cramped and poorly ventilated than earlier ships because the ammunition hoists passed through the crew spaces, a problem for ships intended for long-endurance sorties into the North Atlantic. The lack of room in the hull forced a number of workshops and offices into the superstructure which added more weight high in the ship. There were three deckhouses abaft the break in the forecastle with intervals between them to permit the beam torpedo tubes to rotate, but these were no larger than in earlier ships which meant that space was at a premium. The ships proved to be excellent sea-boats and were very capable in high seas as they could sustain in Sea State 4. "They were very steady ships, with a gentle roll period of seven seconds; they heeled only 2-3° with a strong cross-wind, and at only 7-8° at full rudder — a marked improvement over earlier contre-torpilleurs. Their comparatively high length to beam ratio, however, gave them a high coefficient of inertia, which made maneuvers in formation difficult." Propulsion The Mogador-class ships retained the unit arrangement of their propulsion spaces used in earlier contre-torpilleurs. They used a new high-pressure Indret boiler rated at . While this gave more power for its weight and size, it proved to be fragile and difficult to maintain. Each set of Rateau-Bretagne geared turbines was rated at and consisted of four main turbines, a high-pressure, a medium-pressure and two low-pressure with a reversing turbine in each of the main low-pressure turbine cases. There were also two small cruise turbines operating in parallel in each engine room. At low speeds, steam was directed to the cruise turbines, but at higher speeds it was diverted to the high-pressure turbine. At the cruise turbines were decoupled entirely using a Vulcan clutch. This didn't work properly and several ship's captains recommended that the cruise turbines be deleted from future classes entirely. Each of the two shafts was driven by single reduction gearing. The port shaft was driven by the rear engine room and was significantly shorter than the starboard shaft which was driven by the forward engine room. This caused a significant disparity between the turning circle, depending on which direction the ship was turning. Each