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THE  ENGINEERING  JOURNAL 


INDEX  TO  VOLUME  XXIV 

JANUARY    TO    DECEMBER,    1941 


Page 
Abstracts  of  Current  Literature.  .23,  84,  128,  195,  250,  300, 

352,  399,  447,  492,  541,  599 

Aerodrome  Construction  in  Saskatchewan,  G.  T.  Chilicott.  480 
Agreement  between  the  Institute  and  Association  of  Pro- 
fessional Engineers  of  the  Province  of  New  Brunswick, 

Proposed 549 

Aircraft  Construction,  Plastic  Laminated  Wood  in,  W.  J. 

Jakimiuk   590 

Aircraft    Manufacture,    Estimating    Production    Costs    in, 

A.  T.  E.  Wanek 236 

Aircraft  Production,  Some  Problems  in,  J.  I.  Carmichael..  524 

Air  Traffic  Control,  Ewan  D.  Boyd 388 

Alternatives  for  Aluminum  Paint,  John  Grieve 536 

Allcut,  E.  A.,  Properties  of  Heat  Insulating  Materials 514 

Aluminum  Paint,  Alternatives  for,  John  Grieve 536 

Aluminum,  World's  Supply  of,  M.  N.  Hay 384 

Antitank  and  Antiaircraft  Guns,  Brig -Gen.  R.  H.  Somers..  241 
Annual  General  and  Professional  Meeting,  Fifty-sixth  548,  603, 604 

Annual  General  and  Professional  Meeting,  Fifty-fifth 120 

Programme    28 

Papers    29 

Chairman  of  Special  Committee 30 

Report  of  Meeting 120 

Authors  of  Papers   122 

Asselin,  Jean,  Municipal  Management  and  the  Engineer 583 

Association  of  Professional  Engineers  of  Alberta 158 

Association  of  Professional  Engineers  of  New  Brunswick..  549 
Association    of    Professional    Engineers    of    Nova    Scotia, 

Annual  Meeting,  1941 158 

Association  of  Professional  Engineers  of  Ontario 33, 157 

Beams  in  Steel  Frame  Buildings,  Design  of,  S.  D.  Lash ....  188 
Bennett,  H.  F.,  Young  Engineer  in  To-morrow's  Democracy  295 
Boilers,   Characteristics  and   Peculiarities  of  Some   Recent 

Large  Power,  in  England,  Gerald  N.  Martin 

Boiler  Feedwater  by  Carbonaceous  Zeolite  Softener,  Treat- 
ment of,  Nicholas  Fodor 

Book  Reviews    214, 412 

Boyd,  Ewan  D.,  Air  Traffic  Control 388 

Branches,  Membership  and  Financial  Statements  of 80 

Branches,  News  of — 

Border  Cities  40,  96, 

Calgary    40, 

Edmonton 41,  96,  150,  206, 

Halifax    76,  97,  151,  207. 

Hamilton 41,  97,  207,  313, 

Kingston » 97, 

Lakehead 41,   97,    151,   208,314,371, 

Lethbridge   

London 42.   98.   152,   209,262,314, 

Moncton 152, 

Montreal 

Niagara  Peninsula 154,  262, 

Ottawa 42,   98,   154,  210, 

Peterborough 99,  211,  264, 

Quebec 43,  155, 

Saguenay 44,  265, 

Saint  John 100, 

St.  Maurice  Valley 

Saskatchewan 101 ,  212, 

Sault  Ste-Marie 44,  101 ,  1 55,  211,  266, 

Toronto 44.   155,   212, 

Vancouver 45,  101.  156.  212,  266, 

Victoria 45,  1 01, 

Winnipeg 157,  318, 


Page 
382 
305 


435 


150, 
206, 
262, 
'262, 
370, 
208, 
458, 
.98, 
372, 
210, 
.152, 
316, 
262, 
316, 
264, 
409, 
265, 


Burma   Road    and   Industrial    Development    in   China,   Dr. 

C.   A.   Middleton   Smith 

Bv-Laws  of  the  Institute 


261,312 
262,614 
312, 559 
312,614 
555, 614 
313,370 
555,616 
152,  209 

556. 616 
314,  372 
315, 372 
409,617 

458. 617 
557,617 

503. 618 
459, 557 
316, 557 
266, 317 
265,619 
318,557 
557,  619 

410. 619 
156.  620 

558. 620 

184 
305 


Carrier  Current  Telephony,  W.  W.  Rapsey 

Centenary  of  Queen's  University 

Characteristics    and    Peculiarities    of   Some    Recent   Large 

Power  Boilers  in  England,  G.  N.  Martin 

Chemical  Processes  —  Their  Place  in  Daily  Life,  Dr.  I.  R. 

McHaffie    

Chilicott,  G.  T.,  Aerodrome  Construction  in  Saskatchewan. 
China,  Burma  Road  and  Industrial  Development  in,  Dr. 

C.  A.  Middleton  Smith 

Christ  Church,  Spire  of,  W.  Griesbach 

Christie,  A-  G.,  Resume  of  Present  Day  Power  Trends 

Cities  —  Their    Role    in  the    National    Economy,    G.    S. 

Mooney    

Column  Analysis,  Rational,  J.  A.  Van  den  Broek 

Columns    Subject    to    Uniformly    Distributed    Transverse 

Loads — Illustrating  a  New  Method  of  Column  Analysis, 

J.  A.  Van  den  Broek 

Complacency  in  Confusion,  R.  E.  Doherty 

Compton,  Dr.  K.  T.,  Engineering  and  Social  Progress 

Cooper,  Flt.-Lieut.  L.  0.,  Stresses  in  Drill  Steel 

Confusion,  Complacency  in,  R.  E.  Doherty 

Construction  of  Hydro-Electric  Development  at  La  Tuque, 

J-  A.  McCrory 

Construction  North  of  54e,  R.  F.  Legget 

Co-Ordination    of    Industry    with    Engineering    Colleges, 

Walter  Mathesius   

Co-Ordination  of  Liberal  Arts  and  Engineering  Education, 

W.  P.  Tolley    

Co-Operative  Engineering  Education,  D.  F.  Miner 

Correspondence 135,  201,  255,  307,  360,  405,  452,  496,  550 

Council  for  1940,  Report  of 66 


278 

475 
480 

184 

6 

291 

394 
570 


115 
243 
114 
534 
243 

54 
346 

439 

488 
592 


Design  of  Beams  in  Steel  Frame  Building,  S.  D.  Lash. 
Design  of  Spread  Footings,  I.  F.  Morrison 


278       Discussions- 


Earth's  Crust  Resistance  and  Lightning,  A.  S.  Runciman 
Engineering    Training    for    National    Defence,    A.    A. 

Potter    

Construction   of  the  Hydro-Electrice  Development  at 

La  Tuque,  J.  A.  McCrory 

Transmission  Line  Fault  Locating  System,  E.  W.  Knapp 
Moment  Distribution  and  the  Analysis  of  a  Continuous 

Truss  of  Varying  Depth,  E.  R.  Jacobsen 

Co-Ordination  of  Industry  with  Engineering  Colleges, 

W.  Mathesius    

Columns  Subject  to  Uniformly  Distributed  Transverse 

Loads,  J.  A.  Van  den  Broek 

Gauges  for  Mass  Production,  Dr.  C.  A.  Robb 

Doherty,  R.  E.,  Complacency  in  Confusion 

Drill  Steel,  Stresses  in,  Flt.-Lieut.  L.  O.  Cooper 


Calvin  W.  Rice  Memorial 31 

Canadian  Engineers  and  the  War.  Dr.  T-  H.  Hogg 168 

Carmichael,  J.  I.,  Some  Probems  in  Aircraft  Production..        524 


Earth's  Crust  Resistance  and  Lightning,  A.  S.  Runciman.. 

Education,  Co-Operative  Engineering,  D.  F.  Miner 

Ecole   Polytechnique,    New   Library    and   Auditorium    Hall 

for   the    

Education.  Fundamentals  of  Professional,  E.  D.  Smith 

Elections   and    Transfers 34,  92,  142,  203,  257,  309, 

Ellis,  0.  W.  Forgeability  of  Metals 

Engineers  and  the  War,  Canadian,  Dr.  T.  H.  Hogg 

Engineers'  Council  for  Professional  Development,  The  446, 
Engineer,  Municipal  Management  and  the.  Jean  Asselin.. 
Engineer   in    To-morrow's  Democracy,   The  Young,   H.   F. 

Bennett    

Engineer  and  the  Post  War  Period,  The,  E.  R.  Jacobsen. . . 

Engineering  Education,  Co-Operative,  D.  F.  Miner 

Engineering,  Science  and  Art  in,  J.  K.  Finch 

Engineering  and  Social  Progress,  Dr.  K.  T.  Compton 

Engineering  Training  for  National   Defence  in  the  U.SA., 

A-    A.  Potter. . .  . 

Discussion    

Equioment  and  Armament,  of  the  Royal  Air  Force,  Lieut.- 

Col.  W.  Lockwood  Marsh 


188 
10 

177 

245 

297 
332 

337 

439 

442 
537 

243 
534 

170 
592 

31 

391 

499, 611 

466 

168 

605,  606 

..     583 

295 
597 
592 
293 
114 

64 

245 

485 


THE  ENGINEERING  JOURNAL     December,  1941 


Page 

Errata    3Ô5,  300 

Estimating    Production    Costs    in     Aircraft    Manufacture, 

A.   T.    E.    Wanek 236 

Pees.  Remission   oi   254 

Financial  Statements — 

Of  the  Institute   70 

Of    the    Brandies    80 

Pinch.  J.  K.,  .Science  and  Art  in  Engineering 293 

Finney,  \\  .  R.,  The  Portland-Montreal  Pipe  Line 580 

Podor.   Nicholas,  Treatment   of  Boiler  Feedwater  by   Car- 
bonaceous Zeolite   Softener    435 

Footings,  Design  of  Spread,  I.  F.  Morrison 10 

Forgeability  ol   Metals.  O.  W.  Ellis 400 

Fundamentals  of  Professional  Education,  E.  D.  Smith 391 

Gaherty,  G-   A.,  Power  Industry 531 

Gauges  for  Mass  Production,  C.  A.  Robb 180 

Discussion    537 

Griesbach,  W.,  Spire  of  Christ  Church  Cathedral,  Montreal  0 

Grieve,  John,  Alternatives  for  Aluminum  Paint 530 

Guns,  Antitank  and  Antiaircraft,  Brig.-Gen.  R.  H.  Somers  241 

Hay,  M.  N.,  World's  Supply  of  Aluminum 384 

Headquarters   Building,    Underpinning   of 349 

Helen  Mine  and  Benenciating  Plant,  Geo.  G  W.  MacLeod  431 

Heat  Insulating  Materials,  Properties  of,  E.  A.  Allcut 514 

Hogg,  Dr.  T.  H.,  Canadian  Engineers  and  the  War L68 

Honours  for  the  President 254 

Hydro-Electric  Development  at  La  Tuque,  Construction  of, 

J    A.  McCrory    54 

Ignitron  Rectifiers  for  War  Industries,  J.  T.  Thwaites....  4 
Institute  Medal   received  by  Lieut.-General   A.  G.  L.   Mc- 
Naughton     ' 306 

Institute  Prize  Awards  1941 364 

Institute   Prize    Winners    (Biographies) 143 

Jacobsen.  E.  R.,  The  Engineer  and  the  Post  War  Period...  597 
Jakimiuk,  W.  J.,  Plastic  Laminated  Wood  in  Aircraft  Con- 
struction      590 

Julian   C.   Smith    Medallists 145 

Justification  and  Control  of  the  Limit  Design  Method,  F.  P. 

Shearwood    284 

Erratum    360 

Knapp,  E.  W.,  Transmission  Line  Fault  Locating  System. . .  328 

Lash,  S.  D.,  Notes  on  Analysis  and  Design  of  Rectangular 

Reinforced  Concrete  Slabs  Supported  on   Four  Sides.  .  422 

Lash,  S-  D.,  Design  of  Beams  in  Steel  Frame  Buildings....  188 
La  Tuque,  Construction  of  the  Hydro-Electric  Development 

at,   J.   A.    McCrory 54 

Legget,  R.  F.,  Construction  North   of  54° 340 

Library  Notes.. 46,  102,  159,  214,  270,  319,  374,  412,  460,  505.  560,623 

Lightning.  Earth's  Crust   Resistance  and.  A.  S.  Runciman..  170 
Limit.    Design    Method.    Justification    and    Control    of    the, 

F.    P.    Shearwood 284 

Erratum    300 

Little,  Elliott   Menzies   (Biography) 133 

Correspondence 550 

Mackenzie,  Dean  C.  J..   Message   from   the  President 109 

Mackenzie.   Dean  C.  J.    (Biography) 134 

MacLeod.  Geo.  G.  W.,  Helen  Mine  and  Benenciaiting  Plant  431 

Management  a»!  the  Engineer,  Municipal,  Jean  Asselin...  583 
Marsh,  Lieut-Col.  W- Lockwood,  Equipment  and  Armament 

of  the   Royal    Air  Force 485 

Martin,    G    N.,    Characteristics    and    Peculiarities   of   Some 

Recent  Large  Power  Boilers  in   England 278 

Mathesius,    Walter,    Co-Ordination    of    Industry    with    En- 
gineering  Col  leges    439 

McCrory.  J.  A.,  Construction  of  the  Hydro-Electric  Devel- 
opment   at    L:i    Tuque 54 

McHaffie,  Dr.  I.  R...  Chemical  Prooesses  —  Their  Place  in 

Daily   Life    475 

McNaughton.    Lieut.-General    A.    (i.    L.,    Institute    Medal 

received   bv    306 

McNaughton,  Lieut.-General  A.  G  L..  Research  in  Canada  482 

Membership   of   Branches    80 

Memorial.  Calvin  W.  Rice ■ 31 

Meetings  of  Council.. 32.  90,  L35,  202,  Su,.  308,  362.  497.  551.  604.0119 

Metals,  Forgeability  of.  0.  W.  Ellis 460 

Message  from  the  President,  Dean  C.  J.  Mac.kenie 109 

Miner,  D.  F.,  Co-Operative  Entiineoring  Education 592 

Mooney,  G  S..  Our  Cities  —  Their  Role  in  the   National 

Economy    39 1 

Montreal-Portland  Pipe  Line,  W.  R.  Finney 586 

Morrison,  I.  F..  Design  of  Spread   Footings 10 

Morrison.    I.    F.,    The    Solution    of    Simultaneous    Linear 

Equations  in   Structural    Analysas 386 

Municipal  Management  and  the  Engineer,  Jean   Asselin....  583 


the  U.S-A.,  Engineering  Training  for, 


National  Defence  in 
A.  A.  Potter  ... 
Discussion    

New    Library    and    Auditorium    Hall    for    the    Ecole   Poly- 
technique      

Newly  Elected  Officers  of  the  Institute  (Biographies)    .... 

News  of  Other  Societies 157,  267,  373,  411,  504, 

Nominees  for  Officers,  List  of 

Nol.es   on  Analysis   and  Design  of  Rectangular  Reinforced 
Concrete  Slabs  Supported  on  Four  Sides,  S.  D    Lash.. 

Obituaries — 


Page 

64 
245 

31 
138 

548,  621 
499 

422 


Adams,  Francis  Porter  

Ashworth,  John  Kershaw    

Benny,    Walter   Robert    

Bishop,  William  Israel    

Bloomtield,   James  Munro    

Brandon,  Edgar  Thomas  John . . 

Burpee,  David  Williams  

Cartmel,  William  Bell  

Coke-Hill,  Lionel   

Cook,  Archibald  Sinclair  

Craig,  W.  Dixon 

Cross,   Frederick   George 

Davis,    George    Henry 

Dawson,   Alexander  Scott 

DuCane,   Charles    George 

Fripp,  Frederick  Bowles 

Gray,  John  Hamilton 

Harry,  Wilmot  Earl 

Hill,  Edgar  Murray  McCheyne. 

Holt,   Herbert   Samuel 

Kipp,  Theodore    

Lalonde,   Gaston    

Lamoureux,   Joseph    Arthur 

Lumbers,   William   Cooper 

Charles    Hamilton.... 

James  Grant 

John     William 

Francis  Joseph 


Mitchell, 
Moloney, 
Morrison, 
O'Reilly, 
Phillips,    George. 
Phillip,    Patrick 

Ramsay.   Robert    

Salter,   Ernest    Milton 

Sandwell,    Percy    

Silliman,  Justus   Mitchell 

Sinclair.    Malcolm 

Smart.   Valentine  Irving 

Sit  wart,    William    Lewis   Refonl 

Sullivan,    William    Henry 

Uniacke,   Robert    Fitzgerald 

Yermette,    Joseph     A 

Weir,   James    

Wright.  Athol   Ohoate 


1  oln    i-  nf  tin-  Institute.  Newly  Elected,  (Biographies).... 

Our  Cities   -      Their    Hoir    m    National    Economy,    (!.    S. 

Moonev  


408 
37 
457 
554 
554 
149 
95 
37 
501 
408 
150 
501 
554 
501 
200 

260 

40* 

-IIIS 

149 
502 
369 

260 
41  IS 
149 
450 
200 
201 
205 
OH 
408 
109 

95 
205 
311 
014 

37 
457 
14!» 
5i)2 
554 
201 

\>:< 
138 

394 


Pask.  A    EL,  Salt,  Its  Production  and  Uses 529 

Personal- 35,  9::.  147.  204,  258,  310,  367,  406,  454,  500,  552,612 

Pétrie,    M.    W.,   Preparation    of   Smooth    Surfaces 15 

Pig   Iron   Conservation    in   Gray   Iron    Foundries 490 

Pipe  Line,  Montreal-Portland.  W.  R.  Finney 586 

Plastic   Laminated   Wood,   in   Aircraft   Constrtrttion,  W.  J. 

Jakimiuk    ' 590 

Portland-Montreal  Pipe  Line,  W.  R.  Finney 586 

!'<»'   War  Period.  Tie   Engineer  and  the.  È.  R.  Jacobsen..  597 
Potter,  A.  A.,  Engineering  Training  for  National  Defence  in 

the    P.S.A 01 

Discussion     •  • 215 

Power  Industry,  G.  A-  Gaherty 531 

Power  Trends,' K'sume  ol"  Present  Day,  A.  G  Christie 291 

Prizes   and    Awards 90, 364 

Prize  Winners,  Institute   (Biographies) 143 

Preliminary  Notice.  .47,  105,  102,  210.  273.  322.  376.  416,  461. 

508,  501.020 

Preparation   of   Smooth   Surfaces,    M.   W.   Pétrie 15 

President's   Visit    to   the   Maritimes ' 25  t 

President's    Tour 304 

Problems  in  Aircraft   Production.  Some,  J.  I.  Carmiohael. .  521 
Processes,  Chemical.  —  Their  Place  in  Daily  Life.  Dr.  I.  R. 

McHaffie     475 

Production.   Some    Problems   in    Aircraft,  J.  I.   Oarmichaol .  .  521 
Production      Costs    in     Aircraft     Manufacture.    Estimating, 

A.  T.  E.  Wanek 236 

Progress   and   Enginecrinsr.  Social.  Dr.  K.  T.  Comnton Ill 

Properties  of  Ileal   Insulating  Material-.  E     V  Allcut 514 

Quebec    School    of    Minos 363 

Queen's  University,  Centenary  of 305 


December,   1911     THE  ENGINEERING  JOURNAL 


Page 

Rapsey,  W.  W.,  Oarrier  Current  Telephony 382 

Rational  Column  Analysis,  J.  A.  Van  den  Brock 570 

Recent.  Graduates  in  Engineering 365 

Registration  in  the  Faculties  of  Applied  Science  or  Engineer- 
ing in  Canadian  Universities,  Session  1940-1941 133 

Reinforced  Concrete  Slabs  Supported  on  Four  Sides,  Notes 

on  Analysis  and  Design  of  Rectangular,  S.  D.  Lash. . . .  422 

Remission  of  Fees  to  Members 254 

Report  of  Council  for  the  Year  1940 66 

Report  of  the  Committee  on  Western  Water  Problems... .  222 

Reports  from  Branches 75 

Research  in  Canada,  Lieut  .-General  A.  G.  L.  MleNaughton .  482 

Resume  of  Present  Day  Power  Trends,  A.  G.  Christie 291 

Robb,  C.  A.,  Gauges  for  Mass  Production 180 

Discussion    • 537 

Royal  Air  Force,  Equipment  and  Armament  of  the,  Lieut  .- 

Col.  W.  Lockwood   Marsh 485 

Runciman,  A-  S.,  Earth's  Crust  Resistance  and  Lightning. .  170 

Salt,  Its  Production  and  Uses,  A.  H.  Pask 529 

Saskatchewan,  Aerodrome  Construction  in,  G.  T.  Chilloott.  480 

Science  and  Art  in  Engineering,  J.  K.  Finch 293 

Second  Mile.  The,  W.  E.  Wiokenden Ill 

Shearwood,  F.  P.,  Justification   and   Control   of  the  Limit 

Design   Method    284 

Erratum    •-. 360 

Slabs  Supported    on   Four  Sides,   Notes   on    Analysis    and 

Design  of  Rectangular,  S.  D.  Lash 422 

Smith,  Dr.  C.  A.  Middleton,  Burma   Road   and  Industrial 

Development   in   China 184 

Smith.  Elliott  D.,  Fundamentals  of  Professional   Education  391 

Smoooth  Surfaces,  Preparation  of,  M.  W.  Pétrie 15 

Solution    of   Simultaneous  Linear   Equations    in    Structural 

Analysis,  The.   I    F.  Morrison 386 


Page 
Softener,  Treatment  of  Boiler  Feedwater  by  Carbonaceous 

Zeolite,    Nicholas   Fodor 435 

Some  Problems  in  Aircraft  Production,  J.  I.  Carmichael .  . .  524 

Somers,  Brig.-Gen.  R.  H.,  Antitank  and  Antiaircraft  Guns.  241 

Spire  of  Christ  Church  Cathedral,  Montreal,  W.  Griesbach.  6 

St.  Lawrence   Project 20 

Stresses  in  Drill  Steel,  Flt.-Lieuit.  L.  O.  Cooper 534 

Telephony,  Carrier  Current,  W.  W,  Rapsey 382 

Thwuites,  Joseph  T.,  Ignitron  Rectifiers  for  War  Industries  4 
Tolley,  W.  P.,  Go-Ordination  of  Liberal  Arts  and  Engineer- 
ing  Education    488 

Traffic  Control,  Air,  E    D.  Boyd 388 

Transmission  Line  Fault  Locating  System,  E.  W.  Knapp..  328 
Treatment    of   Boiler   Feedwater  by   Carbonaceous   Zeolite 

Softener,    Nicholas   Fodor 435 

Underpinning  the  Headquarters  Building 349 

Van  den  Broek,  J.  A.,  Columns  Subject  to  Uniformly  Dis- 
tributed Transverse  Loads — Illustrating  a  New  Method 

of   Column  Analysis 115 

Van  den  Brock,  J.  A.,  Rational  Column  Analysis   (Annual 

Meeting    1942)    570 

Wanek,  A.  T.  E.,  Estimating  Production  Cost  in  Aircraft 

Manufacture    236 

War,  Canadian  Engineers  and  the,  Dr.  T.  H.  Hogg 168 

Wartime  Bureau  of  Technical  Personnel.  .132,  201,  305,  360, 

405,  453,  496,  548,609 

Wickenden,  W.  E.,  The  Second  Mile Ill 

Wood,  in  Aircraft  Construction,  Plastic  Laminated,  W.  J. 

Jakimiuk    590 

World's  Supply  of  Aluminum,  M.  N.  Hay 384 

Young  Engineer  in  To-morrow's  Democracy,  H  F.  Bennett  295" 


THE  ENGINEERING  JOURNAL     December,  1941 


m 


THE  ENGINEERING  JOURNAL  was  established  in 
1918,  and  is  published  monthly  by  The  Engineering 
Institute  of  Canada  of  which  it  is  the  official  organ.  It 
carries  with  it  the  full  prestige  and  support  of  that  organ- 
ization and  influences  over  5,000  qualified  men  of  the 
profession  occupying  important  posts  in  every  branch  of 
industry  and  public  utility  service  throughout  Canada.  It 
provides  unparalleled  personal  contact  with  the  technical 
men  from  coast  to  coast.  The  present  circulation  is  over 
5,200  copies  and  an  annual  C.C.A.B.  audit  is  provided. 

The  Engineering  Institute  of  Canada,  incorporated  in 
1887.  now  has  a  membership  of  approximately  5,300  and 
maintains  branches  in  each  of  the  following  cities:  Cape 
Breton,  Halifax,  Saint  John,  N.B.,  Moncton,  Quebec, 
Arvida,  Three  Rivers,  Shawinigan  Falls,  Grand'Mère, 
Montreal,  Ottawa,  Kingston,  Peterborough,  Toronto, 
Hamilton,  St.  Catharines,  Niagara  Falls,  Windsor, 
Sarnia,  London,  Sault  Ste-Marie,  Fort  William,  Port 
Arthur,  Winnipeg,  Regina,  Saskatoon,  Edmonton,  Cal- 
gary, Lethbridge,  Vancouver  and  Victoria. 

HEADQUARTERS 

2050  Mansfield  Street,  Montreal,  Que. 


iv  December,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  JANUARY  1941 


NUMBER  1 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
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THE  ENGINEERING  INSTITUTE 
OF  CANADA 

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CONTENTS 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

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CHRIST  CHURCH  CATHEDRAL,  MONTREAL 

The  New  Spire  under  Construction 

IGNITRON  RECTIFIERS  FOR  WAR  INDUSTRIES 

Joseph   T.   Thwaites        ...... 


Cover 


THE  SPIRE  OF  CHRIST  CHURCH  CATHEDRAL,  MONTREAL 

Walter  Griesbach,  B.Sc.,  M.E.I.C 7 

THE  DESIGN  OF  SPREAD  FOOTINGS 

/.   F.  Morrison 10 

THE  PREPARATION  OF  SMOOTH  SURFACES 

M.   W.  Pétrie 15 

THE  ST.  LAWRENCE  PROJECT 

{Contributed)           ...........  2# 

ABSTRACTS  OF  CURRENT  LITERATURE 23 

ANNUAL  MEETING 28-29 

FROM  MONTH  TO  MONTH 30 

PERSONALS 35 

Visitors   to  Headquarters       ......... 

Obituaries        ............ 

PHOTOS  OF  PRESIDENT'S  TOUR 38 

NEWS  OF  THE  BRANCHES 40 

LIBRARY  NOTES 46 

PRELIMINARY  NOTICE 47 

EMPLOYMENT  SERVICE 49 

INDUSTRIAL  NEWS 50 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed     in     the    following    pages. 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


*P.  M.  SAUDER,  Lethbridge,  Alta. 
tJ.  CLARK  KEITH,  Windsor,  Ont. 

•G.  J.  DESBARATS,  Ottawa,  Ont. 

tG.  P.  F.  BOESE,  Calgary,  Alta. 
•W.  F.  M.  BRYCE,  Ottawa,  Ont. 
tl.  W.  BUCKLEY,  Sydney,  N.S. 
•J.  L.  BUSFIELD,  Montreal,  Que. 
tJ.  M.  CAMPBELL,  Lethbridge,  Alta. 
tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•P.  E.  DONCASTER,  Fort  William,  Ont. 
•R.  H.  FINDLAY,  Montreal,  Que. 
•L.  F.  GRANT,  Kingston,  Ont. 
tJ.  G.  HALL,  Montreal,  Que. 
•S.  HOGG,  Saint  John,  N.B. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


MEMBERS  OF  COUNCIL 

PRESIDENT 

T.   H.  HOGG,  Toronto,  Ont. 

VICE-PRESIDENTS 

tMcNEELY  DuBOSE,  Arvida,  Que. 
•E.  P.  MUNTZ,  Hamilton,  Out. 

PAST-PRESIDENTS 
tJ.  B.  CHALLIES,  Montreal,  Que. 
COUNCILLORS 
*T.  H.  JENKINS,  Windsor,  Ont. 
*A.  C.  JOHNSTON,  Arvida,  Que. 
tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tA.  LARIVIERE,  Quebec,  Que. 
*A.  P.  LINTON,  Regina,  Sask. 
•I.  P.  MACNAB,  Halifax,  N.S. 
tW.  R.  MANOCK,  Fort  Erie  North,  Ont. 
tH.  MASSUE,  Montreal,  Que. 
*W.  R.  MOUNT,  Edmonton,  Alta. 
tW.  L.  McFAUL,  Hamilton,  Ont. 
tC.  K.  McLEOD,  Montreal,  Que. 
TREASURER 
deGASPE  BEAUBIEN,  Montreal,  Que. 

GENERAL  SECRETARY 
L.  AUSTIN  WRIGHT,  Montreal,  Que. 


*F.  NEWELL,  Montreal,  Que. 
tW    S.  WILSON,  Sydney,  N.S. 

:H.  W.  McKIEL,  Sackville,  N.B. 

tJ.  H.  PARKIN,  Ottawa,  Ont. 
tB.  R.  PERRY,  Montreal,  Que. 
*J.  ROBERTSON,  Vancouver,  B.C. 
*A.  U.  SANDERSON.  Toronto,  Ont. 
*H.  R.  SILLS,  Peterborough,  Ont. 
tC.  E.  SISSON,  Toronto,  Ont. 
tG.  E.  SMITH,  Moncton,  N.B. 
tA.  J.  TAUNTON,  Winnipeg,  Man. 
*J.  A.  VANCE,  Woodstock,  Ont. 
*E.  B.  WARDLE,  Grand'Mere,  Que. 
•For  1940  tFor  1940-41.  JFor  1940-41-42 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

F.  NEWELL,  Chairman 
J.  E.  ARMSTRONG 
deG.  BEAUBIEN 

G.  A.  GAHERTY 
J.  A.  McCRORY 


STANDING  COMMITTEES 

LEGISLATION 

J.  CLARK  KEITH,  Chairman 
I.  C.  BARLTROP 
I.  P.  MacNAB 


PAPERS 

J.  A.  VANCE,  Chairman. 
McN.  DuBOSE 
J.  CLARK  KEITH 
F.  NEWELL 
P.  M.  SAUDER 
W.  S.  WILSON 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY.  Chairman 

G.  M.  PITTS 

E.  A.  RYAN 

G.  A.  WALLACE 

R.  A.  YAPP 


PUBLICATION 

C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vice-Chairman 

J.  C.   DAY 

R.  E.  MacAFEE 

J.  E.  ST.  LAURENT 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

I.  M.  FRASER 

W.  E.  LOVELL 

A.  P.  LINTON 

P.  C.  PERRY 

E.  K.  PHILLIPS 


PAST-PRESIDENTS'  PRIZE 

R.  DbL.  FRENCH,  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 


GZOWSKI  MEDAL 

A.  O.  WOLFF,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
G. STEAD 
8.  YOUNG 


LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
G.  E.  COLE 
V.  DOLMAGE 
F.  W.  GRAY 
W.  G.  McBRIDE 


DUGGAN  MEDAL  AND  PRIZE 

F.  P.  SHEARWOOD,  Chairman 
J  T.  FARMER 
J.  M.  FLEMING 


PLUMMER  MEDAL 

F.  G.  GREEN,  Chairman 
J.  C.  NUTTER 
J.  F.  HARKOM 
R.  A.  STRONG 
M.  KATZ 


SPECIAL  COMMITTEES 

INTERNATIONAL  RELATIONS 

J.  M.  R.  FAIRBAIRN.  Chairman 
J.  B.  CHALLIES,   Vice-Chairman 

E.  A.  ALLCUT 
R.  W.  ANGUS 
C.  CAMSELL 

O.  O.  LEFEBVRE 
M.  J.  McHENRY 
H.  H.  VAUGHAN 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Provinces) 
H.  N.  Ruttan  Prize 

P.  M.  SAUDER,  Chairman 

J.  ROBERTSON 

A.  J.  TAUNTON 
Zone  B  (Province  of  Ontario) 
John  Galbraith  Prize 

J.  CLARK  KEITH,  Chairman 

T.  H.  JENKINS 

J.  A.  VANCE 
Zone  C  (Province  of  Quebec) 

Phelps  Johnson  Prize  (English) 

F.  NEWELL,  Chairman 

R.  H.  FINDLAY 

C.  K.  McLEOD 
Ernest  Marceau  Prize  (French) 

McN.  DuBOSE,  Chairman 

A.  LARIVIERE 

H.  MASSUE 
Zone  D  (Maritime  Provinces) 
Martin  Murphy  Prize 

W.  S.  WILSON,  Chairman 

I.  W.  BUCKLEY 

I.  P.  MACNAB 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 


RADIO  BROADCASTING 

G.  McL.  PITTS,  Chairman 
R.  J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,  Vice-Chairman 
G.  P.  F.  BOESE 

C.  L.  CATE 
A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

MEMBERSHIP 

K.  O.  WHYTE.  Chairman 
J    G.  HALL 
H.  MASSUE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 
O.  O.  LEFEBVRE,  Vice-Chairman 
G.  A.  GAHERTY 
H.  W.  McKIEL 

F.  NEWELL 

C.  E.  SISSON 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
JACQUES  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
C.  A   FOWLER 
R   DbL.  FRENCH 
R.  E  HEARTZ 
R  F.  LEGGET 
A  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 


January,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,    GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 
J.  B.  DOWLER 
A.  H.  PASK 
(Ex-Officio),  3.  F.  BRIDGE 
T.  H.  JENKINS 
J.  CLARK  KEITH 
Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 

Chairman,  J.  McMILLAN 
Vice-Chair.,  J.  B.  deHART 
Executive,     F.  K.  BEACH 

H.  B   LkBOURVEAU 
R.  MACKAY 
(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  HADDIN 
F.  J.  HEUPERMAN 
Sec.-Treas.,  P.  F.  PEELE, 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman.     J.  A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio), I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec.-Treas.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 

Chairman,     E.  NELSON 
Vice-Chair.,  R.  M.  HARDY 

Executive,      A.  M.  ALLEN  H.  R.  WEBB 

D.  HUTCHISON         C.  W.  CARRY 
J.  F.  McDOUGALL 
(Ex-Officio),  P.  M.  SAUDER  W.  R.  MOUNT 

C.  E.  GARNETT 
Sec.-Treas.,   B.  W.  PITFIELD, 

Northwestern  Utilities  Limited, 
10124-104th  Street, 

Edmonton,  Alta. 
HALIFAX 

Chairman,     CHARLES  SCRYMGEOUR 
Executive,      S.  L.  FULTZ       G.  F.  BENNETT 
P.  A.  LOVETT  F.  C.  WIGHTMAN 
A.  B.  BLANCHARD  E.  L.  BAILLIE 
A.  G.  MAHON        C.  SU.  WILSON 
(Ex-Officio),  I.  P.  MacNAB 

A.  D.  NICKERSON 
Sec.-Treas.,  L.  C.  YOUNG, 

365  Morris  Street  Ext., 

Halifax,  N.S. 
HAMILTON 

Chairman,  ALEXANDER  LOVE 
Vice-Chair.,  W.  A.  T.  GILMOUR 
Executive,      C.  H.  HUTTON  N.  WAGNER 

S.  SHUPE  T.  S.  GLOVER 

(Ex-Officio),  J.  R.  DUNBAR      E.  P.  MUNTZ 

W.  L.  McFAUL 
Sec.-Treas.,  A.  R.  HANNAFORD 

354  Herkimer  Street, 

Hamilton,  Ont. 
KINGSTON 

Chairman,    G.  G.  M.  CARR-HARRIS 

Vice-Chair..  P.  ROY 

Executive      V.  R.  DAVIES      M.  W.  HUGGINS 

K.  H.  McKIBBIN 
(Ex-Officio), tH.  W.  HARKNESS 

L.  F.  GRANT 
Sec.-Treas.,  J.  B.  BATY, 

Queen's  University,  Kingston, 
Ont. 
LAKEHEAD 

Chairman,     H.  G.  O'LEARY 
Vice-Chair.,  B.  A.  CULPEPER 
Executive,      MISS  E.  M.  G.  MacGILL 

H.  H.  TRIPP  W.  H.  BIRD 

J.  I.  CARMICHAEL    E.  J.  DAVIES 

h.  os  c  d.  Mackintosh 

J.  S.  WILSON 
(Ex-Officio),  J.  M.  FLEMING  P.  E.  DONCASTER 
Sec.-Treas..  H.  M.  OLSSON, 

380  River  Street, 

Port  Arthur,  Ont. 
LETHBRIDGE 

Chairman,    WM.  MELDRUM 
Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

See.-TVeos.,  E.  A.  LAWRENCE, 

207-7th  St.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     H.  F.  BENNETT 
Vice-Chair.,  W.  E.  ANDREWES 
Executive,      F.  C.  BALL  V.  A    McKILLOP 

J.  P.  CARRIERE     J.  R.  ROSTRON 
J.  FERGUSON 
(Ex-Officio).  J.  A.  VANCE 
Sec.-Treas.,  H.  G.  STEAD 

60  Alexandra  Street, 

London,  Ont. 

MONCTON 

Chairman,     F.  O.  CONDON 
Vice-Chair.,  C.  S.  G.  ROGERS 
Executive,      B.  E.  BAYNE       R.  H.  EMMERSON 
G.L.DICKSON  G.E.SMITH 

T.  H.  DICKSON 
(Ex-Officio),  H.  W.  McKIEL 
Sec.-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 

Moncton,  N.B. 
MONTREAL 

Chairman,      H.  J.  VENNES 
Vice-Chair.,  R.  E.  HEARTZ 
Executive,       G.  J.  CHENEVERT       E.  V.  GAGE 
R.  S.  EADIE        I.  S.  PATTERSON 
G.  McL.  PITTS         P.  E.  POITRAS 
(Ex-Officio),  J.  B.  CHALLIES  H.  MASSUE 

J.  L.  BUSFIELD        C.  K.  McLEOD 
R.  H.  FINDLAY  F.  NEWELL 

J.  G.  HALL  B.  R.  PERRY 

E.  R.  SMALLHORN 
Sec.-Treas.,    L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA   PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 

J.  L.  McDOUGALL 

L.  J.  RUSSELL 

J.  H.  TUCK 

G.  F.  VOLLMER 
(Ex-Officio),  W.  R.  MANOCK 

a.  w.  f.  McQueen 

Acting-Sec.,  GEO.  E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 

OTTAWA 

Chairman,     W.  H.  MUNRO 
Executive,      N.  MARR  H.  V.  ANDERSON 

W.  L.  SAUNDERS       J.  H.  IRVINE 
W.  H.  NORRISH 
(Ex-Officio),  G.  J.  DESBARATS     J.  H.  PARKIN 

W.  F.  M.  BRYCE 
Sec.-Treas..  R.  K.  ODELL, 

Dept.  of  Mines  and  Resources, 

Ottawa,  Ont. 

PETERBOROUGH 

Chairman,     R.  L.  DOBBIN 
Executive,      J.  CAMERON 

0.  J.  FRISKEN 

1.  F.  McRAE 
J.  W.  PIERCE 

(Ex-Officio),  B.  I.  BURGESS 

H.  R.  SILLS 
Sec.-Treas.,  A.  L.  MALBY, 

303  Rubidge  St., 

Peterborough,  Ont. 
QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPU.IS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,  J.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Executive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 

C.  MILLER 

W.  P.  C.  LeBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 

McN.  DuBOSE 

A.  C.  JOHNSTON 
Sec.-Treas.,  T.  A.  TAYLOR 

Saguenay  Inn,  Arvida,  Que. 


SAINT  JOHN 

Chairman,     JOHN  P.  MOONEY 
Vice-Chair.,  J.  T.  TURNBULL 
Executive,      D.  R.  SMITH 

F.  A.  PATRIQUEN      A.  O.  WOLFF 
(Ex-Officio),  H.  F.  MORRISEY 

S.  HOGG 
Sec.-Treas.,  VICTOR  S.  CHESNUT 
P.O.  Box  1393, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 

Chairman,     C.  H.  CHAMPION 
Vice-Chair.,  A.  H.  HEATLEY 
Executive,      R.  DORION 

J.  H.  FREGEAU  V.  JEPSEN 

H.  O.  KEAY  K.  S.  LbBARON 

G.  RINFRET  H.  G.  TIMMIS 
H.  J.  WARD               H.  K.  WYMAN 

(Ex-Officio),  F.  W.  BRADSHAW 

E.  B.  WARDLE 
Sec.-Treas.,  G.  B.  BAXTER, 

Canadian  International  Paper  Com- 
pany, Three  Rivers,  Que. 
SASKATCHEWAN 
Chairman,       P.  C.  PERRY 
Vice-Chair.,    R.  A.  McLELLAN 
Executive,        I.  M.  FRASER      J.  McD.  PATTON 

C.  J.McGAVIN  R.J.FYFE 

a.  m.  macgillivray 
g.  l.  Mackenzie 
a.  a.  murphy 
w.  e. lovell 

(Ex-Officio),  A.  P.  LINTON 
Sec.-Treas.,  STEWART  YOUNG. 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     H.  J.  LEITCH 
Vice-Chair.,  E.  M.  MacQUARRIE 
Executive,      R.  A.  CAMPBELL       N.  C.  COWIE 
C.O.MADDOCK  E.W.NEELANDS 
(Ex-Officio),  J    L.  LANG 

A.  E.  PICKERING 
Sec.-Treas.    O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie.  Ont. 
TORONTO 

Chairman,    NICOL  MacNICOL 

Vice-Chair.,H.  E.  BRANDON 

Executive,     W.  S.  WILSON      G.  W.  PAINTER 

F.  J.  BLAIR  G.  R.  JACK 
W.  H.  M.  LAUGHLIN    D.  FORGAN 

(Ex-Officio)  T.  H.  HOGG 

A.  U.  SANDERSON 
C  E.  SISSON 
A.  E.  BERRY 
Sec.-Treas.,  J.  J.  SPENCE, 

Engineering  Building, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 

Executive,     T.  E.  PRICE         H.  C.  FITZ-JAMES 
J.  R.  GRANT  R.  E.  POTTER 

W.  N.  KELLY  P.  B.  STROYAN 

(Ex-Officio),  C.  E.  WEBB 

JAS.  ROBERTSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 
VICTORIA 

Chairman,     E.  W.  IZARD 
Vice-Chair.   G.  M.  IRWIN 

Executive,      E.  DAVIS       A.  L.  CARRUTHERS 
A.  S.  G.  MUSGRAVE 
R.  C.  FARROW    J.  N.  ANDERSON 
Sec.-Treas.,  K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     H.  L.  BRIGGS 
Vice-Chair.,  J.  T.  ROSE 
Executive,      C.  V.  ANTENBRING 

J.  P.  FRASER 

H.  W.  McLEOD, 

V.  MICH  IE 

D.  N.  SHARPE 
(Ex-Officio),  J.  HOOGSTRATEN 

J.  W.  SANGER 
A.  J.  TAUNTON 
Sec.-Treas.,  C.  P.  HALTALIN, 

303    Winnipeg    EUctrie    Railway 
Chambers,  Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL     January,  1941 


IGNITRON  RECTIFIERS  FOR  WAR  INDUSTRIES 

JOSEPH  T.  THWAITES 
Development  Engineer,  Special  Products,  Canadian  Westinghouse  Company,  Limited,  Hamilton,  Ont. 

Paper  to  be  presented  before  the  General  Professional  Meeting  of  the  Engineering  Institute  of  Canada,  at  Hamilton,  Ont., 

on  February  7th,  1941. 


At  the  outbreak  of  war  it  was  natural  for  engineers  to 
realize  that  the  chemical  industries  of  the  country  would 
be  greatly  expanded  but  the  large  expansion  which  we  have 
seen  take  place  in  the  last  year  has  been  largely  dependent 
on  the  work  of  the  civil,  mechanical  and  electrical  engineers. 
Large  development  has  taken  place  in  the  mechanical  and 
electrical  engineering  field  to  provide  the  necessary  plant 
equipment  for  war  industries. 

Up  to  18  months  ago,  all  mercury-arc  rectifier  equipment 
was  imported  from  Europe  or  United  States,  the  larger 
portion  being  from  central  Europe.  With  this  source  of 
supply  eliminated,  the  chemical  industries  looked  for  their 
supply  of  rectifier  equipment,  which  is  a  necessary  adjunct 
to  a  number  of  electro-chemical  processes,  to  the  Canadian 
manufacturer  and  at  the  present  time  there  is  sufficient 
capacity  in  Canada  to  produce  40,000  kw.  of  rectifiers  a 
month  if  the  demand  requires  it. 

The  mercury-arc  rectifier  of  today  is  a  far  cry  from  the 
equipment  used  in  1882  to  prove  that  an  arc  between  carbon 
and  mercury  electrodes  would  only  pass  currents  in  the 
direction  from  the  carbon  to  the  mercury,  or  from  the 
Cooper-Hewitt  rectifier  of  the  late  90's  with  its  large  glass 
bulb,  its  temperamental  starting  equipment,  and  the  blue 
glow  which  became  familiar  in  the  garages  as  the  electric 
landau  achieved  popularity.  The  glass  bulb  type  rectifier 
has  been  developed  principally  in  England  up  to  ratings  of 
500  amperes  at  500  volts  and  is  now  a  very  satisfactory 
piece  of  equipment  up  to  such  ratings. 

In  1908,  Peter  Cooper-Hewitt  suggested  the  enclosure  of 
the  mercury-arc  rectifier  in  a  metal  shell  in  order  that  it 
could  have  more  mechanical  strength  to  withstand  the  shocks 
of  handling,  and  to  withstand  the  physical  forces  in  case 
the  rectifier  should  fail  in  its  valve  action  or  "arc-back." 

The  first  commercial  metalclad  rectifiers  were  built  in 
1910  by  Westinghouse  and  followed  the  general  shape  and 
construction  of  the  glass  bulb  rectifier  in  that  the  electrodes 


was  adopted  by  1913  and  soon  rectifiers  capable  of  handling 
700  amperes  at  2,400  volts  were  produced.  By  1918  the 
ratings  had  been  pushed  to  6,000  amperes  per  tank. 

Theory 

The  process  of  rectification  by  means  of  a  mercury-arc 
in  vacuum  depends  on  the  fact  that  mercury  under  certain 
conditions  is  a  prolific  source  of  electrons,  while  carbon  is 
an  extremely  small  source  of  electrons.  The  mercury  pool 


100 


95 


$-90 


0)  85 


Uj 


80 


15 


10 


A-C.to  D-C.   Conversion  Equipment 
Efficiency  and  Losses 
300  Kw.  275  Volts  D-C. 
2300  or  4000  Volts,  3  Ph.  60  Cy.  A-C 


Solder  Seals 


Rubber  Seal 


Bulbs  for  under 
temperature  relay 
and  relay  lor  heat 
er  control 


Dome  Water  Jacket 
Mam  Anode 


Bulb  for  Thermometer^  Starting  Anode 
■  Porcelain 
"l/'  \/ /Solenoid 


Main  Anode  Shield 


Three  Tank 
Heaters 


Flushing  Valve 
and  Dram 


Exciting  Anode 

Anode  Plate 

Water  Jacket 


Flushing 
Valve* 


Welded 
Steel  Tank 


Mom  Water 
Jacket 


Fig.  1 


Cathode 
Mercury  — — J  N —  Water  Jacket 

-Cross  section  of  mercury  arc  rectifier. 


were  placed  in  side  arms  and  there  was  a  large  condensing 
dome  in  the  centre.  About  the  same  time  in  Europe,  a  design 
was  brought  out  by  the  Brown  Boveri  Company, which  might 
be  called  the  first  commercial  tank  rectifier,  in  which  the 
tank  contained  the  electrodes  and  no  arms  projected  from 
the  tank.  The  rectifier  thus  took  the  form  with  which  we 
are  now  familiar,  in  the  multi-anode  tank.  Water  cooling 


200  300 

Output  Km 

Fig.   2 — Typical   efficiency   curves   of  the   different   a-c   to  d-c 
conversion  units.  The  curves  are  for  units  rated  300  kw.,  275 

volts. 

in  the  bottom  of  the  rectifier  tank  proper  is  known  as  the 
cathode  and  the  various  carbon  electrodes  are  known 
as  the  anodes.  The  mercury  will  not  emit  electrons 
until  a  cathode  spot  has  been  formed  on  the  surface. 
This  was  done  in  the  old  Cooper-Hewitt  rectifiers  by 
tilting  the  bulb  and  drawing  an  arc  from  an  auxiliary 
electrode  which  caused  what  we  call  a  cathode  spot  or  a 
source  of  intense  ionization  from  which  electrons  are 
freely  emitted  under  the  influence  of  an  electric  field. 
If  the  anode  is  made  positive  at  the  time  when  there 
is  a  cathode  spot  on  the  surface  of  the  mercury,  elec- 
trons are  drawn  across  to  the  anode,  ionizing  the 
mercury  vapour  present  in  the  tube  and  providing  a 
path  for  the  passage  of  current.  In  the  multi-anode  tank 
or  conventional  rectifier,  there  is  usually  an  auxiliary 
anode  or  anodes  arranged  so  that  there  is  always  one 
positive  anode.  It  is  a  property  of  mercury-carbon 
arcs  that  once  established  they  will  continue  as  long  as 
there  is  a  flow  of  current  in  the  proper  direction;  that 
once  an  arc  is  started  from  the  cathode  to  an  anode,  it 
is  necessary  either  for  the  anode  to  go  negative  or  the 
voltage  to  be  removed  by  some  external  means  in  order 
to  prevent  current  flow.  In  the  multi-anode  rectifier,  the 
various  anodes  are  so  connected  to  a  transformer  so  that 
one  or  more  is  always  positive  and  the  positive  anode  is  the 
collector  of  the  electrons. 

The  process  of  rectification  consists  then  of  allowing  the 
positive  half  cycles  of  an  alternating  current  voltage  to 
cause  current  flow  from  the  anode  to  the  cathode  and  from 
the  cathode  in  turn  through  the  external  circuit  back  to  the 


January,  1941     THE  ENGINEERING  JOURNAL 


transformer.  If  the  transformer  connection  is  arranged  so 
that  it  is  the  centre  of  a  number  of  centre-tapped  trans- 
former windings  arranged  in  various  phase  positions,  the 
flow  of  direct  current  is  continuous  but  not  uniform.  For 
instance,  if  only  two  anodes  are  used  which  are  alternately 
positive,  the  flow  of  current  is  in  a  series  of  surges  and  may 
actually  drop  to  zero  under  certain  circumstances  at  the 
time  of  transition.  If,  however,  the  anodes  are  connected 
to  a  three-phase  system,  there  is  a  slight  overlapping  and  the 
current  does  not  go  to  zero.  By  increasing  the  number  of 
phases,  the  amount  of  ripples  present  can  be  reduced  almost 
to  zero.  There  are  now  commercial  installations  in  Canada 
operating  on  the  36  phase  system,  and  equipment  in  pro- 
gress is  being  built  for  use  on  a  60  phase  system.  This  60 
phase  system  will  have  less  than  1/6  of  one  percent  ripple 
which  is  considerably  smoother  than  that  obtained  from  a 
commutator  type  of  machine. 

It  can  be  readily  seen  that  as  the  ratings  of  these  multi- 
anode  rectifiers  increased,  it  was  necessary  to  provide  larger 


in  turn  brought  the  penalty  of  higher-arc-drop  with  resultant 
lower  efficiency. 

In   1933,   Dr.  J.  Slepian  announced  a  new  method  of 
forming  a  cathode  spot  on  the  mercury  pool,  which  made 


Fig.  3— Cross  section  of  one  of  the  larger  ignitrons. 

tanks  in  which  to  contain  the  increased  number  and  also 
the  physically  larger  anodes  to  carry  the  larger  current. 
This,  in  turn,  meant  that  the  anode  circle  was  larger  and 
the  distance  from  the  anode  to  the  cathode  had  increased.  As 
the  voltage  lost  in  the  arc  is  somewhat  proportional  to  the 
length,  it  can  be  seen  that  the  larger  machines  were  rela- 
tively less  efficient  than  the  small  ones.  This  is  contrary  to 
usual  electrical  practice  and  although  engineers  studied  the 
problem,  it  seemed  as  if  the  arc  loss  was  going  to  steady 
down  at  28  to  30  volts  for  the  average  large  size  rectifier. 

About  once  in  a  few  million  times,  one  anode  would  sud- 
denly lose  its  valve  action  and  become  a  conductor  in  the 
reverse  direction.  This  phenomenon  was  known  as  "arc- 
back"  and  was  accepted  in  the  early  rectifiers  as  part  of 
the  trouble  with  which  one  had  to  put  up.  The  demand 
from  operators  for  more  continuous  and  better  service 
caused  manufacturers  to  seek  means  of  eliminating  or  re- 
ducing the  arc-back  frequency,  various  expedients  in  the 
form  of  tortuous  paths,  stovepipe-like  shields  and  grids  were 
inserted  in  front  of  the  anode  to  help  de-ionize  the  path  of 
the  arc  immediately  after  conduction  should  cease.  These 


Fig.  4 — Shop  assemhly  of  ignitron  tank  ready  for 
mounting  in  frame. 

it  practical  to  put  each  anode  in  a  single  tank  with  its  own 
cathode,  strike  the  arc  when  required  for  conduction  and 
allow  the  arc  to  go  out  naturally  during  the  period  when 
conduction  was  not  required.1  This  allowed  the  anode  to 
be  placed  much  closer  to  the  mercury  pool  and  the  shielding 
considerably  simplified.  This  invention  became  known  as 
the  ignitron  because  it  was  ignited.  Dr.  Slepian  found  that 
by  immersing  a  crystal  of  carborundum  or  other  such 
material  in  the  mercury  and  passing  a  fairly  large  current, 
but  of  very  short  duration,  through  this  crystal  to  the 


/"_  tin  I'lfmr.  .;.■■■.  .! 

1     F  ST  1  r!  1 

M 

^m~ 

4? 

Fig.  5 — Frame  for  12  ignitrons  with  water  and  vacuum 
manifolds  and  small  wiring  in  place. 

mercury,  a  cathode  spot  would  be  formed  on  the  surface 
of  the  mercury.  On  account  of  the  much  simpler  arc  path 
and  shorter  arc  distance,  he  was  able  to  reduce  the  arc-drop 
from  approximately  30  volts  to  about  15  volts,  thus  reducing 
the  rectifier  losses  by  half  in  one  operation.  It  was  quickly 

1  Transactions   of   The  American  Institute  of  Electrical  Engineers, 
June,  1933,  V.  52,  p.  693. 


THE  ENGINEERING  JOURNAL     January,  1941 


found  that  the  arc-back  frequency  of 
this  type  of  rectifier  was  so  good  that 
the  shielding  previously  considered  neces- 
sary could  be  largely  dispensed  with.  The 
ignitron  has  so  established  itself  as  a  rectifier 
that  approximately  500,000  kw.  of  ignitron 
rectifiers  have  been  sold  within  the  past 
fifteen  months. 

Construction 

The  ignitron  rectifier  consists  essentially 
of  a  steel  tank  formed  of  mild  steel  plate, 
welded  vacuum  tight,  containing  a  pool  of 
mercury  at  the  bottom,  a  carbon  anode  sus- 
pended from  the  top  and  an  igniter  rod  en- 
tering through  an  insulated  bushing  at  the 
side.  For  voltages  over  500,  an  additional 
electrode  called  the  grid  is  suspended  be- 
tween the  anode  and  the  arc  space.  This 
electrode  helps  in  controlling  the  backfires 
and  it  helps  in  establishing  the  arc  pick-up. 
in  the  manufacture  of  all  vacuum  apparatus, 
the  utmost  cleanliness  and  absolute  purity 
of  the  electrode  materials  are  most  essential. 
Foreign  matter  of  any  sort  is  detrimental 
to  the  functioning  of  the  rectifier.  The  tanks 
are  closed  by  a  heavy  steel  plate  top  held 
by  14%-in.  high  tensile  steel  bolts  drawing 
up  against  aluminum  gaskets.  The  porcelain 
is  fastened  to  the  top  by  means  of  a  flange, 
clamping  the  flange  of  the  porcelain  in  a 
recess  in  the  steel  top  and  made  vacuum  tight  by  means  of 
solder  seals  in  which  the  porcelain  is  actually  soldered  to  the 
metal.  The  anode  head  itself  is  made  of  the  purest  graphite  ob- 
tainable as  experience  has  shown  that  no  other  material  is 
so  suitable  for  withstanding  the  strains  of  temperature  which 
occur  when  a  rectifier  is  operated  under  intermittent  loads. 
The  normal  operating  temperature  of  the  anode  head  is 
approximately  900  deg.  C.  and  very  few  materials  have 
less  electronic  emission  than  carbon  under  such  temperature. 
The  mercury  is  carefully  prepared  by  four  chemical  washes 


Fig.  6 — Complete  frame  of  12  ignitron  tanks  rated  3,375  kw. 

and  finally  by  evaporating  under  vacuum  and  recondensing. 
All  metals  entering  into  the  construction  of  the  tank  are 
sand  blasted  just  before  assembly  to  make  sure  that  all 
foreign  matter  is  removed.  The  assembly  itself  is  done  in 
an  air  conditioned  room  by  operators  who  wear  white  cotton 
smocks  and  white  cotton  gloves  which  are  changed  at  the 
first  sign  of  soil.  After  closure,  the  tank  is  pumped  to  approxi- 
mately 1/1,000,000  of  an  atmosphere  pressure  and  operated 
at  reduced  voltage  and  up  to  three  times  normal  current 
until  no  further  gas  can  be  driven  off  from  the  metal  and 
carbon  parts.  Groups  of  these  tanks  are  then  assembled  on 


A  compact,  convenient  and  portable  arrangement  of  six  ignitrons 
with  control  equipment. 


a  frame  to  form  the  requisite  number  for  the  capacity  re- 
quired, connected  to  a  common  manifold  for  pumping 
vacuum  and  to  the  necessary  water  inlet  and  outlet  manifold 
and  the  small  wiring  added  to  make  a  complete  6  or  12 
phase  rectifier.  One  recent  installation  in  Canada  consisted 
of  48 — 12-tank  rectifiers,  each  rated  at  3,375  kw. 

Ignitrons  as  Contactors 

The  ignitron  with  its  peculiar  properties  of  being  able  to 
carry  current  when  desired  and  interrupting  the  current 
flow  at  the  end  of  the  first  positive  half  cycle  after  initiation 
processes  have  stopped  has  become  very  useful  as  a  con- 
tactor where  rapid  action  is  required,  such  as  in  the  spot- 
welding  and  seam  welding  industry.  By  connecting  two 
ignitrons  back  to  back,  they  can  be  arranged  to  pass  alter- 
nating currents  to  the  primary  of  a  welding  transformer 
and  such  an  installation  has  been  in  service  in  Hamilton 
for  several  years  on  a  spot-welder  on  critical  work  in  which 
the  record  to  date  has  been  one  defective  spot  per  468,000 
welds.  The  operation  of  the  igniter  control  may  be  made 
fully  automatic  so  as  to  cause  the  current  to  flow  for  two 
cycles  on  and  two  cycles  off,  for  instance,  or  it  may  be 
made  that  it  will  flow  for  a  predetermined  time  after  the 
operator  initiates  the  action  and  then  stop  completely  until 
the  operator  takes  control  again.  In  the  smaller  sizes  for 
welding  control,  the  ignitrons  are  now  sealed  off  and  no 
pumping  equipment  is  required  to  maintain  the  necessary 
vacuum.  On  account  of  the  extremely  large  overload  capacity 
available  in  such  equipment,  an  ignitron  rated  at  225 
amperes  continuous  is  capable  of  an  output  of  3,000  amperes 
for  a  short  time,  provided  the  average  is  not  over  225  am- 
peres. This  allows  the  use  of  comparatively  small  ignitrons 
to  take  the  place  of  the  extremely  large  contactors  and  to 
operate  without  any  moving  contacts  or  fuss.  The  saving 
in  maintenance  on  contactors  has  caused  several  industries 
to  go  over  wholly  to  ignitron  contactors  and  other  industries 
have  said  that  the  saving  in  production  more  than  paid  for 
the  installation.  It  may  be  noted  that  the  streamline  trains 
made  of  stainless  steel  are  all  welded  by  the  ignitron  con- 
trolled welding  equipment  and  that  every  Monel  hot  water 
tank  sold  in  Canada  has  been  welded  on  an  ignitron  con- 
trolled seam  welder.  The  welding  operator  of  a  few  years 
ago  judged  the  time  to  make  a  spot- weld  by  the  amount 


January,  1941     THE  ENGINEERING  JOURNAL 


Fig.  8 — A  typical  portable  ignitron  station  for  installation  in  a  mine.  When  this  assembly  is  hauled  into  place  by  the  mine 
locomotive  it  is  only  necessary  to  connect  to  the  high  voltage  feeder  and  the  direct  current  distribution  system,  and  the 

d-c  substation  is  ready  for  operation. 


of  red  that  showed  under  the  electrode  of  the  spot- 
welder.  Such  a  welder  would  have  considerable  trouble 
making  welds  on  sheet  lead,  but  with  ignitron  con- 
trol, such  welds  are  entirely  practical.  There  are 
hardly  any  metals  which  cannot  be  spot-welded  by 
means  of  ignitron  control,  whereas  manual  control  can 
only  be  used   for  the  few  metals   which   have    a    large 


temperature  range  during  which  they  are  weldable. 
It  is  felt  that  the  ignitron  is  a  distinct  contribution  to 
Canada's  war  effort  both  as  a  rectifier  for  the  electro- 
chemical industries  and  as  a  control  device  for  the  metal 
fabricating  industries,  and  the  production  in  Canada  of 
such  a  large  quantity  of  new  equipment  has  been  a  worth- 
while achievement. 


THE  SPIRE  OF  CHRIST  CHURCH  CATHEDRAL,  MONTREAL 

WALTER  GRIESBACH,  b.sc,  m.e.i.c. 
Chief  Engineer,  The  Foundation  Company  of  Canada,  Limited,  Montreal,  Que. 


The  original  appearance  of  Christ  Church  Cathedral,  on 
St.  Catherine  Street  West,  in  Montreal,  has  recently  been 
restored  by  the  erection  of  a  new  spire. 

Construction  of  the  cathedral  was  started  in  July,  1856, 
and  was  finished  in  the  late  fall  of  1859.  It  is  built  in  gothic 
style  of  limestone  rubble  masonry,  set  in  lime  mortar.  The 
tower  forming  the  base  of  the  spire  is  24  feet  square  with 
two  buttresses  at  each  corner  and  it  originally  extended 
22  feet  above  the  ridge  of  the  main  roof.  The  spire  was 
octagonal  in  plan  and  was  121  feet  high,  the  top  being  226 
feet  above  sidewalk  level. 

In  the  interior  of  the  church  the  tower  is  supported  by 
masonry  arches  and  columns.  The  columns  rest  on  irre- 
gularly shaped  masonry  piers,  extending  from  the  underside 
of  the  main  floor  to  from  4  to  8  feet  below  basement  ground 
level.  The  four  piers  are  joined  by  inverted  masonry  arches 
having  the  intrados  of  the  crown  at  the  ground  line. 

As  determined  by  borings,  the  piers  rest  on  a  layer  of 
brown  sandy  clay  4  to  6  feet  thick  which,  in  turn,  rests  on  a 
bed  of  blue  clay  10  to  13  feet  thick.  The  upper  half  of  this 
blue  clay  is  of  a  sticky  consistency  while  the  lower  half  is 
very  soft.  Below  the  blue  clay,  and  overlying  bedrock,  is  a 
layer  of  hard  brown  clay  and  hardpan  about  22  feet  thick. 
The  bedrock  is  of  limestone  and  is  about  40  feet  below  the 
bottom  of  the  piers. 

Before  the  tower  was  completed,  in  1858,  it  was  dis- 
covered that  the  foundations  were  sinking  and  that  the  two 
south  piers  were  sinking  more  than  the  north  ones,  causing 
the  tower  to  lean  south  towards  St.  Catherine  Street.  When 
the  spire  was  completed  there  was  a  maximum  settlement 
of  about  5  inches.  This  settlement  disturbed  and  damaged 
the  columns  and  arches  adjacent  to  the  tower  to  such  an 
extent  that  it  was  necessary  to  make  extensive  repairs. 
While  most  of  the  settlement  took  place  during  construction, 
subsequent  check  measurements  showed  a  slight  progres- 
sive movement  and  in  1927,  when  the  settlement  was  6}4 
inches  and  the  spire  was  2  feet  out  of  plumb,  it  was  decided 


Fig.  1 — One  of  the  tower  arches.  This  view  shows  some  of  the 

damage  caused  by  settlement  before  the  original  spire  was 

completed. 


THE  ENGINEERING  JOURNAL     January,  1941 


to  remove  the  spire  and  about  22  feet  of  the  tower  to  avoid 
a  possible  catastrophe. 

The  total  weight  of  the  original  spire,  tower,  piers  and 
inverted  arches  was  4,329  tons,  making  an  average  load  of 
about  7  tons  per  square  foot  on  the  sustaining  soil.  This 
excessive  loading  accounts  for  the  settlement,  and  the 
bearing  area  of  the  south  piers  being  a  little  less  than  that 
of  the  north  ones  accounts  for  the  uneven  settlement.  By 
removing  the  spire  and  a  portion  of  the  tower  the  total 
load  was  reduced  by  1,320  tons,  leaving  a  load  of  3,009  tons 
or  about  5  tons  per  square  foot  on  the  soil.  There  was  no 
further  settlement  under  this  reduced  loading. 

In  1939  an  anonymous  benefactor  offered  to  provide 
funds  for  the  construction  of  a  new  spire  on  condition  only 
that  the  original  design  could  be  reproduced.  After  inves- 
tigating soil  conditions  and  alternative  schemes  for  strength- 
ening the  foundations  and  reconstructing  the  spire,  it  was 
decided  that  the  tower  foundations  should  be  underpinned 
down  to  the  hard  clay  or  hardpan  formation;  that  the 
tower  should  be  extended  to  a  height  of  25  feet  in  light 
masonry  construction  to  match  the  existing  stonework, 
and  that  the  spire  should  be  of  light  construction  consisting 
of  a  structural  steel  frame  covered  with  cast  aluminum 
plates,  treated  to  produce  the  appearance  of  stone  masonry. 

Considering  the  nature  of  the  soil,  the  loads  to  be  sup- 
ported and  the  weakened  condition  of  the  arches  in  the 
interior  of  the  church,  it  was  manifest  that  the  underpin- 
ning should  be  carried  out  with  the  least  possible  distur- 
bance of  the  soil  under  the  piers.  To  satisfy  this  condition 
and  to  confine  the  work  to  the  basement  only,  the  pipe  pile 
method  was  adopted. 

The  total  weight  of  the  spire,  tower,  piers  and  inverted 
arches  is  now  3,447  tons,  including  a  net  additional  weight 
of  438  tons  in  the  new  construction.  To  take  care  of  the 
load  under  the  piers,  36  twelve-inch  pipe  piles,  nine  under 
each  of  the  four  piers,  were  jacked  down  to  the  required 
depth,  to  a  resistance  of  100  to  105  tons  per  pile,  by  means 
of  hydraulic  jacks. 

An  examination  of  the  old  rubble  masonry  piers  indicated 
that  it  would  be  necessary  to  reinforce  them  to  take  the 


Fig.  2 — The  church  after  the  old  spire  was  removed. 

reaction  of  the  jacks.  This  was  effectively  done  by  building 
a  collar  completely  around  the  upper  5  feet  of  each  pier. 
The  collar  consists  of  a  vertically  reinforced  gunite  slab 
supported  by  two  bands  of  12-inch  I-beams  spaced  about 
3  feet  apart.  The  beams  were  welded  together  at  the  ends 
and  were  prestressed,  by  wedging  with  steel  wedges  be- 
tween the  beams  and  the  masonry,  before  the  gunite  was 
applied.  To  provide  an  additional  margin  of  safety,  the 
inverted  arches  were  also  strengthened  with  reinforced  gunite 
and  the  two  south  piers  were  shored,  temporarily,  on  the  south 
face,  by  means  of  75-ton  jacks  placed  at  an  angle  of  about 
60°  to  the  pier,  with  the  head  of  the  jack  in  a  recess  in  the 
masonry  and  the  base  bearing  on  a  timber  mat  on  the  soil. 


<3W 


rrn 


Fig.  3 — Plan  and  section  of  the  foundations.  The  reinforcing  around  the  piers  and  over  the 
circles  show  the  locations  of  the  piles  and  the  order  in  which  they  w 


—\r rr' 

kL. J: 


inverted  arches  is  indicated.  The 
ere  placed. 


January,  1941     THE  ENGINEERING  JOURNAL 


After  the  gunite  had  set,  recesses  were  chipped  out  of  the 
masonry  from  just  below  the  collar  to  the  bottom  of  the 
pier.  The  recesses  were  of  sufficient  depth  to  allow  the  piles 
to  be  placed  directly  under  the  edges  of  the  columns  resting 
on  the  piers.  A  concrete  pad  was  then  formed  at  the  top  of 
the  recess  to  distribute  the  load  and  to  provide  an  even 
bearing  for  the  head  of  the  jack.  The  piles  were  then  jacked 
down,  in  sections,  to  the  required  resistance,  as  indicated 
by  the  gauge  on  the  hydraulic  pump.  As  the  maximum 
extension  of  the  jack  was  only  8  inches,  it  was  necessary  to 
substitute  oak  blocks  to  obtain  the  required  clearance  for  a 
new  section  of  pipe.  Each  pile  consisted  of  a  cast  iron  point 
and  sections  of  12-inch  standard  weight  steel  pipe  3  feet 
4  inches  long,  with  cast  iron  sleeves  between  sections.  The 
average  length  of  pile  was  18  feet  11  Yi  inches.  When  the 
required  resistance  was  reached  the  top  section  was  care- 
fully burned  off  to  grade  near  the  bottom  of  the  pier  and 
filed  to  leave  an  even  bearing  surface.  The  pipe  was  then 
filled  with  concrete  and,  after  this  had  set,  a  structural  steel 


Fig.  4 — Underpinning  the  piers.  This  view  shows  a  pile  heing 

jacked  down  in  the  south  east  pier,  which  is  ahout  four  feet 

deeper  than  the  other. 


column  was  wedged  in  place  between  the  top  of  the  pile  and 
the  concrete  pad  at  the  top  of  the  recess.  The  recess  was 
then  filled  with  gunite.  Chipping  and  jacking  were  carried 
on  simultaneously  at  all  four  piers,  one  pile  at  a  time  at 
each  pier,  with  the  chipping  kept  in  step  ahead  of  the 
jacking.  Preliminary  work  started  on  September  26th  and 
the  underpinning  was  completed  on  December  9th,  1939. 

The  new  tower  forming  the  base  for  the  spire  was  started 
in  the  spring  of  1940.  It  is  24  feet  square  and  extends  25 
feet  above  the  old  masonry  or  ridge  of  main  roof.  It  con- 
sists of  a  structural  steel  portal-type  frame  and  four  ma- 
sonry walls  with  two  buttresses  at  each  corner  and  a  louvre 
in  each  face.  The  bottom  of  the  steel  frame  is  attached  to  a 
structural  steel  grillage  which  is  embedded  in  the  masonry 
walls  and  on  which  the  new  concrete  roof  slab  is  supported. 
There  are  two  rods  at  each  corner,  anchoring  the  grillage 
to  steel  beams  embedded  10  feet  down  in  the  old  masonry. 
The  new  masonry  walls  consist  of  Montreal  limestone 
facing  and  Indiana  limestone  trim,  with  12  inches  of 
common  brick  backing.  The  louvres  are  of  red  wood,  painted 
to  match  the  stonework,  and  are  encased  in  cast  stone.  The 
roof  slab  is  insulated  with  fibre  board  and  sheeted  with 
copper.  Two  drainage  outlets  are  provided  through  the 
walls. 

The  pyramidal  steel  frame  for  the  spire  is  octagonal  in 
cross  section.  It  is  24  feet  in  diameter  at  the  base  and  is  118 
feet  high,  the  top  being  at  the  same  elevation  as  the  original 
spire,  about  226  feet  above  sidewalk  level.  The  base  is 
attached  to  a  structural  steel  grillage  which  forms  the  tran- 
sition plane  between  the  square  tower  frame  and  the  octag- 
onal spire  frame.  The  frame  consists  of  8  tee-section  legs 
tied  together  at  9  foot  intervals  with  angle  diagonals  and 
struts.  The  tee  legs  have  their  webs  turned  outward  to 
connect  to  the  aluminum  corner  castings,  while  additional 
angles,  on  the  faces  of  the  octagon,  support  the  inter- 
mediate castings.  Horizontal  brace  frames,  which  also 
serve  as  landings  for  the  interior  ladder  system,  are  provided 
every  18  feet.  The  structure  is  designed  to  withstand  a  wind 
pressure  of  30  pounds  per  square  foot  of  vertical  projection. 

On  account  of  the  spire  being  situated  at  the  centre  of 
the  cruciform  church  structure,  the  steel  could  not  be 
handled  in  one  lift  from  the  ground  to  the  spire.  The  general 
contractor's  material-handling  bridge  from  the  nearby  con- 
struction tower  served  as  an  intermediate  landing  stage, 
about  80  feet  above  ground  level.  It  was  raised  to  this  level 
by  means  of  a  gin  pole  90  feet  long  and  was  then  wheeled 
along  the  bridge  to  the  tower  and  hoisted  into  place  by 
means  of  a  small  gin  pole  attached  to  the  spire  frame.  This 
small  gin  pole  was  moved  up,  in  turn,  with  the  spire  sections. 
The  top  section,  with  cross  and  finial  fastened  in  place,  was 
erected  by  means  of  a  pole  lashed  to  an  outer  face  of  the 
frame  and  cantilevered  up  to  a  position  slightly  above  the 
top  of  the  steel.  Main  field  connections  were  riveted  and 
other  connections  were  bolted  and  provided  with  lock  nuts. 
The  steelwork  was  painted  with  metalastic  black  paint,  the 
connections  being  given  an  additional  coat.  The  total 
weight  of  steel  erected  was  38  tons. 

The  facing  on  the  spire  consists  of  cast  aluminum  plates 
modelled  and  treated  to  produce  the  appearance  of  stone 
masonry  similar  to  that  in  the  original  spire.  The  plates  are 
convex  in  shape  and  are  made  to  represent  one  or  more 
pieces  of  masonry.  The  dimensions  vary  from  16  inches  by  8 
inches  to  16  inches  by  84  inches.  The  plates  are  designed 
for  their  own  particular  location  and  are  provided  with 
lugs  for  bolting  to  the  steel  frame. 

To  obtain  the  desired  effect,  plaster  models  were  first 
made  of  the  plates  and  these  were  used  as  patterns  for 
making  the  castings.  The  edges  of  the  rough  castings  were 
made  true  by  grinding  and  the  surfaces  were  cleaned  by 
sandblasting.  The  appearance  of  weathered  masonry  was 
obtained,  immediately,  by  dipping  the  plates  in  a  solution 
consisting  of  black  antimony  sulphide,  sodium  cyanide  and 
warm  water.  It  is  expected  that  the  coating  deposited  by 
this  process  will,  in  time,  become  slightly  bleached  but  the 


THE  ENGINEERING  JOURNAL     January,  1941 


weathered  effect  will  be  maintained  by  the  action  of  the 
elements  in  the  same  manner  that  stone  masonry  attains 
the  weathered  appearance. 

The  contrasting  effect  of  mortar  joints,  between  sections 
representing  stones  in  the  plates,  was  produced  by  sub- 
jecting these  joints  to  a  special  chemical  treatment  and, 
between  the  plates  themselves,  by  leaving  j^g-inch  open 
joints. 

The  plates  were  handled  up  to  the  base  of  the  spire  by 
means  of  the  general  contractor's  material  tower  and  bridge. 
They  were  then  pulled  up  and  erected  from  a  platform 
attached  to  the  outside  of  the  spire.  This  procedure  started 
at  the  top  of  the  spire  and  was  carried  downward,  the  plat- 
form being  moved  at  convenient  intervals.  All  plates  fitted 
exactly  into  place  and  all  connection  holes  matched  the 
holes  provided  in  the  structural  steel,  indicating  the  degree 
of  accuracy  used  in  manufacturing  the  castings  and  in 
fabricating  and  erecting  the  structural  steel.  On  account  of 
the  inside  of  the  spire  being  open  to  the  weather,  the  bolts 
connecting  the  plates  to  the  steel  frame  were  given  a  rust 
preventative  treatment  and  one  coat  of  red  lead  paint  in 
the  shop,  and  one  coat  of  metalastic  black  paint  after 
erection.  About  6,500  bolts  were  used  and  the  total  weight 
of  aluminum  castings  erected  was  16.6  tons. 

With  the  exception  of  the  installation  of  the  new  clock 
and  the  old  bell,  the  spire  was  completed  in  November, 
1940.  It  is  believed  that  this  is  the  first  time  cast  aluminum 
plates  have  been  used,  in  imitation  of  stone  masonry,  on  a 
church  spire. 

A  detailed  inspection  of  the  masonry  arches  in  the  inte- 
rior of  the  church  was  made  prior  to  the  actual  underpinning 
operations.  All  cracks  and  defects  were  carefully  recorded 
and  the  most  prominent  ones  were  marked  and  photo- 
graphed. Elevation  marks  were  also  established  on  the 
columns  and  piers.  Subsequent  inspections  and  level 
readings  indicate  that  there  has  been  no  movement  since 
the  start  of  the  new  work. 

Messrs.  Ross  and  MacDonald  were  the  architects  and 
The  Foundation  Company  of  Canada  Limited,  the  general 
contractors.  The  structural  steel  was  supplied  and  erected 
by  the  Dominion  Bridge  Company  Limited  and  the  alumi- 
num plates  were  manufactured  and  erected  by  the  Robert 


Mitchell  Co.  Limited.  The  cut  stone  was  supplied  by 
Quinlan  Cut  Stone  Limited  and  the  cast  stone  by  Mr.  E.  J. 
Ambrose. 


Fig.  5 — Christ  Church  Cathedral,  Montreal,  after  completion 
of  the  new  spire. 


THE  DESIGN  OF  SPREAD  FOOTINGS 

I.  F.  MORRISON 
Professor  of  Applied  Mechanics,  Department  of  Civil  and  Municipal  Engineering,  University  of  Alberta,  Edmonton,  Alia. 


Foreword 

The  following  paper  is  an  attempt  to  place  the  design  of 
spread  footings  on  a  rational  basis.  It  is  realized  that  there 
are  numerous  short-comings  and  that  it  will  be  easy  to 
offer  destructive  criticism  to  many  points  contained  in  it. 
The  author  will  welcome  rational  discussion  both  favourable 
and  adverse  but  at  the  same  time  would  beg  of  those — and 
there  will  be  many — who  disagree  to  bear  in  mind  the 
philosophy  of  the  "Better  'Ole." 

General 

In  this  paper  it  is  proposed  to  deal  with  only  the  simplest 
type  of  foundation  such  as  is  commonly  found  under  build- 
ings. A  laterally  uniform  soil  will  be  assumed,  the  water 
content  of  which  will  be  supposed  to  remain  essentially 
constant.  We  shall  be  concerned,  not  with  the  strength  of 
the  footing,  but  merely  with  its  size  and  shape  in  plan. 

At  the  outset  it  is  obvious  that  the  criterion  which  forms 
the  basis  on  which  the  proportionate  size  of  the  footings 
must  rest  is  that  of  equal  settlement;  at  least,  in  so  far  as 


such  is  at  all  possible  in  any  particular  case.  We  shall 
examine  this  aspect  of  the  subject  but,  before  proceeding 
to  do  so,  it  is  necessary  to  discuss  in  a  general  manner  the 
phenomenon  of  settlement  of  a  footing  and  to  enquire  as  to 
its  causes. 

Phenomenon  and  Causes  of  Settlement 

Let  us  conceive  a  footing  of  rectangular  shape  which 
supports  the  interior  column  of  a  building.  Its  sole  is,  let  us 
say,  about  one-half  the  width  of  the  footing  below  the 
basement  floor  level  so  that  the  footing  rests  in  the  earth 
rather  than  on  top  of  it.  Due  to  the  load  from  the  column; 
to  the  weight  of  and  load  on  the  basement  floor;  and  to  the 
weight  of  the  fill,  top  block,  and  footing  itself;  an  average 
vertical  unit  pressure,  p0,  is  applied  to  the  soil.  If  this 
pressure  be  appreciably  greater  than  the  original  pressure  at 
the  same  level  due  to  the  weight  of  the  soil  prior  to  excava- 
tion— and  it  usually  is — then  settlement  of  the  footing  will 
take  place.  Even  if  it  be  equal  to  the  original  pressure  the 
soil  may  swell  after  the  excavation  has  been  carried  out  and 


10 


January,  1911     THE  ENGINEERING  JOURNAL 


subsequent  settlement  may  occur.  As  to  how  much  settle- 
ment will  occur,  that  depends  on  a  number  of  factors — 
among  which  are  the  physical  characteristics  of  the  soil 
strata  to  a  considerable  depth,  the  pressure  applied  by  the 
footing  to  the  soil,  the  size  and  shape  of  the  footing,  the 
depth  of  its  sole  below  the  surface  of  the  surrounding 
earth,  and  also  the  pressure  of  other  footings  in  the  vicinity 
of  it.  It  is  by  no  means  easy  to  estimate  the  combined  in- 
fluences of  all  of  these  factors. 


Fig.  1 

The  sinking  of  the  footing  into  the  ground  is  the  result  of 
two  general  effects  produced  by  the  stresses  which  result 
from  the  application  of  the  pressure  pa  to  the  soil.  These 
effects  are:  1:  a  compression,  or  consolidation,  of  the  soil 
directly  below  the  footing;  and  2:  a  lateral  movement  of 
the  soil  from  under  the  footing.  The  settlement  of  the 
footing  is  the  combined  result.  These  items  have  been  the 
subject  of  much  recent  discussion  and  investigation,  and 
here  it  is  proposed  to  avoid  further  detailed  consideration. 
The  consolidation  of  the  soil  is  due  to  the  normal  com- 
pressive stresses  which  cause  the  expulsion  of  some  of  the 
water  and  compression  of  the  air  which  occupies  the  voids 
in  the  soil,  which  results  in  a  change  in  the  unit  volume  of 
the  soil.  Such  change  of  unit  volume  is  for  the  most  part 
of  a  permanent  character,  though  there  is  some  elastic 
deformation  as  well.  The  lateral  movement  is  also  of  an 
only  partially  elastic  character.  We  shall  find  it  convenient 
to  assume  a  direct  proportionality  relationship  between  the 
settlement  and  the  footing  pressure,  corresponding  to  the 
assumption  of  Hooke's  law,  i.e.,  for  sole  pressures,  pa,  not 
too  large,  the  settlement,  s,  will  be  directly  proportional  to 

In  order  to  make  this  discourse  clear,  Fig.  1  shows  the 
footing  resting  on  a  prism  of  soil  the  cross-section  of  which 
is  given  by  the  size  and  shape  of  the  footing  in  plan,  si  is 
the  settlement  due  to  the  lateral  squeezing  out  of  the  soil 
prism  and  sz  that  due  to  the  consolidation  of  the  soil  lying 
within  the  prism.  The  largest  part  of  each  of  these  effects 
occurs  near  the  top  of  the  soil  prism  and  the  total  settlement 
is  directly  proportional  to  the  change  in  volume  of  the  soil 
lying  within  the  prism. 

The  general  shape  of  the  load  settlement  curve  is  shown 
in  Fig.  2  by  the  curve  C.  The  ordinates  to  this  curve  are 
the  sums  of  the  respective  ordinates  to  the  curves  A  and  B, 
due  to  the  lateral  movement  and  to  the  consolidation  re- 
spectively. From  a  qualitative  point  of  view,  these  curves 


represent  the  following  well  known  facts:  for  curve  A,  as 
the  footing  pressure  increases,  the  sinking  sj  increases  at  an 
increasing  rate.  In  the  early  stages,  the  lateral  bulging  of 
the  soil  prism  is  elastic  in  character  with  some  lateral  con- 
solidation of  the  soil  which  surrounds  the  soil  prism;  with 
increased  pressure,  due  to  the  shear  resistance  of  the  soil 
being  overcome  by  the  shearing  stresses,  plastic  flow  out- 
wards and  upwards  around  the  footing  sets  in  as  indicated 
by  the  sudden  downward  trend  of  the  curve  A.  For  curve 
B  the  consolidation  increases  with  p0  at  a  decreasing  rate. 
Near  the  origin  of  co-ordinates,  the  curve  C  is  approx- 
imately straight  and  it  is  this  fact  which  forms  the  basis 
for  the  assumption  stated  above  regarding  the  proportion- 
ality of  settlement  to  footing  pressure;  provided  the  latter 
be  not  too  large.  As  to  how  large  the  sole  pressure  may 
become  without  invalidating  this  simple  relationship  be- 
tween load  and  settlement  is  a  question  of  the  carrying 
capacity  of  the  soil — a  subject  of  importance,  with  which, 
however,  we  are  not  concerned  at  the  moment. 

At  first  sight,  it  would  seem  that  we  have  in  this  way  suc- 
ceeded in  putting  the  proportioning  of  footings  on  the  same 
basis  as  the  proportioning  of,  let  us  say,  a  concrete  column 
or  any  other  structure  composed  of  materials  to  which  we 
may  feel  justified  in  applying  Hooke's  law.  This  does  not 
turn  out  to  be  the  case,  however,  because  the  values  of  the 
ordinates  to  the  curves  A  and  B  respectively  are  dependent 
not  only  on  the  properties  of  the  soil,  but  are  also  functions 
of  the  size  and  shape  of  the  footing  itself  and  of  the  depth, 
h,  of  the  soil  layer.  A  mathematical  analysis  shows  these 
functions  to  be  extremely  complicated  and  one  does  not,  at 
present,  feel  that  such  refinement  should  be  attempted  in 
practice.  It  can  be  shown,  however,  that  the  total  settlement 
can  be  represented  by  the  formula 


s=^(kr*  +  Jb'r-1) 
E 


(1) 


in  which  k  and  k'  are  parameters  dependent  on  the  shape 
and  size  of  the  footing  and  the  depth  of  the  soil  to  bedrock. 


pressure 


10 


c 

r- 


«0 


Fig.  2 

E  is  the  modulus  of  compression  of  the  soil,  and  r  is  a  lateral 
dimension,  such  as,  for  example,  one-half  of  the  smallest 
side  of  a  rectangular  footing,  or  the  width  of  a  strip  footing, 
etc.  Some  attempts  have  been  made  to  obtain  numerical 


THE  ENGINEERING  JOURNAL     January,  1941 


11 


data  for  k.  On  the  other  hand  but  little  is  known  regarding 
k'  except  that  it  is  relatively  small  for  small  footing  pres- 
sures and  large  footings,  and  that  it  may  become  large  and, 
therefore,  predominant,  for  large  pressures  and  quite  small 
footings.  Most  footings,  in  practical  design,  are  sufficiently 

V  k' 
large  that  the  term-^—  may  be  neglected.  Thus,  we  are 

left  with  the  relatively  simple  expression  s  =  — —  (2) 

E 

for  the  approximate  settlement,  in  which  n  has  been  taken 
equal  to  unity  as  it  has  approximately  that  value. 

factor     K 


£\J» 

\      N 

t! 

\\\ 

\\\ 

0 

\\ 

\\\ 

\V 

r¥,  r? 

11 

V 

\ 

\ 

"0 
0 

* 

* 

\v 

\ 

\ 

"a     8 
L 

1.„r 

\\ 

\ 

\ 

J      J 

w 

\ 

Fig.  3 

Several  simplified  formulae  have  been  given  for  k  but 
here  the  discussion  will  be  limited  to  that  given  by  Stein- 
brenner*  for  the  estimation  of  the  settlement  of  rectangular 
footings. 

Proportioning  Footings 

If,  then,  for  two  footings  which  are  to  support  total  loads 
Pi  and  P2  we  are  to  secure  equal  settlement,  we  shall  have 

P\T\k\     P2r2ko 


E 


E 


or,  assuming  the  sole  pressure  to  be  uniformly  distributed, 
Pyiki  _Pf2k2 
A1  A, 


(3) 


in  which  Ai  and  A2  are  the  respective  footing  areas.  The 
process  for  the  design  of  footings  on  this  basis  may  then  be 
stated  as  follows:  After  the  total  loads  on  the  soles  of  the 
footings  have  been  determined,  the  smallest  one  is  selected 
and  with  some  allowable  sole  pressure  the  required  area  is 
determined  by  the  usual  process.  With  this  data,  all  of  the 
other  footings  are  proportioned  on  the  basis  of  equation  (3) 
above.  In  order  to  do  this,  the  values  of  k\  and  k2  must  be 
known  and  these  may  be  determined  from  Steinbrenner's 
diagram,  Fig.  3,  by  a  trial  and  error  process. 

At  first  sight,  the  above  process  may  appear  to  lead  to 
larger  footings  than  the  older  methods  and  therefore  to 
increased  cost.  This  is  not  the  case,  however,  when  it  is 
realized  that  higher  allowable  soil  pressures  can  be  used 
with  assurance  than  were  advisable  with  the  previous 
process.  Also,  the  allowable  soil  pressure  may  be  governed 
by  other  practical  details.  For  example,  in  the  design  of  a 
small  steel  frame  building  the  exterior  brickwalls  rested  on 
14-inch  concrete  basement  walls.  It  did  not  seem  practical 
to  place  beneath  these  walls  a  footing  less  than  28  inches 

(*)  Figure  3  has  been  reproduced  and  modified  from  a  modified 
diagram  shown  in  Baugrund  und  Bauwerk  by  Kôgler  and  Scheidig, 
and  originally  published  by  Dr.  Steinbrenner  in  Die  Strasse,  1934. 


wide,  though  a  24-inch  footing  could  perhaps  have  been 
used.  From  the  total  load  per  foot  on  these  footings,  the  basic 
soil  pressure  per  square  foot  was  computed  and,  by  using 
the  process  suggested  above,  all  of  the  interior  footings  were 
proportioned.  The  unit  sole  pressure  on  the  soil  varied  from 
4.8  kips  per  sq.  ft.  under  the  wall  footings,  to  3.2  kips  per 
sq.  ft.  under  the  largest  of  the  interior  column  footings, 
which  had  a  design  load  of  220,000  lbs.  The  soil  was  a  deep 
deposit  of  silt  with  a  natural  water  content  of  19  per  cent. 

Distribution  of  Pressure  under  Footings 

It  becomes  necessary,  next,  to  examine  the  conditions 
under  which  it  is  possible  to  attain  equal  settlement  for  the 
footings  of  a  building.  Buildings  which  rest  on  deep  de- 
posits of  compressible  soil  cause  a  saucer-shaped  depression 
of  the  horizontal  plane  surface  on  which  they  rest.  This  is 
due  to  the  fact  that  the  distribution  of  stress  from  the 
various  footings  overlaps  and  thus,  taken  as  a  whole,  there 
is  more  consolidation  of  the  ground  at  the  centre  of  the 
building  than  at  its  perimeter.  Not  much  can  be  done  about 
this  aspect  of  settlement  except  to  keep  the  settlement  as  a 
whole,  and  therefore  the  differential  settlements,  to  a 
minimum.  This  can  be  done  in  part  at  least  by  deep  exca- 
vation and  by  stiff  foundation  structures.  Otherwise  the 
building  simply  has  to  conform  to  the  saucer-shape  and  it 
may,  in  certain  circumstances,  be  expedient  to  choose  a 
flexible  type  of  structure  for  that  purpose. 

In  order  to  discuss  the  overlapping  of  the  stresses,  it  is 
first  necessary  to  consider  the  spreading  out  of  the  pressure 
beneath  a  footing. 

A  number  of  formulae  have  been  devised  for  the  distri- 
bution of  pressure  beneath  a  spread  footing  and  several 
useful  diagrams  and  tables  for  the  purpose  are  to  be  found 
in    the    contemporary    literature.    Painstaking    accuracy, 

\ 


-a. 


HIIIHIIIH 


^umjim 


iU\ 


'  '  '  '['''  Ml  I  I       I  I  M  ll\^ll 


^H- 


~Z 


7 


Fig.  4a 


Fig.  4b 

however,  in  this  matter  is  not  justified  at  the  present  state 
of  knowledge,  so  that  some  simplified  assumption  as 
regards  vertical  stress  distribution  appears  to  be  in  order 
from  a  practical  point  of  view.  Without  going  into  too  much 
detail,  we  shall  assume  that  the  angle  of  spread  of  the  pres- 
sure is  at  45  deg.  to  the  vertical.  Figures  4a  and  4b  repre- 
sent rectangular  and  strip  footings  respectively  and  an 
assumed  vertical  stress  distribution  at  different  levels  is 
shown  which  will  be  adequate  for  practical  purposes.  From 
them,  it  will  be  seen  that  the  stresses  become  rapidly  smaller 
for  horizontal  planes  at  depths  greater  than  the  width  of 


12 


January,  1941     THE  ENGINEERING  JOURNAL 


the  footing  and  that  these  stresses  taper  to  zero  after  a 
certain  point  away  from  the  centre  line  is  reached. 

It  is  an  easy  matter  to  determine  the  minimum  spacing 
between  footings  such  that  no  serious  overlapping  of  the 
stress  distribution  will  occur.  As  an  example,  let  us  assume 
three  equal  footings  each  8  by  8  ft.  and  that  they  rest  on  a 
compressible  soil  which  has  a  depth  h  =  15  ft.  from  the  foot- 
ing soles  to  bed-rock.  What  should  be  the  centre  to  centre 


1.               w                 ,1                23' 

1.       1*'   .i                              i.      Is'  .1                             1- 

8'.| 

P       1                                       '      1      j                             | 

/ 

/ 

XNA    AA    /v 
X*X  .*.  X  X 

^X 

Fig.  5 

distance  between  footings  so  that  equal  settlement  may  be 
expected  ?  Figure  5  shows  the  solution  and  additional  com- 
ment seems  hardly  necessary. 

Obviously  the  theoretical  centre  to  centre  distance 
between  equal  rectangular  footings  resting  on  a  compres- 
sible stratum  of  thickness  h  is  d  =  h+b,  in  which  b  is  the 
least  lateral  width.  If  the  footings  be  unequal  in  size,  such, 
for  example,  as  a  small  footing  lying  between  two  equal 
large  footings,  the  distance  between  centres  should  be 
determined  by  the  same  process. 

In  case  a  soft  stratum  lies  below  a  hard  stratum  in  which 
the  footings  rest,  the  stresses — intensity  and  distribution- 
should  be  computed  at  the  top  and  bottom  of  the  soft 
stratum.  From  this  information  one  can  determine  whether 
there  will  be  unequal  settlement — which  is  often  the  case— 
and  an  estimate  of  the  amount  can  be  made  if  the  pressure- 
voids  ratio  curve  has  been  obtained  or  if  the  lvalue  has 
been  determined  by  test  in  the  field.  Simple  preliminary 
studies  of  this  sort  may  be  an  important  factor  in  the  choice 
of  type  of  superstructure  as  well  as  the  general  arrangement 
of  column  spacing. 

Total  Settlement  of  a  Structure 

A  second  aspect  of  footing  design  is  concerned  with  the 
amount  of  settlement  of  the  structure  as  a  whole.  Several 
methods  for  such  computations  have  been  given,  based  both 
on  the  pressure-voids  ratio  relationship  and  on  the  E- 
value.  Equation  (2)  affords  one  method  for  such  compu- 
tation and  it  becomes  necessary  to  determine  the  E'-value 
for  the  stratum  (or  strata)  lying  below  the  footings. 
The  best  method  is  to  determine  this  value  by  direct  test 
but  in  so  doing  a  deep  boring  or  open  pit  is  necessary  with 
suitable  samples  for  the  purpose  of  determination  of  the 
character  of  the  supporting  soil.  Soils  are  not  usually  uni- 
form for  any  great  depth  and  consequently  the  lvalue  of 
the  various  strata  must  be  taken  into  account  by  means  of 
separate  tests  at  suitable  levels. 

Loading  Tests 

The  interpretation  of  soil  loading  tests  and  the  determina- 
tion of  the  i^-value  from  them  is  by  no  means  a  simple 
matter.  In  order  to  properly  interpret  a  soil  loading  test  it  is 
necessary  to  bear  in  mind  the  two  terms  which  go  to  make 
up  the  settlement  as  given  in  equation  (1).  For  tests  on 
small  areas  the  second  term  becomes  perhaps  more  im- 
portant than  the  first  and  often  predominant.  Figure  6 
shows  the  relationship  between  size  of  footing,  or  test  area, 
and  the  settlement  for  a  constant  unit  pressure. 

The  curves  A  and  B  represent  the  first  and  second  terms 
of  equation  (1)  respectively  and  C  the  resultant  of  the  two. 
The  general  shape  of  the  curve  C  has  been  confirmed  by 
numerous  tests  and  also  in  theoretical  analysis  so  that  it 
appears  to  be  well  established.  For  areas  of  approximately 
1  sq.  ft.  the  settlement  is  a  minimum  for  pressures  not  too 

(1)  Baugrund  und  Bauwerk,  Wilhelm  Ernst  &  Sohn. 


large.  For  smaller  areas  the  settlement  increases  very 
rapidly  and  for  larger  areas  the  increase  is  much  slower.  It 
is  obvious  that  areas  larger  than  one  square  foot  are  neces- 
sary for  bearing  tests  if  the  useful  part  of  the  C  curve  is  to  be 
obtained.  Several  such  curves  (determined  for  different  unit 
pressures)  will  enable  one  to  determine  the  E'-value  for  the 
soil  immediately  below  the  test  footing.  Concrete  footing 
blocks  having  areas  of  2  sq.  ft.  and  4  sq.  ft.  are  suggested  as 
practical  sizes,  though  up  to  10  sq.  ft.  would  be  desirable 
if  the  cost  be  not  prohibitive. 

If  the  substratum  be  not  uniform,  then  other  methods 
for  the  determination  of  the  EWalue  at  various  levels  must 
be  employed.  These,  however,  will  not  be  described  in  this 
paper.  Some  attempts  have  been  made  to  develop  satisfac- 
tory tests  on  the  strata  in  situ  but  much  along  this  line  still 
remains  to  be  done. 

A  rough  idea  of  the  ^-values  for  various  kinds  of  soil  may 
be  obtained  from  the  following  table  drawn  from  a  similar 
table  given  by  Kôgler-Scheidig  (l.)  It  should  be  used  only 
as  a  general  guide  in  the  absence  of  more  reliable  informa- 
tion. 

Table  I 

£-Value 
Soil  Type  (Tons  per  sq.  ft.) 

Gravel  (dense) 1000—2000 

Sand  (dense) 500—  800 

Sand  (loose) 100—  200 

Clay  (hard) 80—  150 

Clay  (medium) 40—    80 

Clay  (soft) 15—    40 

Clay  (very  soft) 5—    30 

The  E'-value  for  the  silt  on  the  river  flats  at  Edmonton  is 
approximately  44  tons  per  sq.  ft.  This  soil  is  known  to  be 
quite  compressible. 

In  the  determination  of  the  ^J-value  from  a  soil  bearing 
test,  Steinbrenner's  diagram  can  be  used  to  advantage 
provided  of  course  the  limitations  as  to  size  of  bearing  plate 
and  magnitude  of  soil  pressure  are  kept  in  mind.  As  an 
example,  a  bearing  plate  of  4  sq.  ft.  area  showed  a  settle- 
ment of  1.1  in.  due  to  a  load  of  4  tons  per  sq.  ft.  The  soil 
was  a  yellow  clay  of  considerable  depth  having  a  natural 
water  content  of  26  per  cent.  From  this  test  the  E-va\\ie  is: 

_     .65  x  4  x  2  x  12      e_  ,  ., 

E  = =60  tons  per  sq.  ft. 

1.1 


Bearing  Capacity 

In  the  preceding  remarks  it  has  been  assumed  that  the 
bearing  capacity  of  the  soil  has  not  been  exceeded.  The 
designers  should  make  sure  that  this  will  not  happen.  The 
best  way  to  determine  the  bearing  capacity  of  a  soil  is  by 
actual  test  in  the  field  provided  the  test  be  properly  inter- 
preted. Moreover,  the  character  of  the  soil  must  be  taken 


THE  ENGINEERING  JOURNAL     January,  1941 


13 


pressure     Ions    per  ae^-ff 

\                 \ 

m 

\                   \ 

5tr\a II  area\                   ^ 

o 

A                  \ 

c 

\    l              \ 

\ 

\    large       \ 

4» 

C 

\                     \ 

_QJ 

\                     \ 
\                      \ 

~t> 

O 

\                      \ 

Fig.  7 

into  account.  Figure  7  shows  the  typical  loading  test  graph 
(full  line)  for  a  cohesionless  soil,  let  us  say  carried  out  on  an 
area  of  4  sq.  ft.  We  shall  interpret  this  test  as  indicating 
that  the  bearing  capacity  of  the  soil  is  4  tons  per  sq.  ft.  A 
second  test  on  a  larger  bearing  area  will  give  a  graph  accord- 
ing to  the  dotted  line.  The  correct  conclusion  is  that  for 
larger  areas  the  bearing  capacity  of  this  soil  is  more  than 
4  tons  per  sq.  ft.,  so  that  for  such  soil  when  we  speak  of  the 
bearing  capacity  we  must  also  have  in  mind  the  area  of  the 
footing. 

Figure  8  shows  a  similar  test  on  a  cohesive  soil.  Here  it 
will  be  noted  that  the  bearing  capacity  is  perhaps  3.5  tons 
per  sq.  ft.  and  that  it  is  not  as  sharply  defined  as  in  the  case 
of  the  non-cohesive  soil.  Also,  it  will  be  noted  that  the 
bearing  capacity  of  this  type  does  not  increase  with  an  in- 
crease in  size  of  footing  but  remains  substantially  the  same 
(dashed  line).  Many  soils  in  nature  will  lie  between  these 
extreme  cases  and  it  becomes  necessary  to  use  judgment  not 
only  in  interpreting  the  results  of  a  soil  test  but  in  selecting 
from  it  a  safe  value  for  the  maximum  permissible  soil 
pressure  in  any  given  case. 

Failure — somewhat  indefinitely  defined  as  that  point 
which  is  reached  on  the  curve  where  for  a  small  increment 
of  load  there  is  a  large  increment  of  settlement — is  brought 
about  by  the  lateral  flow  of  the  soil  which  in  turn  is  de- 
pendent on  the  depth  t  of  the  sole  of  the  footing  below  the 
surface  of  the  soil  which  surrounds  it.  The  bearing  capacity 
increases  with  this  depth  and  in  fact  does  so  quite  rapidly, 
especially  for  cohesionless  soils. 

On  the  basis  of  the  field  tests  shown  by  Figs.  7  and  8 
respectively,  one  can  safely  adopt  4  or  more  tons  per  sq.  ft. 
in  the  one  case  and  perhaps  but  l}/£  tons  per  sq.  ft.  in  the 
other.  One  must  remember,  however,  that  such  field  tests 
exhibit  the  properties  of  the  soil  only  to  a  comparatively 
small  depth  and  that  underlying  soft  strata  in  the  case  of 
Fig.  7  may  have  an  appreciable  influence  on  the  design  of 
the  footing  but  not  so  much  from  the  point  of  view  of 
failure  of  the  soil  as  from  that  of  excessive  settlement. 

Loads  on  Footings 

An  important  part  of  correct  footing  design  lies  in  a 
proper  estimate  of  the  column  loads  for  which  the  footings 
should  be  proportioned.  Clay  soils  compress  slowly  and 


loads  of  short  duration  have  little  effect  on  the  amount  of 
settlement  over  a  prolonged  period.  Sandy  soils  and  silts, 
which  compress  relatively  quickly,  are  affected  by  loads  of 
short  duration.  For  example,  there  is  no  point  in  allowing 
for  impact  loads  on  the  foundations  for  the  piers  of  a  rail- 
road bridge  where  the  soil  is  a  dense  clay. 

The  column  and  wall  loads  in  a  building  depend  on  three 
items.  These  are:  the  dead  load  of  the  structure,  which  may 
be  accurately  estimated;  the  permanent  superimposed 
loads,  which  may  remain  in  place  for  long  periods;  and  the 
intermittent  superimposed  loads.  Of  these,  the  first  is 
always  present,  the  others  may  or  may  not  be  present  in 
certain  cases.  The  author  believes  that  the  footings  should 
be  proportioned  in  general  only  for  the  first  and  second, 
though  there  are  obvious  exceptional  cases.  It  is  difficult  to 
estimate  the  amount  of  the  second  item.  It  is  seldom  equiva- 
lent to  the  floor  and  column  design  loads.  For  example,  in 
the  case  of  a  warehouse  which  may  be  heavily  loaded  on  all 
floors  for  long  periods,  100  per  cent  of  the  floor  design  live 
load  should  be  taken.  At  the  other  extreme  the  typical  steel 
frame  office  building  should  have  only  10  lb.  per  sq.  ft. 
on  all  working  floors  with  nothing  allowed  for  the  corridors. 

pressure    Ions   per  sc^.ft. 


Fig.  8 

This  will  be  ample,  though  a  larger  allowance  should  be 
made  for  the  basement  floor  which  may  be  used  for  storage. 
No  allowance  need  be  made  for  snow  on  the  roof  except  in 
certain  localities.  Such  buildings  as  department  stores, 
machine  shops,  etc.,  fall  between  these  extreme  cases.  In 
any  event,  the  determination  of  the  footing  loads  should  be 
given  careful  attention.  It  is  indeed  too  often  neglected.  No 
proper  proportioning  of  footings  can  be  carried  out  without 
attention  to  an  accurate  estimate  of  the  proper  wall  and 
column  loads  and  this  is  one  of  the  most  difficult  parts  of 
foundation  design. 


ANNUAL  MEETING,  HAMILTON,  ONT.,  FEBRUARY  6th  and  7th,  1941 


14 


January,  19il     THE  ENGINEERING  JOURNAL 


THE  PREPARATION  OF  SMOOTH  SURFACES 


M.  W.  PETRIE 

Production  Research  Dinsion,  Chrysler  Corporation,  Detroit,  Michigan 

Paper  presented  before  the  Border  Cities  Branch  of  The  Engineering  Institute  of  Canada  at  Windsor,  Ont.,  on 

November  15th,  1940 

(abridged) 


During  the  past  six  years  the  author  has  directed  the 
research  on  the  development  and  application  of  fine  metallic 
surface  finish  for  the  Chrysler  Corporation.  We  evolved  a 
revolutionary  technique  in  the  commercial  preparation  of 
smooth  surfaces,  which  has  solved  major  production  and 
mechanical  problems  for  the  Corporation,  and  is  called 
'superfinish.'  We  then  began  the  study  of  how  to  explain  the 
production  of  fine  metal  surfaces  from  a  technical  view- 
point, so  that  a  more  universal  use  could  be  made  of  this 
development.  This  study  has  made  headway,  but  many 
discussing  the  problem  from  both  a  technical  and  practical 
aspect  base  their  conclusions  on  what  they  see,  or  rely 
exclusively  on  measurements  by  some  instrument  such  as 
the  profilometer  and  surface  analyser,  failing  to  realize  that 
the  metallurgical  structure  of  the  surface  is  of  equal  im- 
portance to  the  geometrical  development  in  eliminating 
wear. 

In  order  to  discuss  metallic  surface  finish  intelligently 
from  the  industrial  viewpoint,  one  should  be  able  to  answer 
the  following  questions: 

1.  What  is  a  defective  surface,  and  what  are  the  factors 
causing  it  ? 

2.  What  would  be  the  practical  industrial  value  of  perfected 
metal  surface  finishes  ? 

3.  What  would  be  the  loss  to  the  public  if  surface  finishing 
problems  were  not  solved  according  to  commercial  and 
engineering  requirements  ? 

4.  What  is  the  relationship  of  refined  metal  surfaces  to  wear 
and  lubrication  ? 

5.  What  is  the  difference  in  topography  between  a  ground 
surface  and  a  geometrically  developed  smooth  surface  as 
shown  by  metallography  ? 

6.  What  is  an  unbroken  oil  film  ? 

7.  What  is  the  metallurgy  of  surface  finish  ? 

8.  What  are  the  relative  merits  of  the  different  methods  of 
measuring  refined  metal  surfaces  such  as  :  metallography, 
sound,  stylus  point,  light  wave,  friction  and  microscopic  ? 

9.  What  processes  are  involved,  and  what  are  the  major 
considerations  in  producing  a  refined  finish  on  all  types 
and  shapes  of  metal  surfaces  ? 

Excellent  results  in  the  development  of  fine  metallic 
surfaces  are  being  obtained  daily  on  parts  being  produced 
for  use  in  automobiles,  aircraft  motors,  tractors,  sewing 
machines,  and  in  every  conceivable  type  of  mechanism. 

The  Beginning  of  'Superfinish' 

The  story  of  'superfinish'  begins  early  in  1934,when  the 
replacement  of  roller  bearings  in  the  front  and  rear  axles  of 
new  cars  was  causing  serious  annoyance  and  trouble  to  the 
dealers  and  owners.  The  defect  called,  "brinelling"  by 
service  men,  was  an  indentation  on  the  bearing  races, 
caused  by  the  weight  of  the  cars  on  the  bearings  acting 
during  railroad  transit  to  distant  points.  An  examination 
showed  that  this  indentation  was  very  slight,  measuring 
approximately  .0001  in.  in  depth,  yet  in  road  driving  it 
caused  an  obnoxious  buzzing  noise,  making  replacement 
necessary  to  satisfy  owners.  The  indentations  could  be 
removed  by  lapping,  indicating  that  they  were  not  in  the 
solid  crystalline  metal,  but  only  in  the  "fuzz"  left  on  the 
finished  surface  by  the  finish  grinding  operation.  This 
started  experimental  work  on  how  to  remove  economically 
this  "fuzz"  developed  by  the  dimensional  and  finish  grind- 
ing operation.  Lapping  with  abrasive  and  oil  did  not 
produce  a  satisfactory  surface  from  a  commercial  or  eco- 


nomical point  of  view,  but  we  developed  a  simple  reciprocat- 
ing device  using  a  bonded  abrasive  stone,  that  was  arranged 
to  give  a  short  reciprocal  stroke  under  light  pressure  while 
the  work  was  rotating.  This  device  quickly  removed  the 
grinding  "fuzz"  which  is  really  fragmented,  amorphous, 
non-crystalline  and/or  smear  metal,  doing  so  in  about 
fifteen  seconds  of  time  and  leaving  a  smooth  surface  which 
under  the  microscope  appeared  black  with  a  few  scratches 
below  the  contacting  surface. 

By  the  use  of  this  simple  apparatus  sufficient  bearings 
were  completed  to  equip,  over  a  period  of  three  months, 
approximately  200  cars  to  be  shipped  to  distant  points 
such  as  California.  The  shipments  were  accompanied  by  a 
toolmaker  and  service  man,  and  none  of  the  cars  with 
properly  finished  bearing  surfaces  gave  any  indication  of 
"brinell"  or  failure.  This  confirmed  the  necessity  for  having 
all  bearings  finished  in  such  a  manner  as  to  remove  the 
defective  surfaces  developed  by  the  dimensional  operations 
of  finish  grinding,  and  to-day  more  than  one  hundred  million 
bearings  have  been  'superfinished'  in  the  taper  roller 
bearing  factories.  Experiments  were  made  with  ball  bear- 
ings, for  they  have  exactly  the  same  defects  where  the 
surfaces  are  finished  by  grinders.  The  balls  will  indent 
under  static  loads  and  movement  such  as  in  railroad  car 
shipping  under  load  and  pressure. 


Fig.  1 — Fragmented  metal  caused  by  severe  machining 
methods.  Scale:  one  inch  =  0.040  inch. 

A  "Wear-Proof"  Surface 

While  we  were  trying  to  perfect  the  production  of  this 
new  finish  it  was  found  that  after  approximately  fifteen  to 
thirty  seconds  of  operation,  when  the  fragmented,  non- 
crystalline metal  had  been  removed,  the  action  of  the 
bonded  abrasive  entirely  ceased  and  the  operation  could  be 
continued  for  hours  without  removing  any  additional 
material. 

By  further  experiments  with  lubricants  of  different  vis- 
cosity we  found  that  the  lubricant  supported  the  abrasive 
stones  as  soon  as  sufficient  smooth  area  had  been  developed 
on  the  metal  surface  to  permit  the  viscosity  of  the  oil  to 
balance  the  pressure  of  the  load  between  the  abrasive  and 
metallic  surface  just  as  it  would  in  the  action  of  a  journal 
bearing. 

It  then  became  evident  that  we  could  extend  this  surface 
finishing  to  practically  all  of  our  products,  and  experimental 
work  continued  from  then  to  now  on  a  wider  basis.  Up  to 
May  1,  1940,  the  Chrysler  Corporation  had  spent  a  total 
of  $265,000  in  research  and  study  for  the  development  of 
refined  metallic  surface  finish,  and  between  three  and  five 


THE  ENGINEERING  JOURNAL     January,  1941 


15 


million  dollars  has  been  spent  by  industry  for  'superfinish- 
ing'  machines,  showing  that  this  new  method  of  producing 
refined  metallic  finish  is  accepted  by  industry  as  a  mechan- 
ical advance.  The  photographs  shown  in  Fig.  2  are  evidence 
of  this. 

The  Application  of  'Superfinish' 

After  taper  bearings  we  next  used  the  application  of 
'superfinish'  methods  to  the  finishing  of  crankshafts  with 
equally  successful  results,  and  this  has  been  extended  until 
today  we  are  'superfinishing'  in  some  degree  every  surface 
in  our  motors,  such  as  pistons,  crankshafts,  tappet  barrels 
and  faces,  valve  stems,  camshaft  bearings  and  cam  con- 
tours, and  many  other  parts  where  the  elimination  of  wear 
and  "break-in"  periods  is  advantageous.  In  addition,  such 
surfaces  are  capable  of  carrying  bearing  loads  more  than 
double  those  formerly  possible.  Also,  fatigue  failures  caused 
by  surface  defects  are  eliminated. 


r 


.000  1  90 


tf      ft       f\ 

fa.    ,.vt     , 


V'  w  w  V  W * 


S     il  T~ 


il      I 


,4/V    A 


Ont  inch  =  .0)i  inch. 


OOOII3 


"//'  r*r">v,  i^F/^^>~?v*F, 


Ground  Surface  SurERTIKISHED  5  seconds.  One  inch  =  .03Î  inch. 


p.OO»oéî 


f 


Ground  Surface  SUPF.RFIKISHED   10  seconds 


ich  =    OJJ  inch. 


Ground  Surface  Superfinisheo  50  seconds 


I  I «ll'^"|l|«'™i,V 


One  inch  =  .01!  inch 


Fig.  2 — Series  of  profilographs  of  a  ground  steel  surface  'super- 
finished'  at  progressive  lengths  of  time.  Magnification:  vertical 
5,000,  horizontal  30. 

The  highest  quality  cutting  tools  are  now  'superfinished' 
in  order  that  a  cutting  surface  will  be  produced  that  is  free 
of  irregularities  and  any  degree  of  annealed  cutting  edge 
formed  by  the  grinding  operation. 

To-day's  Description  of  'Superfinishing' 

The  technique  developed  after  several  years  of  experience 
may  be  described  as  follows: 

'Superfinish'  is  the  name  given  to  a  mechanically- 
made  metal  surface  finish  that  is  the  final  process,  super- 
imposed on  all  other  types  of  dimensional  metal  surface 
finishing  methods,  such  as  turning,  honing,  machine 
grinding  and  lap-grinding,  and  can  be  developed  upon 
flat,  internal,  external,  round,  concave,  convex  and  ir- 
regular surfaces  whereby  the  metallic  surface  is  metallur- 
gically  changed  by  economical  methods  and  mechanical 
means  from  a  fragmented,  amorphous,  non-crystalline  or 
smear  metal  condition  to  a  geometrically  smooth, 
developed  crystalline  surface,  free  or  practically  free  of 
all  surface  defects  and  scratches.  This  type  of  metal 
finish   is   produced   by   the   combined   action   of   proper 


bonded  abrasive,  low  abrasive  speed,  light  abrasive 
pressure  and  a  combination  of  multi  and  random  motion, 
short  abrasive  stroke,  variable  work  and  abrasive  speeds 
and  variable  abrasive  pressures,  all  in  combination  with  a 
lubricant  of  proper  viscosity  whereby  defective  frag- 
mented and  non-crystalline  metal  is  removed  from  the 
surface  of  the  crystalline  base  metal,  exposing  for  support 
of  moving  or  static  loads  on  lubricated  or  non-lubricated 
surfaces  a  geometrically  smooth,  developed  surface  of 
unworked  crystalline  base  metal  to  permit  of  basic  metal- 
lurgical conditions  for  the  elimination  of  the  development 
of  wear  and  to  permit  greatly  increased  bearing  pressures 
without  oil  film  rupture  or  failure. 

'Superfinishing'  Technique 

There  are  two  main  objectives  in  the  production  of  a 
good  metallic  bearing  surface,  the  one,  metallurgical,  is  to 
remove  the  defective  metal  at  the  surface,  previously  pro- 
duced by  the  shaping  or  dimensioning  operation,  and 
expose  the  true  crystals  of  the  material  actually  bisected  so 
as  to  leave  an  extremely  fine  plane  surface;  and  the  other, 
geometrical,  is  to  remove  the  hills  and  valleys  (scratches 
and/or  flaws),  and  by  the  laws  of  physics  to  generate  a  true 
and  smooth  surface  which  will  eliminate  the  danger  of  oil 
film  rupture  and  metal-to-metal  contact  that  only  lead  to 
increased  friction,  wear  and  failure. 

'Superfinish'  technique  differs  from  past  practices  for 
the  development  of  smooth  metallic  surfaces  for  mass 
production  in  industry.  The  basic  differences  are  as  follows: 

1.  Abrasive  speeds  for  average  'superfinishing'  are  3  to 
50  ft.  per  minute,  with  5  to  20  ft.  preferred,  versus  6,000 
to  10,000  ft.  per  minute  for  finish  grinding. 

2.  The  abrasive  pressure  for  average  'superfinishing'  for 
internal  surfaces  is  1  to  30  lb.  per  sq.  in.,  preferably  3  to 
10  lb.,  versus  500  to  1,000  lb.  for  average  honing  opera- 
tions which  must  develop  dimension  and  surface  quali- 
ties simultaneously;  (honing  pressures  are  developed 
using  50  to  100  lb.  hydraulic  direct  pressure,  multiplied 
many  times  by  the  wedge  action  of  expanding  cones 
within  the  hones). 

3.  The  pressure  on  the  abrasive  for  average  'superfinish'  of 
external  surfaces  is  3  to  50  lb.,  3  to  20  preferred,  versus 
pressures  of  approximately  200,000  lb.  per  sq.  in.  or 
more  in  grinding  operations  with  only  wheel  line  con- 
tact. (The  high  abrasive  pressures  of  honing  and 
grinding  develop  great  heat  which  serves  to  make  the 
surfaces  more  ductile,  and  the  severity  of  the  operation 
develops  defective  non-crystalline  surfaces.) 

4.  True  'superfinish'  technique  makes  extreme  use,  where 
mechanically  possible,  of  multi  and  random  motion 
together  with  a  very  short  abrasive  stroke  performed 
with  great  rapidity  (preferably  of  the  vibratory  order) 
by  the  abrasive  stones.  In  order  to  take  advantage  of  the 
geometrical  laws  for  the  generation  of  true  surfaces, 
strokes  of  %  to  Y\  of  an  inch  at  300  to  3,000  reversals  or 
more  per  minute  (crank  motion  preferred)  replace  the 
continuous  direction  motion  of  wheel  grinding,  and  the 
50  to  100  reversals  per  minute,  of  much  greater  lengths 
of  travel,  of  standard  honing  machines  and  honing 
methods. 

5.  'Superfinish'  technique  uses  a  light  oil  of  proper  vis- 
cosity primarily  for  lubrication  and  to  stop  abrasive 
action,  and  not  for  cooling  purposes,  as  low  abrasive 
speed  and  pressure  do  not  generate  destructive  heat. 
The  light  oil  is  used  to  carry  away  the  minute  particles 
abraded  from  the  metallic  surface  by  short  abrasive 
stone  stroke. 

6.  'Superfinish'  was  developed  primarily  as  a  finishing 
operation  and  not  a  dimensional  operation.  On  fine 
finishes  in  the  past,  such  as  required  for  the  manufacture 
of  gauges  of  all  types,  valves,  air  and  liquid  seals,  a 
finishing  operation  was  needed  after  the  dimensional 
operation    to    eliminate    metallic    and    surface    defects 


16 


January,  1941     THE  ENGINEERING  JOURNAL 


caused  by  the  dimensional  operations.  'Superfinish'  is 
only  an  expansion  of  this  to  commercial  and  mass  pro- 
duction ideas  using  basically  new  mechanical  theories 
for  the  production  of  such  surfaces. 


Fig.  3 — The  'superfinisher'  pictured  here  is  set  up  for  'super- 
finishing'  pistons.  The  stone-holder  is  reciprocated  mechanic- 
ally and  the  entire  stone-holder  mechanism  traversed  longi- 
tudinally by  actuating  the  hand  wheel  shown  in  the  foreground. 
The  motions,  with  the  revolving  of  the  piston,  produce  the 
random  motion  necessary  for  the  production  of  smooth 
'superfinished'  surfaces. 

7.  Dimensional  sizing  of  work  is  made  easy  by  the  use  of 
of  'superfinish'  technique  by  the  action  of  a  coarser 
abrasive  plus  additional  speed  and  pressure  which  will 
give  dimensional  accuracy  that  is  not  attained  at  the 
present  time  and  at  much  greater  production  speeds. 
After  this  'superfinishing'  dimensional  operation  is 
completed  the  'superfinishing'  finishing  technique  is 
used  for  developing  the  crystalline,  non-wearing  metallic 
surface. 

8.  Finally,  dimension  and  a  fine,  smooth,  crystalline  finish 
cannot  be  arrived  at  simultaneously,  as  the  brutal  action 
necessary  to  rupture  metallic  crystals  to  get  dimension, 
destroys  the  contacting  metallic  surface,  leaving  it  in  a 
fragmented,  amorphous,  non-crystalline  or  smear  con- 
dition. It  is  this  surface,  or  "Beilby's  Layer,"  that  is 
removed  by  'superfinishing,'  used  only  as  a  finishing 
operation,  that  is,  with  low  abrasive  speed  and  pressure. 

Surface  Structure 

It  is  now  desirable  to  discuss  the  manner  in  which 
fragmented  and  smear  metal  is  developed  upon  metallic 
surfaces  and  how  it  is  produced  by  the  processes  of  turning, 
grinding  and  honing.  The  principal  methods  are  herewith 
outlined. 

TURNING 

1.  If  a  turning  tool  is  free-cutting  without  drag  it  will 
produce  on  the  surface  principally  fragmented,  or  amor- 
phous metal,  but  if  the  turning  tool  is  arranged  not  only  to 
turn  metal  off  the  surface,  but  is  arranged  with  what  is 
known  as  a  drag  or  contacting  surface  just  behind  the 
turning  or  cutting  edge,  it  will  cut  and  compress  the  non- 
crystalline and  fragmented  metal  into  an  amorphous  or 
smear  condition  in  such  a  manner  as  to  leave  a  fairly  smooth 
and  bright  surface.  The  quality  and  appearance  of  such  a 
surface  may  be  improved  if  coolants  of  anti-welding 
characteristics,  such  as  soda  or  sulphur  compounds  are 
used,  but  the  heat  resulting  from  this  compression,  speed 


and  pressure  is  such  that  a  smear  metal  surface  is  developed 
which  adheres  tenaciously  to  the  crystalline  metallic  base. 
This  type  of  smear  metal  compares  to  the  formation  of 
"smear"  snow  by  sliding  a  ski  over  a  snow  surface  under 
load. 

BURNISHING 

2.  Exactly  the  same  condition  of  smear  metal  is  de- 
veloped on  a  turned  or  ground  surface  by  roller  burnishing.  A 
smooth  surface  roller,  forced  under  high  pressure  over  a 
turned  surface,  crushes  and  compresses  the  fragmented 
material  developed  by  the  turning  or  grinding  operation  and 
the  combination  of  heat  and  pressure  results  in  a  fairly 
smooth  film  of  smear  metal  of  greater  uniformity,  more 
smooth  in  appearance  and  which,  perhaps  on  an  average, 
adheres  with  somewhat  greater  tenacity  to  the  crystalline 
base  surface  due  to  greater  heat  than  that  smear  metal 
produced  by  a  turning  tool.  This  type  of  smear  surface 
development  leaves  a  surface  that  might  be  compared  to  a 
"metallic  paint"  and  when  such  surfaces  are  developed  by 
the  best  accepted  burnishing  practices  they  produce  a 
bearing  which  may  be  satisfactory  where  there  is  low 
bearing  pressure,  reasonably  continuous  lubrication  and 
slow  speed  as  for  railroad  axles.  This  type  of  smear  metal 
compares  to  formation  of  "smear"  snow  by  rolling  a  lawn 
roller  over  the  snow  on  ice  under  load. 

GRINDING 

3.  The  next  and  most  common  method  of  producing 
smear  metal  on  a  metallic  crystalline  surface  is  by  finish 
grinding.  Rough  grinding  with  free-cutting  wheels  can  be 
compared  to  turning  with  a  tool  that  is  not  ground  and 
arranged  with  a  drag.  However,  finish  grinding  with  suf- 
ficient high  pressure  to  remove  metallic  material  requires 
high  abrasive  speeds  of  from  6,000  to  8,000  ft.  per  minute 
and,  with  fine  grit  and  hard  bond,  causes  heat  generated  by 


I—   OSCILLATION 


ROTATION 


ROTATION 
OSCILLATION 


MULTI-MOTION 


Fig.   4 — Diagram   showing   the   method   of  obtaining   random 

path    'superfinishing'    cutting    action    for    flat    work,    of   size 

limited  only  by  machine  capacity. 

the  lack  of  cutting  action  of  such  finish  grinding  wheels. 
This  heat  produces  a  smear  metal  surface  in  which  there  are 
still  hills  and  valleys  (scratches)  on  the  surface.  These 
surface  irregularities  are  produced  by  the  points  of  the 
grain  abrasive  under  pressure  and  prevent  the  maintenance 
of  thin  oil  films  without  metal-to-metal  contact,  which 
under  ordinary  conditions  is  the  cause  of  initial  wear 
because  of  the  difficulty  of  lubrication.  This  type  of  finish- 
ground  surface  was  the  cause  of  the  taper  bearing  trouble 
that  was  previously  referred  to. 


THE  ENGINEERING  JOURNAL     January,  1941 


17 


SLOW  WHEEL  GRINDING 

4.  The  next  type  of  smear  metal  surface  is  that  produced 
on  grinders,  both  centreless  and  centre  type,  with  a  slow 
speed  abrasive  wheel  of  approximately  300  to  1,500  surface 
feet  per  minute.  The  abrasive  wheel  is  a  combination  of 
very  fine  abrasive  grain  and  a  very  hard  bond,  or  a  bond  of 
rubber,  bakélite,  plastic,  etc.  This  method  is  usually  a 
surfacing  and  not  a  dimensioning  process,  and  produces  a 
surface  which  has  low  microinch  reading  for  surface  defects, 


2.lo3Â  of  adsorbed  das  and  moisture. 
MoôOÂ  of  oxides.nftrides.dust  and  scale. 
Nitrides  and  hioh  concentration  of  oxides 
duetohjah  temperatures. 
Metal  attop  decarbonized  and 


TaQme'nted  by  heat  and  pressure. 
5QOO0À  of  highly  stressed 
very  brittle  material. 
This  layer  mas  at  a 
i_gher  temperature 
than  used  for  heat 

treating. 

Very  brittle  carbides 

Erecipitated  ingrain 
oundaries  by  high 
temperatures. 


2to3/5  of  ad- 
sorbed c^as 
and  moisture. 
30to4ÛÂ  slight 
oxidation,  dust, 
dirt  and  compar- 
atively large 
pieces  of  trap- 
ped lapping 
abrasive. 
15,000  à  pure 
metallic  cry- 
stals shouing 
evidence  or 
mild  cold 
uorking 


2to3 -5  of  ad- 
sorbed gas 
and  moisture. 

30  to40À  of 

oxidation, dust 
and  dirt. 

15,000  À   of 
pure  metollic 
crystals  show- 
ing evidence 
or  mild  cold, 
uorking. 

No  evidence  of 
heat  or  hi^h 
pressure. 


FINE  GROUND 


LAPPED 


SUPERFINISHED 


The  Angstrom  Unit  (A)  for  sub-microscopic  distances 
One  Â  =  4/1,000,000,000  inch 

Fig.  5 — Diagram  showing  the  structure  of  metal  surfaces 
finished  by  various  methods. 

but  is  defective  from  a  metallurgical  standpoint.  The  pres- 
sure of  the  broad,  smooth,  hard  wheel  so  compresses,  crushes 
and  heats  the  surface  that  there  is  on  an  average  a  some- 
what thinner  and  denser  smear  metal  surface  than  is  pro- 
duced by  other  mechanical  methods.  On  the  finest  of  these 
surfaces  one  would  be  amazed  by  what  is  revealed  by  not 
more  than  three  or  four  seconds  of  'superfinishing,'  showing 
under  this  surface  the  defects  that  are  covered  up  by  smear 
metal  developed  by  the  slow  wheel  grinding  method. 

As  smear  metal  is  formed  by  pressure  and  resulting  heat 
of  slow  wheel  grinding  (burnishing)  operations,  its  physical 
structure  is  harder  than  the  bulk  crystalline  material  ;  there- 
fore, after  flaking  off  is  easily  crushed  and  rolled  through 
the  bearing,  producing  a  continuous,  non-stopping  abrading 
action. 

HONING 

5.  Honing  is  the  usually  accepted  method  for  finishing 
internal  diameters.  A  grinding  head,  of  great  abrasive  stone 
contact  area  is  expanded  and  inserted  into  an  ordinary 
single  tooled  or  reamed  bore  and  by  the  use  of  high  speed, 
both  rotating  and  traversing,  and  with  great  pressure, 
usually  between  500  and  1,000  lb.  per  sq.  in.,  a  surface  of 
smear  metal  is  produced,  often  beautiful  in  appearance 
(except  for  cross  hatch  marks)  of  microinch  reading  of  5 
to  15.  Only  a  small  amount  of  material  is  removed  in  the 
honing,  dimensioning  and  finishing  process,  usually  not 
more  than  .005  to  .010  on  the  surface.  This  smear  metal 
surface  is  developed  because  of  the  large  abrasive  contact 
area,  long  traversing  stroke  combined  with  speed  and  pres- 
sure, and  a  short  hone. 

From  the  above  description  of  the  development  of  smear 
metal  surfaces,  it  will  be  noted  that  smear  metal  is  always 
developed  by  trying  to  obtain  a  dimension  and  a  surface 
finish  simultaneously,  which  is  brought  about  by  pressure, 
speed  and  resulting  heat. 

Surfaces  thus  produced  contain  inclusions  of  the  abrasive 


grain  and  only  'superfinish'  or  the  finest  of  hand  lapping 
eliminates  this  condition. 

Metallurgical  Conditions  of  Surfaces 

In  the  past,  surface  metallurgy  has  not  been  given  proper 
recognition  for  wear  elimination  and  increased  bearing  load 
capacity.  Beilby,  in  1911,  indicated  that  a  surface  structure 
existed  on  commercially  finished  metal  surfaces  that  was 
different  from  the  base  metal  and  this  has  since  been  known 
as  "Beilby 's  Layer."  However,  this  condition  was  not  then 
suspected  as  the  cause  of  wear,  oil  film  rupture  and  limi- 
tation of  load-carrying  bearing  capacity. 

Attention  was  first  drawn  to  the  metallurgical  aspects  of  a 
bearing  at  the  surface  when  examination  of  wheel  bearings 
that  had  failed  showed  a  distinct  flaking  off  of  a  separate 
layer  of  metal  over  previous  machining  marks.  These 
bearings  had  been  finished  by  slow-wheel  grinding. 

These  observations  started  a  study  of  the  surface  of 
bearings  processed  by  all  commercial  machining  methods. 
Studies  made  by  plan-view  photomicrography  revealed 
little,  but  efforts  to  produce  informative  profile-photo- 
micrographs proved  a  success. 

Information  gathered  from  the  study  of  such  profile 
pictures  led  to  further  study  by  the  newest  and  most  up-to- 
date  method,  electron  diffraction.  These  investigations  were 
conducted  for  us  by  the  Massachusetts  Institute  of  Tech- 
nology, and  proved  conclusively  that  the  metal  at  the  outer 
surface  of  a  machined  bearing  is  definitely  different  from 
that  in  the  body  of  the  bearing. 

There  appear  to  be  three  metallurgical  conditions  existing 
above  the  crystalline  base  metal  when  the  metal  surface  has 
been  finished  by  turning,  grinding  or  honing.  First  is  the 
fragmented  crystalline  metal  that  has  been  ruptured  from 
the  main  crystalline  body  but  still  retains  its  crystalline 
structure.  The  second  is  the  so-called  amorphous  structure 
that,  through  cohesion,  holds  the  fragmented  crystals 
together.  The  third  is  the  undisturbed  crystalline  structure, 
that  is,  the  bulk  metal  structure,  points  of  which  extend  into 
the  defective  surface.  The  amorphous  cement  acts  as  a 
binder  and  fills  in  the  voids  or  space  that  exists  between  the 
free  crystalline  and  the  base  crystalline  metal.  The  heat  that 
is  developed  in  the  dimensioning  operation  caused  the 
initial  cohesion  of  the  fragmented  grain,  amorphous  and 
base  crystalline  structure. 

Burnishing  crushes  the  free  fragmented  grain  and  the 
points  of  crystalline  base  that  extend  into  the  disturbed 
surface  structure,  reducing  all  to  an  amorphous  condition 
and  leveling  out  of  the  base  metal  crystalline  surface. 

By  the  use  of  'superfinishing'  apparatus  and  technique 
the  fragmented  metal  is  more  rapidly  removed,  and  the 
clean,  crystalline  base  more  readily  exposed  than  when  the 
same  set-up  is  used  on  the  smear  metal  surface.  The 
resultant  quality  of  surface  finish  is  the  same,  time  being  the 
only  difference.  This  fact  will  in  time,  tend  toward  the 
elimination  of  finish  grinding  in  industry. 

Measuring 

What  does  industry  require  of  refined  surface  finish 
measurement  ?  First,  the  method  of  indicating  the  quality 
of  finish  must  be  as  simple  as  the  inch  so  that  there  will  be  a 
common  understanding  by  the  physicist,  engineer  or  shop 
mechanic.  Second,  the  apparatus  must  be  accurate  and 
inexpensive  so  that  it  can  be  supplied  to  all  mechanics  in 
industry.  Third,  the  apparatus  should  indicate  bearing 
load-carrying  capacity.  Recently,  an  article  in  a  trade 
journal  advocated  the  adoption  of  the  microinch  as  a  basis 
of  evaluating  surface  quality.  Evidently  the  author  of  this 
article  did  not  try  to  analyze  the  limitation  of  this  method 
at  the  present  time  for  industry  as  a  whole.  First,  there  are 
over  200,000  industrial  plants,  and  perhaps  5,000,000 
mechanics,  that  have  requirement  for  surface  indicating 
equipment,  yet  there  have  been  fewer  than  150  microinch 
indicators  built,  and  these,  when  delivered  and  ready  for 
laboratory,  or  shop  use,  cost  around  $1,000  each.  Also,  it 


18 


January,  1941     THE  ENGINEERING  JOURNAL 


has  been  proved  that  this  type  of  instrument  does  not  give 
a  comparative  measurement  except  upon  surfaces  made 
under  the  same  conditions.  As  an  example,  a  fine  ground 
finish  of  10  microinch  quality  will  carry  only  50  per  cent 
of  the  load  of  a  20  microinch  ground  finish  that  has  been 
'superfinished'  to  a  10  microinch  quality.  This  is,  of  course, 
because  of  'superfinish'  development  of  smooth  surface, 
replacing  the  hill  and  valley  (scratches)  of  the  fine  ground 
surface.  Yet  both  will  measure  10  microinches. 

A  great  and  outstanding  job  in  the  field  of  refined  surface 
measurement  has  been  done  by  the  manufacture  of  the 
profilometer,  but  this  certainly  is  not  the  answer  to  ultimate 
universal  requirement  for  industry,  unless  it  can  be  pro- 
duced for  less  than  $100  complete,  and  then  only  if  a  method 
is  not  devised  that  is  better. 

For  geometrically  developed  smooth  surfaces  as  produced 
by  'superfinish'  technique,  the  friction  type,  for  recording 
surface  quality,  appears  to  have  great  possibilities;  first, 
because  it  makes  a  known  record  of  surface  condition; 
second,  because  it  has  universal  application;  third,  because 
it  is  reasonably  cheap  to  build;  and  fourth,  because,  unlike 
the  profilometer,  it  requires  no  trained  operator.  It  has  the 
drawback  that  surfaces  must  have  smooth  topography  of 
10  microinches  or  less  to  have  recordable  friction  value. 
Measurement  of  bearing  surfaces  by  their  load-carrying 
capacity,  which  automatically  takes  into  account  the  bear- 
ing area  available,  is  provided  for  in  the  Wallace  surface 
finish  recording  dynamometer.  Utilizing  pendulum  action, 
and  either  surface  or  line-contact  to  the  surface  being 
tested,  enables  the  dynamometer  to  be  used  for  external, 
internal,  and  flat  surfaces. 


any  clean  oil,  almost  regardless  of  its  lubricating  qualities, 
whereas,  the  best  oil  will  fail  on  a  ground  bearing  surface 
of  15  to  25  microinch  surface  defect  with  all  other  conditions 
the  same. 

Bearing  Lubrication 

In  our  engineering  department  tests  were  made  on  an 
S.A.E.  oil  testing  machine  to  determine  the  load-carrying 
capacity  of  surfaces  of  different  smoothness  and  also  a  com- 
parison of  surfaces  that  had  been  ground  and  'super- 
finished.'  In  this  case  the  viscosity  was  known  and  the  test 
cups  were  of  different  finish  values.  The  result  of  one  such 
test  is  shown  in  Table  I  where  the  total  load  applied  in 
pounds  designate  the  failure  point  of  the  load-carrying 
capacity  of  the  oil. 

We  have  found  that  an  oil  film  has  the  maximum  capacity 
to  support  great  loads  only  if  it  is  uniform  in  thickness  and 
there  are  no  projections  above  the  supporting  surface  that 
destroy  the  structural  strength  of  the  oil  film,  which 
strength  is  due  to  molecular  cohesion.  This  film  strength 
increases  at  an  inverse  ratio  as  pressure  reduces  its  thick- 
ness. But  the  projections  above  the  supporting  surface  in- 
crease largely  the  material  weakness  of  the  film  strength. 
Thus  with  a  film  thickness  under  load,  and  surface  projec- 
tions of  15  microinches  R.M.S.  which  in  reality  means 
projections  of  50  microinches,  by  actual  measurement  will 
reduce  the  oil  film  by  half  of  its  physical  thickness,  and 
since  the  entire  surface  is  defective  there  is  no  possibility 
of  maintaining  the  oil  film  under  such  conditions. 

'Superfinishing'  technique  is  the  only  method  that  will 
give  the  desired  surface  conditions  from  a  metallurgical,  as 
well  as  a  physical  standpoint,  at  an  economical  cost. 


Machine    used — Standard    SAE 
oil-testing  machine 

R.P.M 950 

Rubbing  Ratio 14.6:1 

Load  increase,  lb.  per  sec 83.5 

Oil  used M.S.  782 

Viscosity  of  oil  used: 

150  sec.'at  210°F (99°C.) 


Table  I 

Microinches  rms.  1 

22  to  28      Ground 62 

16  to  18      Ground 140 

12  to  14.5       Ground 116 

8  to  10      Superfinished 165 

4  to  6        Superfinished 200 

0  to  2        Superfinished 222 


Total  Load  Applied, 

Pounds 

2 

3 

Average 

65 

86 

71 

110 

100 

117 

130 

96 

114 

148 

146 

153 

160 

180 

224 

204 

217 

Enclosed  in  the  pendulum  is  a  clock  timing  device.  This 
records  accurately  the  time  the  pendulum  is  in  motion. 

Lubrication  of  moving  load-carrying  bearing  surfaces 
has  always  been  an  engineering  problem.  Until  the  advent 
of  'superfinish,'  ground  surfaces  produced  in  mass  pro- 
duction had  reached  a  peak  of  quality  which  engineers 
could  not  surpass  by  existing  methods,  and  the  only  way 
that  increased  loads  could  be  carried  upon  bearings  was  to 
increase  the  size  of  the  bearings.  But  now,  through  tech- 
nique which  develops  a  true,  smooth  surface  topography 
and  exposes  the  crystalline  base  metal  for  load  support, 
bearing  surfaces  are  carrying  more  than  double  the  loads 
they  were  formerly  carrying  under  pressure  lubrication.  The 
smoother  the  bearing  finish  the  more  effective  is  the  lubri- 
cation, but  the  finish  of  the  bearing  surface  is  far  more  im- 
portant than  the  quality  of  the  lubrication.  For  instance,  a 
perfectly  smooth  bearing  would  probably  function  in- 
definitely under  a  heavy  load  and  pressure  lubrication  with 


Bearings  of  the  Future 

The  economical  production  of  bearing  surfaces  of  the 
future  with  equipment  that  industry  is  now  using  and  will 
be  obliged  to  use  for  many  years  to  come  for  economic 
reasons,  will  be  geometrically  true,  developed  by  a  com- 
promise between  so-called  rough  and  finish  grinding, 
'superfinished'  to  a  smooth  topography  of  crystalline 
metal  and  super-surfaced  in  use  by  addition  of  chemical 
compounds  in  the  lubricant,  or  super-surfaced  by  shop 
operation  before  assembly  on  such  parts  as  ball  and  roller 
bearings,  and  on  units  that  are  completed  before  assembly 
of  a  final  machine  or  device. 

The  preparation  of  really  smooth  surfaces,  such  as  now 
required  by  engineers  and  industry,  is  in  its  youth,  but 
sufficient  results  have  been  accomplished  to  greatly  stim- 
ulate increased  endeavor  by  physicists,  engineers  and 
production  men,  and  still  greater  effort  will  be  necessary  to 
satisfy  the  engineer  of  the  future. 


ANNUAL  MEETING,  HAMILTON,  ONT.,  FEBRUARY  6th  and  7th,  1941 


THE  ENGINEERING  JOURNAL     January,  1941 


19 


THE  ST.  LAWRENCE  PROJECT 

A  REVIEW  OF  EARLY  AND  RECENT  DEVELOPMENTS 


Recently  the  St.  Lawrence  project  has  been  brought 
to  public  attention  again  by  the  appearance  in  the  press 
of  statements  credited  to  authorities  in  Washington  and 
Ottawa  to  the  effect  that  steps  will  be  taken  shortly  to 
launch  the  undertaking.  In  view  of  the  absence  of  any 
official  statement  regarding  the  scheme  of  development 
that  is  to  be  adopted  in  the  International  Rapids  section, 
the  news  items  in  which  reference  is  made  to  various 
schemes  of  development  have  been  somewhat  confusing. 
Because  of  the  interest  the  engineering  profession  has  in 
the  undertaking,  it  was  considered  that  the  Journal  might, 
with  propriety,  review  briefly  the  evolution  of  the  proposed 
Great  Lakes-St.  Lawrence  development,  in  an  endeavour 
to  present  a  clearer  view  of  the  status  of  the  project  at  the 
present  time. — Editor. 

Though,  from  time  to  time,  various  power  interests  both 
in  Canada  and  the  United  States  had  attempted  to  bring 
about  partial  development  in  the  International  Rapids 
section  of  the  St.  Lawrence  and  both  countries  had  evinced 
an  interest  in  a  general  project,  it  was  not  until  1919  that 
they  finally  agreed  to  a  joint  study  of  the  problem.  In  that 
year  the  International  Joint  Commission  was  asked  to  in- 
vestigate what  further  improvements  were  necessary  to 
make  the  St.  Lawrence  River  between  Montreal  and  Lake 
Ontario  navigable  for  deep-draft  vessels  and  to  give  the 
estimated  cost.  The  Commission  was  also  asked  to  consider 
a  combined  development  for  navigation  and  power  to 
obtain  the  greatest  beneficial  use  of  the  river.  The  Commis- 
sion reported  in  1921  that  the  development  of  the  St. 
Lawrence  for  navigation  and  power  was  feasible,  both 
economically  and  physically,  and  recommended  a  scheme 
combining  navigation  and  power  in  the  International 
section  and  a  development  for  navigation  alone  in  the 
National  section  with  power  development  later. 

Power  interests  in  both  Canada  and  the  United  States 
had  submitted  schemes  for  the  development  of  the  Inter- 
national Rapids  section,  and  this  led  the  Commission  in  its 
report  to  recommend  that,  before  embarking  upon  the 
undertaking,  the  two  countries  set  up  an  international 
engineering  board  to  study  the  engineering  features  in 
greater  detail  and  determine  a  scheme  of  development. 

After  some  delay,  what  was  known  as  the  Joint  Board  of 
Engineers  was  formed,  on  which  each  country  was  repre- 
sented by  three  engineers.  This  Board  submitted  its  report 
in  November  of  1926.  While  agreeing  as  to  the  method  of 


development  in  the  National  section,  the  Board  could  not 
agree  upon  the  method  to  be  followed  in  the  more  import- 
ant International  Rapids  section.  Two  schemes  of  develop- 
ment were  submitted:  that  presented  by  the  American 
section  of  the  Board  was  known  as  a  Single-Stage  Project, 
in  which  the  total  fall  in  the  section  was  concentrated  by  a 
dam  and  power  houses  placed  at  the  foot  of  Barnhart 
Island,  navigation  being  carried  around  this  obstruction  by 
means  of  a  side  canal  and  locks  on  the  American  side;  and 
that  proposed  by  the  Canadian  section  was  a  Two-Stage 
Project,  with  the  upper  dam  and  power  houses  at  Ogden 
Island  and  the  lower  dam  and  power  houses  at  the  lower 
end  of  Barnhart  Island.  As  an  alternative,  the  Canadian 
section  presented  a  second  two-stage  scheme,  in  which  the 
upper  plant  was  located  at  Crysler  Island,  the  lower  plant 
being  located  at  Barnhart  Island,  as  in  the  other  scheme. 

For  various  reasons,  considerable  time  elapsed  before  the 
report  was  considered  jointly  by  the  two  countries,  but,  in 
the  meantime,  it  was  under  consideration  by  different 
official  bodies  in  both  Canada  and  the  United  States.  The 
National  Advisory  Committee,  set  up  by  the  Dominion, 
reported  in  January  of  1928.  Its  report  was  generally 
favourable  to  the  scheme,  with  the  exception  that  it  was 
definitely  recommended  that  development  of  the  National 
section  should  first  be  gone  on  with.  As  the  United  States' 
interests  were  confined  solely  to  the  International  section, 
this  recommendation  did  not  make  for  progress. 

It  was  not  until  June  of  1931,  due  largely  to  changes  in 
the  political  situation  from  time  to  time  in  either  country, 
that  negotiations  were  opened  which  ultimately  resulted  in 
the  signing  of  a  St.  Lawrence  treaty  on  July  12th,  1932. 

The  treaty  provided  for  a  two-stage  scheme  of  develop- 
ment in  the  International  Rapids  section,  with  the  upper 
dam  and  power  houses  located  at  Crysler  Island  and  the 
side  canal  and  locks  on  the  Canadian  side.  The  lower  dam 
and  power  houses  were  placed  at  Barnhart  Island,  with  the 
side  canal  and  locks  on  the  American  side.  When,  however, 
the  treaty  came  before  the  United  States  Senate  in  March, 
1934,  ratification  was  defeated.  This  marked  another 
hiatus  in  the  movement  toward  international  action  on 
the  St.  Lawrence  development,  which  lasted  until  the 
spring  of  1938. 

In  May,  1938,  the  United  States  Secretary  of  State,  Mr. 
Cordell  Hull,  in  a  note  to  the  Canadian  Government,  sub- 
mitted a  new  draft  treaty,  and  intimated  that  the  United 


Fig.  1 — Map  of  the  St.  Lawrence  River,  showing  harhours,  canals,  rapids  and  the  five  divisions  of  the  project 

suggested  and  used  hy  the  Joint  Board. 


20 


January,  1941     THE  ENGINEERING  JOURNAL 


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Fig.  2 — Map  showing  proposed  works  in  the  International  Rapids  section. 


States  Government  was  prepared  to  enter  into  further 
negotiations.  It  was  not,  however,  until  the  end  of  1939 
that  any  further  action  took  place. 

It  is  quite  evident  that  full  development  of  the  St. 
Lawrence  for  navigation  or  for  power  is  dependent  upon 
agreement  between  Canada  and  the  United  States  as  to 
the  scheme  of  development  to  be  followed  in  the  Inter- 
national section,  and  it  is  equally  evident  that  such  agree- 
ment is  necessary  before  Ontario  can  make  use  of  the 
potential  power  resources  in  the  International  section  of  the 
river,  which  forms  a  valuable  part  of  that  province's 
natural  resources. 

The  cost  of  the  whole  St.  Lawrence  basin  development 
has  been  the  subject  of  much  discussion,  and  a  great  many 
articles  have  appeared  in  the  press  from  time  to  time  criticiz- 
ing the  estimates  first  presented  by  the  Joint  Board  of 
Engineers.  The  fact  remains,  however,  that  in  the  final 
analysis  these  estimates  represent  the  opinion  of  those  who 
have  given  the  most  study  to  the  question,  and  they  are 
used  herein. 

When  considering  the  development  of  the  St.  Lawrence 
as  a  combined  power  and  navigation  project,  it  should  be 
kept  in  mind  that  the  costs  of  the  undertaking  fall  into  two 
main  divisions:  first,  those  which  are  properly  part  of  the 
cost  of  developing  power  and  producing  electric  power;  and 
second,  those  which  are  properly  chargeable  to  navigation. 
In  the  first  division  will  be  those  costs  assumed  by  the 
different  authorities  charged  with  the  development  and 
sale  of  power.  It  is  stated  that  the  investments  in  these 
undertakings  would  be  self-liquidating  and  hence  would  not 
add  to,  or  take  from,  the  financial  burden  of  the  Govern- 
ment of  Canada.  Those  costs  coming  under  the  second  head- 
ing would  be  the  obligation  of  the  Federal  Government. 

In  so  far  as  the  development  of  the  International  Rapids 
section  is  concerned,  Ontario,  as  the  owner  of  one-half  of 
the  power  in  this  section,  would  make  certain  payments  to 
Canada  in  respect  to  power's  share  of  the  cost  of  the  under- 
taking, and  these  payments,  when  set  off  against  those  that 


Canada  would  make  in  respect  to  its  share  of  the  whole 
undertaking,  would  materially  reduce  that  total. 

The  International  agreement,  which  preceded  the  signing 
of  the  1932  St.  Lawrence  treaty,  was  based  upon  a  scheme 
known  as  the  Two-Stage  Crysler  Island  Project.  The 
scheme  was  essentially  that  proposed  by  the  Conference  of 
Canadian  Engineers,  in  which  the  upper  dam,  power  houses 
and  navigation  locks  were  located  at  Crysler  Island,  where 
a  head  of  twenty-four  feet  would  be  concentrated.  The 
lower  dam  was  located  at  the  head  of  Barnhart  Island,  and 
the  power  houses  at  the  foot  of  that  island,  where  a  head  of 
sixty  feet  would  be  available.  Provision  was  made  to  pass 
navigation  around  these  works  by  means  of  side  canals  and 
the  necessary  locks. 

The  estimated  cost  of  the  two-stage  Crysler  Island 
project  was  $274,742,000.00,  which  amount  was  made  up  as 
follows  : 

Works  solely  for  navigation $    34,188,000.00 

Works  primarily  for  power 132,452,000.00 

Works  common  to  power  and  navigation .  .      108,102,000.00 

Total $274,742,000.00 


Under  the  terms  of  the  1932  treaty,  the  United  States 
would  provide  funds  to  construct  all  the  works  common  to 
navigation  and  power  and  the  substructures  of  the  power 
houses. 

The  works  in  the  International  section  for  which  Canada 
would  pay  were  as  follows  : 

Navigation  works  on  the  Canadian  side. .      $  8,219,000.00 
Lands  and   rehabilitation   works  on  the 

Canadian  side 14,101,000.00 


Total $22,320,000.00 


According  to  the  1932  agreement  between  Canada  and 


THE  ENGINEERING  JOURNAL     January,  1941 


21 


Ontario,  the  Province  would  pay  the  Dominion  $67,202,- 
500.00,  made  up  as  follows: 

Substructures  of  power  houses,  and  head- 
race and  tailrace  excavation $29,295,500.00 

On  account  of  lands  and  rehabilitation  on 
the  Canadian  side,  works  common  to 
power  and  navigation,  and  channel 
improvements 37,907,000.00 

Total $67,202,500.00 


It  is  pertinent  to  note  that,  of  this  amount,  the  payment 
of  $4,240,000.00  in  respect  to  engineering  and  certain 
deferred  power  works  was  contingent  upon  Canada  being 
able  to  arrange  with  the  United  States  for  the  financing  of 
these  deferred  works  and  for  engineering  services  as  and 
when  required  by  Ontario.  Actually,  therefore,  the  sum 
guaranteed  for  payment  by  Ontario  was  $62,962,500.00. 

According  to  the  public  press,  what  was  described  as 
"substantial  agreement"  was  reached  on  the  engineering 
features  of  the  project  by  the  Canadian  and  American 
engineers  in  Washington  last  January,  and  it  was  indicated 
that  a  single-stage  scheme  formed  the  basis  for  such  agree- 
ment. The  actual  project  was  not  disclosed,  but  it  is  under- 
stood that  the  basis  of  this  agreement  was  a  modifiedfsingle- 
stage  project  in  the  International  Rapids  section"  which 
resembles,  in  its  major  features,  the  Single-Stage  Project 
that  was  presented  in  the  report  of  the  Conference  of 
Canadian  Engineers  of  1929. 


Fig.  3 — Map  showing  location  of  the  proposed  power  houses 
in  the  vicinity  of  Hani  hart  Island. 

That  report  considered  a  single-stage  scheme  in  which  the 
main  dam  was  located  at  the  head  of  Barnhart  Island  and 
extended  from  that  island  to  the  foot  of  Long  Sault  Island 
and  thence  to  the  United  States  shore.  The  power  houses 
were  located  at  the  lower  end  of  Barnhart  Island  at  the 
mouth  of  Little  River,  and  were  flanked  by  dykes  extending 
on  the  south  to  high  ground  on  Barnhart  Island,  and  on  the 
north  to  the  high  ground  north  of  Mille  Roches.  Twenty- 
seven  foot  navigation  was  to  be  carried  around  these 
obstructions  by  means  of  a  canal  and  locks  located  on  the 


American  main  shore.  Provision  was  also  made  to  control 
the  outflow  and  level  of  Lake  Ontario  by  structures  placed  at 
the  head  of  the  Canadian  Galops  Rapids,  at  the  head  of  the 
unwatering  channel  through  Galops  Island,  and  between 
Adams  and  Galops  Islands. 


Fig.  4 — Map  showing  the  proposed  control  works  at  the 
head  of  Galops  Rapids. 

The  lands  and  improvements  that  would  be  affected 
were  the  same  as  in  the  Two-Stage  Crysler  Island  scheme, 
from  the  head  of  the  Galops  Rapids  downstream  as  far  as 
Crysler  Island.  Below  Crysler  Island  the  areas  subject  to 
flooding  would  be  increased  under  the  proposed  plan,  due 
to  the  higher  water  level  and  because  no  dyking  was  con- 
templated to  protect  any  of  the  lands  lying  below  the  flood 
contour.  The  total  land  area  below  the  extreme  emergency 
level  would  be  28,600  acres,  of  which  14,800  acres  would  be 
on  the  Canadian  side  and  13,800  acres  on  the  American  side. 
Provision  was  made  in  the  estimates  for  the  rehabilitation 
of  Iroquois  and  Morrisburg. 

The  cost  of  the  Single-Stage  scheme  is  estimated  to  be 
$236,418,000.00  made  up  as  follows: 

Works  solely  for  navigation $  27,741,000.00 

Works  primarily  for  power 87,481,000.00 

Works  common  to  power  and  navigation.    $121,196,000.00 

Total $236,418,000.00 


If   Ontario   contributed   towards   the   cost   of   common 

works  on  the  same  basis  as  under  the  1932  agreement,  then 

the  total  payment  would  be: 

Substructure  of  power  house  and  excava- 
tion        $18,909,500.00 

On  account  of  rehabilitation  in  Canada, 

and  common  works 42,418,500.00 

Total $61,328,000.00 


ANNUAL  MEETING,  HAMILTON,  ONT.,  FEBRUARY  6th  and  7th,  1941 


22 


January,  1941     THE  ENGINEERING  JOURNAL 


Abstracts  of  Current  Literature 


THE  BOEING  B.17  AND  DOUGLAS  B.19 
BOMBERS 

From  Engineering  (London)  November  15,  1940 

Recent  reports  of  the  new  American  bombers,  either 
ordered  by  Britain  or  for  the  United  States  Air  Services, 
stress  their  size  as  an  outstanding  point. 

One  type  of  big  American  bomber  is  the  Boeing  B.17, 
sometimes  called  the  "Flying  Fortress."  Actually,  as  big 
four-motored  aircraft  go,  it  is  not  unusually  large.  Its 
general  dimensions  and  range  correspond  to  those  of 
Britain's  20-ton,  four-engined  flying  boat,  the  Short  "Sun- 
derland." Its  wing  span  of  105  ft.  is  8  ft.  less  than  that  of 
the  "Sunderland"  and  some  18  ft.  less  than  the  span  of  the 
Armstrong  Whitworth  "Ensign,"  Britain's  biggest  civil  air 
liner,  also  a  four-motored  aircraft.  As  first  produced  some 
few  years  ago,  the  original  "Flying  Fortress"  had  four  1,000 
H.P.  Wright  "Cyclone"  motors,  which  give  it  a  maximum 
speed  of  about  250  m.p.h.  The  effective  range  claimed  was 
around  3,000  miles — say,  from  London  to  Tripoli  and  back 
— and  the  service  ceiling  just  under  6  miles.  Bomb  load  is 
a  variable  factor,  dependent,  among  other  things  on  the 
amount  of  fuel  carried,  but  it  is  safe  to  assume  that  the 
B.17  could  carry  4  to  5  tons  of  bombs  and  ammunition  on  a 
round  trip  of  2,000  miles.  A  feature  of  the  design,  which 
gave  the  B.17  the  name  of  "Flying  Fortress,"  is  the  number 
of  protective  gun  positions.  Four  of  these  were  originally 
provided  in  "blisters"  on  the  outside  of  the  fuselage,  but 
later  examples  show  gun  turrets,  similar  to  the  British  prac- 
tice. Even  so,  the  total  gun  power  is  not  likely  to  approach 
that  possessed  by  the  latest  versions  of  Britain's  famous 
bombers,  such  as  the  turreted  "Wellington."  An  improved 
"Flying  Fortress,"  produced  just  before  the  war,  had  a 
cleaned-up  external  design  and  a  special  super-charging 
system  for  giving  greater  engine  power  at  heights  above 
20,000  ft.  The  resulting  performance  figures  were  not  made 
known,  but  it  may  be  assumed  that  the  maximum  speed  of 
250  m.p.h.  has  been  improved  upon. 

AIRCRAFT  AND  THE  WEATHER 

From  The  Engineer  (London)  November  15,  1940 

There  would  still  seem  to  be  some  doubt  in  the  public 
mind  concerning  the  influence  of  the  weather  on  aerial 
activity.  On  some  occasions  the  Air  Ministry  has  announced 
that  operations  by  aircraft  of  the  Bomber  Command  have 
had  to  be  cancelled  or  restricted  because  of  unfavourable 
weather  conditions,  whereas  on  the  self-same  nights  enemy 
aircraft  have  been  over  this  country.  It  is  therefore  asked 
why  we  must  be  idle  while  the  Germans  are  active.  One 
reason  is  that  while  the  weather  over  the  target  area  is 
important,  the  weather  over  the  bases  from  which  the  air- 
craft operate  is  even  more  important.  British  aircraft  can 
take  off  and  fly  in  the  worst  kind  of  weather,  just  as,  pre- 
sumably, the  enemy's  machines  can,  but  they  have  to  get 
back  to  their  bases  and  land  safely.  Undoubtedly  the  enemy 
is  more  favourably  situated  in  this  respect  than  we  are.  His 
bombers  on  the  outward  journey  have  usually  a  short  dis- 
tance to  travel  to  reach  their  objectives,  and  can  carry 
enough  petrol  to  enable  them  to  return  and  land  at  almost 
any  aerodrome  from  Bordeaux  to  Norway,  some  one  or 
more  of  which  will  probably  be  outside  the  belt  of  bad  land- 
ing weather.  British  aircraft,  on  the  other  hand,  are  com- 
pelled to  work  from  a  much  smaller  area,  and  frequently 
have  to  cover  long  distances  to  reach  their  targets.  If  on 
their  return  they  find  their  bases  partly  obscured  or 
blacked-out  by  low  cloud  or  fog,  the  gravest  risk  is  imposed 
on  the  crews  and  the  aircraft.  The  enemy's  strategy  for  a 
time  consisted  of  endeavouring  to  inflict  as  much  damage 
as  possible  without  paying  great  attention  to  the  casualties 
which  he  suffered.  It  is  probable  that  the  severity  of  the 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


lesson  administered  to  him  has  induced  him  to  be  less  rash 
and  that  he  is  now  paying  more  respect  to  the  weather,  as 
well  as  to  the  Royal  Air  Force,  in  planning  his  operations 
against  us. 

WARTIME  INVENTIONS 
From  The  Engineer  (London)  November  15,  1940 

In  an  address  which  was  broadcast  by  Dr.  D.  R.  Pye, 
f.r.s.,  the  Director  of  Scientific  Research  of  the  Ministry  of 
Aircraft  Production,  the  question  of  the  many  inventions 
received  from  the  general  public  relating  to  war  matters 
was  dealt  with  in  a  most  interesting  way.  Dr.  Pye  revealed 
that  since  the  war  started  well  over  20,000  inventions  had 
been  sent  to  the  Air  Ministry  and  the  Ministry  of  Aircraft 
Production.  They  came,  he  said,  from  all  over  Britain,  the 
Dominions  and  from  abroad  as  well.  At  the  present  time 
they  were  pouring  in  at  the  rate  of  about  3,000  a  week. 
Each  letter  or  memoradum  was  recorded,  filed  and  an- 
swered. For  this  work  there  were  some  thirty  scientists, 
engineers  and  technicians,  together  with  the  necessary 
clerical  staff,  which  devoted  its  whole  energies  to  sifting  and 
analysing  the  flood  of  ideas.  In  addition,  there  was  a  dis- 
tinguished scientist  and  engineer  of  long  experience,  who 
acted  as  a  referee  in  difficult  cases.  The  ideas  received,  Dr. 
Pye  said,  included  those  of  every  imaginable  kind.  Among 
them  were  wild  and  fantastic,  the  sensible  but  already  well 
known,  and  the  interesting  and  unusual.  The  fantastic  in- 
cluded the  optimist  who  wanted  to  freeze  the  clouds  and 
mount  anti-aircraft  guns  upon  them.  There  was  also  a  won- 
derful helicopter,  worked  by  a  perpetual-motion  engine,  for 
carrying  searchlights,  guns  and  men  to  colossal  heights. 
There  were,  too,  many  varieties  of  death  rays.  Most  of  those 
inventions  were  pious  hopes,  which  the  inventor  hoped  the 
technical  expert  would  turn  to  practical  use,  of  course  under 
his  own  supervision.  The  most  interesting  group  always  was 
suggested  by  the  need  of  the  moment.  A  few  months  ago  it 
was  schemes  for  coping  with  the  parachutist,  and  just  now 
it  was  how  to  tackle  enemy  bombers  after  dark.  In  most 
cases  the  proposals  submitted  were  some  variant  of  schemes 
which  had  been  studied  and  experimented  with  for  many 
months  or  even  years  past.  In  such  cases  the  most  important 
thing  to  do  was  to  see  whether  some  new  suggestion  might 
not  render  a  scheme  practical  which  hitherto  had  not 
seemed  worth  while  pursuing.  Dr.  Pye  recalled  that  nearly 
five  years  before  the  war  an  Advisory  Committee  of  Scien- 
tists was  helping  us  to  foresee  what  would  be  needed  if  war 
should  come  and  to  provide  against  it.  So  it  was  only  to 
be  expected  perhaps  that  a  large  number  of  ideas  now  being 
put  forward  should  have  been  thought  of  before.  Any  of 
those  which  showed  promise  were  developed  and  experi- 
mented with,  tests  and  calculations  were  made  and  full- 
scale  trials  were  often  carried  out.  He  could  not  say  very 
much  as  to  the  suggestions  which  had  proved  fruitful  as  we 
wanted  them  to  be  unplesant  surprises  for  the  enemy.  In 
inviting  his  hearers  to  send  in  any  suggestions  which  might 
help  to  win  the  war  Dr.  Pye  said  that  there  was  close  col- 
laboration between  the  Directors  of  Scientific  Research  at 
the  Admiralty,  the  Ministry  of  Supply  and  the  Ministry  of 
Aircraft  Production,  and  any  suggestion  received  was  at 
once  passed  to  the  right  department  for  examination. 

GRANT  OF  ARMS  TO  THE  INSTITUTION  OF 
MECHANICAL  ENGINEERS 

From  Engineering  (London)  November  15,  1940 

In  the  Annual  Report  of  the  Council  of  the  Institution  of 
Mechanical  Engineers  for  the  year  1939,  it  was  stated  that 


THE  ENGINEERING  JOURNAL    January,  1941 


23 


a  grant  of  armorial  bearings  had  been  made  to  the  institu- 
tion under  Letters  Patent  from  the  College  of  Arms.  The 
Royal  Charter  of  Incorporation  which  was  granted  by  the 
Crown  in  1930  constituted  the  Institution  of  Mechanical 
Engineers  "one  Body  Corporate  and  Politic,  with  per- 
petual succession  and  a  Common  Seal  with  power  to  break, 
alter  and  make  anew  the  said  Seal  from  time  to  time  at 
their  will  and  pleasure."  By  virtue  of  this  authority,  steps 
were  taken  to  apply  for  these  Letters  Patent,  so  that  the 
seal,  arms,  crest  and  supporters  should  be  devised  on  correct 
heraldic  principles.  The  accompanying  illustration  repro- 
duces the  emblazoned  drawing  by  Mr.  Cecil  Thomas,  who 
was  commissioned  by  the  Council  to  prepare  the  steel  die 
for  the  seal. 


rVThe  ;.  symbolism  adopted  is  briefly  as  follows  :TOn  the 
shield,  a  device  signifying  the  art  of  measurement  and 
accuracy  of  workmanship;  as  the  crest,  controlled  power 
dominating  the  world,  typified  by  a  heraldic  horse  chained 
to  the  globe  from  a  coronet,  which  is  itself  a  symbol  of  a 
chartered  body;  lastly,  as  supporters  (to  which  the  institu- 
tion is  entitled  as  a  chartered  body),  a  representation  of 
Archimedes  appears  on  the  left,  to  signify  science,  and  of 
Vulcan,  on  the  right,  to  signify  craftsmanship.  The  word 
"Progress,"  appearing  below  the  shield,  has  been  used  by 
the  institution  on  various  of  its  devices  and  at  different 
times  since  it  was  founded.  The  Council  state  that  they 
were  greatly  assisted  in  the  whole  undertaking  by  one  of 
their  members,  the  late  Colonel  Sir  George  Willis,  c.i.e., 
M.v.o.,  Meoh.i.M.E.,  then  Chairman  of  the  Southern  branch, 
who  was  an  authority  in  heraldic  matters. 

In  the  words  of  the  grant,  the  symbolism  just  given  is 
thus  described  : 

"Sable  between  the  points  of  a  pair  of  Callipers  inverted 
Or  a  Plate  and  for  the  Crest  on  a  Wreath  of  the  Colours: — 
Upon  a  terrestrial  Globe  a  Grey  Horse  forcené  proper 
gorged  with  a  Coronet  composed  of  four  Fleur-de-Lys  with 
Chain  reflexed  over  the  back  Or  .  .  .  :  And  by  the  Authority 
aforesaid  I  the  said  Garter  King  of  Arms  do  further  grant 
and  assign  the  Supporters  following  that  is  to  say: — On  the 
dexter  side  a  Figure  representing  Archimedes  holding  in  his 
exterior  hand  a  Pointer  and  on  the  sinister  side  a  Figure 
representing  Vulcan  resting  his  exterior  hand  upon  a  Sledge 
Hammer  proper  .  .  .  the  whole  to  be  borne  and  used  for  ever 
hereafter  by  The  Institution  of  Mechanical  Engineers  on 
Seals,  Shields,  or  otherwise  according  to  the  Laws  of  Arms." 

LARGE  OR  SMALL  A.R.P.  SHELTERS 

From  The  Engineer  (London)  November  15,  1940 

When  this  war  began,  as  everyone  knows,  German  air- 
craft, intent  upon  raiding  this  country,  had  of  necessity  to 
begin  their  flights  from  within  German  borders  and  thus 


had  to  make  a  journey  of  several  hundreds  of  miles.  It  was 
expected  at  that  time  that  on  the  outbreak  of  war  an  aerial 
blitzkreig  would  be  directed  against  London  and  other  large 
cities;  that  it  would  be  maintained  by  thousands  of  aircraft, 
and  that  the  weight  of  the  attack  would  be  broken  within 
a  few  weeks.  When  the  blitzkreig  did  not  materialize  the 
only  alternative  that  seemed  probable  was  a  succession  of 
relatively  frequent,  but  short-time,  raids  kept  up  by  a 
smaller  number  of  aircraft  operating  mainly  in  daylight; 
for  it  was  known  that  the  Germans  did  not  regard  night 
bombing  as  effective.  There  can  be  little  doubt  that  the 
official  policy  of  A.R.P.  works  designed  to  meet  those  con- 
ditions and  adopted  by  Sir  John  Anderson  was  the  right 
one  in  the  light  of  expectations.  It  relied  upon  the  dispersal 
of  the  population  in  Anderson  shelters,  street  shelters,  base- 
ments, and  cellars  to  reduce  the  loss  of  life  resulting 
from  the  effects  of  any  single  bomb.  The  public  shelters 
envisaged,  of  which  many  have  now  been  constructed, 
were  to  provide  protection  against  blast  and  splinters,  but 
were  not  intended  to  give  security  against  a  direct  hit.  As 
against  a  policy  of  building  deep  bomb-proof  shelters 
which  was  advocated  long  before  the  outbreak  of  war,  it 
was  argued,  and  at  that  time  we  think  rightly  argued,  that 
there  was  insufficient  time  to  construct  them  and,  of  greater 
importance,  that  those  requiring  shelter  when  the  sirens 
wailed  would  not  have  sufficient  time  to  travel  any  dis- 
tance, but  must  look  for  shelter  on  the  spot.  Since  large 
shelters  must  be  spaced  out  at  relatively  large  distances, 
no  expectation  could  be  held  out  that  their  capacity  for 
holding  hundreds  or  even  thousands  of  people  would  ever 
be  properly  used. 

When,  however,  first  Norway,  then  Holland,  Belgium, 
and  France  were  overrun  by  the  Nazis  in  quick  succession, 
the  original  conditions  no  longer  held  true.  Thanks  to  the 
magnificent  efforts  of  the  R.A.F.,  daylight  raids  remained 
of  the  short-lived  type.  But  the  Germans  began  to  raid  by 
night  and,  thanks  to  the  proximity  of  their  captured  aero- 
dromes to  our  coasts,  they  are  now  able  to  maintain  a  raid 
from  dusk  to  dawn.  At  night,  therefore,  instead  of  being 
forced  to  retire  for  an  occasional  short  period  to  a  place  of 
security,  as  originally  envisaged,  the  majority  of  the  popu- 
lation, if  it  remains  at  home,  has  to  choose  between  spend- 
ing the  night  in  safety  and  discomfort,  as  represented  by  a 
garden  shelter,  or  in  comfort  and  at  risk  as  represented  by 
the  house  itself.  It  is  little  wonder  that  as  the  weather  has 
become  progressively  colder  and  wetter  more  and  more 
people  have4deserted  their  homes  each  night  and  carried 
what  comforts  they  can  to  public  shelters,  where  warmth 
at  least  is  usually  combined  with  a  greater  sense  of  safety. 
They  have  done  so  in  spite  of  the  fact  that  those  shelters 
were  originally  built  with  the  intention  of  providing  pro- 
tection only  for  people  caught  in  the  streets — not  for  the 
surrounding  householders  and  tenants.  In  fact,  expectations 
regarding  raids  have  not  been  realized.  The  chief  objection 
to  large  shelters  holding  thousands  of  people  has  become  no 
longer  valid.  For  where  such  shelters  exist,  as  in  the  case  of 
Aldwych  tube,  they  are  filled  to  capacity  before  the  night 
raids  begin.  In  the  light  of  these  facts  the  A.R.P.  Co- 
ordinating Committee,  an  independent  body  which  has 
doctors,  architects,  scientists  and  engineers  on  its  member- 
ship, has  recently  sent  a  communication  to  Mr.  Morrison 
the  recently  appointed  Minister  of  Home  Security,  con- 
demning the  policy  recently  announced  by  the  Minister, 
which,  so  far  as  the  provision  of  shelters  is  concerned,  pro- 
vides for  little  modification  of  his  predecessor's  methods. 
The  object  of  the  Committee,  which  has  been  in  existence 
since  a  date  before  the  war  began,  is  to  encourage  the 
provision  of  really  secure  shelters  for  the  greater  part  of 
the  population.  The  Committee  advocates  the  construction 
of  large  and  really  bomb-proof  shelters.  They  can  be  of  the 
tunnel  or  "deep"  shelter  type  or  built  on  the  surface,  then 
depending,  not  on  depth,  but  on  concrete  and  steel  for  their 
bomb-proof  qualities;  additionally,  as  indeed  already  pro- 
vided for  by  the  Government,  it  proposes  construction  of 


24 


January,  1941     THE.ENGINEERING  JOURNAL 


new  shafts  from  the  tube  railways.  The  shelters,  it  is  argued, 
should  be  of  large  size,  for  several  reasons,  the  most  im- 
portant being  that  for  a  given  expenditure  per  head  the 
large  shelter  can  be  made  safer  than  the  small  one.  As  to 
the  cost,  it  is  stated  that  the  contract  for  the  scheme  for  a 
deep  shelter  at  Finsbury,  that  caused  so  much  controversy 
in  February,  1938,  was  actually  being  negotiated  at  that 
time  for  an  amount  which  worked  out  at  the  not  unreason- 
able figure  of  £13  per  head. 

Great  sympathy  will  be  felt  by  everyone  with  the  objects 
of  the  Committee.  There  can  be  little  doubt  about  the 
technical  possibility  of  building  bomb-proof  underground 
shelters.  We  may,  too,  reasonably  suppose  that  the  Com- 
mittee has  satisfied  itself,  at  least,  regarding  the  possibilities 
of  overcoming  the  technical  difficulties  of  building  really 
bomb-proof  shelters  above  the  ground.  The  large  shelter, 
it  is  claimed  by  the  Committee,  has  other  advantages  apart 
from  its  safety.  The  erection  of  bunks  and  the  provision  of 
ventilation,  warmth  and  sanitary  services,  all  necessities  if 
the  health  of  the  people  is  to  be  maintained,  can  be  very 
much  reduced  per  capita  as  compared  with  small  shelters. 
To  some  extent  the  Government  has  already  admitted  the 
need  for  large  shelters  by  its  decision  to  drive  additional 
headings  from  the  tube  railways  in  London  and  by  opening 
the  Aldwych  tube  and  the  platforms  and  passages  of  other 
tube  stations  to  those  seeking  all-night  shelter.  But  it  is 
clear  that  it  still  views  with  disfavour  the  general  construc- 
tion of  large  bomb-proof  shelters.  There  are,  of  course,  many 
factors  which  the  Government  in  coming  to  that  decision 
has  had  to  take  into  account,  notably  in  relation  to  finance 
and  the  availability  of  materials  and  labour.  In  that  con- 
nection it  is  stated  by  the  Committee  that  out  of  a  pre-war 
steel  productive  capacity  of  13  million  tons  annually,  only 
11,000  tons  annually  has  been  allocated  to  A.R.P.  purposes. 
The  whole  matter,  too,  is  obviously  influenced  by  the  pos- 
sibility, the  chances  of  which  the  Government  is  in  a  better 
position  than  anyone  else  to  reckon,  that  the  answer  to  the 
night  bomber  may  be  imminent.  But  at  least  the  arguments 
of  the  Committee  deserve  careful  consideration  in  conjunc- 
tion with  all  other  information  available  to  the  Govern- 
ment. It  certainly  must  not  be  mere  departmental  inertia 
in  failing  to  understand  the  altered  conditions  that  holds 
back  a  change  of  policy,  if  such  a  change  would  be  beneficial. 

AMERICAN  AIR  EFFORT 

Abstracted  from  Trade  and  Engineering  (London),  October,  1940 

Buffalo  and  Boston 

The  United  States  is  now  delivering  in  quantity  to 
the  R.A.F.  two  useful  types  of  aircraft — the  Brewster  single- 
seat  fighter  and  the  Douglas  light  bomber.  In  this  country 
they  will  be  known  as  the  Buffalo  and  the  Boston  respec- 
tively. The  Buffalo  was  originally  developed  for  use  by  the 
United  States  Navy  as  a  deck-landing  fighter,  but  will  be 
employed  by  the  R.A.F.  as  a  land-fighter.  It  is  a  midwing 
monoplane  with  a  very  short  and  deep  fuselage,  at  first 
glance  not  unlike  the  Curtiss  Hawk,  which  did  such  good 
work  for  the  French  Air  Force.  An  undercarriage  of  unusual 
design,  which  retracts  partly  into  the  wing  and  partly  into 
the  fuselage,  is  a  feature  of  the  design.  Generally,  the  air- 
craft is  of  orthodox  stressed  skin  construction,  with  the 
exception  of  the  movable  control  surfaces,  for  which  fabric 
covering  is  employed.  Power  is  provided  by  a  Wright 
Cyclone  nine-cylinder  radial  air-cooled  engine,  which  drives 
a  variable-pitch  airscrew.  It  is  believed  that  its  performance 
is  such  as  to  make  it  an  invaluable  acquisition  to  the  R.A.F. 
In  size  the  Buffalo  is  similar  to  our  Spitfire,  but  it  can  hardly 
be  claimed  to  have  such  attractive  lines. 

The  Boston  is  a  twin-engined  light  bomber  of  unorthodox 
design.  It  is  of  monoplane  type,  with  sharply  tapered  wings 
and  a  fairly  deep,  narrow  fuselage.  The  undercarriage  is 
of  the  tricycle  type,  with  the  two  rear  wheels  retracting 
into  the  rear  of  the  engine  nacelles,  and  the  nose  wheel 


retracting  rearwards  and  upwards  into  the  fuselage.  When 
raised,  it  is  covered  by  hinged  panels.  Two  Wright  Cyclone 
nine-cylinder  radial  air-cooled  motors  should  give  a  reason- 
able speed,  but  no  performance  data  may  yet  be  published. 

Production  Growing 

Recently  the  United  States  National  Defence  Advisory 
Commission  published  a  report  stating  that  the  country's 
aeroplane  production  was  about  1,000  a  month.  Early  next 
year  it  will  be  2,000,  and  by  the  end  of  1941  it  will  be  3,000. 
The  report  contained  no  indication  of  what  proportion  of 
the  figures  represents  bombers,  fighters,  and  trainers.  It  is 
also  stated  that  by  next  spring  mass  production  of  defence 
materials  generally  will  be  developing  rapidly.  It  contra- 
dicted Mr.  Knudsen's  statement  that  motor-car  factories 
would  be  turned  over  to  aircraft  production,  pointing  out 
that  the  country  would  need  plenty  of  motor-cars  and  lorries 
in  the  defence  programme  and  that  the  present  factories 
were  best  equipped  to  produce  them. 

Aircraft  for  Great  Britain 

Of  special  interest  to  this  country  is  the  statement  that 
it  has  been  arranged  that  Britain  shall  receive  an  average 
of  700  American  fighter  aircraft  a  month  over  the  next 
20  months.  According  to  a  usually  reliable  source  this  means 
that,  counting  aeroplanes  which  are  already  being  manu- 
factured in  the  United  States,  Britain  will  be  able  to  buy  a 
total  of  14,000  aircraft  by  April,  1942,  if  she  wishes  to  do 
so.  The  same  source  states  that  the  record  of  British  air- 
craft purchases  in  the  United  States  between  the  middle 
of  1938  and  August  27  of  this  year  is  as  follows:  ordered 
by  the  British  Government,  4,778;  undelivered  French 
orders  3,286.  These  two  figures  give  a  total  of  British  orders 
amounting  to  8,064.  Exports  to  the  British  Government 
were  put  at  2,633,  while  aeroplanes  delivered  but  not  yet 
exported  numbered  195,  leaving  an  undelivered  balance  of 
5,236.  The  same  report  stated  that  the  United  States  War 
and  Navy  Departments  have  also  approved  British  orders 
for  1,820  additional  aeroplanes,  but  that  these  have  not 
yet  been  allocated  among  manufacturers.  When  they  are 
allocated  the  total  number  of  aircraft  now  being  produced 
for  the  British  Government  in  the  United  States  will  reach 
7,056  and  another  7,000  will  be  produced,  according  to 
present  arrangements,  in  the  next  20  months,  as  orders 
for  them  are  placed. 

Chain  of  Factories 

According  to  the  American  paper,  Wall  Street  Journal, 
Great  Britain  is  planning  to  build  a  chain  of  aircraft  fac- 
tories in  the  United  States,  so  as  to  produce  about  1,300 
aeroplanes  a  month  by  the  end  of  1941.  Whether  this  is 
so  or  not,  a  number  of  aircraft  factories  are  to  be  built 
by  the  United  States,  with  loans  from  the  Reconstruction 
Corporation,  at  an  estimated  cost  of  between  £37,000,000 
and  £50,000,000.  This  scheme  includes  a  loan  to  the  Packard 
Motor  Company  for  works  at  which  Rolls-Royce  aero  en- 
gines will  be  constructed  under  licence.  The  Wright  Aero- 
nautical Corporation,  which  is  doing  a  great  deal  of  im- 
portant work  these  days,  has  also  accepted  loans  amounting 
to  approximately  £23,000,000  for  new  buildings  and  plant. 
As  a  safety  measure  the  U.S.  War  Department  has  insisted 
on  new  aircraft  factories  being  established  in  a  special  area 
which  is  several  hundred  miles  inland  from  the  Atlantic 
coast  and  already  contains  a  number  of  blast  furnaces, 
foundries,  metal  working  shops,  and  machine-tool  plant. 
Five  well  known  companies — Douglas,  Lockheed,  Boeing, 
Vultee,  and  Consolidated — have  also  issued  a  joint  state- 
ment announcing  that  without  waiting  to  ascertain  what 
legislation  Congress  will  pass  to  limit  their  profits,  they 
are  going  ahead  with  preparations  to  increase  production. 
The  Allison  concern  recently  effected  a  considerable  expan- 
sion of  plant,  with  the  result  that  a  rapid  increase  has  been 
taking  place  in  its  output  of  aero  engines,  and  by  the  end 


THE  ENGINEERING  JOURNAL     January,  1941 


25 


of  the  year  they  should  be  coming  out  at  a  rate  in  excess 
of  500  a  month.  Equally  big  expansion  has  been  achieved 
by  the  Pratt  and  Whitney  division  of  the  United  Aircraft 
Corporation,  which  expects  to  produce  between  700  and 
800  aero-engines  a  month  from  now  on,  while  the  Curtis 
Wright  Corporation  is  believed  to  have  exceeded  600  engines 
a  month. 

Meanwhile,  production  is  going  ahead  satisfactorily  in 
Canada,  and  it  was  recently  announced  from  Ottawa  that 
the  British  Government  had  placed  an  order  for  600  Hurri- 
cane fighters  with  the  Canadian  Car  and  Foundry  Com- 
pany. They  will  be  built  at  the  Company's  plant  at  Fort 
William,  Ontario. 

CROMPTON'S  FIRST  APPRENTICE 

From  Bepco  Journal,  March,  1940 

We  give  below  a  copy  of  the  official  apprenticeship  in- 
denture of  Crompton 's  first  apprentice,  Mr.  W.  A.  Murrell, 
who  we  regret  to  announce  passed  away  at  Chelmsford  on 
May  5th,  1938. 

"This  Indenture  Witnesseth  that  William  Augustus 
Murrell,  Son  of  William  Bartwell  Murrell,  Innkeeper  of  the 
Three  Cups  Inn,  Springfield  Road,  Chelmsford  in  the 
County  of  Essex,  with  his  own  free  will  and  by  the  consent 
of  his  Father  doth  put  himself  Apprentice  to  Rookes 
Evelyn  Bell  Crompton  of  Anchor  Iron  Works,  Chelmsford 
in  the  county  aforesaid,  to  learn  his  Art  and  with  him  after 
the  Manner  of  an  Apprentice  to  serve  from  the  eighteenth 
day  of  October,  one  thousand  eight  hundred  and  eighty 
unto  and  including  the  eighteenth  day  of  October,  one 
thousand  eight  hundred  and  eighty-five  unto  the  full  End 
and  Term  of  Five  Years  from  thence  next  following  to  be 
fully  complete  and  ended.  During  which  term  the  said 
Apprentice  his  Master  faithfully  shall  serve  his  secrets 
keep  his  lawful  commands  every  where  gladly  do.  He  shall 
do  no  damage  to  his  said  Master  nor  see  to  be  done  of 
others  but  to  his  Power  shall  tell  or  forthwith  give  warning 
to  his  said  Master  of  the  same.  He  shall  not  waste  the  Goods 
of  his  said  Master  nor  lend  them  unlawfully  to  any.  He 
shall  not  commit  fornication  nor  contract  Matrimony 
within  the  said  Term  shall  not  play  at  Cards  or  Dice  Tables 
or  any  other  unlawful  Games  whereby  his  said  Master  may 
have  any  loss  with  his  own  goods  or  others  during  the  said 
Term  without  Licence  of  his  said  Master.  He  shall  neither 
buy  nor  sell.  He  shall  not  haunt  Taverns  or  Playhouses  nor 
absent  himself  from  his  said  Master's  service  day  or  night 
unlawfully.  But  in  all  things  as  a  faithful  Apprentice  he  shall 
behave  himself  towards  his  said  Master  and  all  his  during 
the  said  Term. 

"And  the  said  Rookes  Evelyn  Bell  Crompton  his  said 
Apprentice  in  the  Art  of  a  Light  Brass  Finisher  and  Elec- 
trician which  he  useth  by  the  best  means  that  he  can  shall 
teach  and  Instruct  or  cause  to  be  taught  and  instructed. 
And  the  said  Rookes  Evelyn  Bell  Crompton  agrees  to  pay 
to  the  said  William  Bartwell  Murrell  for  the  services  of  the 
said  apprentice  during  the  said  term  except  through  in- 
ability to  work  or  loss  of  time  arising  either  from  illness  or 
otherwise,  namely,  during  the  first  year  the  sum  of  three 
shillings  per  week  during  the  second  year  the  sum  of  four 
shillings  per  week  during  the  third  year  the  sum  of  five 
shillings  per  week  during  the  fourth  year  the  sum  of  six 
shillings  per  week  during  the  fifth  year  the  sum  of  eight 
shillings  per  week.  Hours  of  Labour  to  be  regulated  accord- 
ing to  the  Factory  Act. 

"And  for  the  true  performance  of  all  and  every  the  said 
Covenants  and  Agreements  either  of  the  said  Parties 
bindeth  himself  unto  the  other  by  these  Presents.  In 
witness  whereof  the  Parties  above  named  to  these  In- 
dentures interchangeably  have  put  their  Hands  and  Seals 
in  the  Fourty-fourth  Year  of  the  Reign  of  our  Sovereign 
Lady  Queen  Victoria  by  the  Grace  of  God  of  the  United 
Kingdom  of  Great  Britain  and  Ireland,  Queen  Defender  of 


the  Faith  and  in  the  Year  of  our  Lord  One  Thousand 
Eight  Hundred  and  eighty-one." 


Witness  : 


W.  A.  ROBINSON 

Chelmsford 


W.  A.  MURRELL 
W.  B.  MURRELL 
R.  E.  B.  CROMPTON 


William  Augustus  Murrell  the  within  named  apprentice 
has  completed  the  term  of  his  apprenticeship  to  my  entire 
satisfaction. 


R.  E.  CROMPTON 


Chelmsford,  October  20,  1885. 


AIR-RAID  DAMAGE  AND  MUNITIONS 
PRODUCTION 

From  Engineering  (London)  November  15,  1940 

Broadly  speaking,  the  strategy  of  the  aerial  warfare  be- 
tween Germany  and  her  ally,  and  Britain,  exhibits  two 
principal  phases.  In  one  of  these  the  machines  have  been 
used  as  auxiliaries  to  the  ground  or  sea  forces,  for  recon- 
naissance purposes  and  as  a  means  of  transporting  offensive 
weapons,  which  can  thus  be  used  with  great  freedom  against 
the  opposing  navies,  armies  and  even  the  civil  population. 
The  Germans  have  exploited  this  method  to  the  full,  and  it 
will  be  admitted  that,  from  a  purely  military  point  of  view, 
its  value  has  been  proved  by  events  in  Poland,  Holland  and 
France. 

In  the  other  phase,  aircraft  are  also  employed  as  destruc- 
tive weapons;  not,  however,  so  much  against  the  enemy's 
own  fighting  forces  as  against  his  land,  sea  and  air  com- 
munications, and  especially  against  those  industrial  re- 
sources upon  which  his  supply  of  munitions  depends.  It  is 
this  phase  that  we  ourselves  are  now  employing  to  the  full, 
selecting  targets  the  destruction  of  which  will  impede  the 
enemy's  war  effort.  That  this  policy,  too,  has  not  been 
lacking  in  success  is  shown  by  the  reports  of  the  condition 
of  Hamburg,  which  has  now  virtually  ceased  to  be  a  centre 
of  production.  For  his  part,  the  enemy,  in  his  attacks  on 
this  country,  has  adopted  the  opposite  view  and  in  so  doing 
has  clearly  shown  his  ignorance  of  the  psychology  of  the 
British  race.  The  result  is  that  while  by  his  constant  raids 
he  has  exposed  a  number  of  innocent  people  to  a  great  deal 
of  unnecessary  suffering  and  inflicted  some  thousand  of 
casualties  on  men,  women  and  children,  he  has,  as  Mr. 
Herbert  Morrison  recently  pointed  out,  failed  to  reduce  the 
productive  capacity  even  temporarily  by  more  than  a  small 
fraction  of  1  per  cent. 

From  a  military  point  of  view,  we  may,  therefore,  con- 
gratulate ourselves,  both  on  adopting  the  more  correct 
policy,  and  that,  thanks  to  the  efforts  of  the  Royal  Air 
Force,  the  enemy's  contrary  ideas  have  been  proved  to  be 
fallacious,  both  in  theory  and  practice.  There  is,  however, 
another  side  to  the  picture.  Though  the  damage  that  has 
been  done  to  our  factories  and  communications  by  indis- 
criminate bombing,  considered  from  the  material  point  of 
view,  is  small,  it  is  not  negligible.  Moreover,  it  is  by  the 
nature  of  things  more  evident  in  London  and  South-Eastern 
England  than  in  any  other  part  of  the  country.  How  im- 
portant this  is  is  shown  by  the  fact  that  this  area  is  in- 
habited by  something  like  a  quarter  of  our  population,  and 
includes  about  the  same  proportion  of  the  productive  capa- 
city of  the  industries  which  supply  our  munitions,  using 
that  term  in  its  widest  sense.  Not  only  is  this  the  case,  but 
because  the  locality  of  London,  as  regards  liability  to 
bombing  is  so  vulnerable,  there  are  problems,  among  which 
transport  is  obviously  one,  which  are  not  met  with  so 
acutely  elsewhere. 

How  best  to  repair  the  damage  to  our  productive  capacity 
that  has  been  caused  by  enemy  action  in  this  area  is,  there- 
fore, rightly  receiving  the  closest  attention  of  the  London 
and   South   Eastern   Area   Board.   This   Board,    which   is 


26 


January,  1941     THE  ENGINEERING  JOURNAL 


duplicated  by  others  of  the  same  nature  in  the  rest  of  the 
country,  comprises  representatives,  both  of  employers  and 
of  the  trade  unions,  as  well  as  of  the  Ministries  concerned 
with  aircraft  production,  naval  construction  and  repair,  and 
the  needs  of  the  army.  Labour  problems  are  looked  after 
by  the  divisional  controller  of  the  Ministry  of  Labour,  and 
the  export  trade  by  a  representative  of  the  Board  of  Trade. 
Moreover,  there  is  liason  with  the  Industrial  Capacity  Com- 
mittee, of  which  the  Area  Boards  in  the  country  are  a  part, 
and  through  this  committee  with  the  War  Cabinet.  Finally 
a  representative  of  the  Minister  of  Transport  has  recently 
been  added,  since,  in  the  London  area  at  least,  the  main- 
tenance of  easy  and  rapid  communication  between  the 
workers'  homes  and  places  of  employment  is  an  important 
part  of  the  problem. 

It  may  also  be  pointed  out  that  one  of  the  duties  of  these 
Area  Boards  has  been  to  examine  the  machine  tool  census 
which,  as  is  well  known,  takes  place  at  regular  intervals, 
and  in  this  way  to  find  means  of  using  spare  capacity  of 
tools  and  premises,  to  see  that  labour  is  used  in  the  most 
productive  way,  and  particularly  to  make  alternative  ar- 
rangements which  will  ensure  that  industrial  capacity  is 
commensurate  with  industrial  requirements  when  premises 
become  partially  damaged  or  disabled  as  the  result  of 
enemy  action,  It  is  in  this  connection  particularly  that 
transport  is  important.  While  it  may  be  possible,  even 
relatively  easy,  to  arrange  for  the  work  of  an  essential  fac- 
tory to  be  carried  on,  at  least  temporarily,  in  one  that  is  not 
so  essential  a  few  miles  distant,  such  a  transfer  imposes 
disabilities  on  the  workpeople,  which  are  not  willingly  borne 
and  which  they  can  hardly  be  expected  to  bear.  There  is 
evidence  that  this  is  a  point  which  employers  sometimes 
tend  to  forget  under  the  pressure  of  other  work,  and,  if  the 
Board  can  do  anything  to  relieve  the  situation  in  this 
respect,  they  will  have  done  much  towards  justifying  their 
existence.  The  Board  has  also  undertaken  the  task  of 
arranging  for  the  replacement  of  such  precision  tools  as  are 
the  workers'  personal  property. 

It  will  not  be  denied  that  if  production  is  to  be  main- 
tained under  "Blitzkrieg"  conditions,  some  organization, 
which  will  operate  speedily  and  efficiently,  and  we  had 
almost  said  with  due  disregard  for  rules  and  regulations,  is 
required.  It  remains  to  be  seen  whether  the  arrangements 
which  the  Board  has  made  fulfil  these  conditions.  Actually, 
what  has  been  done  is  to  set  up  nine  "clearing  centres," 
seven  in  London  and  two  in  the  South  Eastern  Area,  to 
which  those  in  need  of  help  can  refer  and  which  can,  in 
turn,  invoke  the  assistance  of  their  fellows.  So  far  these 
clearing  centres  have  been  mainly  concerned  with  engineer- 
ing firms,  and  in  particular  have  designed  rather  elaborate 
machinery  for  classifying  the  machine  tools  available.  In 
this  way,  it  is  hoped  that  the  possibilities  of  idle  tools  or 
idle  labour  will  be  eliminated,  and  the  best  and  most 
economic  use  of  the  reserves  will  be  secured.  It  is  proposed 
to  extend  their  labours  by  organizing  such  reconstruction 
of  damaged  premises  as  may  be  necessary  after  the 
emergency  service  designed  by  the  Ministry  of  Aircraft 
Production  has  operated.  It  will,  it  is  hoped,  do  this 
without  duplicating  the  work  of  other  departments, 
though,  of  course,  it  will  work  in  the  closest  conjunction 
with  them. 


THE  EAST-WEST  AXIAL  ROAD  IN  BERLIN  AS  A 
TRAFFIC  ROUTE 

By  H.  Langer 
From  Verkehrstechnik,  1939 

Abridgement  of  an  abstract  compiled  by  the  Department  of  Scientific 
and  Industrial  Research  and  Ministry  of  Transport,  London 

The  provision  of  an  axial  road  from  east  to  west  of  Berlin 
formed  part  of  the  reconstruction  plan  sanctioned  in  1937. 
This  plan  involved  the  partial  reconstruction  of  the  Char- 
lottenburger  Chaussée,  Bismarckstrasse  and  Kaiserdamm. 
On  the  first  of  these,  the  new  cross-section  includes  two  48-ft. 
carriageways  each  having  a  uniform  straight  crossfall  and 
separated  by  a  central  strip  13}^  ft.  wide.  The  verges  are 
raised  about  9  in.  above  the  carriageways;  each  contains  a 
4-ft.  safety  strip,  a  cycle  track  63^  ft.  wide  and  a  footway 
21  ft.  wide.  The  provision  of  the  safety  strip  between  the 
cycle  track  and  carriageway  obviates  danger  to  cyclists 
from  the  opening  of  car  doors,  etc.  Access  to  the  carriageway 
is  gained  only  at  important  junctions.  Trees  are  planted 
outside  the  footways.  On  one  short  section  an  additional 
carriageway  20  ft.  wide  is  provided  for  local  traffic.  On  the 
Kaiserdamm,  where  less  space  is  available,  the  widths  of 
the  safety  strips,  cycle  tracks,  and  footways  are  reduced 
respectfully  to  2^  ft.,  5  ft.,  and  20  ft.  and  the  cycle  track  is 
separated  from  the  footway  by  a  line  of  trees.  At  inter- 
sections the  cycle  tracks  have  a  gradient  of  1  in  15  to  the 
carriageway  level,  the  slope  beginning  24  ft.  from  the 
junction;  the  footways  continue  at  their  normal  level  to 
the  actual  junction,  where  the  standard  radius  of  curvature 
is  23  ft.  Other  important  works  include  the  reconstruction 
of  the  Grosser  Stern,  where  seven  roads  meet.  Here  two 
subways  have  been  provided  for  pedestrians.  The  whole  of 
the  intersection  has  been  enlarged,  the  present  extreme 
radius  being  330  ft.  and  that  of  the  central  space  196  ft.  At 
the  intersection  with  the  north-south  axial  road,  two 
vehicular  tunnels  have  been  provided  for  cross  traffic,  and 
a  single  vehicular  tunnel  has  been  constructed  at  the  im- 
portant Knie  intersection.  The  carriageways  are  surfaced 
throughout  with  a  two-course  carpet  of  stone-filled  mastic 
2  in.  thick,  placed  on  a  12-in.  concrete  foundation.  All 
joints  in  the  latter  are  close  joints  containing  a  double 
thickness  of  bituminised  felt.  The  joints  are  protected  by 
building  paper  painted  on  the  under  side  with  bituminous 
material.  A  spacing  of  33  ft.  is  adopted  for  transverse  joints. 
The  central  reservation  is  surfaced  with  small  granite  setts 
on  an  8-in.  concrete  foundation.  The  safety  strip  is  paved 
with  rough  granite  setts,  the  cycle  tracks  with  concrete 
slabs  12  by  12  by  1.6  in.,  and  the  footways  with  artificial 
stone  slabs  20  in.  square  or  with  yellow  gravel.  The  road  is 
lighted  by  lamps  carried  in  pairs  at  a  height  of  about  19  ft. 
on  posts  22  ft.  high  erected  on  the  footways.  The  direction 
in  which  light  is  emitted  is  varied  on  different  sections 
according  to  local  conditions,  e.g.,  the  presence  of  trees. 
The  posts  are  placed  respectively  82  ft.  and  62  ft.  apart  on 
the  eastern  and  western  portions  of  the  route.  The  lanterns 
are  cylindrical.  Each  contains  two  750-watt  filament  lamps, 
one  placed  vertically  above  the  other.  A  diagrammatic 
summary  shows  the  maximum,  minimum  and  average  in- 
tensity of  illumination  on  different  portions  of  the  road. 
Three-colour  automatic  signals  are  provided  at  intersec- 
tions, one  series  controlling  vehicular  and  cycle  traffic  and 
the  other  the  movements  of  pedestrians. 


THE  ENGINEERING  JOURNAL     January,  1941 


27 


FIFTY-FIFTH  ANNUAL  GENERAL 


H.  A.  COOCH 
General  Chairman 


HAMILTON  -  ROYAL 


THURSDAY  AND  FRIDAY, 


PROGRAMME 


J.  R.  DUNBAR 
General  Vice-Chairman  and  Chairman 
of   the   Hotel  Arrangements   Committee 


THURSDAY,  FEBRUARY  6th 
9.00  a.m. — Registration. 

10.00  a.m. — Annual  Meeting  and  Address 
of  Retiring  President. 

12.30  p.m. — Luncheon. 

2.30  p.m. — General  discussion  on  the 
training  and  welfare  of  the 
young  engineer  under  the 
auspices  of  the  Institute's 
Committee  of  that  name. 

7.00  p.m. — Joint  dinner  with  the  Niagara 
District  Electric  Club. 

8.00  p.m. — Joint  Meeting.  Lecture  and 
demonstration  by  Dr.  J.  O. 
Perrine  of  the  Research  Div- 
ision of  the  American  Tele- 
phone and  Telegraph  Com- 
pany. 


FRIDAY,  FEBRUARY  7th 
9.30  a.m. — Technical  Sessions. 

12.30  p.m. — Luncheon. 
2.30  p.m. — Technical  Sessions. 
7.30  p.m. — Banquet. 

10.30-2.00  a.m.— Dance. 


Dr.  William  Elgin  Wickenden,  President 
of  the  Case  School  of  Applied  Science  of 
Cleveland,  Ohio,  will  be  the  guest  speaker 
at  the  banquet  on  Friday  night. 


E.  P.  MUNTZ 

Chairman  of  Papers  and  Meetings 
Committee 


T.  S.  GLOVER 
Chairman  of  the  Publicity  Committee 


W.  E.  BROWN 

Chairman  of  the  Registration  and 

Information  Committee 


Special  return  tickets  will  be  supplied  by  the  railways  at  the  rate  of  one  and  a  third  of  the  regular  one- 


AND  PROFESSIONAL  MEETING 


CONNAUGHT  HOTEL 


FEBRUARY  6  AND  7,  1941 


PAPERS 

Training  for  National  Defence,  by  Dean  A.   A.   Potter,  Chairman  of  the  Advisory 
Committee  on  Engineering  Training  for  National  Defence,  Washington,  D.C. 

La  Tuque  Power  Development,  by  I.  A.  McCrory,  Vice-President  and  Chief  Engineer, 
Shawinigan  Engineering  Company,  Montreal. 

Earth's  Crust  Resistance  and  Lightning,  by  A.  S.  Runciman,  Superintendent  of  Trans- 
mission Lines,  Shawinigan  Water  &  Power  Company,  Montreal. 

Canada's  Highway — Banff  to  Jasper,  by  T.  S.  Mills,  Department  of  Mines  and  Resources, 
Ottawa,  Ont. 

Moment  Distribution  and  the  Analysis  of  a  Continuous  Truss  of  Varying  Depth,  by  E.  R. 
Jacobsen,  Structural  Engineer,  Dominion  Bridge  Company,  Lachine,  Que. 

Ignition  Rectifiers  for  War  Industries,  by 
J.  T.  Thwaites,  Canadian  Westing- 
house  Co.  Limited,  Hamilton,  Ont. 


MRS.  HUGH  LUMSDEN 
Convener,  Ladies  Committee 


N.  A.  EAGER 
Chairman  of  the  Finance  Committee 


Estimating  Production  Costs  in  Aircraft 
Manufacture,  by  A.  T.  Wanek,  British 
Air  Commission,  New  York. 


W.  L.  McFAUL 
Chairman  of  the  Visits  Committee 


MAJOR  H.  B.  STUART 

Chairman  of  the  Reception  and 

Entertainment  Committee 


ray  fare.  Necessary  certificates  will  be  mailed  shortly  along  with  a  programme  of  the  entire  meeting. 


From  Month  to  Month 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


g  $eto  iear'si  Jfflestëage 

Co  eberp  member  of  the  Knstitute  3  extenb 
mp  Pest  IHighesi  for  a  "$7erp  ©appp  J^eto  gear. 

Che  pear  1940  totll  be  Ions  remembereb  in 
the  annals  of  cibilijation  for  tt«  poignant  tragebp, 
as  toell  as  for  tbe  mspirco  Determination  of  tbe 
British  people  to  fight  for  tbe  freebom  of  all 
peoples  anb  for  the  enb  of  sclftstj  national 
aggression. 

although  1941  null  bring  barbîfhip  anb  suf- 
fering anb  mill  teat  our  strength  anb  enburance 
to  tbe  utmost,  rue  can.  3  am  dure,  finb  happiness 
in  the  fenomlebge  that  our  contribution  mill  be  to 
the  lasting  benefit  of  all  manfeinb. 


tytfJ^jy 


Çifsibcnt 


CO-OPERATION  ON  THE  MARCH 

Another  milestone  on  the  road  to  co-operation  was  passed 
on  December  the  fourteenth  at  Calgary.  President  Hogg  of 
the  Institute,  and  President  McLean  of  the  Association  of 
Professional  Engineers  of  Alberta,  at  that  time  signed  a 
co-operative  agreement  between  the  two  bodies.  The  occa- 
sion was  marked  by  a  dinner  at  the  Renfrew  Club,  which 
set  up  a  new  record  for  attendance  and  for  interest.  One 
hundred  and  fifty  engineers,  from  Montreal  to  Vancouver 
gathered  to  celebrate  the  important  event  and  to  participate 
in  it. 

The  same  enthusiastic  support  that  was  given  by  ballot 
to  the  proposal  was  given  also  to  the  ceremony  of  signing. 
It  must  be  a  source  of  much  satisfaction  to  the  leaders  of 
the  movement  in  the  province  to  know  that  the  profession 
backs  them  so  wholeheartedly  in  their  actions.  The  dinner 
left  no  doubt  in  the  matter. 

Alberta  has  joined  the  small  group  of  provinces  which, 
separately  and  collectively,  are  now  taking  practical  steps 
towards  bringing  the  profession  together.  For  them,  co- 
operation ceases  to  be  a  theory,  a  mirage  or  a  football.  It 
becomes  a  fact,  a  principle  and  a  practice. 

Although  this  event  brings  the  total  of  agreements  to 
only  three,  it  marks  a  distinct  forward  movement.  It  is  still 
a  long  way  from  complete  co-operation,  but  within  each 
province  co-operation  will  be  complete.  The  success  of  the 
movement  in  these  three  proving  grounds  should  be  an 
encouragement  to  engineers  in  other  places  who  have 
similar  ideals.  Discussions  are  underway  now  with  other 
provinces,  which  it  is  believed  will  lead  within  a  short  time 
to  the  submission  of  similar  proposals  in  those  areas. 
Eventually,  a  genuine  desire  for  co-operation  will  bring  to 
pass  great  and  beneficial  changes  within  the  profession,  and 
to  these  three  pioneering  provinces  will  go  the  lion's  share 
of  the  credit. 


THE  PRESIDENT  VISITS  THE  WEST 

The  visit  of  a  president  to  any  branch  is  an  event  of 
importance,  but  it  carries  extra  values  to  those  branches 
in  the  west  and  the  east.  Therefore  it  has  been  particularly 
pleasing  that  President  Hogg  was  able  to  take  time  from 
the  pressing  demands  of  his  office  to  go  to  Calgary  for  the 
signing  of  the  co-operative  agreement.  In  this  way  he 
emulated  the  example  of  his  two  immediate  predecessors, 
each  of  whom  carried  out  a  similar  ceremony  during  his 
term  of  office. 

The  president  stopped  at  Winnipeg  on  the  way  west,  and 
after  the  meetings  at  Calgary  extended  his  trip  to  the  coast. 
Splendid  meetings  were  held  at  each  stop,  and  great  interest 
was  shown  on  every  hand.  Thus  the  president  rounds  out  a 
very  active  year.  He  visited  all  branches  in  Quebec,  many 
in  Ontario,  and  several  in  the  west.  If  it  were  not  for  in- 
creased demands  upon  his  time  due  to  war  time  industrial 
expansion,  he  would  have  been  able  to  get  to  the  Maritimes, 
and  branches  elsewhere  that  he  has  been  forced  to  pass  by. 

With  the  president  on  his  western  tour  were  Past-Presi- 
dent Lefebvre,  Councillors  Vance  of  London,  McLeod  of 
Montreal,  and  the  general  secretary,  and  at  Calgary  Past- 
President  Gaby  was  also  present.  This  "entourage"  was 
greeted  with  real  western  hospitality,  and  by  its  presence 
indicated  the  interest  that  is  taken  in  far  away  branches 
by  officers  from  central  Canada. 

At  Winnipeg  the  president  addressed  a  meeting  of  the 
branch  held  at  the  University  on  the  evening  of  December 
eleventh,  and  on  the  following  day  met  with  the  executive 
and  past  officers  of  the  branch  at  luncheon.  Both  functions 
were  presided  over  by  Branch-Chairman  H.  L.  Briggs.  That 
evening  the  President's  party  went  by  plane  to  Calgary. 

There  were  two  outstanding  events  at  Calgary.  On  the 
Saturday  morning  a  regional  meeting  of  Council  was  held, 
at  which  an  attendance  of  forty  was  recorded.  The  presence 
of  several  past  councillors  and  officers  of  the  branch  added 
materially  to  the  interest  and  value  of  the  discussions. 

That  night  the  main  event  took  place  at  the  Renfrew 
Club.  It  was  a  dinner  given  jointly  by  the  Association  of 
Professional  Engineers  of  Alberta  and  the  Alberta  branches 
of  the  Institute,  presided  over  by  P.  M.  Sauder,  vice-presi- 
dent of  the  zone,  to  celebrate  the  signing  of  the  co-operative 
agreement.  The  local  officials  certainly  did  justice  to  the 
occasion.  The  attendance  and  the  enthusiasm  were  gratify- 
ing in  the  extreme.  Distinguished  officers  of  sister  societies 
such  as  the  Canadian  Institute  of  Mining  and  Metallurgy, 
the  Dominion  Council  of  Professional  Engineers,  and 
officers  of  the  Institute  from  branches  throughout  the  zone 
were  present,  and  gracefully  presented  the  greetings  of  the 
bodies  which  they  represented. 

The  ceremony  of  signing  the  agreement  was  carried  out 
with  a  dignity  and  a  formality  that  would  have  done  justice 
to  the  opening  of  an  ancient  parliament.  There  were  im- 
pressive looking  documents,  gold  presentation  pens,  pages 
in  uniform,  and  much  of  the  paraphernalia  of  pomp  and 
circumstance.  The  arrangements  were  perfect,  and  the 
Alberta  committee  has  "shown  the  world"  how  a  ceremony 
should  be  conducted. 

Early  Sunday  morning  (the  fifteenth),  the  party  started 
on  what  was  supposed  to  be  a  four  hour  flight,  but  nature 
took  a  hand  in  the  proceedings,  and  so  completely  "fogged 
out"  Vancouver  that  the  plane  had  to  go  on  to  Patricia  Bay, 
just  north  of  Victoria.  From  Victoria  the  trip  to  Vancouver 
was  completed  by  boat — substantially  behind  schedule. 


30 


January,  1941     THE  ENGINEERING  JOURNAL 


On  Monday,  the  president  was  guest  speaker  at  a  lun- 
cheon meeting  of  the  Vancouver  Board  of  Trade,  under  the 
chairmanship  of  H.  N.  Macpherson,  councillor-elect  of  the 
Vancouver  Branch,  and  in  the  evening  attended  a  dinner 
meeting  of  the  branch  at  which  Branch-Chairman  Dean  J. 
N.  Finlayson  presided.  Unfortunately,  at  this  stage,  Pre- 
sident Hogg  was  forced  to  change  his  plans  and  return  to 
,  Toronto,  without  going  on  to  Victoria.  However,  the  bal- 
ance of  the  party  visited  the  island  and  participated  in  a 
very  enjoyable  dinner  meeting  on  Tuesday  night,  with 
Branch-Chairman  E.  W.  Izard  in  the  chair. 

From  Victoria  the  group  returned  to  Vancouver,  and 
were  the  guests  of  the  Council  of  the  Association  of  Pro- 
fessional Engineers  of  British  Columbia  at  lunch  on  Wed- 
nesday, under  the  chairmanship  of  Frank  MacNeill,  the 
recently  elected  president.  This  gesture  of  hospitality  was 
greatly  appreciated  by  the  Institute  representatives,  and 
was  the  last  event  of  a  very  crowded  programme. 

Previous  to  going  to  Winnipeg,  Councillor  Vance  and  the 
general  secretary  visited  the  Lakehead  Branch  on  Tuesday, 
the  tenth,  having  luncheon  in  Fort  William  with  the  execu- 
tive, and  dinner  in  Port  Arthur  with  the  branch,  Branch- 
Chairman  H.  G.  O'Leary  presiding  over  both  functions.  An 
interesting  feature  of  the  visit  was  a  trip  through  the  local 
aeroplane  factory  under  the  competent  guidance  of  Eliza- 
beth MacGill. 

It  was  the  opinion  of  the  president's  party  that  the  affairs 
of  the  Institute  in  the  west  are  in  excellent  condition.  The 
activities  of  most  branches  throughout  the  year  were 
greater  than  they  have  been  for  some  time.  Branch  officers 
expressed  themselves  as  feeling  that  the  Institute  was 
gathering  momentum,  and  that  the  future  held  for  it  even 
greater  things  than  have  been  disclosed  in  the  past.  Cer- 
tainly, the  enthusiasm  expressed  on  all  occasions  was  en- 
couraging. 

It  would  be  a  great  thing  if  more  members  could  become 
familiar  with  branches  other  than  their  own.  A  trip  such  as 
this  is  a  revelation.  It  gives  one  a  new  grasp  of  the  signi- 
ficance of  the  Institute,  and  a  greater  appreciation  of  its 
possibilities  for  the  future.  In  every  city  the  leading  en- 
gineers are  found  guiding  or  supporting  the  affairs  of  the 
branch.  Such  interest  and  such  loyalty  are  indeed  sources 
of  satisfaction  and  of  inspiration  to  everyone.  It  is  to  be 
hoped  that  future  presidents  will  be  able  to  continue  the 
well  established  and  happy  practice  of  visiting  branches 
during  their  term  of  office.  The  value  of  such  visits  cannot 
be  overestimated. 

Details  of  the  functions  held  at  the  various  branches  during 
the  presidential  tour  will  eventually  be  published  in  the  News 
of  Branches  section. 

NEW  LIBRARY  AND  AUDITORIUM  HALL 
FOR  THE  ECOLE  POLYTECHNIQUE 

The  Ecole  Polytechnique  of  Montreal  is  now  completing 
another  addition  to  its  existing  buildings.  This  new  con- 
struction, five  stories  in  height  and  covering  a  ground  area 
of  5,200  sq.  ft.,  will  house  a  new  laboratory  for  the  chemical 
engineering  course,  a  library  of  applied  sciences,  and  an 
auditorium  hall  of  a  seating  capacity  of  360.  The  building 
is  entirely  fireproof,  being  a  reinforced  concrete  structure 
with  stone  and  brick  walls.  It  was  built  primarily  to  answer 
the  necessity  of  providing  more  adequate  library  facilities 
for  the  students,  and  the  layout  was  conditioned  by  that 
fact  and  also  by  the  restricted  size  of  the  plot  of  ground 
available.  In  the  plan  finally  adopted,  the  laboratory 
occupies  the  basement  floor,  the  library  stack  is  arranged 
on  the  next  three  floors,  with  a  general  reading  room  occupy- 
ing the  full  height  of  the  three  floors,  and  the  hall  is  on  the 
top  floor.  This  arrangement  was  chosen  for  convenience  of 
access  to  the  library  by  the  students.  It  was  considered  that 
the  hall,  being  intended  for  infrequent  uses  only,  ground 
floor  entrance  was  not  as  important  a  factor  as  for  the 


library,  which  is  in  constant  use  by  the  students  and  the 
alumni. 

The  library  has  now  in  its  stack  32,000  volumes  and  500 
periodicals,  besides  hundreds  of  bulletins,  catalogues  and 
reports  of  various  nature,  and  is  one  of  the  most  complete 
in  engineering  and  applied  sciences.  The  stack  has  a  capacity 
of  60,000  volumes  and  should  answer  the  needs  of  the  School 
for  some  years  to  come. 

The  official  opening  will  take  place  as  soon  as  the  installa- 
tion of  the  equipment  and  furniture  has  been  completed, 
which  should  be  towards  the  end  of  January. 

CALVIN  W.  RICE  MEMORIAL 

One  of  the  features  of  the  recent  Annual  Meeting  of  the 
American  Society  of  Mechanical  Engineers  was  the  unveil- 
ing of  a  bronze  tablet  to  commemorate  the  character  and 
work  of  Calvin  Rice,  who  for  twenty-eight  years  was 
secretary  of  the  Society. 

From  Mechanical  Engineering  for  January  the  following 
paragraphs  have  been  extracted. 

"On  Monday  noon,  in  the  lobby  of  the  Engineering 
Societies  Building,  a  tablet  to  Calvin  W.  Rice,  former 
secretary,  1906-1934,  that  had  been  hanging  in  the  Society 
rooms  for  several  years,  was  unveiled  by  Secretary  Davies 
and  formally  dedicated.  Henry  A.  Lardner,  Fellow  A.S.M.E. 
and  president,  United  Engineering  Trustees,  Inc.,  the 
agency  which  handles  the  affairs  of  the  Engineering  Socie- 
ties Library,  and  the  Engineering  Foundation,  presided. 
He  explained  that  the  rules  of  the  Trustees  made  it  neces- 
sary for  five  years  to  elapse  between  the  death  of  a  person 
and  the  placing  of  a  memorial  to  him  in  the  public  rooms 
of  the  building.  It  was  most  appropriate,  he  said,  that  a 
tablet  to  Mr.  Rice  should  hang  in  the  lobby  of  the  building 
which  the  former  secretary  had  been  so  influential  in  secur- 
ing as  a  home  for  the  engineering  societies  and  their  com- 
bined libraries.  He  then  introduced  Charles  F.  Scott,  mem- 
ber A.S.M.E.,  who  had  been  a  member  with  Rice  of  the 
building  committee  and  who  had  gone  with  Rice  to  solicit 
the  interest  and  aid  of  Andrew  Carnegie,  donor  of  the 
building.  Mr.  Scott  said:  It  is  fitting  that  the  tablet  to 
Calvin  Rice  should  be  placed  here,  where  'If  you  seek  his 
monument,  look  about  you.'  Across  the  lobby  are  the 
Carnegie  letter  of  gift  and  the  acknowledgment  of  the  funds 
the  societies  raised  for  the  land.  In  both  Rice  played  a 
leading  part." 

"The  building  we  see,  but  we  sense  something  here  we 
cannot  see.  Engineering  Societies  Building  is  more  than  a 
structure;  the  societies  animate  it  with  a  professional  spirit 
and  vigorous  life  ;  it  is  an  institution  with  hundreds  of  active 
groups — technical  and  general — national  and  local.  And  in 
all  this  Rice  was  at  the  forefront;  even  before  the  building 
project  he  was  chairman  of  the  first  committee  for  establish- 
ing local  sections  and  student  branches. 

"Rice  became  secretary  of  the  mechanical  engineers  in 
1906;  just  before  the  building  was  dedicated.  He  came  with 
a  wide  experience  in  industry,  in  engineering,  and  with 
men;  it  ranged  from  Lynn  to  Anaconda  including  Schenec- 
tady and  Pittsburgh  and  New  York.  He  saw  our  modern 
industrial  life  from  many  angles.  He  had  human  under- 
standing. He  saw  what  engineering  societies  were  doing  and 
he  visioned  what  they  might  do  for  their  own  members  and 
for  the  nation,  and  also  in  world-wide  co-operation.  Antici- 
pating the  motto  now  on  the  Society's  Fifty- Year  Medal, 
'What  is  Not  Yet,  May  Be,'  he  acted. 

"An  old-time  member  likens  the  Society  to  a  narrow- 
gauge,  single-track  road — a  technical  society — until  Rice 
came.  He  expanded  it  into  a  standard-gauge  modernized 
system,  covering  a  wide  area.  He  pioneered  lines  into  fields 
of  industrial  relations,  of  economics,  of  social  welfare.  He 
installed  interconnections  with  other  branches  of  the  pro- 
fession. He  visited  England  and  Europe  and  South  America, 
fostering  intercourse  and  understanding  among  engineers. 


THE  ENGINEERING  JOURNAL     January,  1941 


31 


He  humanized  engineering  and  he  broadened  and  dignified 
its  function  in  our  modern  life. 

"The  great  engineering  capability  of  Calvin  Rice  lay  in 
his  understanding  of  the  role  engineers  and  engineering 
should  play  in  our  modern  advancing  civilization.  A  stranger 
marveled  that  his  list  of  honours,  many  of  them  foreign, 
record  in  'Who's  Who  in  Engineering,'  should  have  come 
to  an  engineer  with  no  great  technical  achievements;  his 
achievement  was  the  adjustment  and  co-ordination  of 
engineering  to  life." 

Following  Mr.  Scott's  address,  Mr.  Lardner  introduced 
C.  E.  Davies,  Mr.  Rice's  successor  as  secretary  of  The 
American  Society  of  Mechanical  Engineers,  who  unveiled 
the  tablet.  Mr.  Lardner  then  read  the  inscription  on  the 
tablet. 

1868  1934 

CALVIN   WINSOR   RICE 

Erected  in  Appreciation 

of  a  Life  devoted  to 

the  Advancement 

of  the  Profession 

of  Engineering  and  of 

His 

Active  Part  in  obtaining 

from  Andrew  Carnegie 

the  gift  of  the 

Engineering  Societies 

Building 

MEETING  OF  COUNCIL 

Minutes  of  a  regional  meeting  of  the  Council  of  the 
Institute  held  at  the  Palliser  Hotel,  Calgary,  Alberta,  on 
Saturday,  December  14th,  1940,  at  nine-thirty  a.m. 

The  president  expressed  the  pleasure  that  it  gave  him  to 
preside  at  a  Council  meeting  in  Calgary,  and  invited  all 
guests  to  participate  in  the  discussions. 

The  general  secretary  read  the  following  resolution  from 
the  Lakehead  Branch:  "Resolved  that  the  Lakehead 
Branch  regrets  the  action  taken  by  the  Council  at  the 
Montreal  meeting  on  June  15th,  1940,  in  respect  to  the 
Unemployed  Insurance  Bill,  and  suggests  that  action  of 
this  importance  should  only  be  taken  after  consulting  the 
general  members." 

He  explained  that  he  and  Mr.  Vance  had  visited  the 
Lakehead  Branch  on  Tuesday,  December  10th,  and  that  at 
a  meeting  of  the  executive  this  matter  had  been  discussed  in 
detail.  It  was  the  opinion  of  the  Lakehead  executive  that 
representations  made  to  the  government  by  business  bodies 
that  some  time  should  be  given  to  study  the  proposed  insur- 
ance legislation  was  designed  principally  with  the  object  of 
delaying  the  enactment  of  the  legislation.  The  executive 
thought  that  Council  had  lent  itself  to  a  scheme  to  defeat 
unemployment  insurance. 

After  a  short  discussion  it  was  unanimously  agreed  that 
Council  was  quite  within  its  proper  field  in  taking  an 
interest  in  such  matters  as  unemployment  insurance,  and 
that  it  was  not  thought  the  organizations  which  had  asked 
for  time  to  study  the  legislation  had  in  mind  anything  but 
the  best  interests  of  the  whole  proposal.  The  secretary  was 
instructed  to  inform  the  Lakehead  Branch  that  while 
Council  appreciated  the  interest  they  took  in  all  matters 
involving  the  Institute,  Council  did  not  see  that  in  this 
particular  instance  anything  had  been  done  but  what  could 
be  thoroughly  approved  in  the  light  of  the  full  information. 

The  president  called  for  nominations  for  the  Institute's 
two  representatives  on  the  joint  finance  committee  to  be 
established  under  the  provisions  of  the  Alberta  co-operative 
agreement.  Five  names  were  submitted  and  balloted  upon, 
the  results  showing  that  Messrs.  B.  L.  Thorne,  of  Calgary, 
and  J.  T.  Watson,  of  Lethbridge,  were  elected. 

The  secretary  read  a  statement  of  results  in  Nova  Scotia, 
which  showed  that  of  the  ninety-four  members  of  the  Asso- 
ciation who  were  not  members  of  the  Institute  at  the  time 


of  the  signing  of  the  agreement,  seventy  had  since  made 
application.  Nine  persons  who  had  become  members  of  the 
Association  since  the  signing  of  the  agreement  had  also 
joined  the  Institute. 

The  secretary  reported  on  a  meeting  of  the  joint  com- 
mittee in  Winnipeg  which  took  place  three  days  earlier, 
to  which  he  had  been  invited.  He  explained  that  complete 
agreement  had  been  reached  on  all  clauses  of  a  proposed 
agreement,  and  that  it  was  expected  the  committee  would 
prepare  a  final  draft  for  submission  to  the  Council  of  the 
Association  and  the  Council  of  the  Institute  within  a  short 
time. 

Past-President  Lefebvre,  as  a  member  of  the  Institute's 
Committee  on  Professional  Interests,  outlined  the  develop- 
ments in  New  Brunswick.  He  explained  that  a  draft  agree- 
ment had  been  drawn  up  and  that  there  had  been  consider- 
able discussions  by  correspondence,  but  he  believed  that 
within  a  short  time  an  arrangement  would  be  arrived  at  that 
would  be  perfectly  acceptable  to  both  organizations. 

Past-President  Lefebvre  also  dealt  with  the  situation  in 
Quebec,  explaining  that  while  very  little  action  had  been 
taken  towards  arriving  at  a  written  agreement,  the  very 
best  of  relationships  existed  between  the  Institute  and 
the  Corporation. 

The  general  secretary  read  a  letter  from  the  Associate 
Minister  of  National  Defence,  C.  G.  Power,  which  was 
written  in  reply  to  the  Council's  letter  complaining  that 
unfair  treatment  was  being  accorded  engineers  in  the 
Ordnance  Department.  The  letter  acknowledged  the  correct- 
ness of  the  claim,  and  stated  that  some  reorganization  was 
contemplated,  but  would  be  withheld  until  a  report  was 
received  from  Brigadier  Carr,  who  was  now  in  England  and 
who  was  to  investigate  the  British  regulations  before  he 
returned.  The  letter  also  expressed  appreciation  of  the 
Institute's  interest  and  offered  assurance  that  the  Institute 
would  be  kept  informed  of  any  changes  that  were  made.  It 
was  agreed  that  the  Institute  should  communicate  with 
certain  of  its  members  now  in  England  with  the  object  of 
having  them  get  in  touch  with  Brigadier  Carr  in  order  to 
emphasize  the  importance  of  obtaining  complete  informa- 
tion on  the  British  regulations.  This  matter  was  left  in  the 
hands  of  the  president  and  the  general  secretary. 

A  letter  was  read  from  one  of  the  councillors  in  which 
attention  was  called  to  the  small  wages  paid  to  engineers 
employed  by  the  government  on  war  work,  with  particular 
reference  to  airport  construction.  The  general  secretary 
stated  that  upon  receipt  of  this  communication,  he  had  dis- 
cussed the  question  with  certain  officials  of  the  Department 
at  Ottawa,  and  had  been  informed  that  the  classifications 
were  set  by  the  Civil  Service,  and  the  rates  of  pay  accord- 
ingly were  governed  by  that  scale.  Unfortunately,  Civil 
Service  rates  of  pay  were  based  on  the  assumption  that  the 
employee  had  a  permanent  position  leading  to  a  pension. 
These  conditions  did  not  apply  to  construction  men  on  war 
work,  but  nevertheless  it  had  not  been  possible  to  get  the 
Civil  Service  to  change  their  regulations. 

After  considerable  discussion  it  was  decided  that  Council 
should  discuss  the  situation  with  some  of  the  officers  at 
Ottawa,  to  see  if  it  would  not  be  possible  to  have  this  work 
so  arranged  that  it  would  not  be  controlled  by  Civil  Service 
classifications.  Finally,  it  was  agreed  that  the  matter  be  left 
with  the  president  and  the  general  secretary  to  investigate 
at  Ottawa. 

The  secretary  read  a  letter  from  the  Institution  of 
Mechanical  Engineers  stating  that  the  James  Watt  Medal, 
which  had  been  awarded  to  Professor  Stodola,  of  Switzer- 
land, was  to  be  presented  in  London  at  a  special  ceremony, 
and  asking  the  Engineering  Institute  of  Canada  to  name  a 
representative  to  attend.  It  was  agreed  that  either  General 
McNaughton  or  Sir  Alexander  Gibb  be  asked  to  do  this 
honour  for  the  Institute. 

The  Finance  Committee  recommended  that  each  of  the 
branches  be  given  an  opportunity  to  assist  in  meeting  the 


32 


January,  1941     THE  ENGINEERING  JOURNAL 


costs  of  underpinning  the  Headquarters  building.  Their 
idea  was  that  if  every  branch  would  accept  a  quota  based 
on  a  rate  of  $1.00  for  each  corporate  member  and  Junior  in 
the  branch  it  would  raise  a  very  substantial  sum  of  money 
which  would  assist  materially  in  meeting  this  unforeseen 
but  necessary  expense.  The  entire  effort  was  to  be  on  a 
voluntary  basis,  and  the  method  by  which  the  branches 
approached  their  members  was  to  be  left  entirely  to  each 
individual  branch.  This  recommendation  was  approved  by 
Council,  and  the  President  agreed  to  write  a  letter  direct  to 
the  chairman  of  each  branch,  outlining  the  proposal  and 
asking  for  the  co-operation  of  the  branch. 

Past-President  Lefebvre,  a  member  of  the  Provisional 
Committee  for  the  Julian  C.  Smith  Medal,  presented  on 
behalf  of  the  committee,  the  names  of  eight  members  of  the 
Institute  to  whom  the  committee  desired  the  Julian  C. 
Smith  Medal  to  be  awarded.  While  it  was  intended  to 
restrict  awards  to  one  or  two  a  year,  the  committee  thought 
it  desirable  to  make  a  multiple  award  in  the  inaugural 
year. 

Dr.  Lefebvre  gave  a  short  citation  for  each  of  the  nom- 
inees outlining  the  manner  in  which  he  had  rendered  dis- 
tinguished service  in  furthering  the  development  of  Canada. 
The  names  will  be  announced  publically  at  the  Annual 
Meeting. 

It  was  unanimously  agreed  that  members  of  the  Domin- 
ion Council  of  Professional  Engineers  be  invited  to  attend 
the  annual  meeting  and  Council  meeting  of  the  Institute  to 
be  held  in  February  in  Hamilton.  It  was  also  hoped  that  the 
Dominion  Council  would  be  able  to  arrange  its  annual 
meeting  either  immediately  before  or  immediately  after  the 
Institute's  annual  meeting  so  that  those  in  attendance 
would  be  able  to  participate  in  the  Institute's  activities. 
Mr.  D.  A.  R.  McCannel,  president  of  the  Dominion 
Council,  thanked  the  president  for  the  invitation,  and  said 
that  he  hoped  it  would  be  possible  for  many  of  the  Domin- 
ion Councillors  to  accept. 

The  general  secretary  outlined  an  exchange  of  corres- 
pondence which  had  taken  place  between  the  Commissioner 
of  Income  Tax  and  himself  relative  to  the  wording  of  the 
brochure  issued  by  the  government  describing  exemptions 
to  the  income  tax.  This  brochure  listed  five  groups,  the 
first  one  being  headed  "Learned  Professions,"  which  did  not 
include  the  engineers. 

It  was  explained  that  a  change  in  classification  would  not 
in  any  way  affect  the  amount  of  income  tax,  but  would  tend 
to  wipe  out  some  of  the  old-time  impression  that  engineer- 
ing was  not  a  skilled  profession.  On  the  motion  of  Mr. 
McLeod,  seconded  by  Mr.  Sauder,  it  was  unanimously 
agreed  that  the  secretary  again  communicate  with  the 
Commissioner  of  Income  Tax,  requesting  that  engineering 
be  included  in  the  learned  professions. 

In  accordance  with  established  practice,  it  was  unani- 
mously Resolved  that  a  Student  membership  for  one  year 
together  with  a  free  subscription  to  the  "Engineering  Jour- 
nal," be  awarded  to  the  four  students  who  had  presented 
papers  at  the  Annual  Student  Night  of  the  Montreal 
Branch,  held  on  November  21st. 

A  number  of  applications  were  considered,  and  the 
following  elections  and  transfers  were  effected: 

Elections 

Members 6 

Juniors 4 

Affiliates 1 

Students  admitted 26 

Transfers 

Junior  to  Member 7 

Student  to  Member 3 

Students  to  Junior 17 

Councillor  Robertson  said  that  on  behalf  of  the  Van- 
couver Branch  he  wanted  to  express  appreciation  of 
Council's  policy  of  holding  meetings  away  from  Montreal. 


He  thought  that  from  the  point  of  view  of  local  branches, 
the  value  of  such  meetings  could  not  be  over-estimated.  He 
hoped  that  Council  would  continue  the  practice  in  the 
future. 

It  was  decided  that  the  next  meeting  of  Council  would  be 
held  in  Montreal  on  Saturday,  January  18th,  1941. 

The  Council  rose  at  one  o'clock  p.m. 

ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  ONTARIO 

1941  Council 

The  Nominating  Committee  appointed  to  make  nomina- 
tions for  the  1941  Council  of  the  Association  of  Professional 
Engineers  of  the  Province  of  Ontario,  made  the  following 
nominations.  Inasmuch  as  there  were  just  sufficient  nom- 
inations made  to  fill  the  vacancies,  and  since  no  other 
nominations  were  received  the  following  will  constitute  the 
Council  for  1941. 


S.  R.  Frost,  M.E.I.C. 

President:  S.  R.  Frost,  m.e.i.c,  Sales  Director,  North 
American  Cyanamid  Ltd.,  Toronto. 

Vice-President:  W.  C.  Miller,  b.sc,  m.e.i.c,  City  Engin- 
eer, St.  Thomas. 

Past-President:  J.  W.  Rawlins,  b.a.,  b.sc,  27  Ava  Road, 
Toronto. 

Councillors  : 

Civil  Branch:  W.  E.  P.  Duncan,  b.sc,  m.e.i.c,  General 
Superintendent,  Toronto  Transportation  Commission,  To- 
ronto; J.  Clark  Keith,  b.a.sc,  m.e.i.c,  General  Manager, 
Windsor  Utilities  Commission,  Windsor;  J.  L.  Lang,  b.a.sc, 
m.e.i.c,  Lang  &  Ross,  Engineers  and  Contractors,  Sault 
Ste.  Marie. 

Chemical  Branch:  R.  M.  Coleman,  Smelter  Superin- 
tendent, International  Nickel  Co.,  Copper  Cliff;  R.  A. 
Elliott,  b.sc,  General  Manager,  Deloro  Smelting  and  Refin- 
ing Co.  Ltd.,  Deloro;  E.  T.  Sterne,  b.sc,  Manager,  G.  F. 
Sterne  &  Sons,  Brantford. 

Electrical  Branch:  H.  A.  Cooch,  b.a.sc,  m.e.i.c,  Vice- 
President,  Canadian  Westinghouse  Co.,  Hamilton;  J.  H. 
MacTavish,  m.b.e.,  m.c,  b.a.sc,  Secretary,  Toronto  Electric 
Commissioners,  Toronto;  Com.  C.  P.  Edwards,  m.e.i.c, 
o.b.e.,  Chief  of  Air  Services,  Dept.  of  Transport,  Ottawa. 

Mechanical  Branch:  C.  C.  Cariss,  m.e.i.c,  Chief-Engineer, 
Waterous  Ltd.,  Brantford;  L.  T.  Rutledge,  b.a.sc,  m.e., 
m.e.i.c,  Associate  Professor  of  Mechanical  Engineering, 
Queen's  University,  Kingston;  K.  R.  Rybka,  m.e.,  d.sc, 
m.e.i.c,  Associate  W.  J.  Armstrong,  Consulting  Engineer, 
Toronto. 

Mining  Branch:  J.  M.  Carter,  b.a.sc,  Mill  Superintend- 
ent, Omega  Gold  Mines  Ltd.,  Larder  Lake;  C.  H.  Hitchcock, 
e.m.,   b.s.,   Vice-President,   Smith   &   Travers   Co.    Ltd., 


THE  ENGINEERING  JOURNAL     January,  1941 


33 


Toronto;  D.  G.  Sinclair,  b.a.sc,  Assistant  Deputy  Minister 
of  the  Department  of  Mines,  Toronto. 

Stanley  R.  Frost,  m.e.i.c,  Sales  Director  of  the  North 
American  Cyanamid  Ltd.,  the  new  president  of  the  Associa- 
tion of  Professional  Engineers  of  the  Province  of  Ontario, 
will  assume  office  at  the  general  meeting  of  the  association, 
which  is  being  held  at  the  Royal  York  Hotel,  Toronto,  on 
January  18th,  1941. 

Mr.  Frost  has  taken  an  active  interest  in  the  affairs  of 
the  Association,  of  which  he  has  been  a  member  since  1923. 
He  served  as  representative  of  the  Mechanical  Branch  on 
Council  for  the  years  1935,  1936  and  1937,  during  which 
time  he  was  chairman  of  the  Publicity  Committee.  For  the 
past  year,  he  has  been  vice-president  and  chairman  of  the 
Finance  Committee. 

In  his  early  career  he  was  engaged  in  the  manufacture 
of  iron  and  steel,  Portland  cement  and  similar  industries  in 
Canada  and  United  States.  For  the  past  twenty  years,  he 
has  been  on  the  staff  of  the  North  American  Cyanamid 
Ltd.,  with  plants  in  Niagara  Falls  and  Ingersoll. 

Not  only  does  Mr.  Frost  typify  the  engineer  in  industry, 
but  he  is  an  example  of  the  engineer  active  in  public  service. 
While  resident  in  Niagara  Falls,  he  served  on  the  aldermanic 
board  of  that  city  for  several  years  and  was  an  active  mem- 
ber of  the  Town  Planning  Commission  and  the  Chamber 
of  Commerce.  He  was  appointed  to  the  Board  of  Water 
Commissioners  and  was  chairman  of  the  Board  during  the 
construction  of  the  Niagara  Falls  filtration  plant.  On  mov- 
ing to  Toronto  a  few  years  ago,  he  became  an  active  member 
of  the  Engineering  Branch  of  the  Toronto  Board  of  Trade 
and  is  now  branch  vice-chairman.  He  was  recently  appointed 
a  member  of  the  Zoning  Commission  of  the  City  of  Toronto 
and  when  the  Committee  for  the  Stimulation  of  Employ- 
ment was  formed  at  the  instance  of  Dr.  F.  J.  Conboy,  he 
was  appointed  to  the  Farm  Placement  Committee. 

Mr.  Frost  is  a  member  of  the  Canadian  Society  of  Tech- 
nical Agriculturists,  the  Engineering  Institute  of  Canada, 
and  other  engineering  societies. 

[ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  December  14th,  1940,  the  follow- 
ing elections  and  transfers  were  effected  : 

Members 
Blowey,   John    Frederick    Gill,  Bach.  Mech.  Engrg.    (Detroit  Inst,  of 

Tech.),  supervisor  of  trade  school,   Ford  Motor  Co.  of  Canada, 

Windsor,  Ont. 
Kelly,  Joseph  John,  b.a.sc  (E.E.),  (Univ.  of  Toronto),  mgr.,  Ham- 
ilton District  Office,  Lincoln  Electric  Co.  of  Canada,  Ltd.  Hamilton, 

Ont. 
Laughton,  James  Alexander,  b.sc.  (Civil),  (Univ.  of  Man.),  welding 

engr.,  shop  supt.,  Hamilton  Bridge  Co.  Ltd.,  Hamilton,  Ont. 
McGorman,   Donald,  b.a.sc.   (Mech.),   (Univ.   of   Toronto),   supt., 

Schultz  Die  Casting  Co.,  Wallaceburg,  Ont. 
Robinson,  Richard  Henry,  b.sc.  (Civil),  (Univ.  of  Man.),  sales  engr., 

Vulcan  Iron  Works  Ltd.,  Winnipeg,  Man. 
Simard,  Joseph  W.,  b.a.sc,  CE.,  (Ecole  Polytechnique,  Montreal), 

International  Water  Supply  Limited,  Montreal,  Que. 

Juniors 
Campbell,  Noel,  B.Eng.  (Mech.),  (McGill  Univ.),  engrg.  dept.,  Ford 

Motor  Co.  of  Canada,  Windsor,  Ont. 
Dugal,  Fernand,  B.Eng.  (Mech.),   (McGill  Univ.),  purchasing  dept., 

Canadian  Associated  Aircraft  Ltd.,  Montreal,  Que. 
Glance,   Earl   Irvine,   b.sc.    (Elec),    (Univ.    of    Man.),   elec.    engr., 

T.  Pringle  &  Son,  Montreal,  Que. 

Affiliate 
Spall,  Edward  Arthur  George,   m^r.,  Penn  Electric  Switch  Divn. 
Powerlite  Device  Ltd.,  Toronto,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 
Akerley,  William    Burpee,    Lieut.,   r.c.e.,    b.sc.    (Civil),    (Univ.    of 

N.B.),  Works  Officer,  Dept.  of  National  Defence,  Saint  John,  N.B. 
Climo,  Percy  Lloyd,  b.sc  (Queen's  Univ.),  mech.  engr.,  Gaspesia 

Sulphite  Co.  Ltd.,  Chandler,  Que. 
Lochhead,    Kenneth  Young,   B.Eng.    (McGill    Univ.),    bldg.    supt., 

Hudson's  Bay  Company,  Vancouver,  B.C. 
Minard,  Guy  McRae,  b.sc.  (Queen's  Univ.),  Pilot  Officer,  R.C.A.F., 

Aero-Engineering  School,  Montreal,  Que. 
Patriquen,  Frank  Andrew,  b.sc.  (Elec.  &  Civil),  (Univ.  of  N.B.), 

junior  engr.,  Dept.  of  Public  Works  Canada,  Fairville,  N.B. 


Stratton,  William  Donald  George,   b.sc.   (Civil),    (Univ.   of  N.B.). 

res.engr.,  Civil  Aviation  Br.,  Dept.  of  Transport,  Saint  John,  N.B. 
Wheatley,  Eric  Edmund,  b.sc.  (McGill  Univ.),  asst.  to  divn.  engr., 

Laurentide  Divn.,  Cons.  Paper  Corpn.  Ltd.,  Grand'Mere,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Member 

French,  Philip  Bemis,  B.Eng.  (McGill  Univ.),  sales  engr.,  Canadian 

SKF  Limited,  Montreal,  Que. 
Mayhew,    Earle    Chandler,   b.sc.    (Queen's    Univ.),    Deputv    Chief 

Inspector  of  Armaments  (G),  Department  of  National  Difence, 

Ottawa,  Ont. 
Plamondon,  Sarto,  b.a.sc,  c.e.   (Ecole   Polytechnique,    Montreal), 

asst.  sanitary  engr.,  Ministry  of  Health,  Amos,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Brannen,  Edwin  Ralph,  b.sc.  (Elec),  (Univ.  of  N.B.),  chief  inspr., 
Canadian  Johns-Manville  Co.  Ltd.,  Asbestos,  Que. 

Cartier,  Léonard,  b.a.sc,  ce.  (Ecole  Polytechnique,  Montreal), 
lab.  asst.,  hydraulic  laboratory,  Ecole  Polytechnique,  Montreal,  Que. 

Demcoe,  John  William,  b.sc.  (Civil),  (Univ.  of  Man.),  asst.  divnl. 
engr.,  C.N.R.,  Toronto,  Ont. 

Desjardins,  Roger,  b.a.sc,  ce.  (Ecole  Polytechnique,  Montreal), 
engr.,  Provincial  Public  Service  Board,  Quebec,  Que. 

Ford,  John  Franklin,  b.a.sc.  (Univ.  of  Toronto),  job  engr.,  Russel 
Constrn.  Co.,  Toronto,  Ont. 

Gershfield,  Max,  b.sc.  (Elec),  (Univ.  of  Man.),  asst.  supt.,  Radio 
Oil  Refineries,  Winnipeg,  Man. 

Gervais,  Aimé,  b.a.sc,  ce.  (Ecole  Polytechnique,  Montreal), 
technical  secretary,  Public  Service  Board,  Montreal,  Que. 

Hertel,  Alfred  Frederick,  b.sc.  (Civil),  (Queen's  Univ.),  junior  engr., 
Dept.  of  Public  Works  Canada,  London,  Ont. 

Hewitt,  Herbert  Eugene,  b.sc.  (Civil),  (Univ.  of  Alta.),  engr.,  Sud- 
bury Hydro-Electric  Commission,  Sudbury,  Ont. 

Hurtubise,  Jacques  Edouard,  b.a.sc,  c.e.  (Ecole  Polytechnique, 
Montreal),  i/c  testing  materials  lab.,  Ecole  Polytechnique,  Mont- 
real, Que. 

LeBel,  Raymond,  b.a.sc.,  ce.  (Ecole  Polytechnique,  Montreal), 
engr.,  J.  M.  Eug.  Guay  Inc.,  consltg.  engrs.,  Montreal,  Que. 

MacKay,  Norman  Allison,  B.Eng.  (Mech.),  (McGill  Univ.),  lubrica- 
tion engr.,  Dominion  Steel  &  Coal  Corporation,  Sydney,  N.S. 

Peters,  James  Horsfield,  b.sc.  (Chem.),  (Univ.  of  N.B.),  shift  super- 
visor, Defence  Industries  Limited,  Brownsburg,  Que. 

Pope,  Francis  Robert,  B.Eng.  (Mech.),  (McGill  Univ.),  asst.  supt., 
Western  Clock  Co.  Ltd.,  Peterborough,  Ont. 

Sanders,  George  Ostrom,  b.sc.  (Queen's  Univ.),  mtce.  engr.,  Howard 
Smith  Paper  Mills  Ltd.,  Cornwall,  Ont. 

Sawle,  Ross  Tregerthen,  b.sc.  (Queen's)  m.a.Sc.  (Univ.  of  Toronto), 
design  engr.,  English  Electric  Co.  of  Canada  Ltd.,  St.  Catharines, 
Ont. 

Whitehouse,  Ralph  John,  B.Eng.,  (McGill  Univ.),  machine  shop 
progress  clerk,  Cons.  Mining  &  Smelting  Co.  Ltd.,  Trail,  B.C. 

Students  Admitted 

Archambault,  Jean  (Ecole  Polytechnique),  289  de  l'Epée  St.,  Outre- 
mont, Que. 

Freeman,  Rex  Morton  (McGill  Univ.),  1535  St.  Mark  St.,  Montreal, 
Que. 

Freeman,  Paul  Ora  (McGill  Univ.),  131  Percival  Ave.,  Montreal 
West,  Que. 

Gauthier,  Raymond  Claude  (Univ.  of  Man.),  554}^  DesMeurons 
St.,  St.  Boniface,  Man. 

Galvas,  Edward  Henry  (Univ.  of  Sask.),  274  Colony  St.,  Winnipeg, 
Man. 

Guy,  Ross  Thomas  (Queen's  Univ.),  303  University  Ave.,  Kingston, 
Ont. 

Haun,  Glen  Robert,  B.sc.  (Civil),  (Univ.  of  Alta.),  2322  Carleton  St., 
Calgary,  Alta. 

Hodgson,  Ronald  H.  (McGill  Univ.),  1227  Sherbrooke  St.  West, 
Montreal,  Que. 

Kelly,  James  Oswald  (McGill  Univ.),  4109  Northcliffe  Ave.,  Montreal, 
Que. 

Kennedy,  Lowell  Keith  (McGill  Univ.),  3507  University  St.,  Mont- 
real, Que. 

Keyfitz,  Irving  Mortimer  (McGill  Univ.),  3454  Addington  Ave., 
Montreal,  Que. 

Koropatnick,  Peter,  (Univ.  of  Man.),  75  Edmonton  St.,  Winnipeg, 
Man. 

Lafond,  R.  Olier,  (Ecole  Polytechnique),  3646  St.  Denis  St.,  Mont- 
real, Que. 

Miller,  Zavie  (McGill  Univ.),  673  de  l'Epée  Ave.,  Outremont  Que. 

Morris,  Robert  McCoul,  B.Eng.  (Elec),  (N.S.  Tech.  Coll.),  548 
Prince  Arthur  St.  West,  Montreal.  Que. 

Morse,  Clifford  Eric  (McGill  Univ.),  3437  Harvard  Ave.,  Montreal, 
Que. 

Olafson,  Harold  Sigmar  (Univ.  of  Man.),  Riverton,  Man. 

Parker,  William  Alfred,  b.a.sc.  (Univ.  of  B.C.),  516  Charlotte  St., 
Peterborough,  Ont. 

Russell,  Gordon  Douglas  (McGill  Univ.),  2358  Grand  Blvd.,  Mont- 
real, Que. 

Sheinberg,  Sydney  (McGill  Univ.),  4362  Laval  Ave.,  Montreal,  Que. 

Smith,  Harold  Pennell  (Univ.  of  Toronto),  Newtonbrook,  Ont. 

Wilson,  John  Howard  (McGill  Univ.),  Hudson  Heights,  Que. 


34 


January,  1941     THE  ENGINEERING  JOURNAL 


Personals 


Past  President  E.  A.  Cleveland,  m.e.i.c,  has  seen  his 
term  of  office  extended  as  chief  commissioner  of  the  Greater 
Vancouver  Water  District  and  chairman  of  the  Vancouver 
and  District  Joint  Sewage  and  Drainage  Board,  although 
the  law  required  him  to  retire.  Commenting  on  the  special 
measure  passed  to  this  effect  by  the  British  Columbia  Legis- 
lature, the  Vancouver  Daily  Times  writes:  "The  eminent 
engineer  is  entitiled  to  retirement  ;  and  the  provincial  House 
decided  that  he  is  too  valuable  a  man  to  exchange  the 
exactions  of  his  highly-important  and  responsible  position 
for  the  serenity  and  satisfaction  one  associates  with  life 
on  a  comfortable  pension;  Dr.  Cleveland  will  carry  on. 
From  one  day  long  ago,  when  he  and  some  Danish  settlers 
almost  starved  to  death  on  Vancouver  Island,  and  on  down 
the  years,  his  life  has  been  strenuous.  To  add  anything 
to  the  act  of  the  Legislature  and  what  it  symbolizes  would 
be  to  gild  the  lily." 

A.  W.  Whitaker,  m.e.i.c,  was  recently  appointed  general 
manager  of  the  Aluminum  Company  of  Canada,  Limited. 
A  graduate  in  chemical  engineering  from  the  University  of 
Pennsylvania,  he  joined  the  company  in  July,  1913,  as  a 
research  engineer.  In  1926,  he  became  superintendent  of  the 
newly  built  carbon  plant  at  Arvida,  Que.,  and  in  1928  was 
made  superintendent  of  the  Arvida  ore  plant.  In  1930,  Mr. 
Whitaker  became  manager  of  the  Arvida  works,  which  post 
he  held  until  1939  when  he  was  appointed  chief  engineer 
of  the  company.  He  will  combine  his  new  duties  with  those 
of  chief  engineer. 

R.  J.  Durley,  m.e.i.c,  secretary  emeritus  of  the  Institute, 
has  been  elected  as  a  member  of  council  of  the  Institution 
of  Civil  Engineers  of  Great  Britain  and  is  chairman  of  the 
Canadian  Advisory  Committee  of  the  Institution. 

A.  J.  T.  Taylor,  m.e.i.c,  chairman  of  British  Pacific 
Securities  Limited,  and  formerly  president  and  chief  en- 
gineer of  the  First  Narrows  Bridge  Company,  Vancouver, 
is  now  with  the  British  Air  Commission  in  Washington, 
D.C.,  as  deputy  to  Mr.  Morris  Wilson,  president  of  the 
Royal  Bank  of  Canada,  Montreal,  who  represents  in  North 
America  Lord  Beaverbrook,  the  head  of  the  British  Ministry 
of  Aircraft  Production.  Mr.  Taylor  joined  Mr.  Wilson  last 
June  in  New  York,  and  has  lately  been  transferred  to 
Washington. 

Lieut.-Col.  J.  L.  Melville,  m.e.i.c,  is  in  command  of  the 
Corps  Troops  Engineer  Units,  designated  C.R.E.  Corps 
Troops,  with  the  Army  Corps  commanded  by  Lt.-Gen. 
A.  G.  L.  McNaughton  in  England.  Colonel  Melville  re- 
signed his  position  as  commissioner  on  the  War  Veterans 
Allowance  Board  in  the  Federal  Department  of  Pensions 


News  of  the  Personal  Actiyities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


and  National  Health  last  spring  to  command  the  1st 
Canadian  Pioneer  Battalion,  Royal  Canadian  Engineers, 
C.A.S.F. 

W.  G.  Mitchell,  m.e.i.c,  who  has  been  associated  during 
the  past  year  with  the  Department  of  Munitions  and  Supply 
in  Ottawa,  has  recently  returned  to  Montreal  to  assume 
an  executive  position  with  Allied  War  Supplies  Corporation 
in  the  same  connection.  Following  graduation  from  McGill 
University  (M.Sc,  1914),  Mr.  Mitchell  spent  some  years 
abroad,  engaged  on  various  technical  and  economic  investi- 
gations and,  on  his  return  to  Canada  in  1921  joined  the 
staff  of  Price  Brothers  &  Co.,  Limited,  as  assistant  to  the 
president.  Admitted  to  the  Institute  as  a  Member  in  1920, 
he  became  the  first  chairman  of  the  newly  established 
Saguenay  Branch  in  1923,  serving  in  that  capacity  for  two 
years.  Later  (1927-1931)  he  served  for  four  years  as  Institute 
vice-president  for  Zone  C.  Terminating  his  connection  with 
Price  Brothers  &  Co.,  Limited,  in  1932,  he  spent  some  three 
years  engaged  in  private  practice,  principally  in  the  southern 
United  States.  Returning  to  Canada  in  1935,  Mr.  Mitchell 
acted  for  some  two  years  as  technical  adviser  to  the  Can- 
adian Pulp  and  Paper  Association,  principally  in  relation 
to  the  re-organization  of  policy  of  the  Pulp  and  Paper 
Research  Institute  in  Montreal.  In  1937,  he  established 
headquarters  for  a  consulting  practice  in  Montreal  and  since 
early  in  the  present  year  has  been  engaged  in  connection 
with  the  national  defence  and  war  procurement  programme. 

W.  R.  Smith,  m.e.i.c,  who  for  the  past  sixteen  years  had 
been  assistant  county  engineer  of  Middlesex  County,  Ont., 
has  been  appointed  county  engineer  to  succeed  Charles 
Talbot,  m.e.i.c,  who  is  retiring  after  a  long  service  in  this 
capacity. 

A.  T.  Hurter,  m.e.i.c,  has  accepted  a  position  as  project 
engineer  with  Defence  Industries  Limited  in  Montreal. 
Lately  he  was  representative  at  Red  Rock,  Ont.,  of  the 
receiver  and  general  manager  of  Lake  Sulphite  Pulp  Com- 
pany Limited.  He  had  previously  been  engineer  in  charge 
of  construction  and  assistant  manager  of  the  company. 

W.  M.  Harvey,  m.e.i.c,  has  joined  the  staff  of  Rhokana 
Copper  Corporation  at  Nkana,  Northern  Rhodesia.  Mr. 
Harvey,  who  is  a  Queen's  graduate  in  mechanical  engineer- 
ing, had  been  for  the  past  eight  years  with  Noranda  Mines 
Limited  at  Noranda,  Que.  He  was  previously  connected 
with  the  Wabi  Iron  Works  Limited  of  New  Liskeard,  Ont. 


W.  G.  Mitchell,  M.E.I.C. 


A.  J.  T.  Taylor,  M.E.I.C. 


A.  W.  Whitaker,  M.E.I.C. 


THE  ENGINEERING  JOURNAL     January,  1941 


35 


T.  W.  Lazenby,  m.e.i.c,  is  now  employed  as  a  mechanical 
draftsman  with  the  Consolidated  Mining  and  Smelting 
Company  at  Trail,  B.C. 

M.  L.  Walker,  m.e.i.c.,  has  been  commissioned  with  the 
rank  of  flying  officer  in  the  engineering  branch  of  the 
R.C.A.F.  and  is  now  posted  at  Yarmouth,  N.S.,  as  technical 
officer.  He  was  previously  with  the  Imperial  Oil  Limited  at 
Sarnia,  Ont. 


R.  W.  Angus,  Hon. M.E.I.C.  (left),  receives  congratulations 
from  W.  H.  McBryde,  retiring  president  of  the  American 
Society  of  Mechanical  Engineers,  after  having  heen  presented 
with  an  honorary  membership  certificate  at  the  annual  meet- 
ing of  the  Society,  last  December,  in  New  York. 

A.  H.  Cole,  jr. e.i. c,  has  joined  the  staff  of  the  Canadian 
Car  &  Foundry  Company  Limited  at  Montreal.  Since  his 
graduation  from  McGill  University  in  1936  he  had  been 
with  the  D.  W.  Ogilvie  and  Company  Inc.,  in  Montreal. 

A.  W.  Howard,  s.e.i.c,  has  been  transferred  from  Calgary 
to  Montreal  and  is  now  employed  with  the  Montreal 
Engineering  Company  Limited.  Since  his  graduation  from 
the  University  of  Toronto  in  1935  he  had  been  with  the 
Calgary  Power  Company,  Calgary,  Alta. 

A.  J.  Ring,  s.e.i.c,  is  on  the  staff  of  Defence  Industries 
Limited  in  Montreal.  He  was  graduated  in  civil  engineering 
from  the  University  of  New  Brunswick  last  spring. 

G.  L.  Archambault,  s.e.i.c,  is  a  sales  and  maintenance 
engineer  with  the  Minneapolis-Honeywell  Regulator  Com- 
pany at  Montreal.  He  was  graduated  in  mechanical  en- 
gineering from  McGill  University  in  1939. 

A.  A.  Buchanan,  s.e.i.c,  is  now  a  pilot  officer  in  the 
R.C.A.F.  and  is  following  a  course  at  the  aeronautical  en- 
gineering school  in  Montreal.  He  is  a  graduate  in  mechanical 
engineering  from  the  class  of  1939  at  McGill  University. 

R.  Eastwood,  s.e.i.c,  is  with  the  Consolidated  Paper  Cor- 
poration at  Grand'Mere,  Que.  He  was  graduated  in  me- 
chanical engineering  from  McGill  in  1939. 

F.  Dugal,  Jr. e.i. c,  is  now  assistant  to  the  purchasing  agent 
with  Canadian  Associated  Aircraft  Limited  at  Montreal. 
Upon  his  graduation  in  mechanical  engineering  from  McGill 
University  in  1939  he  went  with  the  Department  of  National 
Defence  as  aircraft  inspector.  He  also  worked  for  a  few 
months  with  Defence  Industries  Limited  in  Montreal. 

D.  H.  Ferguson,  s.e.i.c,  is  located  at  Shawinigan  Falls, 
Que.,  with  the  Aluminum  Company  of  Canada  Limited. 
He  was  graduated  in  mechanical  engineering  from  McGill 
University  in  1939. 

R.  N.  Ferguson,  s.e.i.c,  is  on  the  staff  of  International 
Foils    Limited,    Cap-de-la-Madeleine,    Que.,    as    assistant 


engineer.  He  is  a  graduate  of  the  1939  class  in  mechanical 
engineering  from  McGill  University. 

R.  H.  Garrett,  s.e.i.c,  is  training  with  the  R.C.A.F.  at 

Regina,  Sask.  Upon  his  graduation  in  mechanical  engineer- 
ing from  McGill  University  in  1939  he  went  with  the 
Mackenzie  River  Transport  Company,  at  Edmonton,  Alta. 

R.  E.  Gohier,  s.e.i.c,  is  a  metallurgical  engineer  with  Sorel 
Industries  Limited  at  Sorel,  Que.  Upon  graduation  in 
mechanical  engineering  from  McGill  in  1939  he  went  with 
the  International  Foils  Limited,  at  Cap-de-la-Madeleine, 
Que.,  a  position  which  he  left  last. month  to  accept  his  new 
appointment. 

J.  Hall,  s.e.i.c,  a  graduate  in  chemical  engineering  from 
the  class  of  1939  at  McGill,  is  with  Shell  Oil  Company  of 
Canada  Limited  at  Montreal  East,  Que. 

J.  G.  Langley,  s.e.i.c,  is  with  Canadian  General  Electric 
Company  at  Peterborough,  Ont.  He  was  graduated  in 
electrical  engineering  from  McGill  University  in  1939. 

W.  H.  McGowan,  s.e.i.c,  an  electrical  engineering  gradu- 
ate from  the  class  of  1939,  McGill  University,  is  with  the 
Bell  Telephone  Company  of  Canada  Limited  in  Montreal. 

A.  Mendelsohn,  s.e.i.c,  who  was  graduated  in  mechanical 
engineering  from  McGill  in  1939  is  now  on  active  service 
and  is  located  at  Kingston,  Ont. 

S.  Nathanson,  s.e.i.c,  is  aircraft  examiner  with  the 
British  Air  Commission  at  Montreal.  He  was  graduated  in 
civil  engineering  from  McGill  University  in  1939. 

H.  C.  Oatway,  s.e.i.c,  who  was  graduated  in  mechanical 
engineering  from  McGill  University  in  1939  is  acting  as 
temporary  instructor  at  the  University. 

H.  F.  Staniforth,  s.e.i.c,  has  joined  the  Royal  Canadian 
Air  Force  as  a  pilot  officer  and  is,  at  present,  following  a 
course  in  aeronautical  engineering  at  Montreal.  He  was 
graduated  in  mechanical  engineering  from  McGill  in  1939. 

Eric  Tait,  s.e.i.c,  is  with  the  Shawinigan  Engineering 
Company  Limited  at  Montreal.  He  was  graduated  in  civil 
engineering  from  McGill  in  1939. 

W.  J.  Tanner,  s.e.i.c,  a  chemical  engineering  graduate 
from  the  class  of  1939  at  McGill,  is  now  with  the  Aluminum 
Company  of  Canada  Limited  at  Shawinigan  Falls,  Que. 
Upon  graduation  he  went  for  a  few  months  with  General 
Foods  Limited  at  Montreal. 

VISITORS  TO  HEADQUARTERS 

Alfredo^ Medina,  contractor,  from  Merida,  .Yucatan, 
Mexico,  on  November  26th. 

R.  L.  Dunsmore,  m.e.i.c,  superintendent,  Halifax  refinery, 
Imperial  Oil  Limited,  from  Dartmouth,  N.S.,  on  December 
3rd. 

Past  President  Dr.  Charles  Camsell,  C.M.G.,  m.e.i.c, 
Deputy  Minister,  Department  of  Mines  and  Resources, 
from  Ottawa,  Ont.,  on  December  6th. 

Major  W.  B.  Redman,  m.e.i.c,  assistant  engineer,  Cana- 
dian National  Railways,  from  Toronto,  Ont.,  on  December 
18th. 

Geoffrey  Stead,  m.e.i.c,  from  Saint  John,  N.B.,  on  De- 
cember 23rd. 

Arsène  Babin,  m.e.i.c,  resident  engineer  on  construction, 
Quebec  North  Shore  Paper  Company,  from  Baie  Comeau, 
Que.,  on  December  24th. 

L.  P.  Cousineau,  m.e.i.c,  assistant  resident  engineer, 
Quebec  Streams  Commission,  Rapid  No.  7,  Ottawa  River, 
from  Cadillac,  Que.,  on  December  24th. 

P.  W.  Greene,  m.e.i.c,  from  New  York  on  December  27th. 

Capt.  V.  R.  Davies,  m.e.i.c,  Royal  Military  College,  from 
Kingston,  Ont.,  on  December  28th. 


36 


January,  1941     THE  ENGINEERING  JOURNAL 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

John  Kershaw  Ashworth,  M.E.l.c,  died  suddenly  in  the 
hospital  at  Montreal  on  December  16th,  1940.  He  was  born 
in  Hebdon  Bridge,  Yorkshire,  England,  on  October  18th, 
1885.  He  was  educated  at  Halifax  (England)  Technical  Col- 
lege and  Manchester  University.  He  came  to  Canada  in 
1911  for  the  firm  of  Hans  Renold  Limited  of  Manchester, 
England.  Later  he  was  engaged  with  the  Coventry  Chain 
Company  Limited.  From  1914  to  1916  he  was  in  active 
service  overseas,  and  upon  returning  from  France  in  1916 
he  became  engaged  in  shell  production  with  the  Steel  Com- 
pany of  Canada  at  Montreal.  From  1920  to  1925  he  was 
designing  and  sales  engineer  with  Jones  &  Glassco  Registered 
for  the  Coventry  Chain  Company  Limited  of  Coventry, 
England.  In  1927  he  became  manager  of  the  Coventry 
Company  Registered  at  Montreal.  In  1933  he  was  appointed 
manager  of  R.  &  M.  Bearings  Canada  Limited  in  Montreal. 
Until  last  April  he  was  vice-president  of  the  Company. 

Mr.  Ashworth  joined  the  Institute  as  an  Associate  Mem- 
ber in  1925. 

William  Bell  Cartmel,  m.e.i.c,  died  at  Montreal,  on 
December  5th,  1940,  after  a  long  illness.  He  was  born  at 
Liverpool,  England,  on  January  4th,  1872.  He  received  his 
Bachelor  of  Science  degree  from  the  Case  School  of  Applied 
Science  of  Cleveland,  Ohio,  in  1900,  and  two  years  later  he 
obtained  the  degree  of  Master  of  Arts  from  the  University 
of  Nebraska.  During  the  years  1902  and  1903  he  was  labora- 
tory assistant  in  the  Bureau  of  Standards  at  Washington. 
From  1903  to  1905  he  was  instructor  in  physics  at  Cincinnati 
University,  and  in  1906  to  1907  he  was  a  Whiting  Fellow- 
ship student  in  physics  at  Harvard  University.  From  1907 
to  1911  Mr.  Cartmel  was  professor  of  physics  and  electrical 
engineering  at  the  University  of  New  Brunswick.  In  1911 
he  joined  the  Northern  Electric  Company  at  Montreal, 
and  in  1915  he  became  in  charge  of  the  transmission  division. 
In  1933  he  was  president  of  the  W.  B.  Cartmel  and  Son 
Limited,  electrical  engineers  and  contractors  of  Montreal. 
For  the  past  three  years  he  had  been  a  research  associate 
at  the  University  of  Montreal. 

Mr.   Cartmel   joined    the    Institute    as    a   Member  in 
1922. 

Valentine  Irving  Smart,  m.e.i.c,  died  suddenly  at  his 
home  in  Ottawa  on  December  2nd,  1940.  He  was  born  at 
Brockville,  Ont.,  on  February  14th,  1875,  and  he  was  edu- 
cated at  Upper  Canada  College  and  Queen's  University, 
Kingston,  where  he  was  graduated  in  1887  as  a  Bachelor 
of  Arts.  He  joined  the  Federal  Government  service  in  1897 
as  a  surveyor.  From  1902  to  1907  he  served  as  assistant 
manager,  signal  engineer  and  engineer  of  maintenance  of 
way  with  the  Chicago  and  Eastern  Illinois  Railway  of 
Chicago.  From  1907  until  1914  Colonel  Smart  was  professor 
of  railway  engineering  at  McGill  University.  Later  he  be- 
came engaged  with  the  General  Railway  Signal  Company 
of  Canada  Limited  of  Montreal  of  which  he  was  vice- 
president  and  general  manager.  For  some  time  he  also  was 
a  partner  in  the  firm  of  Smart  and  Burnett,  consulting 
engineers  of  Montreal.  He  was  consulting  engineer  with  the 
Department  of  Railways  and  Canals  in  connection  with  the 
Grand  Trunk  Railway  arbitration  from  1920  to  1923.  He 
joined  the  Canadian  National  Railways  in  1923  as  a  special 
engineer  and  in  1928  he  became  general  superintendent  of 
transportation  for  the  western  region.  In  1930  he  was 
appointed  Deputy  Minister  of  the  Department  of  Railways 
and  Canals  at  Ottawa.  In  July,  1940,  when  the  Hon.  C.  D. 
Howe  became  Minister  of  Munitions  and  Supply  with  con- 
trol also  over  civil  aviation,  Col.  Smart  held  the  unique 
position  of  being  deputy  to  two  ministers.  He  continued 
his  work  with  the  Transport  Department  under  the  Hon. 


P.  J.  A.  Cardin  and  also  was  retained  by  Mr.  Howe, 
former  Transport  Minister,  in  the  air  branch  of  his 
department. 

Part  of  Col.  Smart's  work  with  the  air  services  was  under- 
taking construction  of  100  aerodromes  in  Canada  for  the 
British  Commonwealth  Air  Training  Plan.  Earlier  he  had 
been  responsible  to  a  large  extent  for  detailed  preliminary 
work  with  Trans-Canada  Air  Lines,  planning  flying  fields, 
radio  facilities,  and  similar  work. 


V.  I.  Smart,  M.E.I.C. 

Col.  Smart  was  a  member  of  the  defence  co-ordination 
committee  and  served  as  chairman  of  a  sub-committee  on 
reserved  occupations  which  dealt  with  decisions  on  keeping 
men  valuable  in  civilian  occupations  out  of  the  armed 
forces. 

During  the  Royal  visit  in  1939  he  was  chairman  of  a 
committee  in  charge  of  transportation  arrangements  for 
Their  Majesties  and  the  Royal  party. 

Col.  Smart  joined  the  Institute  as  a  Member  in  1917. 

COMING  MEETINGS 

Association  of  Professional  Engineers  of  the  Pro- 
vince of  Ontario — Annual  general  meeting,  Royal  York 
Hotel,  Toronto,  January  18th.  Secretary,  Walter  McKay, 
350  Bay  St.,  Toronto,  Ont. 

The  Dominion  Council  of  Professional  Engineers — 

Annual  Meeting,  Royal  York  Hotel,  Toronto,  January  20th 
and  21st. 

Canadian  Electrical  Association — Mid-Winter  Con- 
ference, Windsor  Hotel,  Montreal,  January  20th  and  21st. 

American  Road  Builders'  Association — Annual  Con- 
vention at  the  Pennsylvania  Hotel,  New  York  City,  Janu- 
ary 27th  to  30th.  Director  Charles  Upham,  International 
Building,  Washington,  D.C. 

American  Institute  of  Electrical  Engineers — Winter 
Convention.  Philadelphia,  January  27th  to  31st. 

The  Engineering  Institute  of  Canada — Fifty-fifth 
Annual  General  and  Professional  Meeting  to  be  held  at 
Hamilton,  Ont.,  on  February  6th  and  7th. 

American  Institute  of  Mechanical  Engineers — An- 
nual Meeting,  New  York,  Engineering  Societies  Building 
and  Commodore  Hotel,  February  17th  to  20th. 

Ontario  Good  Roads  Association — Annual  Conven- 
tion, Royal  York  Hotel,  Toronto,  February  26th  to  27th. 
Secretary,  T.  J.  Mahony,  Court  House,  Hamilton,  Ont. 

Canadian    Institute   of  Mining   and   Metallurgy — 

Annual  Meeting,  Montreal,  March  10th  to  12th. 


THE  ENGINEERING  JOURNAL     January,  1941 


37 


FLASHES  OF  THE  PRESIDENT'S  WESTERN  TRIP 


AT  LAKEHEAD— 1.  Three  veterans,  Messrs. 
Duncan,  Armstrong  and  Antonisen. 

2.  Councillor  Doncaster,  Elizabeth  MacGill, 
and  Chairman  O'Leary. 

AT  WINNIPEG— 3.  The  executive  enter- 
tains, left  to  right,  Mr.  Attwood,  the 
President,  Chairman  Briggs  and  Past- 
Chairman  Hurst. 

4.  Past-President  Lefebvre  speaks,  with 
John  Porter  on  his  right  and  the  President 
to  his  left. 


AT  CALGARY— 5.  President  Hogg  signs 
the  co-operative  agreement  with  Chair- 
man Sauder  on  his  left  and  B.  L.  Thome 
on   his  right. 

6.  President  McLean  signs  for  the  Asso- 
ciation, with  Chairman  Sauder  looking  on. 

7.  D.  A.  R.  McCannel,  President  of  the 
Dominion    Council. 

8.  Past-President  S.  G.  Porter  tells  the 
history  of  the  profession  in  the  province. 
In  the  background  is  H.  R.  Webb,  Registrar 
of  the  Association. 

9.  President  Howard  McLean  of  Calgary. 

10.  P.  Turner  Bone. 


38 


January,  1941     THE  ENGINEERING  JOURNAL 


AT  VANCOUVER— 11.  The  head 
table  with  Messrs.  Cleveland, 
Hogg,  Finlay  son,  Lefebvre,  Vance 
and  Walkem. 

12.  You  can  recognize  Wm. 
Smaill,  H.  C.  Fitz-James,  Perce 
Buchan. 

13.  Kirk  McLeod  brings  greet- 
ings from  Montreal. 

14.  Dean  Finlayson  is  chairman 
of  the  branch. 

15.  Past-President  E.  A.  Cleve- 
land. 


AT  VICTORIA— 16.  Chairman 
of  the  branch  E.  W.  Izard,  with 
W.  A.  Carrothers  on  his  right. 

17.  Secretary  Kenneth  Reid  re- 
ports. 

18.  Past-President  Lefebvre 
calls  on  C.  A.  Magrath,  Hon. 
M.E.I.C. 

19.  James  Vance  brings  greet- 
ings from  the  London  branch. 


THE  ENGINEERING  JOURNAL     January,  1941 


39 


News  of  the  Branches 


BORDER  CITIES  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


H.  L.  Johnston,  m.e.i.c. 
A.  H.  Pask,  Jr.  E.I.C. 


Secretary-T  reasurer 
Branch  News  Editor 


On  November  15th,  1940,  the  monthly  meeting  of  the 
Border  Cities  Branch  was  held  in  the  Prince  Edward  Hotel 
beginning  at  6.30  p.m.  with  a  dinner.  Following  a  short 
business  meeting,  Mr.  T.  H.  Jenkins  introduced  the  speaker 
of  the  evening,  Mr.  M.  W.  Pétrie  of  the  Production  Re- 
search Department  of  Chrysler  Corporation.  The  subject 
of  the  address  was  Superfinish  and  Fluid  Drive. 

Superfinish  originated  in  the  attempts  to  improve  the  life 
of  bearing  races  by  removing  the  grinding  fuzz  with  lapping. 
This  was  very  effective  and  a  machine  was  devised  to  do 
this  work.  The  value  for  other  machine  parts  was  seen  and 
machines  were  devised  for  them. 

The  speaker  enumerated  the  different  methods  of  finishing 
from  turning  to  honing  and  burnishing  and  gave  the  disad- 
vantages of  each.  Turning  has  the  highest  speed  and  the 
greatest  actual  pressure  at  the  working  point,  which  may 
be  equal  to  hundreds  of  tons  per  square  inch.  The  pressure 
creates  high  temperatures  which  are  sufficient  to  change  the 
character  of  the  surface  metal.  The  temperature  and  pres- 
sures are  true  to  lessening  degrees  for  other  finishing 
methods  as  grinding,  honing  and  burnishing.  These  opera- 
tions create  an  amorphous  non-crystalline  layer  of  metal 
about  one  one-thousandth  deep  which  is  best  removed  by 
lapping. 

Superfinishing  is  a  lapping  operation  done  with  very  low 
unit  pressures  and  speeds,  using  combined  and  super- 
imposed short  reciprocating  motions.  By  using  three  or 
more  motions  combined  it  is  possible  to  produce  a  geomet- 
rically perfect  surface.  In  practice  five  motions  are  used. 

The  metal  peaks  left  by  the  sizing  operation,  which  may 
have  been  turning,  are  removed  by  superfinishing  in  a  few 
seconds.  As  the  actual  unit  pressure  is  initially  low  it  be- 
comes very  low  when  the  peaks  are  worn  down  flat.  The 
lubricant  used  has  a  definite  viscosity  so  that  when  a  certain 
abrasive  area  is  reached  the  pressure  is  supported  by  the 
lubricant  and  effective  work  stops.  Usually  only  .0001  or 
.0002  inches  of  metal  are  removed  for  this. 

The  superfinish  process,  by  removing  peaks  of  metal 
leaves  a  surface  much  more  easily  lubricated  as  the  film  is 
not  broken  by  these  points,  and  metal  to  metal  contact  is 
avoided.  Bearings  finished  in  this  way  may  therefore  be 
initially  used  with  a  closer  fit  and  will  operate  longer  as 
lubrication  is  maintained  better. 

The  speaker  also  described  fluid  drives  as  applied  to  the 
modern  automobile  and  gave  its  advantages  in  this  service. 

Following  an  interesting  question  period,  a  vote  of  thanks 
was  moved  by  Mr.  J.  E.  Daubney.  The  meeting  then 
adjourned  on  the  motion  of  Mr.  C.  F.  Davison. 

CALGARY  BRANCH 


P.  F.  Peele,  m.e.i.c. 
F.  A.  Brownie,  m.e.i.c. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


The  November  6  meeting  of  the  Calgary  Branch  was 
featured  by  an  address  by  Mr.  R.  E.  Allen  newly  appointed 
chairman  of  the  Alberta  Petroleum  and  Natural  Gas  Con- 
servation Board  who  spoke  on  the  general  subject  of 
Conservation . 

Conservation  was  defined  as  the  "application  of  measures 
designed  to  produce  the  greatest  oil  recovery  in  the  most 
economical  way." 

Mr.  Allen  then  proceeded  to  discuss  the  various  aspects  of 
conservation.  One  of  the  most  important  of  these  is  of  course 
reservoir  pressure.  Below  a  certain  critical  pressure  in  any 
field  the  gas  tends  to  come  out  of  solution  in  the  oil  leaving 


the  oil  more  viscous  and  less  capable  of  flowing  readily 
through  the  sand  to  the  well.  The  maintenance  of  pressures 
above  this  critical  point  is  of  course  of  paramount  import- 
ance. That  this  is  the  case  is  indicated  by  the  great  interest 
and  activity  in  the  United  States  in  repressuring  projects 
which  return  the  gas  to  the  producing  horizon  after  it  has 
produced  its  oil. 

Reference  was  made  to  the  varying  degrees  of  government 
control  exercised  by  different  states.  In  Turner  Valley 
to-day,  for  instance,  only  one  well  is  permitted  to  each  40 
acres  of  land.  In  the  past,  in  certain  states,  as  many  as  three 
wells  have  been  drilled  under  one  derrick  resulting  in  a 
productive  life  of  only  a  few  weeks. 

In  recent  years,  the  acidizing  of  wells  to  increase  pro- 
duction has  become  an  important  factor  displacing  the  more 
spectacular  but  less  efficient  method  of  "shooting"  wells 
with  nitro-glycerine. 

Mr.  Allen  stressed  the  necessity  of  extending  the  produc- 
tive area  of  Turner  Valley  by  new  wells  and  of  developing 
new  fields  by  "wildcatting"  if  the  present  production  rate 
is  to  be  maintained.  Future  possibilities  were  discussed 
briefly  if  oil  production  in  Alberta  can  be  increased  by  the 
discovery  of  new  reserves. 

The  lengthy  discussion  which  followed  indicated  the  great 
interest  which  Mr.  Allen's  subject  held  for  Branch  members. 

The  meeting  of  November  21st  was  unusual  in  that  it 
presented  four  speakers,  three  of  whom  were  Branch 
affiliates. 

Mr.  A.  Baxter  discussed  the  Design  of  the  Coal  Hand- 
ling Plant  at  Murray  Collieries  in  East  Coulee.  By 

means  of  pictures  and  a  flow  sheet  the  course  of  the  coal  was 
followed  from  mine  head  to  car. 

Mr.  L.  R.  Brereton  dealt  with  Some  Considerations  in 
the  Design  of  Steel  Castings.  This  paper  indicated  the 
benefits  to  be  gained  by  having  steel  casting  designs  checked 
by  an  experienced  foundryman  from  the  point  of  view  of 
such  factors  as  ease  of  casting,  effects  of  shrinkage,  and 
composition  of  various  elements  of  the  casting. 

A  rather  unusual  topic  was  presented  by  Mr.  C.  Lattman 
in  his  paper  on  Standardization  of  Paper  Sizes  in  Swit- 
zerland. Under  the  scheme  adopted  all  sheets  of  paper  are 
standard  sizes  which,  no  matter  how  large,  can  be  reduced 
by  folding  to  the  size  and  shape  of  the  smallest  standard 
sheet.  The  advantages  of  this  system  in  filing  and  cutting 
of  larger  sheets  is  obvious. 

The  fourth  paper  by  the  Rev.  R.  J.  Donavan,  a  Branch 
Affiliate,  discussed  the  importance  of  economics  to  the 
engineer. 

The  evening  of  December  5th  was  designated  as  annual 
Ladies'  night  by  the  Calgary  Branch.  Since  members'  wives 
were  present  the  programme  consisted  of  a  showing  of 
natural  colour  slides  under  the  title  Colour  in  the  West  by 
Mr.  S.  R.  Vallance,  who  also  carried  on  a  running  com- 
mentary on  the  slides. 

The  first  group  showed  a  number  of  very  beautiful  views 
in  and  near  Victoria,  B.C.  These  were  followed  by  a  series 
made  around  Banff  and  Lake  Minnewanka.  Besides  showing 
some  striking  new  views  of  the  magnificent  mountain 
scenery  they  illustrated  a  number  of  interesting  expeditions 
by  Mr.  Vallance  which  he  described. 

This  programme  was  followed  by  the  serving  of  refresh- 
ments. The  meeting  was  held  in  the  Palliser  Hotel  and 
Branch  Chairman  James  McMillan  presided. 


40 


January,  1941     THE  ENGINEERING  JOURNAL 


EDMONTON  BRANCH 


B.  W.  PlTFIELD,  M.E.I.C. 
J.  F.  McDotJGALL,  M.E.I.C. 


Secretary-Treasurer 

Branch  News  Editor 


The  November  dinner  meeting  of  the  Edmonton  Branch 
was  held  in  the  Macdonald  Hotel  on  November  26th. 
Thirty-six  members  were  present  for  dinner.  After  dinner, 
thirteen  additional  members  joined  the  meeting  to  hear 
the  speakers  of  the  evening. 

After  a  short  business  session,  Chairman  E.  Nelson  intro- 
duced the  speakers,  Professor  W.  E.  Cornish  of  the  Depart- 
ment of  Electrical  Engineering  and  Professor  R.  M.  Hardy 
of  the  Department  of  Civil  Engineering  of  the  University 
of  Alberta. 

Mr.  Cornish  had  spent  the  past  summer  in  eastern  Canada 
and  he  described  the  construction  of  a  large  industrial  plant 
on  which  he  was  working  during  his  stay  in  the  East.  His 
paper  was  illustrated  by  a  number  of  slides  and  he  gave  a 
very  clear  description  of  the  plant. 

Mr.  Hardy  had  recently  returned  to  Edmonton  after  a 
year's  sabbatical  leave  from  his  duties  at  the  University. 
He  spent  this  sabbatical  year  at  Harvard  University  doing 
post  graduate  work  in  soil  mechanics.  He  described  this 
work  in  a  paper  entitled,  Soil  Mechanics  and  Founda- 
tion Engineering. 

In  this  paper  he  referred  to  the  fundamental  principles 
of  soil  mechanics,  briefly  outlined  the  nature  of  these  prin- 
ciples and  showed  how  they  could  be  used  in  design  of 
foundations.  His  topic  was  new  to  a  number  of  the  members 
and  a  very  interesting  discussion  followed  his  paper. 

A  vote  of  thanks  to  both  speakers  was  moved  by  Dean 
R.  S.  L.  Wilson. 

HAMILTON  BRANCH 


A.  R.  Hannaford,  M.E.I.C. 
W.  E.  Brown,  Jr. e. i.e. 


Secretary-Treasurer 
Branch  News  Editor 


On  December  16th,  in  the  lecture  theatre  at  McMaster 
University  the  branch  held  Student  and  Junior  members' 
night.  The  papers  presented  were  in  competition  for  the 
branch  prize  and  also  became  eligible  for  the  John  Galbraith 
prize. 

After  opening  the  meeting  the  chairman,  Alex  Love, 
turned  the  meeting  over  to  W.  E.  Brown. 

L.  C.  Sentance,  of  the  Canadian  Westinghouse  Company, 
Hamilton,  spoke  on  Working  Stresses  in  Machine 
Members. 

M.  D.  Stewart  of  the  Babcock-Wilcox  and  Goldie- 
McCullough  Company,  Gait,  spoke  on  The  Effect  of  Wet 
Coal  on  Pulverisers  and  Boiler  Performance. 

Mr.  Sentance  gave  a  review  of  some  of  the  factors  that 
influence  the  behaviour  of  materials  used  in  machine  mem- 
bers and  which  consequently  affect  the  selection  of  suitable 
stress  limits.  The  paper  was  illustrated  with  slides  dealing 
with  various  theories  of  failures. 

Mr.  Stewart  dealt  with  the  many  factors  which  combine 
to  result  in  what  we  call  boiler  performance.  He  considered 
the  matter  from  the  storage  bins  up  to  the  state  of  com- 
bustion. However,  he  stated  plainly  that  he  was  mainly 
dealing  with  the  matter  from  the  point  where  pulverisation 
takes  place. 

Moisture,  he  said,  caused  a  heat  loss  in  the  boiler  and 
an  increase  in  moisture  would  add  to  the  fuel  cost.  The  paper 
was  of  a  distinctly  technical  nature  and  therefore  many 
points  were  exemplified  by  a  number  of  slides  showing 
various  diagrams. 

Professor  C.  R.  Young  of  the  University  of  Toronto,  one 
of  the  three  judges  appointed  by  the  branch,  concluded  the 
meeting  with  an  address  entitled,  The  Engineer  and  the 
Technologist. 

In  his  opening  remarks,  the  speaker  congratulated  the 
branch  on  having  as  members  such  able  young  engineers 
as  the  competing  speakers  had  proved  themselves  to  be. 
He  added  that  the  replies  to  the  lively  discussion  showed 
that  both  Mr.  Sentance  and  Mr.  Stewart  were  masters  of 
their  respective  subjects. 


Professor  Young  said  that  the  work  of  the  engineer  had 
a  direct  effect  on  the  lives  and  fortunes  of  the  people,  and 
he  differed  from  the  technician  because,  to  be  of  real  use 
to  the  world  at  large,  the  engineer  must  consider  the  human 
side  of  his  works  and  not  only  the  efficiency  of  his  labours 
but  the  beneficial  results  to  those  under  him  and  to  man- 
kind in  general.  He  stated  that  the  bishop  of  Ripon  had 
once  suggested  the  engineers  and  scientists  "lay  off"  for  a 
period  of  ten  years  so  that  the  peoples  of  the  earth  might 
regain  their  equilibrium. 

The  engineer  having  created  comfort,  pleasure  and 
methods  of  destruction  had  kindled  a  flame  that  he  should 
beware  did  not  consume  us  all. 

Alex  Love  moved  a  vote  of  thanks  to  the  speakers  and 
particularly  to  Professor  Young  for  his  most  interesting 
address.  The  49  members  and  visitors  enjoyed  coffee  and 
light  refreshments  after  the  meeting. 

LAKEHEAD  BRANCH  NEWS 


H.  M.  Olsson,  M.E.I.C. 
W.  C.  BYERS,  Jr.  E.I.C. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


The  Lakehead  Branch  held  a  dinner  meeting  at  the 
Shuniah  Club,  Nov.  21st,  commencing  at  6.30  p.m., and  30 
members  were  present. 

Mr.  H.  G.  O'Leary  presided  at  the  meeting  and  wel- 
comed Mr.  David  Boyd  of  Montreal  and  Mr.  E.  J.  Soulsby 
and  Mr.  S.  T.  McCavour. 

The  Chairman  then  introduced  the  speaker  of  the  evening 
Mr.  J.  M.  Fleming,  president  of  C.  D.  Howe  Company 
Limited,  consulting  engineers,  of  Port  Arthur.  His  subject 
was  The  Grain  Storage  Situation  in  Canada. 

The  speaker  said  that  at  the  present  time  there  is  850 
million  bushels  of  grain  in  sight  this  crop  year  in  Canada, 
and  due  to  consumption  and  export  300  million  bushels  will 
be  removed,  leaving  in  July,  1941,  550  million  bushels  to 
be  stored.  The  total  storage  capacity  in  Canada  is  500 
million  bushels  including  the  temporary  storage  on  farms. 
Of  the  regular  storage  capacity  of  425  million  bushels  there 
are  5,700  country  elevators  with  190  million  bushels  capa- 
city and  160  terminal  and  mill  elevators,  totalling  235  mil- 
lion bushels.  The  Lakehead,  with  95  million,  has  40  per 
cent  of  terminal  storage  capacity  of  Canada.  There  are  now 
about  3,000  of  the  timber  storage  units — commonly  called 
"Balloon  Annexes" — built  adjacent  to  country  elevators, 
with  a  total  capacity  of  75  million  bushels.  The  limit  of  this 
storage,  however,  is  about  110  million  bushels,  being 
limited  by  spouting  distance  from  the  country  elevator. 

The  storage  of  grain  in  box  cars  is  not  practicable  be- 
cause of  the  requirements  by  the  railways  for  transporting 
other  materials  essential  to  the  war  effort.  Very  little  grain 
can  be  stored  in  grain  boats  because  of  the  anticipated  busy 
season  and  the  inability  of  the  grain  companies  to  guar- 
antee removal  of  the  grain  at  the  opening  of  navigation. 

The  most  logical  location  for  the  storage  of  large  quan- 
tities of  grain  appears  to  be  at  the  Lakehead,  where  ter- 
minal facilities  can  be  used  for  unloading,  drying  and  clean- 
ing, and  then  the  top  grades  could  be  placed  in  temporary 
timber  structures.  The  wheat,  if  in  a  dry  condition,  can 
then  be  stored  for  several  years, if  necessary,  without  im- 
pairing the  milling  or  food  qualities.  The  other  requirements 
for  a  development  of  this  nature,  such  as  railway  and  water 
facilities,  vacant  and  suitably  located  property,  and  cheap 
power,  are  all  available. 

The  speaker  stressed  the  economic  aspect  of  the  problem 
which  would  govern  the  feasibility  of  a  development  of  this 
nature.  There  are  four  types  of  storage  that  could  be  built, 
namely:  the  standard  concrete  elevator,  annexes  with  large 
concrete  bins,  rows  of  concrete  bins  enclosing  a  large  space 
with  roof  and  concrete  slab,  and  the  temporary  timber  bins 
of  reinforced  warehouse  type  equipped  with  belts  and 
elevator  legs. 

The  timber  structures  were  considered  to  be  the  best 
suited  for  storage  of  large  quantities  of  grain  over  a  short 


THE  ENGINEERING  JOURNAL     January,  1941 


41 


period  of  time,  when  the  structures  must  be  removed  when 
emptied  in  about  two  or  three  years.  Some  guarantee  per- 
haps should  be  given  by  the  Wheat  Board,  of  use  of  tem- 
porary storage  space  for  a  time  sufficient  to  retire  the  cost 
of  construction. 

Mr.  Fleming  thought  that  some  measure  of  acreage  con- 
trol could  be  effected.  One  measure  might  be  to  take  the 
marginal  land  out  of  wheat  production  and  use  it  for  other 
crops,  thus  removing  at  least  two  million  acres  out  of  the 
wheat  category. 

A  large  quantity  of  wheat  in  storage  is  of  great  value  to 
the  Empire's  war  effort,  he  said.  The  crops  of  the  last  two 
years  were  abnormal;  two  years  of  poor  crops  would  reduce 
the  carryover  in  Canada  to  normal,  and  there  was  sure  to 
be  a  demand  for  wheat  in  Europe  after  the  war. 

Mr.  O'Leary  thanked  the  speaker  and  opened  the  discus- 
sion in  which  several  members  took  part.  The  points 
brought  up  added  to  the  interest  in  the  address. 

A  dinner  meeting  of  the  Lakehead  Branch  was  held  at 
the  Kakobeka  Inn  on  Oct.  16th,  commencing  at  6.30  p.m. 
There  were  22  members  and  guests  present. 

Mr.  N.  G.  O'Leary,  the  chairman,  presided  at  the  meeting 
and  introduced  the  speaker  of  the  evening,  Mr.  E.  J.  Davies, 
principal  of  the  Port  Arthur  Technical  School. 

Mr.  Davies  spoke  on  The  Training  of  Young  Men  for 
Industries.  He  described  the  method  of  instruction  and 
how  some  students  became  readily  adapted  to  their  work 
while  others  were  much  slower  in  adapting  themselves. 
More  time  is  now  being  spent  on  some  of  the  academic 
subjects  than  was  formerly  required  in  the  vocational 
training.  Night  classes  have  been  given  in  welding  with 
remarkable  success  in  placing  the  welders  in  local  industries. 

Mr.  P.  E.  Doncaster  extended  a  vote  of  thanks  to  the 
speaker. 

The  address  was  followed  by  a  period  of  discussion  in 
which  nearly  all  of  the  members  took  part. 

Mr.  Bird,  chief  engineer  of  Kaministiqui  Power  Company, 
invited  the  members  and  guests  to  visit  the  hydro  plant 
of  Kakabeka  before  returning  to  the  city.  Most  of  the 
members  visited  the  plant  which  is  a  35,000  hp.  plant  oper- 
ating under  190  ft.  head. 

LONDON  BRANCH 


D.  S.  SCRYMGEOUR,  M.E.I.C. 

John  R.  Rostron,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  regular  meeting  was  held  in  the  Public  Utilities 
Board  Room  at  8  p.m.  on  Wednesday,  November  20th, 
1940.  The  speaker  of  the  evening  was  V.  A.  McKillop, 
chief  engineer  of  the  London  Public  Utilities  Commission. 

The  speaker  chose  as  his  subject,  The  Distribution  of 
Electrical  Power  in  the  City  of  London.  By  means  of 
graphical  charts  he  followed  the  distribution  of  power  from 
its  source  to  the  consumers  in  the  several  sections  of  the 
city,  indicating  the  improvements  which  had  been  installed, 
the  service  which  was  being  given,  and  the  advance  in 
electrical  distribution  in  recent  years. 

Following  the  address,  many  of  those  present  took  part 
in  the  discussion,  indicating  that  the  subject  was  of  interest 
to  engineers  generally. 

The  chairman  announced  that  the  secretary-treasurer, 
D.  S.  Scrymgeour,  who  has  occupied  that  position  for  the 
last  five  years,  had  severed  his  connections  with  the  London 
Structural  Steel  Company  Limited,  and  was  joining  the 
staff  of  the  Standard  Steel  Company  Limited  of  W'eiland, 
Ontario,  on  the  1st  of  December. 

In  recognition  of  the  valuable  services  of  Mr.  Scrymgeour 
to  the  branch,  Mr.  W.  C.  Miller  presented  Mr.  and  Mrs. 
Scrymgeour  with  a  floor  lamp,  to  which  Mr.  Scrymgeour 
suitably  replied,  indicating  the  pleasure  that  it  had  been 
to  work  for  the  London  Branch,  and  that  he  appreciated 
the  many  associations  he  had  been  able  to  make.  He  said 
that  he  would  always  remember  his  friends  in  London,  and 
hoped  that  they  would  not  forget  him. 


Following  the  resignation  of  Mr.  Scrymgeour,  Harry  G. 
Stead  was  elected  secretary-treasurer  for  the  balance  of 
the  present  year. 

Eighteen  members  and  guests  were  present. 

OTTAWA  BRANCH 

R.  K.  Odell,  m.e.i.c.        -      -     Secretary-Treasurer 

Development  of  Dual  Lane  Highways 

The  Development  of  Dual  Lane  Highways  in  Ontario 

was  the  topic  for  discussion  at  the  noon  luncheon  of  the 
Ottawa  branch  on  November  21.  C.  A.  Robbins,  district 
engineer  for  southern  Ontario,  of  the  provincial  Department 
of  Highways,  Toronto,  was  the  speaker.  W.  H.  Munro, 
chairman  of  the  branch,  presided  and  introduced  the  speaker. 
A  motion  picture  was  also  shown  of  the  Queen  Elizabeth 
Highway,  a  super-highway  recently  opened  up  from  Toronto 
to  the  Niagara  peninsula.  Details  of  construction  methods 
were  shown,  as  well  as  views  of  the  completed  highway  in 
use,  including  over-  and  under-passes,  bridges,  "clover  leaf" 
designs,  and  other  notable  traffic  control  features. 

Super-highways  of  the  future  are  getting  farther  and 
farther  away  from  the  narrow  lane  idea  with  ditches  flank- 
ing each  side,  stated  Mr.  Robbins.  Occupying  a  right-of- 
way  anywhere  up  to  300  feet  in  width,  with  ditches  shallow 
or  non-existent,  with  easy  curves  and  grades  reduced  to  a 
minimum,  and  with  a  boulevard  separating  the  two  streams 
of  traffic,  they  may  truly  be  characterized  as  "streamlined." 
Bridges  will  not  only  be  utilitarian  but  beauty  spots  as 
well,  small  parks  will  be  spaced  along  at  frequent  intervals 
to  add  their  charm  to  the  route,  and  hot-dog  stands  and 
ramshackle  service  stations  will  not  be  permitted.  Centres 
of  population  will  be  by-passed,  crossing  roads  and  rail- 
ways will  be  over  or  under  passed,  and  entrances  and  exits 
will  be  effected  so  as  to  cause  no  interruption  to  traffic. 

Registration  of  cars  all  over  the  world  for  1939,  stated 
Mr.  Robbins,  was  about  44  million  of  which  United  States 
and  Canada  had  about  three-quarters  of  the  total,  with 
Canada  alone  accounting  for  about  a  million  and  a  half 
vehicles.  Over  80  per  cent  of  the  traffic  in  Ontario,  accord- 
ing to  a  traffic  census,  accommodates  itself  to  20  per  cent 
of  the  road  mileage,  and  accordingly  the  concern  of  most 
road  authorities  today  is  how  to  divide  up  this  20  per  cent. 
In  Ontario  the  division  is  approximately:  2  per  cent  super- 
highways, 2  per  cent  express  highways,  and  16  per  cent 
local  and  service  roads. 

Super-highways  will  cross  the  province  from  east  to  west 
and  north  to  south  and  will  be  of  the  divided  type  suited 
for  carrying  four  lanes  of  traffic.  Express  roads  will  be 
tributary  to  them  reaching  to  the  outlying  sections  of  the 
province.  They  will  be  of  the  two  or  three  lane  type,  and 
of  a  higher  standard  than  the  local  road,  missing  densely 
settled  areas  but  with  convenient  entrances  and  exits  there- 
to. The  local  and  service  roads  will  join  towns  and  cities, 
will  provide  access  to  markets,  speed  up  industry,  and 
develop  suburban  areas.  These  roads  we  will  always  have, 
remarked  the  speaker. 

Naval  Armaments 

Guest  speaker  at  the  noon  luncheon  on  December  5th, 
1940,  at  the  Château  Laurier  was  Captain  C.  S.  Miller, 
R.N.,  Inspector  of  Naval  Ordnance,  British  Admiralty 
Technical  Mission,  who  spoke  on  Naval  Armaments. 
Naval  guns  on  which  a  pressure  of  20  tons  per  square  inch 
is  exerted  at  the  time  of  firing,  shells  that  penetrate  heavy 
armour  plate  before  they  burst,  star  shells  designed  to 
silhouette  the  enemy  vessels  at  night,  magnetic  mines  that 
may  wreck  a  whole  ship's  structure  without  blowing  a  hole 
in  it,  depth  charges  that  can  be  set  to  explode  at  any  depth 
from  50  feet  under  water  to  500  feet,  torpedoes,  and  other 
features  of  naval  armaments  were  described  by  the  speaker. 

Naval  cadet  at  Osborne  Royal  Naval  College,  1908,  and 
midshipman  before  the  last  war,  Captain  Miller  saw  action 


42 


January,  1941     THE  ENGINEERING  JOURNAL 


at  Heligoland  Bight  in  1914,  Dogger  Bank  on  the  battle 
cruiser  H. M.S.  New  Zealand  in  1915,  and  was  at  the  Battle 
of  Jutland  in  1916  on  the  battle  cruiser  Princess  Royal  in 
which  he  served  as  sub-lieutenant  and  lieutenant.  Later 
briefly  with  the  Royal  Australian  Navy  he  subsequently 
specialized  as  a  gunnery  officer,  serving  in  various  ships  and 
gunnery  schools  of  the  Royal  Navy,  was  assigned  to  arma- 
ments inspection,  research  and  experimental  duties  in  1926 
and  in  July  last  to  duty  in  Canada  and  the  United  States 
with  the  British  Admiralty  Technical  Mission. 

The  speaker  paid  a  tribute  to  the  engineering  profession 
in  the  progress  made  on  the  part  of  Canadians  toward 
supplying  munitions  not  only  for  the  Royal  Navy  but  for 
other  naval  forces  of  the  British  Commonwealth  as  well. 

QUEBEC  BRANCH 


Paul  Vincent,  m.e.i.c. 


Secrétaire-Trésorier 


Assemblée  Annuelle 

Lundi  soir,  le  25  novembre,  avait  lieu  à  l'Edifice  Quebec 
Power  l'assemblée  générale  annuelle  de  la  section  de  Québec. 
Une  quarantaine  de  membres  y  assistaient. 

L'assemblée  débutait  par  la  nomination  des  scrutateurs 
pour  dépouiller  les  bulletins  d'élection  pour  l'année  1940-41. 
Le  secrétaire  lut  ensuite  le  procès-verbal  de  l'assemblée 
annuelle  du  4  novembre  1939.  Le  rapport  du  comité  exécutif 
pour  les  activités  de  l'année  écoulée  et  le  rapport  financier 
du  secrétaire-trésorier  furent  aussi  présentés  aux  membres. 
Après  quoi,  l'assemblée  s'occupa  de  la  formation  des  divers 
comités  avec  les  résultats  suivants: 

Comité  de  Législation:  président,  Olivier  Desjardins, 
J.  0.  Martineau,  J.  G.  O'Donnell. 

Comité  de  Recrutement:  président,  Paul  Vincent,  Hector 
Cimon,  E.  D.  Gray-Donald. 

Comité  d'excursions:  président,  Théo.  M.  Dechêne,  W.  R. 
Caron,  Yvon  R.  Tassé. 

Comité  de  Nominations:  président,  A.  O.  Dufresne, 
Lucien  Martin,  G.  W.  Cartwright. 

Comité  de  Bibliothèque:  président,  A.  V.  Dumas,  René 
Dupuis,  Théo.  Miville  Dechêne,  J.  0.  Martineau,  Burroughs 
Pelletier. 

Les  scrutateurs  présentèrent  alors  le  rapport  des  élections 
pour  1940-41  et  le  président  de  l'assemblée,  M.  Philippe 
Méthé  en  donna  lecture  aux  membres  comme  suit: 

Président:  L.  C.  Dupuis,  élu  par  acclamation. 

Vice-président:  E.  D.  Gray-Donald,  élu  par  acclamation. 

Sec-trésorier:  Paul  Vincent,  élu  par  acclamation. 

Conseillers  élus  pour  2  ans:  Robert  Sauvage,  Gérald 
Molleur,  Olivier  Desjardins. 

Les  autres  conseillers,  élus  l'an  dernier  pour  deux  ans, 
ont  encore  un  an  d'office.  Ce  sont:  MM.  Théo.  Miville 
Dechêne,  Adhémar  Laframboise  et  A.  0.  Dufresne. 

Le  comité  est  complété  à  l'unaminité  par  la  nomination 
de  MM.  Alex.  Larivière,  R.  B.  McDunnough  et  Philippe 
Méthé,  comme  membres  ex-officio  et  de  M.  A.  R.  Décary, 
président  honoraire  à  vie  de  la  section. 

Dans  une  brève  allocution,  le  président  sortant  de  charge, 
M.  Philippe  Méthé,  remercia  la  Compagnie  Quebec  Power 
pour  son  hospitalité  ainsi  que  les  membres  de  l'Institut 
pour  être  venus  aussi  nombreux  à  l'assemblée.  Il  félicita 
les  nouveaux  élus  et  il  témoigna  sa  reconnaissance  au  comité 
exécutif  et  à  tous  les  membres  pour  leur  collaboration  aux 
activités  de  la  section  sous  sa  présidence.  Il  terminait  en 
présentant  le  nouveau  président,  M.  L.  C.  Dupuis,  qu'il 
invita  à  prendre  le  fauteuil  présidentiel. 

M.  Dupuis  remercia  alors  ses  confrères  de  la  marque 
d'estime  dont  il  était  l'objet.  Il  assura  aussi  les  membres 
de  ses  meilleures  dispositions  en  prenant  charge  de  sa 
nouvelle  fonction.  Le  nouveau  président  déclara  en  termi- 
nant qu'il  s'efforcerait  de  suivre  l'exemple  de  son  prédé- 
cesseur, Monsieur  Méthé. 

Pour  marquer  l'ouverture  de  la  saison  des  activités  de 
la  section,  les  membres  voyaient  se  dérouler  devant  eux  un 


documentaire  intéressant.  Ce  film  sonore  intitulé  Warnings 
fut  gracieusement  prêté  par  le  Comité  de  la  Protection 
Civile.  L'assistance  put  constater  les  dangers  des  raids 
aériens  modernes  pour  les  populations  civiles.  Tous  les 
moyens  adoptés  pour  la  protection  des  citoyens  à  Londres 
au  cours  de  ces  raids  furent  très  bien  illustrés. 

La  réunion  se  termina  par  un  petit  goûter,  des  rafraîchis- 
sements et  de  la  tire  à  l'occasion  de  la  Ste-Catherine.  Les 
membres,  avant  de  se  quitter,  eurent  alors  l'occasion 
d'échanger  leurs  vues  sur  les  problèmes  mondiaux  et  leurs 
activités  professionnelles. 


Monday  night,  December  16th,  some  thirty  members 
gathered  in  the  Committee  Room  of  the  Château  Frontenac 
to  hear  a  very  interesting  lecture  on  the  Britannia  Mines. 
The  speaker,  Mr.  G.  W.  Waddington,  a  graduate  from 
British  Columbia  University,  resigned  his  position  as  chief 
engineer  of  Britannia  Mining  and  Smelting  Co.  Ltd.  last 
summer  to  join  the  staff  of  Laval  University  as  professor 
of  mining  engineering. 

Britannia  mines  are  located  30  miles  by  boat  from  Van- 
couver, B.C.,  on  the  east  side  of  Howe  Sound.  The  dominant 
geological  feature  is  the  coast  range  batholith,  which  is 
exposed  over  a  length  of  1,000  miles  along  the  west  coast 
of  Canada  and  Alaska.  Ore  deposits  of  the  gold-silver  and 
silver-lead  type  are  found  along  the  eastern  flank  of  the 
batholith  while  along  the  western  flank  copper  deposits 
are  found.  Britannia  belongs  to  this  latter  type.  The 
Britannia  ore  bodies  are  replacements  in  a  shear  zone  seven 
miles  long  by  two  miles  wide.  The  economic  minerals  are 
chalcopyrite,  sphalerite,  pyrite,  gold  and  silver. 

Mr.  Waddington  gave  a  short  history  of  the  mines. 
Copper,  he  said,  was  discovered  on  the  east  side  of  Howe 
Sound  by  Dr.  A.  A.  Forbes  in  1888.  Ten  years  later,  in 
1898,  Oliver  Furry  located  five  mineral  claims.  It  is  from 
these  five  original  claims  that  a  large  portion  of  the  mine 
production  has  since  come.  Active  production  started  in 
1905. 

The  speaker  then  went  on  to  explain  the  present  opera- 
tions of  mining,  transportation,  milling  and  production. 
With  very  good  projections  illustrating  his  talk,  Mr.  Wad- 
dington stated  that  narrow  veins  were  ordinarily  mined 
by  rill  stopes  or  by  square  set  stopes.  The  large  ore  bodies 
were  mined  by  a  retreating  shrinkage  system,  frequently 
combined  with  powder  drifts  for  primary  breaking.  The 
broken  ore  travels  by  gravity  to  the  main  haulage  levels. 
Electric  trolley  locomotives  haul  this  ore  and  dump  it  to 
the  primary  crusher  located  underground  on  the  3,900  ft. 
level.  The  crushed  ore  is  then  trammed  on  the  4,100  ft. 
level  to  the  mill  in  18-ton  cars  through  a  distance  of  over 
2}/2  miles. 

The  process  of  milling  used  is  selective  flotation  and  the 
concentrator  handles  6,000  tons  of  ore  per  day.  The  ratio 
of  concentration  is  30  to  1.  The  principal  product  is  a  copper 
concentrate  containing  copper,  gold  and  silver.  Other  pro- 
ducts are  pyrite  concentrate  and  sometimes  zinc  concen- 
trate. The  concentrates  are  loaded  into  ships  by  conveyor 
belts.  In  1939,  Mr.  Waddington  mentioned  that  Britannia 
produced  2,113,784  tons  of  ore,  from  which  were  recovered 
9  per  cent  of  copper  or  37,059,210  pounds,  22,238  ounces 
of  gold  and  203,019  ounces  of  silver.  In  addition  105,418 
tons  of  pyrite  were  marketed,  and  it  is  mainly  used  to 
produce  sulfuric  acid.  Development  work  amounted  to 
32,203  ft.  or  6.1  miles  in  that  year.  During  the  35  years 
that  Britannia  plant  has  operated,  development  work  has 
totalled  86  miles. 

All  ditch  water  flowing  from  the  mine  is  passed  through 
a  precipitation  plant,  which  recovers  an  average  of  3,000 
pounds  of  copper  daily  with  an  efficiency  of  93  per  cent. 

Easily  available  hydro-electric  power,  he  added,  low  cost 
mining  methods  and  cheap  sea  transportation  contribute  to 


THE  ENGINEERING  JOURNAL     January,  1941 


43 


the  successful  mining  of  these  relatively  low  grade  ore 
bodies. 

The  speaker  then  answered  for  about  twenty  minutes  to 
the  questions  of  his  audience. 

Mr.  L.  C.  Dupuis,  chairman  of  the  branch,  presented 
Mr.  Waddington  who  was  thanked  by  René  Dupuis,  assist- 
ant general  superintendent  of  the  Quebec  Power  Company. 

SAGUENAY  BRANCH 


T.  A.  I.  C.  Taylor,  Jr.  e.i.c. 

B.  E.  SURVEYER,  AFFIL.  E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  Saguenay  Branch  held  its  first  meeting  of  the  season 
on  the  15th  August  at  the  Arvida  Protestant  School.  The 
speaker  was  Mr.  J.  T.  Thwaites  of  the  Canadian  Westing- 
house  Company  who  was  supervising  the  installation  of 
the  Ignitron  Station  in  Arvida.  His  subject  was  Ignitrons. 
Mr.  Thwaites  discussed  the  development  of  mercury  arc 
rectification  by  means  of  the  Westinghouse  ignitrons,  giving 
essential  differences  between  multiple  and  single  tank 
rectifiers. 

The  following  meeting  of  the  branch  was  held  on  10th 
October  and  Mr.  E.  F.  Hartwick,  of  the  Aluminum  Com- 
pany of  Canada,  Limited,  gave  an  illustrated  lecture  on 
The  Manufacture  of  Alpaste  in  Arvida.  Mr.  Hartwick 
described  the  different  processes  used  in  making  paint 
pigment.  He  explained  the  various  steps  of  the  process 
employed  in  Arvida  exemplifying  some  of  the  dangers 
which  could  be  encountered  and  the  precautions  which  were 
taken  to  minimize  them. 

Water  Filtration  and  Purification  was  the  subject  of 
an  address  given  by  Mr.  Ross  Watson  at  a  meeting  held 
on  the  14th  November.  Mr.  Watson  is  at  present  installing 
a  filtration  plant  in  Arvida  and  he  gave  a  description  of 
its  equipment  and  its  operation  including  the  pumping, 
filtering  and  chemical  treatment  of  water,  and  illustrated 
the  different  phases  of  the  process.  Following  Mr.  Watson's 
paper,  Dr.  H.  G.  Acres,  well  known  hydraulic  engineer, 
talked  and  showed  some  slides  of  the  Shand  Dam,  at 
Fergus,  on  the  Grand  River.  He  discussed  the  engineering 
features  of  earth-filled  dams  and  pointed  out  that  a  definite 
technique  is  now  employed  rather  than  the  hit-and-miss 
method  originally  used.  Following  the  presentation  of  these 
two  highly  interesting  papers  a  meeting  of  the  Executive 
of  the  Saguenay  Branch  was  held. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  .ir. e.i.c. 

N.  C.  COWIE,  Jr. E.I.C. 


-  Secretary -Treasurer 

-  Branch  News  Editor 


The  seventh  general  meeting  for  the  year  1940  was  held 
in  the  Grill  Room  of  the  Windsor  Hotel  when  21  members 
and  guests  sat  down  to  dinner  at  6.45  p.m.  The  business 
portion  of  the  meeting  began  at  8.00  p.m.  with  Chairman 
E.  MacQuarrie  in  the  chair.  The  minutes  of  the  previous 
meeting  were  read  and  adopted  on  motion  of  W.  Seymour 
and  G.  S.  MacLeod.  The  chairman  then  called  upon  Mr. 
Perkins,  manager  of  the  Bell  Telephone  Company,  to  intro- 
duce the  speaker  of  the  evening,  G.  T.  Long,  historian  of 
the  Bell  Telephone  Company  of  Canada,  who  had  for  his 
subject,  War  Time  Communications. 

The  value  of  the  telephone  in  the  mobilization,  organiza- 
tion and  direction  of  armed  forces  was  recognized  almost 
as  soon  as  the  invention  was  perfected.  Alexander  Graham 
Bell  himself  demonstrated  its  use  at  Aldershot  in  England 
with  the  assistance  of  the  Royal  Engineers  in  1877.  The 
first  actual  use  of  a  telephone  system  on  the  field  of  battle 
took  place  in  the  Russo-Japanese  War  of  1905.  The  same 
tactics,  only  on  a  much  larger  scale,  were  used  by  both 
sides  during  the  war  of  1914-18.  Telephone  research  workers 
produced  many  special  inventions,  including  "electrical 
ears"  for  detecting  enemy  airplanes,  gun  emplacements, 
and  submarines  from  afar,  during  that  conflict. 

In  the  present  war,  telephone  research  has  produced  in- 
struments  which    help    to    promote   air   safety   and,   by 


means  of  teletype  and  telephoto,  written  messages  and 
military  maps  can  be  transmitted  over  great  distances 
by  wire. 

Overseas  telephone  service,  now  limited  to  official  calls, 
is  also  assisting  in  maintaining  imperial  communications 
during  the  war.  The  speaker  pointed  out  that  the  chief 
reason  why  the  overseas  telephone  did  not  fulfill  expecta- 
tions as  a  peacemaker,  by  promoting  international  under- 
standing, is  that  it  was  never  given  a  chance  in  Europe. 
Europeans  are  less  telephone-minded  than  Canadians  and 
Americans.  The  good  relations  between  the  latter  peoples 
he  attributed  in  part  to  their  use  of  the  telephone  to  make 
contacts  between  them  more  personal. 

In  conclusion,  the  speaker  said:  "This  is  part  of  the  story 
of  one  industry's  contribution  in  men  and  materials  to 
Canada's  defence  of  principles  which  are  dearer  than  life 
itself.  Other  industries  can,  no  doubt,  match  that  record. 
With  resolute  determination,  Canada  as  a  whole  is  working 
to  defend  the  last  citadel  of  democratic  freedom.  In  the 
words  of  Prime  Minister  Churchill:  'Let  us,  therefore,  brace 
ourselves  to  our  duty,  and  so  bear  ourselves  that  if  the 
British  Commonwealth  and  Empire  last  for  a  thousand 
years,  men  will  still  say,  'This  was  their  finest  hour.'  " 

At  the  end  of  the  speech,  G.  S.  MacLeod  moved  a  vote 
of  thanks  to  the  speaker.  E.  MacQuarrie  thanked  the 
speaker  on  behalf  of  the  branch.  N.  C.  Cowie  moved  that 
the  meeting  be  adjourned. 

TORONTO  BRANCH 


J.  J.  Spence,  m. e.i.c. 

D.  FORGAN,  M. E.I.C. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


The  subject  for  the  third  meeting  of  the  branch  held  in 
Hart  House  on  November  21st  was  as  expected  most 
interesting  and  provocative  of  much  thought. Unfortunately, 
as  a  result  of  the  incidence  of  other  functions  on  the  same 
night,  the  attendance  was  not  as  high  as  the  excellence  of 
the  programme  warranted. 

The  vice-chairman,  Mr.  H.  E.  Brandon,  introduced  the 
speaker,  Mr.  Chas.  M.  Baskin,  b.sc,  whose  subject  was 
Modern  Problems  in  Highway  Construction  and  which 
dealt  largely  with  problems  of  subgrade  and  base  course 
design  for  roads.  His  talk  brought  home  to  the  audience  the 
fundamental  facts  relating  to  this  important  subject  and 
stressed  that  more  study  should  be  given  to  the  condition 
of  the  ground  carrying  the  road.  Proper  consideration  and 
treatment  of  this  would  result  in  cheaper  and  better  road 
surfaces,  and  would  probably  extend  surfaced  roads  into 
areas  where  these  are  not  at  present  considered  to  be 
economically  practical.  Dr.  N.  W.  McLeod  of  the  Imperial 
Oil  Laboratory  was  on  hand  to  answer  many  of  the  questions 
propounded  to  the  lecturer  and  himself.  Coloured  moving 
pictures  of  highway  construction  in  South  America  were 
shown,  and  subsequent  to  the  technical  part  of  the  lecture 
a  second  reel  which  depicted  the  wonderful  scenery  and 
the  really  large  fish  which  can  be  obtained  "Somewhere  in 
South  America." 

The  fourth  regular  meeting  of  the  Toronto  Branch  of 
the  E.I.C,  held  in  Hart  House,  December  5th,  was  honoured 
by  the  presence  of  Dr.  T.  H.  Hogg,  b.sc,  D.Eng.,  president 
of  the  Institute,  who  introduced  the  speaker,  Mr.  McNeely 
DuBose,  vice-president  for  Quebec.  The  latter's  subject 
was  Man  Power,  a  non-technical  paper  of  the  type  which, 
if  the  resultant  discussion  is  a  criterion,  provoked  a  con- 
siderable amount  of  thought  along  lines  which  many  en- 
gineers are  not  likely  to  study  in  the  normal  course  of  their 
activities.  It  was  presented  by  Mr.  DuBose  in  a  masterly 
fashion,  and  it  is  expected  that  its  matter  will  be  reproduced 
elsewhere  in  the  Journal.  Careful  study  of  the  paper  can 
be  recommended. 

The  thanks  of  the  meeting  were  ably  tendered  to  the 
speaker  by  Mr.  M.  J.  McHenry,  after  which  refreshments 


44 


January,  1941     THE  ENGINEERING  JOURNAL 


were  partaken  of  by  most  of  those  present  and  the  discussion 
still  carried  on.  This  was  a  most  successful  meeting  with 
an  attendance  of  approximately  75. 

VANCOUVER  BRANCH 


T.  V.  Berry,  m.e.i.c. 
Archie  Peebles,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


Annual  Meeting 

The  annual  business  meeting  of  the  Vancouver  Branch 
took  place  on  Saturday,  Nov.  23rd,  in  the  customary  man- 
ner of  an  informal  dinner.  Following  dinner,  the  business 
of  the  meeting  was  transacted,  including  the  election  of 
officers  and  executive  committee  for  1941.  The  slate  sub- 
mitted by  a  nominating  committee  was  elected  by  accla- 
mation. 

The  secretary-treasurer  presented  his  financial  report, 
and  the  chairman,  Mr.  C.  E.  Webb,  read  his  report  for 
the  year. 

The  address  of  the  evening  was  given  by  Mr.  J.  G. 
Robson,  president  of  the  Timerland  Lumber  Co.  and  presi- 
dent of  the  B.C.  Lumber  and  Shingle  Manufacturers' 
Association.  His  subject  was  The  B.C.  Lumber  Industry 
Marches  with  the  Troops.  In  treating  his  subject,  Mr. 
Robson  described  vividly  the  enormous  expansion  of  the 
lumber  industry  to  meet  war  requirements,  in  the  face  of 
many  difficulties  also  occasioned  by  the  war.  Typical  freight 
rates  have  advanced  from  $6  to  $32,  $12  to  $60,  and  $15 
to  $75.  Normal  export  markets  were  upset,  and  replaced 
by  other  export  markets  and  an  abnormal  internal  demand. 
Canada  had  to  supply  those  demands  which  were  formerly 
met  in  Norway,  Sweden  and  Russia,  increased  many  times 
for  war  needs.  An  example  of  this  is  in  furnishing  pit  props 
for  use  in  the  United  Kingdom,  which  required  200  cargoes 
of  these  in  the  past  year.  Another  difficulty  arose  out  of 
the  control  of  shipping,  whereby  cargo  space  was  allotted 
by  the  British  Government,  and  was  irregular  and  restricted. 
The  positions  of  ships  are  not  available  in  advance,  so  that 
cargoes  must  often  be  made  ready  on  three  or  four  days' 
notice.  War  construction  also  changed  the  usual  distribution 
of  lengths  and  sizes,  and,  in  some  cases,  the  species  required 
in  normal  trade.  A  much  greater  proportion  of  high  grade 
structural  timber  in  large  sizes  and  non-standard  lengths 
was  required.  This  called  for  careful  distribution  of  orders 
among  the  mills  equipped  to  cut  long  logs,  and  also  for 
the  production  of  longer  logs  in  the  logging  camps.  The 
very  great  demand  for  Douglas  fir  has  resulted  in  a  surplus 
of  other  woods  which  must  be  cut  with  the  fir  as  they  occur 
in  the  mixed  growth  forest  areas.  Some  changes  have  been 
made  by  engineers  in  their  specifications  to  use  up  some 
of  this  surplus.  It  is  altogether  likely  that  in  about  ten 
years  time,  Douglas  fir  will  be  a  relatively  scarce  wood, 
and  much  of  the  ordinary  building  lumber  used  in  homes, 
stores,  warehouses  and  similar  structures  will  be  cut  from 
hemlock,  spruce  and  cedar.  Fir  will  be  reserved  for  struc- 
tural work  requiring  large  sizes  and  maximum  strength. 

This  war  time  demand  for  lumber  came  from  the  build- 
ing of  hangars  and  supplementary  buildings  under  the  air 
training  plan,  from  the  new  militia  camps,  warehouses  for 
war  supplies,  new  factories  and  their  adjacent  housing  for 
personnel,  from  the  needs  of  aircraft  manufacture,  as  well 
as  from  a  generally  accelerated  demand  in  residential  and 
business  construction.  Mr.  Robson  gave  some  illuminating 
figures  on  some  of  these  items  which  need  not  be  repeated 
here.  The  logging  industry  had  to  step  up  its  production 
in  tune  with  the  demand  for  lumber,  and  this  had  been 
done  smoothly  and  efficiently,  so  that  at  no  time  was  there 
any  serious  shortage  of  logs  at  the  mills. 

Throughout  the  period  during  which  these  changes  took 
place,  there  was  no  form  of  government  control  beyond  an 
order  prohibiting  the  export  of  logs  to  non-empire  countries. 
A  timber  control  board  was  set  up  however,  under  Mr. 
H.  R.  MacMillan,  which  acted  to  co-ordinate  demand  and 


supply  as  far  as  possible.  Through  local  committees  of  this 
Board,  orders  were  distributed  among  producers  according 
to  their  capacity  and  type  of  product.  Stocks  of  standard 
sizes  were  cut  in  advance  whenever  possible,  and  advance 
shipments  were  also  made  in  certain  cases,  so  that  con- 
struction might  proceed  more  rapidly,  by  drawing  on  stock 
sizes.  The  price  of  lumber  had  been  voluntarily  stabilized 
at  the  June,  1940,  level  and  will  remain  at  this  unless  notice- 
able increases  in  production  costs  take  place. 

A  vote  of  thanks  for  the  above  address  was  tendered  the 
speaker  by  Mr.  W.  N.  Kelly.  Other  guests  at  the  head  table 
were  Mr.  E.  Redpath,  president,  and  Mr.  F.  W.  MacNeill, 
vice-president  of  the  Association  of  Professional  Engineers 
of  British  Columbia.  The  meeting  concluded  with  the  show- 
ing of  an  excellent  film,  "Alaska's  Silver  Millions,"  depicting 
the  scenic  beauty  and  the  salmon  fishing  industry  of  that 
country.  This  was  kindly  loaned  by  Mr.  Shayler  of  the 
American  Can  Co.  Thirty-seven  members  and  guests  were 
present. 

VICTORIA  BRANCH 


Kenneth  Reid,  m.e.i.c. 


Secretary-  Treas  urer 


On  the  evening  of  November  29th,  thirty-five  members 
and  visitors  of  the  Victoria  Branch  gathered  at  dinner  at 
Spencer's  dining  room.  The  dinner  was  followed  by  a  general 
meeting  of  the  branch  with  the  branch  chairman,  Mr.  E.  W. 
Izard,  presiding.  Among  the  visitors  on  this  occasion  were 
Mr.  C.  E.  Webb,  past  chairman  of  the  Vancouver  branch, 
Mr.  S.  R.  Weston,  chief  engineer  of  the  B.C.  Public  Utilities 
Commission,  and  several  members  of  His  Majesty's  Forces, 
who  were  made  most  welcome.  On  this  occasion  nominations 
for  the  officers  for  the  year  1941  were  received. 

The  principal  speaker  of  the  evening  was  Major  J.  C. 
MacDonald,  engineer  for  the  Province  of  B.C.  Public 
Utilities  Commission,  who  spoke  on  the  subject,  Public 
Utility  Regulations.  Major  MacDonald  reviewed  the 
history  leading  to  the  necessity  for  regulation  of  the  con- 
sumption of  natural  resources  due  to  the  wasteful  methods 
created  by  our  high  standard  of  living  and  our  competitive 
"open  market"  system.  He  cited  the  two  schools  of  thought 
one  of  which  regarded  regulation  as  a  necessity  and  the 
other  as  "tinkering  with  the  laws  of  nature."  In  order  to 
offset  waste  and  destruction  we  must  have  regulation.  The 
United  States  had  been  striving  to  work  out  a  system  of 
regulation  but  had  found  its  Constitution  a  severe  handicap 
with  the  result  that  regulatory  bodies  were  constantly  in 
the  courts  over  decisions.  Finally  a  model  act  was  devised 
suitable  to  cover  all  states  and  it  was  upon  this  act  that 
the  present  Public  Utilities  Act  in  B.C.  was  drafted. 

The  B.C.  Water  Board,  of  which  Major  MacDonald  was 
previously  a  member,  was  the  first  body,  outside  of  the 
Lieutenant-Governor-in-Council,  with  regulatory  powers. 
Appeals  to  the  various  regulatory  bodies  formed  since  1914 
could  only  be  made  to  the  Lieutenant-Governor-in-Council 
and  not  to  the  courts.  The  fundamental  principle  under- 
lying these  bodies  is  that  no  public  utility  shall  be  allowed 
to  exploit  the  public,  yet  shall  be  entitled  to  a  reasonable 
return  for  service  rendered.  Appraisals  of  public  utility 
holdings  are  essential  in  order  to  adequately  set  rates  and 
this  is  often  a  difficult  and  laborious  task.  Major  Mac- 
Donald then  introduced  Mr.  S.  R.  Weston,  chief  engineer 
of  the  B.C.  Public  Utilities  Commission  who  outlined  the 
progress  being  made  in  this  regard  at  present  in  British 
Columbia. 

At  the  conclusion  of  these  addresses,  Mr.  A.  L.  Car- 
ruthers  moved  a  very  hearty  vote  of  thanks  both  to  Major 
MacDonald  and  to  Mr.  Weston  for  their  informative  dis- 
cussions of  a  most  timely  topic.  Following  the  addresses, 
several  reels  of  sound  motion  pictures  obtained  through  the 
catalogues  recently  distributed  by  the  Institute  Papers 
Committee  were  shown  and  greatly  appreciated  by  the 
membership,  rounding  out  a  very  satisfactory  evening 
programme. 


THE  ENGINEERING  JOURNAL     January,  1941 


45 


Library  Notes 


Book  notes,   Additions   to   the    Library   of  the   Engineer- 
ing  Institute,    Reviews   of  New    Books    and    Publications 


STANDARDIZATION  OF  ANGLES, 
BEAMS  AND  CHANNELS 

To  be  rolled  in  Canadian  Mills  for  the 
Structural  Steel  Fabricating  Industry.  These 
Standards  are  now  in  effect  and  will  remain 
in  effect  for  the  duration  of  the  war. 

Angles 


EQUAL  LEGS 

UNEQUAL  LEGS      CHANNELS 

6x6x1* 

6x4x1  * 

3"  @    4.1 

Vs* 

%* 

4"  @    5.4 

H 

H 

5"  @    6.7 

Vs 

% 

6"  @    8.2 

y2 

y2 

7"  @    9.8 

Vs 

Vs 

8"  @  11.5 
9"  @  13.4 

x4x%* 

Gxzy2xys 

10"  @  15.3 

y2 

He 

12"  @  20.7 

3A 

12"  @  25    * 

•He 

5xzy2xy2 

12"  @  30    * 

H 

y8 

15"  @  33.9 

He 

15"  @  45    * 
15"  @  55    * 

3y2x3y2xy8 

He 

4x3x^g 

H 

He 

y 

I-Beams 

3x3x^ 

3"  @    5.7 

He 

3x2y2xH6 

H 

H 

4"  @    7.7 
5"  @  10.0 

2y2x2y2xy16 

2y2x2xy1G 

6"  @  12.5 

y 

y 

8"  @  18.4 

He 

He 

10"  @  25.4 
12"  @31.8 

2x2x^6 

15"  @  42.9 

M 

15"  @  50    * 

He 

15"  @  55    * 

Modified  H- 

-Beams 

H-Beams 

8"  @  25.9 

6"  @  20 
6"  @  22.5 
6"  @  27.75 

Note — Sizes 

marked  *  are 

"Special"  and 

should  be  used  by  designer  only  when  at  least  50 

tons  of  that  size  are  required. 

ADDITIONS  TO  THE 

LIBRARY 

TECHNICAL  BOOKS 

The  following  books  have  been  graciously 
presented  to  the  Institute's  library  by 
the  Montreal  Section  of  the  Institute  of 
Radio  Engineers  and  they  are  gratefully 
acknowledged  here: 

Theory  of  Thermionic  Vacuum  Tubes  by 

E.  Leon  Chaffie. 
Measurements  in  Radio  by  F.  E.  Terman. 
Communication     Engineering    by    W.   L. 

Everitt. 
Radio  Engineering  by  F.  E.  Terman. 

REPORTS 

Canada  Department  of  Labour 

Annual  report  for  the  fiscal  year  ending 
March  81,  1940,  Ottawa,  1940. 

Canada  Department  of  Mines  &  Re- 
sources— Mines  &  Geology  Branch — 
Geological   Survey — Memoir 

Malartic  area,  Quebec,  Memoir  222. 

Canada  Department  of  Mines  &  Re- 
sources— Mines  &  Geology  Branch — 
Geological  Survey — Papers 

Wapiabi  Creek,  Alberta,  preliminary  map. 
Paper    40-13. 


Canada  Department  of  Transport 

Annual  report  for  the  fiscal  year  from 
April  1,  1939,  to  March  81,  1940.  Ottawa, 
1940. 

Canada  Minister  of  Public  Works 

Report  of  the  Minister  of  Public  Works  on 
the  works  under  his  control  for  the  fiscal 
year  ended  March  31,  1940.  Ottawa,  1940. 

Canadian  Engineering  Standards  Asso- 
ciation 

Insulated  power  cable  C68(A)-1940;  Cana- 
dian Electrical  Code,  part,  2,  Construction 
and  test  of  insulated  conductors  for  power- 
operated  radio  devices,  C22.2-No.  16- 
1940;  Construction  and  test  of  pull-off 
plugs  for  electro-thermal  appliances,  C22.2 
No.  57-1940.  Standard  specification  for 
the  procedure  for  fire  tests  on  building 
construction  and  materials,  A54-1940. 

Canadian  Government  Purchasing  Stan- 
dards Committee 

Specification  for  antifreeze  liquids,  types  1 
and  11;  specification  for  thinner  for  nitro- 
cellulose finishers;  specification  for  asphalt 
varnish;  specification  for  bituminous  paint 
(type  1,  for  steelwork  not  exposed  to 
weather)  specification  for  fluids  for  hy- 
draulic and  shock  absorber  mechanisms  on 
aircraft. 

Electrochemical  Society — Preprin  ts 

Semi-conductor  photocells  and  rectifiers; 
the  electrolytic  reduction  of  methyl  ethyl 
ketone  to  sec-butyl  alcohol  and  n-butane; 
structure  and  grain  size  of  electrodeposited 
copper;  the  irreversible  phenomena  of 
thallium  2.  cathode  potential  in  TI^SOa 
solution.  Preprints  79-1  to  79-4- 

BOOK  NOTES 

The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engin- 
eering Societies  Library  of  New  York.  As 
yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 

A.S.T.M.  STANDARDS  on  TEXTILE 
MATERIALS,  prepared  by  Commit- 
tee D-13  on  Textile  Materials.  Oc- 
tober, 1940 

American  Society  for  Testing  Materials, 
Philadelphia,     1940.     868     pp.,     Mus., 
diagrs.,  charts,  tables,  9x6  in.,  paper, 
$2.00  (10  to  49  copies,  $1.50  each.) 
Sixty-six  standards  and  tentative  standards 
covering  definitions  and  terms,   methods  of 
testing    and    specifications    for    textile    and 
related  materials  are  presented  in  this  com- 
pilation. Additional  material  appearing  in  ap- 
pendices includes  photomicrographs  of  textile 
fibers,  tables  for  yarn  number  conversion  and 
relative  humidity,  a  glossary  of  textile  terms, 
proposed    test    methods    and    abstracts    of 
papers  presented  at  committee  meetings. 

AIRCRAFT  DESIGN,  2  Vols. 

By  C.  H.  L.  Needham.  Chemical  Publish- 
ing Co.,  New  York,  1939.  Mus.,  diagrs., 
charts,  tables,  9  x  5y2  in.,  cloth,  Vol.  1, 
215  pp.,  $6.00;  Vol.  2,  308  pp.,  $6.50. 
The  general  principles  of  aircraft  design  are 
presented  both  as  a  textbook  and  as  a  guide 
for  the  practical  constructor.  The  first  volume 
outlines  in  simple  language  the  principles  of 
flight  and  stability,  control  devices  and  the 
propeller,  with  a  special  chapter  on  parasite 
drag.    The    second    deals    mainly    with    the 


mathematical  treatment  of  design,  including 
materials,  seaplane  construction  and  exper- 
imental testing.  The  illustrative  material  is 
taken  from  British  practice. 

AIRCRAFT  DIESELS 

By  P.  H.  Wilkinson.  Pitman  Publishing 
Corp.,  New  York  and  Chicago,  1940,  275 
pp.,  Mus.,  diagrs.,  charts,  tables,  2x/2  x  6 
6  in.,  cloth,  $6.00. 
This  book  is  devoted  exclusively  to  the 
Diesel  engine  in  aviation.  It  outlines  the  basic 
principles  upon  which  the  engine  functions 
and  the  phases  and  processes  involved.  Fuel- 
injection  equipment,  superchargers  and  acces- 
sories   are    described,    the    construction    of 
different   types   of   engines   is   presented   in 
detail,  and  standardized  pages  of  data  are 
provided.  The  development  and  mass  produc- 
tion  of  Diesels  in   Germany  are   discussed, 
their   commercial   utility   is   described,   and 
suggestions  are  presented  for  the  future. 

AIRCRAFT  ENGINES,  Vol.  1 

By  A.  W.  Judge.  D.  Van  Noslrand  Co., 
New  York,  1940.  880  pp.,  Mus.,  diagrs., 
charts,  tables,  9  x  5ly2  in.,  cloth,  $5.50. 
In  the  words  of  its  author,  "the  object  of 
the  present  book,  which  is  the  first  of  two 
volumes  on  aircraft  engines,  is  an  endeavor  to 
present  the  principles  and  results  of  relevant 
research  work  upon  internal  combustion 
engines,  for  the  benefit  of  those  entering  or 
already  engaged  in  aircraft  engineering  work. 
It  is  also  written  to  fill  a  gap  existing  in  aero- 
nautical literature,  between  the  more  ad- 
vanced specialist  books  on  theory  and  design 
and  the  elementary  descriptive  ones  on  air- 
craft engines,  maintenance,  etc."  There  is  a 
bibliography. 

BAUGHMAN'S  AVIATION  DICTION- 
ARY and  REFERENCE  GUIDE,  Aero- 
Thesaurus 

By  H.  E.  Baughman.  1st  éd.,  2nd  printing. 
Aero  Publishers,  Inc.,  202  Security  Bank 
Bldg.,   Glendale,   Calif.,    1940.   598   pp., 
Mus.,  diagrs.,  charts,  tables,  9y  x  6  in., 
lea.  cloth,  $5.00. 
This  reference  book  contains  a  wide  variety 
of  information  frequently  wanted  by  those 
engaged  in  aviation.  An  excellent  dictionary  of 
aeronautical  terms  is  given,  as  are  the  regula- 
tions   of    the    Civil    Aeronautics    Authority 
which    concern    students.    The    information 
upon  occupations,  drafting,  lofting  procedure, 
shop   mechanics  and   materials  is  extensive 
and  practical.   Flight  manoeuvers  are  illus- 
trated   by    diagrams.    There    are    tables    of 
specifications   and   of   needed    mathematical 
data;  directories  of  periodicals,  house  organs, 
publishers,    clubs,    societies,    manufacturers 
and  schools;  as  well  as  many  other  data. 

COMMISSIONING  of  ELECTRICAL 
PLANT  and  ASSOCIATED  PRO- 
BLEMS (Monographs  on  Electrical 
Engineering,  Vol.  5). 

By  R.  C.  H .  Richardson.  Chapman  &  Hall, 
London,   1938.  363  pp.,  diagrs.,   charts, 
tables,  9  x  5 y  in.,  cloth,  24s. 
The    object    of    this    book    is    to    present 
general  and  specific  information   which  has 
been  found  useful  when  putting  into  service 
both  alternating  and  direct-current  generat- 
ing,   transforming,    motive    and    converting 
equipment.  The  preparation,  likely  troubles 
and  efficient  testing  of  such  equipment  are 
fully  described,  and  the  last  chapter  outlines 
briefly  several  important  conceptions  useful 
in  electrical  engineering  calculations.  There 
is  a  classified  selected  bibliography. 

(Continued  on  page  48) 


46 


January,  1941     THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


December  28th,  1940 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council  will  consider  the  applications  herein  described  in 
February,  1941. 

L.  Austin  Wright,  General  Secretary. 


*The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  of  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  Bet  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty -seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

ANDERSON— HARRY  CLYDE,  of  New  Westminster,  B.C.  Born  at  Sturgis. 
Co.  Dakota,  U.S.A.,  July  13th,  1895;  R.P.E.  of  B.C.  1926— Member  of  Council  1940; 
1911,  asst.  on  installn.  of  municipal  water  works  and  power  plant  at  Merritt,  B.C.  ; 
1912-13,  transitman  and  levelman  with  A.  W.  McVittie,  Victoria,  B.C.,  andE.  H.  Ferris, 
London,  England,  on  land  surveys  and  irrigation  work;  1915-21,  asst.  on  govt, 
surveys  and  private  work  consisting  of  installn.  of  irrigation  systems,  litigation 
surveys,  etc.;  1919,  charge  of  location  of  logging  rly.  for  Nicola  Pine  Mills,  Merritt; 
1921-29,  asst.  district  engr.,  Yale  District,  1929-31,  asst.  dist.  engr.,  and  1931  to 
date,  district  engr.,   Dept.  of  Public  Works  of  B.C.,  New  Westminster,  B.C. 

References:  C.  E.Webb,  E.  Smith,  A.  L.  Carruthers,  H.N.  Macpherson.T.  V.  Berry. 

BRIDGEWATER— ALBERT  WILLIAM,  of  Westmount,  Que.  Born  at  Saska- 
toon, Sask.,  Oct.  7th,  1914;  Educ:  B.Sc.  (Civil),  1935,  M.Sc.  (Civil),  1936,  Univ. 
of  Sask.;  R.P.E.  of  Ont.;  1936  (May-Nov.),  instr'man.  on  constrn.  of  Borden  Bridge 

1937  (Feb. -Oct.),  dftsman.,  Dominion  Bridge  Co.  Ltd.,  Winnipeg;  1937-39,  rein- 
forced concrete  detailer  and  gen.  struct'l.  designer,  with  M.  M.  Dillon,  M.E.I.C., 
London,  Ont.;  1939-40,  res.  engr.,  on  constrn.  of  caustic  finishing  plant,  for  Canadian 
Industries  Ltd.,  at  Shawinigan  Falls;  March  1940  to  date,  with  Defence  Industries 
Ltd.,  at  present,  struct'l.  designer. 

References:  S.  W.  Archibald,  M.  M.  Dillon,  I.  R.  Tait,  B.  A.  Evans,  D.  A.  Killam, 
W.  C.  Tatham,  R.  A.  Spencer. 

GLENN— JOHN  BURGESS,  of  204  Wineva  Ave.,  Toronto,  Ont.  Born  at 
Southampton,  Ont.,  Sept.  18th,  1915;  Educ:  B.Sc.  (Mech.),  Univ.  of  Sask.,  1938; 
1938,  inspr.,  Rogers-Majestic  Radio  Corpn.;  1938  to  date,  production  engr.,  Link 
Belt  Ltd.,  Toronto,  Ont. 

References:  C.  J.  Mackenzie,  I.  M.  Fraser,  W.  E.  Lovell,  N.  B.  Hutcheson,  G. 
M.  Williams. 

MURCHISON— JAMES  GRAY,  of  Fort  William,  Ont.  Born  at  Crathes,  Kin- 
cardine, Scotland,  Feb.  25th,  1902;  Educ:  1919,  Robert  Gordon's  College,  Aberdeen. 
1921,  one  year  Arts,  Aberdeen  University;  1929-30,  levelman  on  highway  constrn., 
Dept.  of  Nor.  Development,  Sudbury,  Ont.;  1930-34,  clerk  and  foreman,  highway 
constrn.  and  installn.  of  water  system,  H.  T.  Routly  Constrn.  Co.,  Toronto;  with 
Dept.  of  Highways  of  Ontario  as  follows:  1936,  laying  out  of  Nipigon  bridge,  1936- 
37,  instr'man.,  1937-38,  res.  engr.,  1938-39,  instr'man,  1939,  associate  of  the  late 
H.  L.  Seymour,  M.E.I.C.,  town  planning  consultant,  on  preparation  of  town  planning 
data  for  the  cities  of  Fort  William  and  Port  Arthur;  1939-40,  dftsman.  and  designer, 
on  elevator  and  mill  constrn.,  C.  D.  Howe  Co.  Ltd.;  1940,  supt.  of  constrn.  of  intern- 
ment camp,  comprising  all  bldgs.,  water,  sewer  and  lighting;  at  present,  consultant  to 
the  Fort  William  Town  Planning  Commission,  on  the  preparation  of  a  zoning  by- 
law and  town  planning  for  the  City  of  Fort  William. 

References:  P.  E.  Doncaster,  J.  M.  Fleming,  B.  A.  Culpeper,  C.  B.  Symes,  S.  E. 
Flook. 

RAYNER— WARREN,  of  113  So.  Archibald  St.,  Fort  William,  Ont.  Born  at 
Toronto,  Ont.,  Nov.  22nd,  1914;  Educ:  B.Sc  (Mech.),  Queen's  Univ.,  1939;  1939- 
40,  demonstrator,  mech.  engrg.,  Queen's  Univ.;  1940  to  date,  jig  and  tool  designer, 
Canadian  Car  &  Foundry  Co.  Ltd.,  Fort  William,  Ont. 

References:  L.  T.  Rutledge,  W.  H.  G.  Flay,  W.  L.  Saunders,  E.  M.  G.  MacGill, 
D.  Boyd,  D.  S.  Ellis. 

REYNOLDS— JOHN  ALFRED,  of  176  West  Moira  St.,  Belleville,  Ont.  Born 
at  Montreal,  Oct.  23rd,  1903;  Educ:  1917-21,  Toronto  Technical  School.  1931-35 
(evening  classes),  Chrysler  Institute  of  Technology,  Detroit;  1921-26,  Canada  Cycle 
&  Motor  Co.,  Weston,  Ont.;  1926-29,  General  Motor  Research,  Detroit,  Mich.; 
1929-36,  Chrysler  Motor  Car  Co.,  Detroit,  Mich.  1931-36  as  service  engr.  for  the 
engrg.  divn.  of  the  Dodge  Truck  Co.;  1936-39,  Singer  Motor  Car  Co.,  Birmingham, 
England,  i/c  plant  layout,  and  later  i/c  tool  and  jig  design;  1939-40,  mech.  engr., 
Canadian  Marconi  Co.,  design  of  transmitters,  receivers  and  test  apparatus;  at 
present,  aircraft  inspr.,  Trenton  Air  Station,  R.C.A.F.,  Trenton,  Ont. 

References:  D.  C.  Macpherson,  R.  T.  Bell,  H.  J.  Vennes. 

WINTER— JOHN  EDWARD,  of  Lethbridge,  Alta.  Born  at  Kharkov,  Russia, 
Jan.  3rd,  1894;  Educ:  1923-24,  1st  year  engrg.,  Univ.  of  Alta.;  1921-24,  rodman, 
chainman,  leveller,  topog'r.,  Dom.  Dept.  of  the  Interior,  Reclam.  Service;  1925-35, 
leveller,  instr'man.,  asst.  hydrographer,  C.P.R.,  Dept.  Natural  Resources,  Brooks, 
Alta.  ;  1935-38,  instr'man.,  1938-40,  junior  engr.,  Dom.  Dept.  of  Agriculture,  P.F.R.A.  ; 
1940  (July-Sept.),  asBt.  to  engr.  i/c  works,  Dept.  of  National  Defence,  "Air  Force," 
and  Sept.  1940  to  date,  engr.  i/e  works,  No.  5  E.F.T.S.,  Lethbridge,  Alta. 

References:  A.  Griffin,  F.  G.  Cross,  G.  S.  Brown,  P.  M.  Sauder,  B.  Russell. 

FOR  TRANSFER  FROM  JUNIOR 

BENTLEY— KENNETH  EARL,  of  Dartmouth,  N.S.  Born  at  Billtown,  N.S., 
Sept.  27th,  1912;  Educ:  B.Sc.  (Civil),  N.S.  Tech.  Coll.,  1934;  from  1934  to  date, 
with  the  Imperial  Oil  Limited,  at  the  Imperoyal  Refinery  as  follows:  1934-36,  gen. 
lab.  work,  1936-37,  dftsman.,  1937-38,  engrg.  estimator,  1938,  mtce.  engr.,  1938-40, 
engrg.  inspr.,  and  at  present,  mtce.  engr.  (St.  1934,  Jr.  1939). 

References:  R.  L.  Dunsmore,  C.  Scrymgeour,  S.  Ball,  A.  D.  Nickerson,  G.  W. 
Christie. 

BOUCHER— RAYMOND,  of  Montreal,  Que.  Born  at  Stanbridge,  Que.,  July 
21st,  1906;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1933.  M.Sc, 
Mass.  Inst.  Tech.,  1934;  1928-31  (summers),  surveying,  Quebec  Streams  Commn.; 
1934-38,  asst.  professor  and  1938  to  date,  associate  professor  of  Hydraulics,  Ecole 
Polytechnique,  Montreal,  Que.  (St.  1932,  Jr.  1934). 

References:  A.  Frigon,  O.  O.  Lefebvre,  A.  Circé,  A.  Duperron,  J.  A.  Lalonde,  J. 
B.  Macphail. 

BRADLEY— JOSEPH  GERALD,  of  Mackenzie,  Rio  Demerara,  British  Guiana. 
Born  at  Sydney,  N.S.,  May  13th,  1904;  Educ:  1925-26,  first  year  engrg.,  McGill 
Univ.,  not  completed;  1927-28,  first  year.  School  of  Commerce  at  McGill,  com- 
pleted; 1926-27,  cost  accting.  and  mech.  dfting.,  Fraser  Brace  Engrg.  Co.,  Gatineau, 
Que.;  1928,  R.C.A.F.,  Prov.  Pilot  Officer;  1928-29,  supervision  of  75  mile  freight 
route,  Island  Falls,  Sask.,  and  1929-30,  inspn.  of  pipe  and  pump  installn.  of  con- 
centrator plant.  Copper  Cliff,  Ont.,  for  Fraser  Brace  Engineering  Co.;  1931-38, 
asst.  supt.,  i/c  of  mtce.,  Sherwin  Williams  Co.  of  Canada  Ltd.,   Red  Mill,  Que.; 

1938  to  date,  i/c  machine  shop  and  all  plant  repairs,  Demerara  Bauxite  Co.,  Mac- 
kenzie, British  Guiana.  (Jr.  1938). 

References:  J.  H.  Fregeau,  J.  M.  Mitchell,  P.  H.  Morgan,  K.  S.  LeBaron,  F.  L. 
Lawton,  A.  W.  Whitaker,  Jr. 

COLPITTS— GORDON  L.,  of  Barranca-Bermeja,  Colombia.  Born  at  Moncton, 
N.B.,  Sept.  6th,  1909;  Educ:  B.Sc.  (Mech.),  N.S.  Tech.  Coll.,  1933;  1928-30, 
instr'man.  and  chief  of  party  on  forest  surveys,  Canada  Power  &  Paper  Corpn., 
Laurentide  Divn.;  1933-40,  with  Imperial  Oil  Limited,  as  follows:  1933-34,  dftsman., 
1934-36,  constrn.  engr.,  1936-37,  metal  inspr.  on  cracking  coils,  1937-38,  asst.  engr. 
and  metal  inspr.,  1938-39,  acting  chief  engr.,  1939  (June-Nov.),  asst.  engr.,  Dec, 

1939  to  Oct.,  1940,  acting  chief  engr.,  all  of  above  at  Halifax  Refinery;  Nov.  1940 
to  date,  chief  engr.,  Barranca-Bermeja  Refinery,  Tropical  Oil  Company,  Colombia, 
S.A.  (Jr.  1934). 

References:  R.  L.  Dunsmore,  C.  Scrymgeour,  W.  B.  Scott,  J.  S.  Misener,  G.  W. 
Christie. 

DALE— JAMES  GRAHAM,  of  Edmonton,  Alta.  Born  at  Cranbrook,  B.C.,  Jan. 
7th,  1910;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta.,  1934;  1926  (summer),  rodman,  B.C. 
land  surveys;  1927-28,  electrn's  helper,  Cons.  Mining  &  Smelting  Co.  of  Canada 
Ltd.;  1929  (summer),  and  1930-31,  Sullivan  concentrator  at  Chapman  Camp,  B.C.; 
1934-36,  inspr.,  and   1937  to  date,  installn.  engr.,  Northwestern  Utilities  Limited, 


THE  ENGINEERING  JOURNAL     January,  1941 


47 


Edmonton,  Alta.  I/c  installn.  of  large  gas  burning  equipment  for  commercial  and 
industrial  loads  and  in  power  boilers;  also  design  and  installn.  of  many  types  of 
automatic  control  systems  for  above.  (Jr.  1939). 

References:  J.  Garrett,  E.  Nelson,  B.  W.  Pitfield,  W.  E.  Cornish,  R.  C.  McPherson. 

TAYLOR— FRANKLIN  THOMAS,  of  230  Edward  St.,  London,  Ont.  Born  at 
Watford,  Ont.,  Dec.  24th,  1910;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1933;  R.P.E.  of 
Ont.;  1930  (summer),  Richards  Wilcox  Canadian  Co.,  London,  Ont.;  1932  (summer), 
machinist.  Wells  Motors,  London;  193G-37,  demonstrator,  dfting.  room,  Univ.  of 
Toronto;  1937  to  date,  dftsman.,  Richards  Wilcox  Canadian  Co.,  London,  Ont. 
(Jr.  1939). 

References:  H.  F.  Bennett,  D.  S.  Scrymgeour,  G.  F.  Fry,  J.  J.  Spence,  M.  B. 
Watson. 

FOR  TRANSFER  FROM  STUDENT 

BEACH— JOHN  EDWARD,  of  Pointe  a  Pierre,  Trinidad,  B.W.I.  Born  at  Cal- 
gary, Alta.,  May  15th,  1913;  Educ:  B.Sc.  (E.E.),  Univ.  of  Alta.,  1935;  summers, 
1928,  rodman,  1934,  checker,  Northwestern  Utilities  Ltd.,  Edmonton;  1935-37, 
constrn.  and  mtce.,  Royalite  Oil  Company,  Turner  Valley,  Alta.;  1937  (summer), 
rodman  and  instr'man.,  City  of  Edmonton;  1937-40,  constrn.  and  dftsman.,  H.E.P.C. 
of  Ont.;  at  present,  asst.  engr.,  Trinidad  Leaseholds  Ltd.,  Trinidad,  B.W.I.  (St.  1935). 

References:  H.  J.  MacLeod,  R.  S.  L.  Wilson,  S.  G.  Coultis,  P.  L.  Debney,  E. 
Nelson,  E.  B.  Dustan,  H.  E.  Brandon. 


HAMMOND— ROWLAND  ERNEST,  of  Montreal,  Que.  Bornât  Toronto,  Ont., 
Aug.  16th,  1911;  Educ:  B.A.Sc,  1933,  M.A.Sc,  1934,  Univ.  of  Toronto;  1934-35, 
lab.  asst.,  Stromberg-Carlson  Co.,  Toronto,  Ont.;  with  the  Northern  Electric  Co. 
Ltd.,  Montreal,  as  follows:  1935-38,  radio  engr.,  1938-39,  purchasing  agent,  1939-40, 
sales  engrg.  dept.,  1940,  production  planning,  and  at  present,  order  service  super- 
visor. (St.  1931). 


References: 
Cameron. 


H.  J.  Vennes,  J.  J.  H.  Miller,  W.  H.  Eastlake,  A.  B.  Hunt,  J.  S. 


McMILLAN— COLIN  BROCK,  of  Arvida,  Que.,  Born  at  Toronto,  Ont.,  March 
13th,  1913;  Educ:  B.Sc.  (Civil),  Queen's  Univ.,  1936;  1936  (summer),  instr'man. 
on  survey  party;  1937-38,  junior  engr.,  Aluminum  Co.  of  Canada,  Ltd.;  March, 
1938  to  date,  civil  engr.  with  the  Saguenay  Power  Co.,  Arvida,  1939,  field  engr. 
and  from  May,  1940  to  date,  i/c  of  gen.  property  surveying.  (St.  1936). 

References:  C.  Miller,  F.  L.  Lawton,  N.  W.  Brittain,  W.  L.  Malcolm,  R.  A.  Low 

SCOBIE— ALEXANDER  GORDON,  of  320  Tarneaud  St.,  Sudbury,  Ont.  Born 
at  Hamilton,  Ont.,  July  13th,  1910;  Educ:  B.Sc,  Queen's  Univ.,  1937;  1926-33, 
analyst,  Proctor  &  Gamble  Co.,  Hamilton;  1935  (4  mos.),  analyst,  Burlington  Steel 
Co.,  Hamilton;  1937  to  date,  chemist,  copper  refining  divn.,  International  Nickel 
Co.,  Copper  Cliff,  Ont.  (St.  1934). 

References:  W.  F.  Miller,  F.  A.  Orange,  L.  F.  Goodwin,  L.  M.  Arkley,  L.  T. 
Rutledge. 


LIBRARY  NOTES 

(Continued  from  page  46) 

GRAPHICAL  TREATMENT  of  VIBRA- 
TION and  AIRCRAFT  ENGINE 
DAMPERS 

By  C.  H.  Powell.  Bookcraft,  135  Johnson 
St.,  Brooklyn,  New  York,  1940.  288  pp., 
diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 
$7.50. 
The  first  part  of  this  text  presents  a  concise 
method   of   graphical   solution    for    complex 
vibrating  systems,  by  geometrically  combining 
the  more  easily  obtained  solutions  of  simple 
elemental  systems.   Part  II  is  a  more  par- 
ticular application  of  the  methods  developed 
in  Part  I  to  various  forms  of  engine  dampers 
for  torsional  oscillation.  Optimum  conditions 
for  all  known  types  of  dampers,  the  amplitude 
of  the  damper  and  the  phase  relations  of  the 
individual  vibrating  members  are  dealt  with 
in  detail.  There  are   many  charts  and  dia- 
grams. 

Great  Britain,  Department  of  Scientific 
and  Industrial  Research. 
BUILDING  RESEARCH 

Wartime  Building  Bulletin  No.  9,  CON- 
SERVATION of  CEMENT  andofCLA  Y 
BRICKS.  His  Majesty' s  Stationery  Office, 
London,  1940.22pp.,  diagrs., charts,  tables, 
11  x  8]/2  in.,  paper,  Is.    (obtainable  from 
British  Library  of  Information,  50  Rocke- 
feller Plaza,  New  York,  $.30). 
This  pamphlet  calls  attention  to  ways  in 
which  substitutes  can  Le  used  for  cetrent  and 
clay  brick  in  many  cases  and  to  ways  in  which 
these  materials  can  be  used  most  economic- 
ally where  no  alternative  is  available.   Specifi- 
cations are  given  for  tar  macadam  roadways, 
for  economical  concrete  floors  and  for  meth- 
ods of  making  walls. 

Great  Britain.  Home  Office.  AIR  RAID 
PRECAUTIONS.  SPECIFICATIONS, 
etc.,  in  regard  to  PERMANENT 
LINING  of  TRENCHES 

H.  M.  Stationery  Office,  London,  1939.  8 
pp.,  diagrs.,  IS  x  8%  in.,  paper,  (obtain- 
able from  British  Library  of  Information, 
50  Rockefeller  Plaza,  New  York,  $.10). 
The    composite    specification    and    bill    of 
quantities    are    given    for    precast    concrete 
trench  lining  units,  accompanied  by  diagram- 
matic  drawings.    There    are   also   a   general 
specification    for    the    permanent    lining    of 
trenches  and  a  Home  Office  circular  letter 
giving    basic    information    on    trench    con- 
struction. 

HANDBOOK    of    CHEMISTRY    and 
PHYSICS 

Edited  by  C.  D.  Hodgman  and  H.  N. 
Holmes.  24  ed.  Chemical  Rubber  Publish- 
ing Co.,  Cleveland,  Ohio,  1940.  2,564  PP-< 
diagrs.,  tables,  7%  x  5  in.,  cloth,  $3.50. 


This  valuable  handbook  of  data  frequently 
needed  by  physicists  and  chemists  becomes 
more  comprehensive  as  new  editions  appear. 
The  present  issue  contains  over  three  hun- 
dred pages  more  than  its  immediate  predeces- 
sor. The  principal  changes  include  rearrange- 
ment of  the  table  of  physical  constants  of 
organic  compounds  and  the  inclusion  of 
several  hundred  new  ones,  a  thorough  revision 
of  the  table  giving  the  properties  of  commer- 
cial plastics,  a  tabulation  of  the  physical 
constants  of  four  hundred  industrial  organic 
compounds  and  a  table  of  induced  radio- 
activities. In  addition,  minor  changes  and 
additions  have  been  made  throughout  the 
book. 

INDUSTRIAL  MANAGEMENT 

By  R.  H .  Lansburgh  and  W .  R.  Spriegel. 

3  ed.  John   Wiley   &  Sons,   New   York, 

1940.  666  pp.,  Mus.,  diagrs.,  charts,  maps, 

tables,  9x6  in.,  cloth,  $4.50. 
General  organization  technique  is  stressed 
in  this  discussion  of  the  principles,  problems, 
ideals  and  successful  methods  of  industrial 
management.  In  the  several  chapters  on 
fundamental  considerations,  the  plant,  the 
product,  personnel,  wage  payment,  manager- 
ial controls  and  operating  procedures,  an 
effort  has  been  made  to  show  the  relationships 
of  each  major  portion  of  the  business  to  the 
others  and  to  outside  influences.  There  is  a 
bibliography. 

INTRODUCTION     to     ABSTRACT    AL- 
GEBRA 

By  C.  C.  MacDuffee.  John  Wiley  &  Sons, 
New  York,  1940.  303  pp.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $4.00. 
This  book  is  planned  for  a  full  year's  course, 
with  problems  furnishing  laboratory  material 
and  concrete  instances  of  the  abstract  con- 
cepts. The  subject  is  developed  logically  from 
the  system  of  rational  integers  to  linear  asso- 
ciative  algebras.    A   selected    body   of   facts 
from  number  theory,  group  theory  and  formal 
algebra  is  offered,  to   provide  a  background 
for     understanding     and     appreciating     the 
generalized  facts  of  abstract  algebra. 

PULP  and  PAPERMAKING  Bibliography 
and  United  States  Patents  1939. 

Compiled  by  C.  J.  West,  Technical  Asso- 
ciation of  the  Pulp  and  Paper  Industry, 
New  York,  1940.  252  pp.,  9x6  in.,  cloth, 
$3.00. 
This  comprehensive  bibliography  covers  the 
articles  upon   pulp  and  papermaking  which 
appeared  during  the  year  1939  and  the  United 
States  patents  issued  during  that  year  which 
are  of  interest  to  the  industry.  Both  sections 
are  classified  ;  the  articles  by  a  subject  arrange- 
ment and  the  patents  by  the  Patent-office 
classification.  Subject  and  author  indexes  are 
included. 


TREATISE  on  ADVANCED   CALCULUS 

By  P.  Franklin.  John  Wiley  &  Sons,  New 

York,  1940.  595  pp.,  diagrs.,  charts,  9x6 

in.,  cloth,  $6.00. 

Although    the    reader    is    assumed    to    be 

familiar  with  the  fundamental  methods  of  the 

calculus,  these  are  briefly  reviewed  together 

with  the   prerequisite  parts  of  algebra  and 

analysis.   The  text  then   continues   with  an 

exposition  of  infinitesimal  calculus,  including 

those  parts  of  the  theory  of  functions  of  real 

and  complex  variables  which  form  the  logical 

basis   of   the   infinitesimal   analysis   and   its 

applications    to    geometry    and    physics.    A 

group  of  exercises  accompanies  each  chapter. 

TURRET   LATHE   OPERATOR'S    MAN- 
UAL 

By  J.  R.  Longstreet  and  W.  K.  Bailey: 
published  by    The  Operators'  Service  Bu- 
reau of  The  Warner  &  Swasey  Co.,  Cleve- 
land, Ohio,  1940.  240  pp.,  illus.,  diagrs., 
charts,  tables,  10%  x  ?  *n->  cloth,  $2.50. 
This   book,   prepared   by   experienced  en- 
gineers, provides  an  unusually  comprehensive 
and    detailed    description    of   principles    and 
practice.  Tools  and  accessories,  methods  of 
working,  short  cuts  and  special  problems  are 
discussed  with  the  help  of  over  350  excellent 
illustrations    and    drawings.    The    book    is 
designed  expressly  for  the  lathe  operator. 


THE  MANUFACTURE 

OF 

MUNITIONS    IN   CANADA 

By  H.  H.  Vaughan,  m.e.i.c, 
Presidential  Address,  Ottawa, 
1919.  Published  by  the  Engi- 
neering Institute  of  Canada, 
91  pages,  103  illustrations, 
diagrams,  production  charts 
9}i  x  6  in.  Obtainable  from 
The  Engineering  Institute  of 
Canada,  2050  Mansfield  St., 
Montreal.  Price  $1.00,  includ- 
ing sales  tax  and  postage. 
Special  prices  in  lots  of  ten 
or  more. 


48 


January,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

ENGINEER  with  pulp  and  paper  experience  to  become 
Assistant  Chief  Engineer  in  a  large  mill.  Either  a 
man  who  can  fit  into  the  position  immediately,  or  a 
younger  man  who  has  the  training  and  ability  to 
work  into  it  gradually.  The  initial  salary  to  be  paid 
will  depend  upon  the  qualifications  of  the  applicant. 
This  position  holds  an  interesting  future  for  the  right 
man.  Send  applications  with  full  particulars  to  Box 
No.  2209-V. 

ELECTRICAL  ENGINEER,  fully  experienced  in 
design  of  large  modern  power  transformers.  Give  full 
details  of  education,  experience,  and  salary  expected. 
Applications  not  considered  from  persons  now  em- 
ployed with  firms  producing  war  supplies  or  equip- 
ment. Apply  to  Box  No.  2231-V. 

MECHANICAL  ENGINEER,  with  thorough  knowl- 
edge of  manufacturing,  preferably  in  electrical  ap- 
paratus. Supply  complete  information,  education 
and  previous  experience.  Applications  not  con- 
sidered from  persons  now  employed  with  firms 
producing  war  supplies  or  equipment.  Apply  to  Box 
No.  2232-V. 

DRAUGHTSMAN  required  by  electrical  manufac- 
turer experienced  in  layout  and  detail  work  on 
power  transformers.  State  experience  and  salary 
expected.  Applications  not  considered  from  persons 
now  employed  with  firms  producing  war  supplies  or 
equipment.  Apply  to  Box  No.  2233-V. 

ENGINEER  for  fabricating  plant,  must  be  experienced 
in  the  detail  and  design  of  structural  steel.  This  is  a 
permanent  position  for  the  man  with  the  necessary 
qualifications.  Apply  to  Box  No.  2234-V. 

GRADUATE  in  metallurgical  engineering  required  by 
large  manufacturing  plant  in  Montreal.  Excellent 
opportunity  for  experience  and  promotion.  Apply 
giving  education,  experience  and  salary  expected  to 
Box  No.  2235-V. 

YOUNG  MECHANICAL  ENGINEER,  recent  gra- 
duate, required  for  preparation  of  specifications  and 
performance  data  on  steam  generating  equipment  and 
accessories.  Previous  experience  in  this  line  preferred 
but  not  essential.  Excellent  opportunities  for  ad- 
vancement. Applications  from  persons  at  present 
employed  in  war  industries  will  not  be  considered. 
Apply  to  Box  No.  2239-V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men— without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month,  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


GRADUATE  CHEMIST  with  digestion  sewage  dis- 
posal plant  experience.  Applicants  to  state  experience, 
salary  required  and  when  at  liberty.  Apply  Box  No. 
2244-V. 

RECENT  ENGINEERING  GRADUATE,  preferably 
mechanical,  with  some  drafting  experience.  Work  will 
consist  of  machinery  and  piping  layouts  and  other 
general  engineering  work  in  a  paper  mill  near  Ottawa. 
Permanent  position  and  excellent  prospects  for 
suitable  man.  Men  now  employed  in  war  industry  will 
not  be  considered.  Apply  Box  No.  2245-V. 

MECHANICAL  DRAUGHTSMAN,  for  layout  of 
power  plant  equipment,  piping  systems,  etc.,  prefer- 
ably university  graduate  with  three  or  four  years' 
experience.  State  age,  experience,  salary  desired. 
Location  Toronto.  Apply  to  Box  No.  2247-V. 

ENGINEERING  DRAUGHTSMAN  required  for 
centrally  located  mill.  Preferably  a  graduate  en- 
gineer with  several  years'  experience.  Applications 
from  men  employed  in  war  industries  will  not  be 
considered.  Apply  Box  No.  2249-V. 

REQUIRED  for  large  gold  mining  organization  in 
West  Africa,  several  mill  shiftmen,  mill  men  and 
electricians.  Salaries  up  to  £40,  £32  and  £40  re- 
spectively per  month,  free  living  quarters.  Ocean 
passage  paid  and  three  months'  leave  granted  per 
year  at  half  pay.  Yearly  renewable  contracts.  Defence 
regulations  do  not  permit  wives  to  accompany  hus- 
bands at  this  time.  Apply  Box  No.  2258-V. 

SENIOR  ELECTRICAL  ENGINEER  with  from  five 
to  eight  years  experience  required  by  large  industrial 
concern.  Apply  with  full  details  to  Box  No.  2261-V. 


YOUNG  CIVIL  ENGINEER  not  more  than  two  years 
out  of  college  with  field  and  office  experience.  Apply 
giving  full  particulars  to  Box  No.  2259-V. 

MECHANICAL  DRAUGHTSMAN  with  some  ex- 
perience immediately  required  by  a  large  industrial 
firm.  Apply  giving  full  particulars  to  Box  No.  2262-V. 

SITUATIONS  WANTED 

CONSTRUCTION  ENGINEER,  University  graduate 
experienced  in  Power  Plants,  Transmission  lines, 
gunite  construction,  etc.  Available  on  short  notice. 
Apply  to  Box  No.  1527-W. 

CIVIL  ENGINEER  AND  SURVEYOR— Experienced 
in  general  building  and  war  plant  construction.  Also 
installation  of  mechanical  equipment.  Immediately 
available.  Apply  to  Box  No.  2153-W. 

ELECTRICAL  ENGINEER,  graduate,  Age  47, 
married.  Experience  covers  draughting,  construction, 
maintenance,  and  operation.  For  the  last  ten  years 
employed  as  electrical  superintendent  in  a  large  in- 
dustrial plant.  Apply  to  Box  No.  1718-W. 

ENGINEER— M.E.I.C.  Age  49.  DeBires  change.  Ex- 
perience covers  all  types  structural  steel  and  plate 
work,  rivetted  and  welded  construction,  as  estimator. 
Designing,  shop  drawings.  Available  two  weeks 
notice.  Apply  Box  No.  2208-W. 

MECHANICAL  ENGINEER,  Draughtsman,  Speci- 
fication Writer,  Supervisor,  specializing  in  Heating, 
Ventilating,  Power  Plants  and  Plumbing,  available  im- 
mediately. Will  go  anywhere.  Apply  Box  No.  2285-W . 


ENGINEERS  FOR  THE  AIR  SERVICE 

The  following  communication  is  printed  at  the  request  of 
Air  Marshal  L.  S.  Breadner,  Chief  of  Air  Staff.  Members  of 
the  Institute  and  other  engineers  are  requested  to  give  it 
careful  consideration.  Any  persons  remote  from  recruiting 
centres  are  welcome  to  write  to  Headquarters  for  additional 
information. 

DEPARTMENT  OF  NATIONAL  DEFENCE 
"Air  Force" 
Ottawa,  Canada,  November  29th,  1940. 
mr.  l.  a.  wright,  Secretary, 

ENGINEERING  INSTITUTE  OF  CANADA,  MONTREAL,  QUE. 

Dear  Sir: 

The  development  of  the  British  Commonwealth  Air 
Training  Plan  and  the  absorption  of  Technical  personnel 
in  war  industry,  has  resulted  in  a  shortage  of  available  men 
with  engineering  qualifications. 

At  the  present  time  the  Royal  Canadian  Air  Force  is  in 
urgent  need  of  personnel  for  training  as  Aeronautical  Engi- 
neer Officers.  There  is  also  an  immediate  requirement  of 
Technical  Engineers  with  practical  experience  in  aircraft 
production  or  maintenance.  Qualifications  required  of  can- 
didates for  appointment  under  these  two  classifications  are 
as  follows: 

(a)  Technical    Engineer    Officers 

Candidates  must  be  suitable  in  personal  respects  to 
hold  commissioned  rank  and  must  have  the  following 
qualifications: 

Thorough  knowledge  in  engineering,  applicable  to 
aeronautical  requirements. 

Adequate  experience  in  aricraft  repair  work  or  exten- 
sive aircraft  factory  experience. 

Age  limit — up  to  50  years  (highly  qualified  candidates 
will  be  considered  up  to  age  55). 

While  graduate  engineers  are  preferred,  it  may  be 
necessary  to  accept  candidates  with  lesser  academic 
standing  provided  they  have  extensive  practical  ex- 
perience. 

(b)  Potential  Aeronautical  Engineer  Officers 

These  officers  will  be  required  to  undergo  a  very 
thorough  course  in  aeronautical  engineering  before  they 
are  assigned  to  duties. 


Candidates  must  be  of  good  character,  suitable  in  all 
personal  respects  for  appointment  to  commissioned  rank 
and  above  average  in  mental  alertness. 

An  applied  science  degree  in  aeronautical,  mining, 
mechanical,  civil,  chemical,  or  electrical  engineering  is 
desirable. 

A  candidate  having  extensive  practical  experience  but 
with  a  lower  standard  of  education  may  be  accepted.  He 
must,  however,  have  attained  a  standard  not  lower  than 
senior  matriculation.  University  graduates  should  have 
at  least  one  year's  practical  experience  along  any  of  the 
several  mechanical  lines.  Candidates  with  less  than  uni- 
versity graduation  standing  will  be  required  to  have  a 
correspondingly  greater  practical  experience. 

The  preferred  age  for  appointment  in  this  category  is 
25  to  40  years. 

It  would  be  greatly  appreciated  if  you  would  make  our 
needs  known  to  the  several  branches  of  your  organization 
throughout  Canada  and  through  this  medium,  to  the  in- 
dividual members  of  the  Institute.  It  is  felt  that  an  appeal 
of  this  nature  may  be  instrumental  in  directing  to  the 
Royal  Canadian  Air  Force,  men  who  possess  engineering 
qualifications  which  may  be  of  value  to  this  service. 

Prospective  candidates  should  make  application  at  the 
nearest  R.C.A.F.  Recruiting  Centre,  so  that  it  may  be 
ascertained  whether  they  are  physically  fit  and  suitable  in 
all  respects.  This  action  will  not  necessitate  a  severence  of 
their  civilian  employment  before  they  are  appointed  and 
will  entail  no  obligation  on  their  part  until  actually  called 
for  duty. 

Your  co-operation  in  this  matter  is  earnestly  requested 
and  it  is  hoped  that  if  you  have  knowledge  of  any  suitable 
prospective  applicants  you  will  find  it  possible  to  acquaint 
them  with  our  urgent  need  and  the  procedure  for  submit- 
ting their  application.  Might  I  also  ask  that  you  forward 
their  names  and  addresses,  together  with  your  recommenda- 
tion in  each  case,  to  the  nearest  R.C.A.F.  Recruiting  Centres 
or,  if  more  convenient,  to  these  Headquarters. 

Assuring  you  that  your  assistance  in  this  matter  will  be 
most  sincerely  appreciated. 
I  am,  yours  very  truly, 

(Signed)  l.  s.  breadner,  air  vice  marshal, 
Chief  of  the  Air  Staff. 


THE  ENGINEERING  JOURNAL     January,  1941 


49 


Industrial  News 


THREADING   AND  TAPPING 
EQUIPMENT 

Landis  Machine  Co.  Inc.,  Waynesboro,  Pa., 
have  issued  an  interesting  116-page  handbook 
entitled  "Landis  Handbook"  which  contains 
instructions  covering  the  use  of  various  Landis 
machines  including  the  grinding  of  chasers, 
operation  of  threading  heads  and  machines, 
the  grinding  of  tap  chasers  and  the  operation 
of  collapsible  taps.  Data  covering  special 
threads  used  in  the  manufacture  of  modern 
transportation  equipment  is  also  included. 

BALING  PRESSES 

Climax  Baler  Co.  Ltd.,  Hamilton,  Ont., 
have  issued  a  four-page  folder  which  illus- 
trates various  types  of  "Climax"  hand  and 
electric  presses  for  baling  wipers,  clothing, 
fabrics,  waste  paper,  excelsior,  wool,  etc. 
Special  features  and  specifications  are  given  in 
each  case. 

CARBOLOY  STANDARD  TOOLS 

Carboloy  Co.  Inc.,  Detroit,  Mich.,  repre- 
sented in  Canada  by  Canadian  General 
Electric  Co.  Ltd.,  Toronto,  Ont.,  have 
issued  a  twelve-page  booklet  No.  GT-128  in 
the  form  of  an  instruction  manual  (3  ins.  by 
4]4  ins.  in  size)  for  operators.  It  contains  com- 
plete information  on  speeds  and  feeds  to  be 
used  with  different  materials  and  varying 
depth  of  cut;  machine  recommendations  for 
machining  steel;  proper  use  of  coolants;  tool 
grinding  instructions;  standard  tool  angles; 
design  and  grinding  of  chip  breakers  and 
general  operating  hints. 

BUILDING  NECESSITIES 

The  32-page  Catalogue  No.  40  recently 
issued  by  The  Majestic  Co.,  Huntington, 
Ind.,  covers  the  Company's  extensive  line  of 
44  specialties  for  the  modern  home.  Among  the 
items  illustrated  and  described  are  various 
types  of  coal  chutes,  fire  place  equipment, 
garbage  receivers,  incinerators,  heating  equip- 
ment, etc.  Included  with  each  item  are  speci- 
fications. 

SIRENS 

Northern  Electric  Co.  Ltd.,  Montreal, 
Que.,  describe  and  illustrate  in  their  four- 
page  bulletin  No.  22-235004  "Federal"  ver- 
tical sirens  for  municipal  fire  alarm,  airport 
crash  alarm  and  air  raid  warning;  and  in- 
dustrial sirens  for  fire  and  burglar  alarm  and 
start  and  dismissal  signal  in  industrial  plants, 
mines,  public  buildings,  warehouses,  con- 
struction projects,  etc.  "Federal"  vehicle 
sirens,  compressed-air  whistles  and  industrial 
vibratory  horns  are  also  included. 

SNOW  FENCE  AND  POSTS 

"Stelco"  snow  fence  and  "Tee"  rail  snow 
fence  post  for  use  in  drift  prevention  on 
highways,  municipal  roads,  railways,  in- 
dustrial property,  airports,  parade  grounds, 
mines  and  fur  farms,  are  featured  in  a  two- 
page  pamphlet  issued  by  The  Steel  Co.  of 
Canada  Ltd.,  Montreal,  Que.  Full  details  and 
specifications  are  included  with  a  description 
of  the  Company's  "one-man"  post  driver. 

TEMPERATURE  INSTRUMENTS 

In  their  32-page  catalogue  N-33-161,  Leeds 
&  Northrup  Co.,  Philadelphia,  Pa.,  describe 
"Micromax  Temperature  Instruments  for 
Electric  Power  Equipment"  for  those  con- 
cerned with  the  operation  of  electric  power 
plant  equipment,  to  show  how  knowledge  of 
operating  temperatures  enables  operators  to 
act  promptly,  at  the  first  sign  of  a  rise,  to 
protect  units  against  overheating  and  pro- 
vide a  reliable  guide  for  maximum  safe 
loading.  These  recorders  provide  automatic 
and  continual  temperature  checks  at  selected 
points  in  power  units,  and  sound  alarms  if 
temperature  at  any  point  exceeds  safe  limits. 


Industrial     development  —  new   products  —  changes 
in    personnel    —   special    events   —   trade    literature 


ELECTRIC  ETCHING 

Taylor,  Taylor  &  Hobson  Ltd.,  Leicester, 
Eng.,  are  distributing  in  Canada  through 
their  representative,  The  Empire  Engineering 
Co.,  Toronto,  Ont.,  an  8-page  bulletin  entitled 
"The  Javelin  Etching  Process,"  It  describes 
this  process  of  electric  etching,  illustrating  the 
single  etching  unit  and  the  multiple  etcher,  as 
well  as  the  standard  equipment  included  with 
each  unit. 

VIBRATING  SCREENS 

Link-Belt  vibrating  screens  for  the  effective 
screening  of  a  great  variety  of  materials,  such 
as  sand,  gravel,  cinders,  grain,  clay,  crushed 
stone,  coke,  fertilizer,  feldspar,  coal,  ore,  etc., 
are  described  and  illustrated  in  a  20-page 
catalogue  No.  1762  issued  by  Link-Belt  Ltd., 
Toronto,  Ont. 

TIMBER   HIGHWAY   BRIDGES 

The  advantages  of  timber  bridges  and  12 
typical  designs  of  timber  bridges  with  "Teco" 
joint  connectors  for  spans  of  30  ft.  to  70  ft.  are 
presented  in  a  14-page  booklet  issued  by 
Timber  Engineering  Co.,  Washington,  D.C. 
This  companv's  Canadian  distributor  is 
V.  H.  Mclntyre  Ltd.,  Toronto,  Ont. 

TIMBER  CONNECTORS 

Timber  Engineering  Co.,  Washington, 
D.C,  represented  in  Canada  by  Y.  H.  Mcln- 
tyre Ltd.,  Toronto,  Ont.,  have  issued  an 
8-page  bulletin  entitled  "Installing  Teco 
Timber  Connectors  in  Light  and  Heavy 
Structures."  This  bulletin  contains  detailed 
illustrated  description  of  the  Company's 
various  types  of  timber  connectors  designed 
to  increase  the  joint  strength  of  timber 
structures.  Also  shows  fundamental  steps 
necessary  for  installing  timber  connectors. 

JOINS   STAFF   OF  CANADIAN  ENGIN- 
EERING PUBLICATIONS  LIMITED 

John  M.  Thorn,  formerly  with  the  Montreal 
branch  of  the  James  Fisher  Advertising 
Agency,  has  been  appointed  to  the  staff  of 
Canadian  Engineering  Publications  Limited, 
and  will  represent  The  Engineering  Journal, 
the  official  organ  of  The  Engineering  Institute 
of  Canada,  The  Engineering  Catalogue,  and 
New  Equipment  News.  Mr.  Thorn  will  be 
located  at  the  Company's  head  office  in  the 
Confederation  Building  in  Montreal. 


John  M.  Thom 


TEMPERATURE   AND   PRESSURE 
RECORDERS 

Bulletin  DMF  814  entitled  "Foxboro 
Instruments  for  Bottlers,"  made  available  by 
The  Foxboro  Co.  Ltd.,  Montreal,  Que.,  gives 
an  illustrated  description  of  the  Foxboro 
single-pen  and  double-pen  carbonating  re- 
corders featured  with  equipment  supplied  by 
the  Liquid  Carbonic  Canadian  Corp.  Ltd., 
Montreal,  Que.  Detailed  specifications  and 
illustrations  of  a  typical  installation  and 
charts  showing  actual  operating  records  are 
included. 

GAS  ANALYZER 

"The  Modernized  Hays  Orsatomat — The 
Automatic  Orsat,"  is  the  title  of  a  4-page 
bulletin  No.  40-366  in  which  The  Hays  Corp., 
Michigan  City,  Ind.,  illustrate  and  describe 
the  Orsat  type  of  gas  analyzer  with  full  details 
of  design,  construction  and  method  of  opera- 
tion of  both  the  single  unit  for  furnace  testing 
and  the  double  unit  for  exhaust  gas  analysis. 

GRINDING  FIXTURE 

Industrial  Engineering  Co.  Inc.,  Minnea- 
polis, Minn.,  features  in  a  4-page  bulletin  the 
"Quick-way"  grinding  fixture  for  high  speed 
power  hack  saw  blades,  and  illustrates  the 
fixture  attached  to  a  universal  grinder. 

"LIQUID"  VIBRATING  SCREENS 

In  a  4-page  folder  No.  1877,  Link-Belt  Ltd., 
Toronto,  Ont.,  describes  a  specialized  adapta- 
tion of  the  Company's  variable  high-intensity 
vibrating  screen  for  the  removal  of  solids  from 
liquids  to  recover  products  formerly  wasted. 
Illustrates  and  describes  the  unit  and  shows 
typical  installations  handling  fish  oil,  fine 
rubber,  asparagus,  vegetable  refuse  and 
phosphate    rock. 

REFRIGERATION  COMPRESSORS 

A  sectional  illustration  of  Worthington- 
Carbondale  refrigeration  compressors  of  the 
vertical  two-cylinder  type,  sizes  5  ins.  by  5  ins. 
and  smaller,  with  photographs  of  various 
parts,  spécifications  and  dimensional  draw- 
ings is  given  by  Carbondale  Div.,  Worthing- 
ton  Pump  and  Machinery  Corp.,  Harrison, 
N.J.,  in  their  6-page  bulletin  No.  C-1100-B11. 

ROLLER  BEARINGS 

The  Shafer  aircraft  type  self-aligning  roller 
bearings  are  described  by  Shafer  Bearing 
Corp.,  Chicago,  111.,  in  their  6-page  bulletin 
No.  531.  A  general  description  contains  details 
of  radial  thrust  capacity,  integral  self-align- 
ment, load  ratings,  materials  and  lubrication. 
Dimensional  drawings  with  tabulated  data 
are  included. 

WELDING 

An  interesting  56-page  booklet  entitled 
"The  Lincoln  Weldirectory,"  has  been  issued 
by  Lincoln  Electric  Co.  Ltd.,  Toronto,  Ont. 
This  booklet  contains  carefully  prepared  de- 
tailed information  covering  the  numerous 
products  of  this  company  used  in  arc  welding 
and  is  well  illustrated  throughout. 

DRILLS  AND  TAPPERS 

Featured  in  the  eight-page  bulletin  No. 
2963-C  of  Canadian  Blower  &  Forge  Co.  Ltd., 
Kitchener,  Ont.,  are  the  "Buffalo"  No.  15 
heavy  dutv  production  drill,  the  No.  15  manu- 
facturing 'type  drill,  the  No.  15  tapping 
machine,  and  accessories.  Completely  illus- 
trated with  photographs  and  sectional  draw- 
ings, this  interesting  bulletin  also  contains 
full  specifications. 


50 


January,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  FEBRUARY  1941 


NUMBER  2 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 

Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DeL.  FRENCH,  m.e.i.c,  Vice-Ckairman 

J.  C.  DAY,  m.e.i.c. 

R.  E.  MacAFEE,  m.e.i.c 

J.  E.  ST.  LAURENT,  m.e.i.c 


CONTENTS 


POWER  HOUSE  SUBSTRUCTURE,  LA  TUQUE,  QUE. 

{Photo  Shawinigan  Engineering  Company) 

CONSTRUCTION  OF  THE  HYDRO-ELECTRIC  DEVELOPMENT 
AT  LA  TUQUE 

J.  A.  McCrory,  M.E.I.C.    ........ 


Cover 


54 


ADVISORY  MEMBERS 
OF  PUBLICATION  COMMITTEE 

L.  McK.  ARKLEY,  m.e.i.c. 
S.  R.    BANKS,  m.e.i.c. 

A.  C.  D.  BLANCHARD,  m.e.i.c. 
J.  L.  CLARKE,  m.e.i.c. 

R.  L.  DUNSMORE,  m.e.i.c 
J.  T.  FARMER,  m.e.i.c 
R.  H.  FIELD,  m.e.i.c 
J.  N.  FINLAYSON,  m.e.i.c 
R.  C.    FLITTON,  m.e.i.c 
R.  DeL.  FRENCH,  m.e.i.c. 
R.  G.  GAGE,  m.e.i.c. 

F.  G.  GREEN,  m.e.i.c. 
N.  MacL.  HALL,  m.e.i.c 

B.  F.  C.  HAANEL,  m.e.i.c. 
D.  S.  LAIDLAW,  m.e.i.c 
ROBT.  F.  LEGGET,  m.e.i.c. 

C.  R.  LINDSEY,  m.e.i.c. 
H.  J.  MACLEOD,  m.e.i.c 
J.  L.  RANNIE,  m.e.i.c. 

C.  A.  ROBB.  m.e.i.c. 

D.  deC.  ROSS-ROSS,  m.e.i.c 
L.  T.  RUTLEDGE,  m.e.i.c. 
H.  W.  TATE,  m.e.i.c 

H.  J.  VENNES,  m.e.i.c 

G.  L.  WIGGS,  m.e.i.c 


ENGINEERING  TRAINING  FOR  NATIONAL  DEFENSE  IN  U.S.A.      . 

A.  A.  Potter 64 


REPORT  OF  COUNCIL  FOR  1940 


ABSTRACTS  OF  CURRENT  LITERATURE 

FROM  MONTH  TO  MONTH 

PERSONALS  

Visitors  to  Headquarters 
Obituaries  ..... 

NEWS  OF  THE  BRANCHES 


LIBRARY  NOTES 


66 


84 


90 


93 


96 


102 


Price  50  cents  a  copy,  $3.00  a  year,  in  Canada, 
British  Possessions,  United  States  and  Mexico. 
(4.50  a  year  in  Foreign  Countries.  To  members 
and  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


PRELIMINARY  NOTICE 


EMPLOYMENT  SERVICE 


105 


106 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions    expressed    in     the    following    pages. 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


•P.  M.  SAUDER,  Lethbridge,  Alt». 
tJ.  CLARK  KEITH,  Windsor,  Ont. 

•G.  J.  DESBARATS,  Ottawa,  Ont. 

tG.  P.  F.  BOESE,  Calgary,  Alta. 

•W.  F.  M.  BRYCE,  Ottawa,  Ont. 

tl.  W.  BUCKLEY,  Sydney,  N.S. 

•J.  L.  BUSFIELD,  Montreal,  Que. 

tJ.  M.  CAMPBELL,  Lethbridge,  Alta. 

tA.  L.  CARRUTHERS,  Victoria,  B.C. 

•P.  E.  DONCASTER,  Fort  William,  Ont. 

•R.  H.  FINDLAY.  Montreal,  Que. 

•L.  F.  GRANT,  Kingston,  Ont. 

tJ.  G.  HALL,  Montreal,  Que. 

•S.  HOGG,  Saint  John,  N.B. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


MEMBERS  OF  COUNCIL 

PRESIDENT 

T.  H.  HOGG,  Toronto,  Ont. 

VICE-PRESIDENTS 

tMeNEELY  DuBOSE,  Arvida,  Que. 
•E.  P.  MUNTZ,  Hamilton,  Ont. 

PAST-PRESIDENTS 
tJ.  B.  CHALLIES,  Montreal,  Que. 
COUNCILLORS 
•T.  H.  JENKINS,  Windsor,  Ont. 
•A.  C.  JOHNSTON,  Arvida,  Que. 
tJ.  L.  LANG,  Sault  Ste.  Marie,  Ont. 
tA.  LARIVIERE,  Quebec,  Que. 
•A.  P.  LINTON,  Regina,  Sask. 
•I.  P.  MACNAB,  Halifax,  N.S. 
tW.  R.  MANOCK,  Fort  Erie  North,  Ont. 
tH.  MASSUE,  Montreal,  Que. 
»W.  R.  MOUNT.  Edmonton,  Alta. 
tW.  L.  McFAUL,  Hamilton,  Ont. 
tC.  K.  McLEOD,  Montreal,  Que. 
TREASURER 
deGASPE  BEAUBIEN.  Montreal,  Que. 

GENERAL  SECRETARY 
L.  AUSTIN  WRIGHT,  Montreal,  Que. 


*F.  NEWELL,  Montreal,  Que. 
tW    S.  WILSON,  Sydney,  N.S. 

tH.  W.  McKIEL,  Sackville,  N.B. 

tJ.  H.  PARKIN,  Ottawa,  Ont. 
tB.  R.  PERRY,  Montreal,  Que. 
*J.  ROBERTSON,  Vancouver,  B.C. 
*A.  U.  SANDERSON,  Toronto,  Ont. 
•H.  R.  SILLS,  Peterborough,  Ont. 
tC.  E.  SISSON,  Toronto,  Ont. 
tG.  E.  SMITH,  Moncton,  N.B. 
tA.  J.  TAUNTON,  Winnipeg.  Man. 
♦J.  A.  VANCE,  Woodstock,  Ont. 
•E.  B.  WARDLE,  Grand'Mere,  Que. 
•For  1940.  tFor  1940-41.  JFor  1940-41-42 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL.  Montreal,  Que. 


FINANCE 

F.  NEWELL,  Chairman 
J.  E.  ARMSTRONG 
deG.  BEAUBIEN 

G.  A.  GAHERTY 
J.  A.  McCRORY 


STANDING  COMMITTEES 

LEGISLATION 

J.  CLARK  KEITH,  Chairman 
I.  C.  BARLTROP 
I.  P.  MacNAB 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY,  Chairman 

G.  M.  PITTS 

E.  A.  RYAN 

G.  A.  WALLACE 

R.  A.  YAPP 


PAPERS 

J.  A.  VANCE,  Chairman. 
McN.  DuBOSE 
J.  CLARK  KEITH 
F.  NEWELL 
P.  M.  SAUDER 
W.  S.  WILSON 


PUBLICATION 

C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vict-Chairman 

J.  C.  DAY 

R.  E.  MacAFEE 

J.  E.  ST.  LAURENT 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 
I.  M.  FRASER 
W.  E.  LOVELL 
A   P.  LINTON 
P.  C.  PERRY 

E.  K.  PHILLIPS 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 
H.  A.  LUMSDEN 
H.  R.  M/icKENZIE 
J.  O.  MARTINEAU 
R.  W.  McCOLOUGH 

GZOWSKI  MEDAL 

A.  O.  WOLFF,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
G.  STEAD 
8.  YOUNG 

LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
Q.  E. COLE 
V.  DOLMAGE 

F.  W.  GRAY 

W.  G.  McBRIDE 

DUGGAN  MEDAL  AND  PRIZE 

F.  P.  SHEARWOOD,  Chairman 
J.  T.  FARMER 
J.  M.  FLEMING 


PLUMMER  MEDAL 

F.  G.  GREEN,  Chairman 
J.  C.  NUTTER 
J.  F.  HARKOM 
R.  A.  STRONG 
M.  KATZ 


SPECIAL  COMMITTEES 

INTERNATIONAL  RELATIONS 

J.  M.  R.  FAIRBAIRN,  Chairman 
J.  B.  CHALLIES,   Vice-chairman 

E.  A.  ALLCUT 
R.  W.  ANGUS 
C.  CAMSELL 

O.  O.  LEFEBVRE 
M.  J.  McHENRY 
H.  H.  VAUGHAN 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Provinces) 
H.  N.  Ruttan  Prise 

P.  M.  SAUDER,  Chairman 

J.  ROBERTSON 

A.  J.  TAUNTON 
Zone  B  (Province  of  Ontario) 
John  Galbraith  Prise 

J.  CLARK  KEITH.  Chairman 

T.  H.  JENKINS 

J.  A.  VANCE 
Zone  C  (Province  of  Quebec) 

Phelps  Johnson  Prise  (English) 

F.  NEWELL,  Chairman 

R.  H.  FINDLAY 

C.  K.  McLEOD 
Ernest  Marceau  Prise  (French) 

McN.  DuBOSE,  Chairman 

A.  LARIVIERE 

H.  MASSUE 
Zone  D  (Maritime  Provinces) 
Martin  Murphy  Prise 

W.  S.  WILSON,  Chairman 

I.  W.  BUCKLEY 

I.  P.  MACNAB 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY.  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J   M.  WARDLE 


RADIO  BROADCASTING 

G.  McL.  PITTS,  Chairman 
R.J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,  Vice-Chairman 
G.  P.  F.  BOESE 

C.  L.  CATE 
A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

MEMBERSHIP 

K.  O.  WHYTE.  Chairman 
J.  G.  HALL 
H.  MASSUE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 
O.  O.  LEFEBVRE,  Vice-Chairman 
G.  A.  GAHERTY 
H.  W.  McKIEL 

F.  NEWELL 

C.  E.  SISSON 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
JACQUES  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
C.  A.  FOWLER 
R   DbL.  FRENCH 
R.  E   HEARTZ 
R  F.  LEGGET 
A   P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 


52 


February,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),}.  F.  BRIDGE 

T.  H.  JENKINS 

J.  CLARK   KEITH 
Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 


CALGARY 

Chairman, 

Vice-Chair., 

Executive, 


3.  McMillan 

J.  B.  deHART 
F.  K.  BEACH 
H.  B   LeBOURVEAU 
R.  MACKAY 
(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  HADDIN 
F.  J.  HEUPERMAN 
Sec.-Trea:,  P.  F.  PEELE, 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio),  I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec.-Treas.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 


Chairman, 

Vice-Chair., 

Executive, 

(Ex-Officio), 
Sec.-Treas., 


HALIFAX 

Chairman, 
Executive, 


(Ex-Officio), 
Sec.-Trea:, 

HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ex-Officio), 
Sec.-Treas., 

KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


H.  R.  WEBB 
C.  W.  CARRY 


W.  R.  MOUNT 


E.  NELSON 
R.  M.  HARDY 

A.  M.  ALLEN 
D.  HUTCHISON 
J.  F.  McDOUGALL 
P.  M.  SAUDER 
C.  E.  GARNETT 

B.  W.  PITFIELD, 
Northwe»tern  Utilities  Limited, 

10124-104th  Street, 

Edmonton,  Alta. 

CHARLES  SCRYMGEOUR 

S.  L.  FULTZ       G.  F.  BENNETT 

P.  A.  LOVETT  F.  C.  WIGHTMAN 

A.  B.  BLANCHARD  E.  L.  BAILLIE 

A.  G.  MAHON        C.  StJ.  WILSON 

I.  P.  MacNAB 

A.  D.  NICKERSON 

L.  C.  YOUNG, 

365  Morris  Street  Ext., 

Halifax,  N.S. 

W.  A.  T.  GILMOUR 
S.  SHUPE 

C.  H.  HUTTON  T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 
ALEX.  LOVE  W.  L.  McFAUL 
A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 

T.  A.  McGINNIS 
P.  ROY 
V.  R.  DA  VIES 
K.  H.  McKIBBIN 
K.  M.  WINSLOW 
A.  H.  MUNRO 
(Ex-Officio),  G.  G.  M.  CARR-HARRIS 

L.  F.  GRANT 
Sec.-Treas.,  J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 
LAKEHEAD 

Chairman,     H.  G.  O'LEARY 
Vice-Chair.,  B.  A.  CULPEPER 
Executive,      MISS  E.  M.  G.  MacGILL 

H.  H.  TRIPP  W.  H.  BIRD 

J.  I.  CARMICHAEL    E.  J.  DA  VIES 

h.  os  c.  d.  Mackintosh 

J.  S.  WILSON 
(Ex-Officio),  J.  M.  FLEMING  P.  E.  DONCASTER 
Sec.-Treas.,  H.  M.  OLSSON, 

380  River  Street, 

Port  Arthur,  Ont. 
LETHBRIDGE 
Chairman,    WM.  MELD  RUM 
Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  E.  A.  LAWRENCE, 

207-7th   St.   S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     H.  F.  BENNETT 
Vice-Chair.,  W.  E.  ANDREWES 
Executive,      F.  C.  BALL  V.  A.  McKILLOP 

J.  P.  CARRIERE     J.  R.  ROSTRON 
J.  FERGUSON 
(Ex-Officio),  }.  A.  VANCE 
Sec.-Treas.,  H.  G.  STEAD 

60  Alexandra  Street, 

London,  Ont. 
MONCTON 


Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas. 


F.  O.  CONDON 
C.  S.  G.  ROGERS 

B.  E.  BAYNE      R.  H.  EMMERSON 
G.L.DICKSON  G.E.SMITH 

T.  H.  DICKSON 
H.  W.  McKIEL 
V.  C.  BLACKETT, 
Engr.  Dept.,  C.N.R., 

Moncton,  N.B. 


MONTREAL 

Chairman, 
Vice-Chair 
Executive, 


deG.  BEAUBIEN 
B.  R.  PERRY 
G.  McL.  PITTS 
H.  J.  VENNES 


R.  E.  HEARTZ 

J.  A.  LALONDE 

E.  V.  GAGE 

I.  S.  PATTERSON 

P.  E.  POITRAS 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 
(Ex-Officio), J.  B.  CHALLIES 

J.  G.  HALL 

H.  MASSUE 

C.  K.  McLEOD 
Sec.-Treas.,  L.  A.  DUCHASTEL, 
40  Kelvin  Avenue, 
Outremont,  Que. 

NIAGARA   PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 

J.  L.  McDOUGALL 

L.  J.  RUSSELL 

J.  H.  TUCK 

G.  F.  VOLLMER 
(Ex-Officio),  W.  R.  MANOCK 

A.  W.  F.  McQUEEN 
Acting-Sec.,  GEO.  E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 

OTTAWA 


Chairman, 
Executive, 


W.  H.  MUNRO 

N.  MARR  H.  V.  ANDERSON 

W.  L.  SAUNDERS       J.  H.  IRVINE 
W.  H.  NORRISH 
(Ex-Officio),  G.  J.  DESBARATS     J.  H.  PARKIN 

W.  F.  M.  BRYCE 
Sec.-Trea:,  R.  K.  ODELL, 

Dept.  of  Mines  and  Resources, 

Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     R.  L.  DOBBIN 
Executive,      J.  CAMERON 

0.  J.  FRISKEN 

1.  F.  McRAE 
J.  W.  PIERCE 

(Ex-Officio),  B.  I.  BURGESS 

H.  R.  SILLS 
Sec.-Treas.,  A.  L.  MALBY, 

303  Rubidge  St., 

Peterborough,  Ont. 
QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,  J.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Executive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 

C.  MILLER 

W.  P.  C.  LsBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 

McN.  Dr/BOSE 

A.  C.  JOHNSTON 
See.-Treas.,  T.  A.  TAYLOR 

Saguenay  Inn,  Aryida,  Que. 


SAINT  JOHN 

Chairman,     JOHN  P.  MOONEY 
Vice-Chair.,  J.  T.  TURNBULL 
Executive,      D.  R.  SMITH 

F.  A.  PATRIQUEN       A.  O.  WOLFF 
(Ex-Officio),  H.  F.  MORRISEY 

S.  HOGG 
Sec.-Treas.,  VICTOR  S.  CHESNUT 
P.O.  Box  1393, 

Saint  John.  N.B. 
ST.  MAURICE  VALLEY 

Chairman,     C.  H.  CHAMPION 
Vice-Chair.,  A.  H.  HEATLEY 
Executive,      R.  DORION 

J.  H.  FREGEAU  V.  JEPSEN 

H.  O.  KEAY  K.  S.  LeBARON 

G.  RINFRET  H.  G.  TIMMIS 
H.  J.  WARD               H.  K.  WYMAN 

(Ex-Officio),  F.  W.  BRADSHAW 

E.  B.  WARDLE 
Sec.-Trea:,  G.  B.  BAXTER, 

Canadian  International  Paper  Com- 
pany, Three  Rivers,  Que. 
SASKATCHEWAN 
Chairman,       P.  C.  PERRY 
Vice-Chair.,     R.  A.  McLELLAN 
Executive,        I.  M.  FRASER      J.  McD.  PATTON 
C.  J.  McGAVIN  R.  J.  FYFE 

a.  m.  macgillivray 
g.  l.  Mackenzie 
a.  a.  murphy 
w. e. lovell 

(Ex-Officio),  A.  P.  LINTON 
Sec.-Treas.,  STEWART  YOUNG, 
P.  O.  Box  101, 

Regina,  Sask 


SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 

Vice-Chair.,  L.  R.  BROWN 

Executive,      R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 

(Ex-Officio),}.  L.  LANG 

A.  E.  PICKERING 

Sec.-Treas.,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie 

Ont. 

TORONTO 

Chairman,    NICOL  MacNICOL 

Vice-Chair. ,U.  E.  BRANDON 

Executive,     W.  S.  WILSON       G.  W. 

PAINTER 

F.  J.  BLAIR                     G 

R.  JACK 

W.  H.  M.  LAUGHLIN    D. 

FORGAN 

(Ex-Officio)  T.  H.  HOGG 

A.  U.  SANDER60N 

C.  E.  SISSON 

A.  E.  BERRY 

Sec.-Treas.,3.  J.  SPENCE, 

Engineering  Building, 

University  of  Toronto, 

Toronto,  Ont. 

VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,W.  O.  SCOTT 
Executive,     T.  E.  PRICE 

J.  R.  GRANT 

W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

JAS.  ROBERTSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


VICTORIA 

Chairman, 
Vice-Chair. 
Executive, 


E.  W.  IZARD 
G.  M.  IRWIN 

E.  DAVIS       A.  L.  CARRUTHERS 
A.  S.  G.  MUSGRAVE 
R.  C.  FARROW    J.  N.  ANDERSON 
Sec.-Treas.,  K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 


WINNIPEG 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


H.  L.  BRIGGS 
J.  T.  ROSE 

C.  V.  ANTENBRING 
J.  P.  FRASER 

H.  W.  McLEOD, 
V.  MICHIE 

D.  N.  SHARPE 

J.  HOOGSTRATEN 
J.  W.  SANGER 
A.  J.  TAUNTON 
C.  P.  HALTALIN, 

303    Winnipeg    Electric    Railway 
Chambers,  Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL     February,  1941 


53 


CONSTRUCTION  OF  THE  HYDROELECTRIC  DEVELOPMENT 

AT  LA  TUQUE 

J.  A.  McCRORY,  m.e.i.c. 
Vice-President  and  Chief  Engineer,  Shawinigan  Engineering  Company,  Montreal,  Que. 

Paper  to  be  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Hamilton,  Ont.,  on  February  7th,  1941. 


The  LaTuque  development  has  an  installed  capacity  of 
178,000  hp.  at  the  point  of  maximum  efficiency  and  is 
capable  of  delivering  192,000  hp.  at  full  gate.  It  is  located 
in  the  province  of  Quebec,  on  the  St.  Maurice  river  104 
miles  from  its  mouth.  The  river  at  this  point  flows  through 
a  narrow  gorge  three-quarters  of  a  mile  long  in  which  it 
dropped  90  ft.  between  the  upper  and  the  lower  pools. 
Throughout  the  gorge  the  river  bed  was  generally  less  than 
350  ft.  wide  between  high  water  marks  and  during  periods 
of  normal  flow  most  of  the  current  was  confined  to  a  deep, 
narrow  channel  that  had  been  eroded  in  the  bed  of  the  river 
near  the  west  bank.  The  dam  is  built  near  the  lower  end  of 
this  gorge,  its  west  abutment  ending  in  a  low  corewall  that 
penetrates  the  heavy  layer  of  overburden  on  the  west  bank, 
and  its  east  abutment  terminating  against  the  vertical  face 
of  a  cliff  that  rises  more  than  100  ft.  above  the  top  of  the  dam. 

As  with  many  of  the  power  sites  on  the  St.  Maurice,  the 
river  here  occupies  a  different  channel  from  that  followed 
by  the  pre-glacial  streams  that  drained  this  region.  It  is 
apparent  that  before  the  last  glacial  period  the  river  flowed 
through  a  deep  valley  that  lies  beneath  the  plain  on  which 
the  town  of  La  Tuque  now  stands.  We  know  that  the  depth 
to  bed  rock  here  is  very  great.  As  the  ice  receded,  this  valley 
was  filled  with  glacial  deposits,  and  the  river  took  its  new 
course  through  a  saddle  between  the  hills  to  the  west  of  the 
buried  valley  and  two  granite  knobs  that  protrude  through 
the  surrounding  gneissic  structure  and  from  the  eastern 
wall  of  the  present  gorge.  The  larger  and  more  northerly 
of  these  knobs  was  known  to  the  voyageurs  as  La  Tuque. 
The  river  quickly  cut  down  through  the  glacial  drift  to  bed 
rock  and  then,  over  a  long  period  of  time,  gradually  carved 
for  itself  a  steep,  narrow  channel.  Glaciation  and  extensive 
faulting  that  has  occurred  in  the  rock  of  the  gorge  assisted 
the  river  in  its  work  of  erosion. 

The  development  at  La  Tuque  is  the  fifth  built  on  the 
St.  Maurice  since  the  construction  of  the  first  power  house 
at  Shawinigan  Falls  forty  years  ago.  With  its  completion 
the  installed  capacity  of  the  plants  on  the  river  has  reached 
a  total  of  more  than  a  million  horse  power.  It  is  hard  to 
realize  that  in  the  short  period  of  forty  years  the  St.  Maurice 
valley  has  developed  from  little  more  than  a  wilderness  to 
one  of  the  important  industrial  regions  of  the  Dominion. 
In  1900,  Three  Rivers  was  a  small  community  of  few  in- 
dustries, Shawinigan  Falls  was  a  construction  camp  where 
a  group  of  young  men  was  engaged  in  the  "visionary" 
scheme  of  harnessing  the  falls  and  transmitting  power  to 
Montreal,  90  miles  away,  and  Grand'Mère,  the  last  out- 
post of  civilization  on  the  river,  except  for  a  few  Hudson's 
Bay  posts  farther  up,  was  a  little  pulp  mill  town. 

Preliminary  Studies 

A  partial  development  of  the  falls  at  La  Tuque  was  made 
in  1909  by  the  Quebec  &  St.  Maurice  Industrial  Company, 
predecessor  of  Brown  Corporation.  This  development  con- 
sisted of  a  wing  dam  at  the  head  of  the  falls  and  a  wood 
stave  penstock  leading  to  the  power  house  at  the  lower  end 
of  the  gorge.  Two  hydro-electric  units  of  3500  hp.  capacity 
at  90  ft.  head  were  installed  in  the  power  house  and  served 
the  town  and  the  pulp  mill  until  1931  when  the  Shawinigan 
Water  &  Power  Company,  in  anticipation  of  the  construc- 
tion of  the  Rapide  Blanc  development,  built  a  transmission 
line  from  Grand'Mère. 

In  1929  Mr.  Hardy  S.   Ferguson,  m.e.i.c,   reported  to 


the  Brown  Corporation  on  the  complete  development  of 
the  falls.  In  his  studies  he  investigated  seven  possible 
arrangements  of  the  dam  and  power  house  with  locations 
of  the  dam  at  various  points  between  the  head  and  the  foot 
of  the  falls.  His  comparative  estimates  showed  that  the 
most  economical  arrangement  would  be  with  dam  and  power 
house  located  about  600  ft.  above  the  foot  of  the  falls.  In- 
dependent studies  carried  out  the  following  year  by  the 
Shawinigan  Engineering  Company  confirmed  this  con- 
clusion and  also  that  the  site  could  be  developed  econo- 
mically. An  agreement  was  entered  into  between  the 
Shawinigan  Water  &  Power  Company  and  Brown  Cor- 
poration for  a  joint  development  of  the  falls,  the  St.  Maurice 
Power  Corporation  being  formed  for  this  purpose. 

Between  the  years  1933  and  1938,  when  the  construction 
of  the  development  was  begun,  further  studies  and  in- 
vestigations were  carried  out  by  the  Shawinigan  Engineer- 
ing Company.  These  consisted,  in  general,  of  topographical 
surveys,  preliminary  designs  and  estimates,  studies  of 
methods  of  construction  and  hydraulic  studies  of  river 
flow,  capacity  of  units  and  testing  of  model  turbine  runners. 

The  topographical  surveys  were  a  continuation  of  the 
work  done  in  1927  and  1928  by  the  Brown  Corporation 
during  which  they  made  a  detailed  survey  of  the  gorge, 
taking  advantage  of  periods  of  low  water  to  map  exposed 
portions  of  the  river  bed.  This  topography  was  extended 
to  cover  all  of  the  area  above  the  falls  that  would  be  flooded 
by  the  construction  of  the  development.  It  was  apparent 
from  a  study  of  the  data  thus  obtained,  that  the  highest 
level  to  which  the  water  could  be  raised  without  causing 
serious  damage  from  flooding  would  be  El.  498,  Quebec 
Streams  Commission  datum.  As  the  pool  at  the  foot  of  the 
falls,  at  normal  flow,  is  at  El.  384,  this  would  provide  a 
head  of  114  ft. 

In  studying  the  capacity  of  the  units  to  be  installed 
advantage  was  taken  of  the  experience  gained  in  the  opera- 
tion of  the  Rapide  Blanc  power  house,  thirty  miles  above 
La  Tuque,  and  of  some  studies  of  river  regulation  made  in 
1927  and  1929  by  Mr.  R.  G.  Swan,  m.e.i.c,  of  the  Water 
Resources  Department  of  the  Shawinigan  Company.  These 
studies  indicated  that  a  flow  at  La  Tuque  of  12,500  c.f.s. 
could  be  depended  upon  for  90  per  cent  of  the  time  and  that 
the  corresponding  flow  at  Rapide  Blanc  would  be  11,000 
c.f.s.  The  drainage  area  between  the  two  plants  is  3,500 
sq.  mi.  A  flow  of  11,000  c.f.s.  at  Rapide  Blanc  corresponds 
to  the  full  load  discharge  of  three  of  the  four  units  installed 
in  that  plant.  Owing  to  the  large  volume  of  the  Rapide 
Blanc  pond  and  to  the  comparatively  small  pondage  at 
La  Tuque,  it  is  evident  that,  for  maximum  economy  in  the 
use  of  the  water,  the  discharge  of  the  La  Tuque  units  should 
be  closely  correlated  with  that  of  the  units  at  Rapide  Blanc 
and  the  full  load  discharge  of  the  units  was  accordingly 
fixed  at  4,200  c.f.s.  making  their  capacity  48,000  hp.  at 
114  ft.  head. 

Testing  of"  Model  Turbine  Runners 

Each  summer  since  1929  the  Shawinigan  Company  has 
carried  out  a  series  of  tests  of  model  turbine  runners  at  the 
Turbine  Testing  Plant  at  Shawinigan  Falls.  This  testing 
has  been  done  under  the  direction  of  Prof.  Ernest  Brown, 
M.e.i.c,  Dean  of  the  Engineering  Faculty  of  McGill 
University,  and  in  co-operation  with  the  Dominion  En- 
gineering Works,  of  Montreal,  who  supplied  the  model 


54 


February,"  1941     THE  ENGINEERING  JOURNAL 


runners.  The  first  objective  of  these  tests  was  a  study  of 
the  serious  pitting  and  erosion  that  was  taking  place  in 
both  the  runners  and  the  throats  of  the  propellor-type 
turbines  at  La  Gabelle  plant,  on  the  St.  Maurice  between 
Shawinigan  Falls  and  Three  Rivers.  The  results  of  tests 
made  during  the  first  two  years  were  embodied  in  the  in- 
stallation of  No.  5  unit  in  1931,  which  showed  marked  im- 
provements over  the  original  units,  Nos.  1  to  4,  both  in 
efficiency  and  in  freedom  from  pitting.  The  knowledge 
gained  from  still  later  tests  has  led  to  the  replacement  of 
all  of  the  original  runners,  with  a  resultant  increase  in  both 
power  and  efficiency,  and  the  complete  elimination  of  the 
difficulties  previously  experienced. 


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Fig.  1 — Unit  power-efficiency  curves,  Models  D-22,  D-28, 
D-30,  D-30A. 

The  success  that  attended  upon  the  search  for  an  im- 
proved type  of  runner  for  the  turbines  at  La  Gabelle  led  in 
1934  to  examining  the  possibility  of  developing  a  propellor- 
type  runner  for  higher  heads  with  the  prospect  of  its  being 
available  for  use  at  La  Tuque.  The  primary  advantage  to 
be  gained,  would  be  the  higher  r.p.m.  speed  with  consequent 
reduction  in  the  cost  of  the  generators  and  possibly  also  in 
that  of  the  turbines  themselves.  The  summer  of  1934  was 
devoted  to  the  testing  of  five  propellor  runners  designated 
D-14  to  D-18  inclusive.  From  these,  D-17  was  selected  as 
having  the  best  characteristics  for  heads  up  to  110  ft.  The 
following  year  complete  tests  of  this  model  and  of  two 
Francis-type  models,  D-22  and  125-B,  were  made.  Table  I 
shows  some  preliminary  general  comparisons  of  dimensions, 
speed  and  settings  for  models  developing  approximately 
39,000  hp.  at  peak  efficiency,  at  a  head  of  114  ft. 

TABLE  I. 


Model 
No. 

Approx. 

Type     'dia"of 
J  *         runner, 

i  inches 

R.P.M. 

Elev.  dis- 
charge tips 

relatively 
to  tailwater 

Notes  on  runner 

D-22 

Francis   !  160 

109.1 

4.0'  above 

Used  at  Chelsea,  94  ft. 
head;  and  at  Rapide 
Blanc,  108  ft.  head. 

125-B 

Francis 

134 

144 

4.0'  above 

New  model;  higher 
powered  than  D-22. 
Not  yet  used  in  prac- 
tice. 

D-17 

Propellor    152.5 

180 

6.3'  below 

New  model;  8  blades, 
similar  to  but  longer 
than  improved  blades 
at  La  Gabelle. 

diameter  would  be  smaller  than  that  of  D-22  and  larger  than 
that  of  125-B,  and  it  would  run  at  a  much  higher  speed  than 
either  of  the  Francis  wheels.  An  evaluation  of  the  relative 
merits  of  the  three  models  was  made  by  means  of  compara- 
tive estimates,  taking  into  consideration  the  speeds  and 
diameters  and  the  cost  of  additional  excavation  made 
necessary  by  the  lower  setting  of  Model  D-17.  These  esti- 
mates showed  a  probable  saving,  over  D-22,  in  favour  of 
both  of  the  other  models,  the  relative  saving  being  the 
greater  in  the  case  of  Model  125-B.  Because  of  this  and  in 
view  of  some  characteristics  of  the  propellor  runners  tested 
that  made  their  use  for  heads  of  114  ft.  questionable,  it  was 
decided  to  abandon  the  idea  of  using  this  type,  at  least  for 
the  time  being.  Model  125-B,  while  high  powered,  had  a 
poor  cavitation  characteristic  and  some  undesirable  features 
in  the  power-efficiency  curve.  The  marked  increase  in  speed, 
however,  which  it  showed  over  that  for  D-22  led  to  the 
hope  that  a  runner  having  a  somewhat  smaller  increase  of 
speed  and  more  satisfactory  characteristics  might  be  evolved 
by  further  testing. 

The  summers  of  1936  and  1937  saw  more  intensive  testing 
of  models  of  the  Francis  type.  During  this  period,  tests 
were  carried  out  on  nine  different  models  of  which  all  but 
two  were  eliminated,  D-22,  the  Rapide  Blanc  model,  and  a 
model  developed  by  the  Dominion  Engineering  Works  for 
the  Gatineau  Power  Company  and  designated  D-28,  a 
higher-powered  runner  than  D-22. 

Early  in  the  following  summer  two  other  models,  modi- 
fications of  D-28  designated  D-30  and  D-30A,  were  tested 
and  found  to  have  very  satisfactory  characteristics  and  the 
latter  model  was  chosen  as  the  basis  of  the  La  Tuque  run- 
ners. A  comparison  of  the  unit  power-efficiency  curves  of 
these  four  models  is  shown  in  Fig.  1.  The  curves  show,  for 
corresponding  conditions,  a  progressive  increase  in  unit 
power  of  the  models  from  D-22  up  to  D-30A,  and  also  a 
progressive  increase  in  peak  efficiency.  Model  D-22  is 
clearly  much  lower-powered  than  the  others  and  its  peak 
efficiency  is  about  two  per  cent  below  that  of  D-30A.  The 
effect  of  increasing  the  out-flow  area  of  D-30  to  give  D-30A 
is  shown  in  the  increased  unit  power  and  efficiency  near 
and  beyond  the  peak.  At  the  smaller  unit  powers  the  curves 


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curve 

-  Jul 

line 

70 

/ 

O  2j 

(1  1» 

oA 

il 

bs 

0- 

0 

0- 

s 

f"1 

&B> 

0- 

0 

Jnitf 

Mer 

ifi- 

0 

The  table  shows  that  the  propellor  wheel  would  have  to 
be  submerged  below  tailwater  level,  its  setting  being  more 
than  ten  feet  lower  than  that  of  the  Francis  runners.    Its 


Fig.  2 — Comparison  of  tests  of  Model  D-30A  for  0  =  0.88 
and  various  values  of  <r. 

are  identical.  These  comparisons  show  that  for  a  given 
rated  output  at  a  specified  head,  a  runner  based  on  D-30A 
will  be  of  smaller  diameter  and  run  at  a  higher  r.p.m.  speed 
than  one  based  on  any  of  the  other  models. 

Three  points  are  of  major  importance  in  the  selection 
of  a  runner: 

1.  The  envelope  of  the  speed-efficiency  curves  at  different 
gate  openings,  which  determines  the  speed  corresponding 
to  maximum  efficiency. 


THE  ENGINEERING  JOURNAL     February,  1941 


55 


2.  The  form  of  the  power-efficiency  curves  at  practicable 
speeds  under  the  actual  operating  conditions  and,  in  parti- 
cular, the  corresponding  unit  powers,  since  unit  power 
determines  the  diameter  of  a  runner  for  a  given  output  and 
operating  head. 

3.  The  form  of  the  power-efficiency  curves  at  these 
practicable  speeds  in  relation  to  the  cavitation  factor. 

The  coefficient  </>,  in  Fig.  1,  is  a  speed  characteristic  given 
by  dividing  the  peripheral  speed  of  the  runner,  in  ft.  per 
sec,  by  V2g  H,  in  which  H  is  the  operating  head.  It  will 
be  noted  that  for  Model  D-22  the  practicable  value  for  <j>, 
as  determined  by  other  tests,  is  0.84  and  that  its  value  for 
the  other  models  is  0.88.    The  factor  "sigma"  (a)  is  known 

B-S 

H 


as  the  cavitation  factor  and  is  given  by  the  formula 


in  which  B  =  barometric  height;   S  =  height  of  runner 


?(i 

X>1 

•il 

(1Q0 

4c 

(K1Q 

sr 

nno 

HP 

qs 

qo  ■; 

10/ 

fthf 

**^ 

*X 

<? 

SWt 

4t  Kc 

irl 

L 

\ 

S 

KSn° 

' 

V 

/> 

' 

Ro 

p\  r4 

ftffi 

f"Hi 

Tiirh 

of 

if  n 

t 

ISf," 

OS  ( 

FHf 

tl£iuj 

i   10 

ft  n 

ni  II 

i4t 

FWi 

Mnr 

fi  r 

1-77 

^ 

2l 

ooo 

?>fl 

000 

it 

000 

,w 

non 

■\P 

Fig.  3 — Power-efficiency  curves  for  runner  based  on  D-22 
at  heads  of  104  ft.  and  114  ft. 

qs4 

?<i 

[W0 

M 

»0 

40 

MO 

t 

000 

\.p 

1  '"t 

c 

1°  -S 

\ 

J 

lZ 

04  ft 

cad- 

\ 

Ô 

/ 

y 

««T  rT 

/ 

/ 

? 

/ 

flo 

^ 

A 

/ 

fur 

R™ 

A  Fll 

T,,rh 

for 

hi 

* 

rv 

*lop-i 

*Pnt 

iW 

II? 

Etff 

Heod 

!       |0( 

(t.   r 

nrl  1 

Aft. 

Nnr 

ri  r 

-V) 

ft 

\î 

iSjjou 

20 

100 

i 

3C 

ooo 

1 

do 

000 

' 

So 

iii.ij  ^ 

.fi 

Fig.  4 — Power-efficiency  curves  for  runner  based  on  D-30A 
at  heads  of  104  ft.  and  114  ft. 

above  tailwater  level  and  H  =  operating  head.  In  the 
comparison  made,  the  setting  was  the  same  for  all  models. 
The  actual  tests  of  any  model  include  complete  power- 
efficiency  measurements  over  a  wide  range  of  speeds  at 
progressively  decreasing  cavitation  factors,  usually  five  or 
six  in  number.  The  cavitation  factor  is  controlled  by  re- 
gulating the  tailwater  level.  Figure  2  shoWs  comparisons 
of  such  tests  for  D-30A  at  $  =  0.88.  It  will  be  noted  that 
one  curve  of  unit  power-efficiency  fits  all  experimental  points 
for  cavitation  factors  0.33,  0.30  and  0.27  and  that  there  is 


a  characteristic  break  in  the  curve  when  the  tailwater  is 
lowered  further  to  correspond  to  a  factor  of  0.24.  This  is 
accentuated  when  the  factor  is  0.18.  The  breaks  in  the 
curve  indicate  cavitation  and  such  a  series  of  curves  de- 
termines the  practicable  setting  of  the  runner.  A  difference 
of  0.03  in  the  cavitation  factor  corresponds  to  a  difference 
of  3.4  ft.  in  runner  elevation  for  a  head  of  114  ft.  Progress- 
ive lowering  of  the  runner  increases  the  margin  of  protection 
against  cavitation  but  it  also  tends  to  increase  costs. 

A  large  number  of  additional  tests  were  run  at  the  Shaw- 
inigan  Falls  plant  dealing  with  (a)  the  shape  of  the  draft 
tube;  (b)  distribution  of  pressure  in  the  draft  tube;  (c) 
effect  of  introducing  air  in  the  draft  tube  to  reduce  vibra- 
tion, surges  of  pressure  and  noise  in  operation;  (d)  the 
erosion  of  paint  from  painted  surfaces  of  runners  to  deter- 
mine zones  in  which  pre-welding  might  be  desirable.  In 
addition,  the  Dominion  Engineering  Works,  at  its  testing 
plant  at  Lachine,  Que.,  carried  out  a  comprehensive  series 
of  tests  on  the  effect  of  lengthening  the  draft  tubes  and  on 
various  designs  for  the  scroll  cases. 

As  noted  above,  a  runner  based  on  Model  D-30A  was 
adopted.  Typical  results  to  be  expected  at  heads  of  104  ft. 
and  114  ft.  from  runners  based  on  D-22  and  on  D-30A  are 
shown  in  Fig.  3  and  Fig.  4  respectively.  Model  D-22  was 
the  starting  point  in  the  testing  of  models  of  the  Francis 
type.  The  curves  are  based  on  the  Moody  step-up  formula 
and  on  information  available  on  the  performance  of  large 
units  as  compared  with  that  of  the  small  models  on  which 
they  were  based.  It  appears  that  a  runner  158  in.  dia.  based 
on  D-22  and  operating  at  105.9  r.p.m.  would  have  an  out- 
put some  3  to  4  per  cent  smaller  than  that  of  a  runner  154 
in.  dia.  based  on  D-30A  and  operating  at  112.5  r.p.m.  For 
a  frequency  of  60  cycles  per  sec.  the  latter  speed  requires  a 
64-pole  generator  as  against  a  68-pole  generator  at  105.9 
r.p.m.  There  is  also  the  expectation  that  the  runner  based 
on  D-30A  will  show  a  somewhat  higher  peak  efficiency. 
Outstanding  differences  of  this  kind  have  an  important 
bearing  on  the  cost  of  the  development.  The  results  of  such 
a  series  of  tests,  providing  as  they  do,  a  large  amount  of 
information  on  problems  of  design  and  operation,  are  the 
justification,  if  any  were  needed,  for  a  long  term  programme 
of  testing  such  as  is  being  carried  out  by  the  Shawinigan 
Company. 

Description  of  the  Development 

A  view  of  the  development,  taken  from  a  point  on  the 
west  bank  below  the  dam,  is  shown  in  Fig.  5  and  a  general 
plan  in  Fig.  6.  The  dam  is  1,337  ft.  long  from  end  to  end. 
It  consists,  in  general,  of  the  west  bulkhead  and  corewall, 
the  sluice  section,  the  intake  section  and  power  house,  and 
the  east  bulkhead.  All  sections  of  the  dam  are  gravity  type 
concrete  structures  and  were  designed  for  the  following 
conditions: 

1.  Horizontal  pressure  on  the  upstream  face  due  to  water 
in  the  forebay  at  El.  498. 

2.  Horizontal  pressure  due  to  ice,  assumed  to  be  10,000 
lb.  per  lin.  ft.  applied  at  El.  497. 

3.  Uplift  on  the  base  of  the  dam  over  the  whole  area, 
assumed  to  be  the  full  head  at  the  upstream  face  and  de- 
creasing uniformly  to  zero  or  to  tailrace  pressure,  if  any, 
at  the  toe. 

4.  The  weight  of  concrete  was  taken  at  150  lb.  per  cu.  ft. 

5.  The  assumed  uplift  on  the  intake  section  was  modified 
to  two-thirds  of  the  above  and  a  more  extensive  drainage 
system  was  provided  under  the  base. 

The  sluice  section  of  the  dam  contains  five  main  sluices, 
two  regulating  sluices  and  a  log  sluice.  The  main  sluices 
are  each  50  ft.  wide  and  have  their  sills  at  El.  467,  thirty- 
one  feet  below  normal  headrace  level.  The  two  regulating 
sluices  are  each  21  ft.  wide  by  21  ft.  deep.  The  sill  of  the 
log  sluice  is  at  El.  492  and  it  has  a  width  of  26  ft.  All  of  the 
sluiceways  are  provided  with  motor-operated,  fixed-roller 
steel  gates.  The  discharge  capacity  of  the  sluiceways  is 
170,000  c.f.s.   with  fore-bay  at  El.   498  and  more  than 


56 


February,  1941     THE  ENGINEERING  JOURNAL 


200,000  c.f.s.  when  the  water  is  at  El.  500.  Figure  8  shows  a 
cross  section  through  one  of  the  main  sluiceways.  The 
paving  shown  at  the  foot  of  the  spillway  is  continued  down- 
stream a  distance  of  about  600  ft.  in  order  to  protect  the 
flood  channels  against  erosion. 

A  cross  section  of  the  intake  section  and  the  power  house 
is  shown  in  Fig.  9.  The  intakes  for  six  turbines  have  been 
provided,  each  intake  consisting  of  two  water  passages 
15  ft.  wide,  connected  to  a  22  ft.  steel  penstock.  The  pen- 
stocks are  completely  embedded  in  the  concrete.  The 
intakes  are  closed  by  means  of  steel  head  gates  with  fixed 
rollers,  the  head  gates  being  operated,  through  line  shafting, 
by  two  motor  reduction  units.  By  means  of  jaw-clutches, 
either  of  the  motor  reduction  units  can  raise  any  one  of  the 
head  gates.  The  lowering  and  the  raising  of  the  gates  is 
actuated  by  push  buttons  in  the  gate  house,  with  lowering 
buttons  also  in  the  control  room  of  the  power  house.  The 
36-ton  gantry  shown  on  the  top  of  the  intake  section  has 
been  provided  to  lift  the  gates  out  of  their  slots  for  painting 
and  other  maintenance  and  also  for  handling  the  racks  and 
emergency  gates  which  are  installed  in  slots  on  the  upstream 
face  of  the  dam. 

Four  hydro-electric  units  are  installed  in  the  power  house, 
with  settings  for  two  additional  units  for  future  installation. 
At  114  ft.  head  each  unit  has  a  rated  capacity  of  44,500  hp. 
at  point  of  maximum  efficiency  and  is  capable  of  delivering 
48,000  hp.  at  full  gate.  The  turbines  are  connected  to 
11,000  V.,  60  cycle  generators  rated  at  40,000  kva.  at  90 
per  cent  power  factor,  which  were  manufactured  by  the 
Canadian  General  Electric  Company.  The  generators  are 
fully  enclosed  and  water  cooled.  Louvres  are  provided  in 
the  housing  for  the  purpose  of  heating  the  power  house  in 
cold  weather.  With  the  louvres  closed  the  air  is  circulated 
through  cooling  coils  supplied  with  water  from  the  forebay. 
Enclosing  the  generators  is  a  new  departure  for  the  Com- 


Fig.  5 — General  view  of  the  development. 

pany.  It  was  done  principally  for  the  purpose  of  reducing 
the  accumulation  of  dust  in  the  air  passages  around  the 
generator  windings  and  of  maintaining  the  coils  at  a  fairly 
uniform  temperature  at  varying  loads,  but  it  has  the  added 
advantage  of  reducing  both  noise  and  heat  in  the  power 
house. 

The  generator  leads  are  carried  through  a  tunnel  to  the 
switch  building,  which  is  located  a  short  distance  from  the 
power  house,  and  connected  to  an  11,000  V.  bus  which  is 
segregated  into  four  sections.  The  bus  sections  are  con- 
nected, through  air  blast  circuit  breakers,  to  the  Brown 
Corporation's  11,000  V.  transmission  line  and  to  the 
Shawinigan  Company's  transformers  which  step  the  voltage 
up  to  230,000  V.  for  transmission  to  the  terminal  station 
at  Three  Rivers.     Three  transformers  are  at  present  in 


Fig.  6 — General  plan  of  the  development. 
THE  ENGINEERING  JOURNAL     February,  1941 


57 


J  \f 

50/:0~ 

0 

'■/ 

ZO-0":.  ; 

■•«■ 

JS/-0' 

■    0 

•         °              \ 

\ 

•'•"'■  ■'■' fl  '.'•."  .'.*•  '•'•"'  •  3 

■  ■  c  .  •  .  .   • 

Fig.  7 — Cross  section  of  west  bulkhead. 

service,  two  rated  at  36,000  kva.  and  one  at  40,000  kva., 
while  a  fourth,  at  40,000  kva.  is  in  course  of  manufacture. 
The  generators  and  transformers  are  connected  in  parallel 
on  the  high  voltage  bus  only,  through  motor  operated  dis- 
connecting switches.  Provision  has  been  made  for  the 
future  installation  of  a  high  voltage  circuit  breaker  for  the 
line,  which  at  present  is  directly  connected  to  the  high 
voltage  bus. 

Figure  10  shows  a  single-line  diagram  of  the  main  elec- 
trical connections. 

Preparation  of  the  Foundation 

The  bed-rock  at  the  dam  site  consists  of  a  granitic  gneiss, 
the  foliation,  or  apparent  bedding,  of  which  varies  con- 
siderably over  different  parts  of  the  foundation.  In  the 
vicinity  of  the  west  bulkhead  and  the  sluice  section,  the 
foliation  strikes  diagonally  across  the  line  of  the  dam  and 
dips  toward  the  northeast  at  an  angle  of  about  20  deg., 
while  under  the  intake  section  the  strike  is  transverse  to 
the  dam  and  the  dip  at  a  slight  angle  to  the  east.  A  fault 
near  the  western  end  of  the  intake  section  divides  the  two 
areas  of  different  geologic  structure.  The  strike  of  this  fault 
is  almost  normal  to  the  axis  of  the  dam  and  it  dips  toward 
the  east  at  an  angle  of  48  deg.  It  showed  up  on  the  surface 
as  a  small  gorge,  about  ten  feet  deep,  that  had  been  eroded 
in  the  bed  of  the  river.  Near  it  two  parallel  faults  were 
encountered,  one  to  the  east  and  the  other  to  the  west. 

The  most  important  feature  of  the  geologic  structure  in 
relation  to  the  dam  is  a  fault  zone  under  the  east  bulkhead. 
The  fault  planes  in  the  river  are  nearly  parallel  to  this  zone 
and  are  related  to  it.  The  footwall  was  encountered  about 
50  ft.  east  of  the  end  of  the  intake  section  dipping  toward 
the  east  at  an  angle  of  about  47  deg.  to  the  horizontal.  The 
hanging  wall  intersects  the  face  of  the  cliff  at  about  El.  470, 
thirty  feet  below  the  top  of  the  dam.  The  faulted  zone, 
200  ft.  wide,  that  lay  between,  was  composed  of  thick  strata 
of  hard,  grey  rock  alternating  with  strata  of  badly  fractured 
red  rock,  some  parts  of  which,  near  the  surface,  were  so 
decomposed  that  they  could  be  dug  by  a  power  shovel. 
In  order  to  obtain  rock  sufficiently  sound  for  the  founda- 
tion of  the  east  bulkhead  it  was  necessary  to  carry  the  ex- 
cavation down  along  the  footwall  of  the  fault  to  below 
El.  380.  At  the  inner  end  of  the  cut  its  depth  was  more  than 
80  ft.  below  the  surface.  Excavation  for  a  cutoff  wall  along 
the  upstream  face  of  the  structure  was  continued  to  a 
further  depth  of  about  50  ft. 

As  a  precaution  against  seepage  of  water  along  the 
horizontal  joints  underneath  the  dam,  a  programme  of 
grouting  the  foundation  was  followed.  Diamond  drill  holes 
were  put  down  along  the  whole  upstream  'face  of  the  dam 
at  intervals  of  about  30  ft.,  except  at  the  east  bulkhead 
where  more  extensive  grouting  was  done.  Along  the  intake 
section  of  the  dam  these  holes  were  drilled  to  a  depth  of 


100  ft.;  at  the  sluice  section  and  west  bulkhead  the  depth 
was  50  ft.  Many  of  the  holes  were  tested  for  tightness  with 
water  at  a  pressure  of  90  lb.  per  sq.  in.  and  all  were  grouted 
to  refusal  at  pressures  varying  from  90  to  50  lb.  per  sq.  in. 
depending  on  the  depth  at  which  the  grouting  was  done. 
Where  any  evidence  of  open  joints  was  found,  sufficient 
additional  holes  were  drilled  and  grouted  to  assure  the 
complete  sealing  of  the  foundation.  Very  little  grout  was 
taken  in  any  of  the  holes  except  in  the  vicinity  of  the  fault 
planes  at  the  junction  of  the  intake  and  the  sluice  sections. 
Although  the  stratum  of  rock  which  was  finally  reached 
in  the  excavation  for  the  east  bulkhead  and  on  which  the 
structure  was  built  was  sound,  it  was  badly  broken  by  the 
faulting  and  it  was  considered  advisable  to  consolidate  it 
by  grouting.  Holes  were  drilled  to  a  depth  of  20  ft.  on  five 
foot  centres  each  way  over  the  whole  surface  and  grouted 
at  a  pressure  of  90  lb.  per  sq.  in.  In  addition  to  this,  in 
order  to  eliminate  the  possibility  of  percolation  beneath  the 
structure,  a  row  of  diamond  drill  holes  on  five  foot  centres, 
parallel  to  the  upstream  face,  was  put  down  into  the  foot- 


i 


r~'l~    *  iSjîjjj  ''^rkwrnfiewvAwmw^  ~i 


*< 


Fig.  8 — Cross  section  through  sluiceway. 

wall  and  grouted  at  a  pressure  of  200  lb.  per  sq.  in.  after 
the  concrete  structure  was  built.  The  deepest  of  these  holes, 
near  the  face  of  the  cliff,  penetrated  the  footwall  at  about 
El.  270.  The  inspection  tunnel  in  the  east  bulkhead  is  built 
with  sufficient  head  room  to  permit  additional  drilling  and 
grouting  if  evidences  of  undue  percolation  should  be  dis- 
covered in  the  future. 

The  excavation  and  preparation  of  the  foundation  for 
the  east  bulkhead  would  not  have  been  such  a  serious 
matter  had  it  not  been  for  rock  falls  that  began  to  occur 
from  the  face  of  the  cliff  after  the  work  had  progressed  well 
into  the  cut.  The  cliff  had  been  carefully  scaled  and  ap- 
peared to  be  perfectly  safe,  but  it  is  probable  that  the  heavy 
blasting  that  had  been  carried  on  over  the  rest  of  the  job 
for  a  period  of  almost  two  years  had  loosened  some  of  the 
joints.  The  first  warning  came  with  the  fall  of  a  mass  of 
rock  from  a  point  about  100  ft.  up  that  almost  buried  a 
shovel  working  in  the  cut.  Fortunately  the  shovel  runner 
had  swung  the  boom  toward  the  open  end  of  the  cut  and 
was  not  injured,  but  the  shovel  had  to  be  dragged  out  and 
sent  to  the  shop  for  major  repairs.  Various  scaling  opera- 
tions were  tried  in  an  effort  to  remove  the  hazard  from  this 
source  but  finally  the  whole  face  of  the  cliff,  from  top  to 
bottom,  had  to  be  sliced  off  to  a  depth  of  about  ten  feet, 
removing  15,000  cu.  yd.  of  solid  rock  in  the  process,  before 
it  was  considered  safe  enough  to  resume  work.    The  author 


58 


February,  1941     THE  ENGINEERING  JOURNAL 


has  a  great  deal  of  admiration  for  the  men  who  worked  on 
that  job.  Realizing,  as  they  did,  the  danger  of  the  work, 
in  spite  of  all  the  precautions  taken  and  safeguards  pro- 
vided, they  carried  on  day  after  day  without  hesitation 
until  the  job  was  done. 

The  east  bulkhead,  like  the  rest  of  the  dam,  is  built  in 
sections  about  50  ft.  long.  The  most  westerly  section  rests 
on  undisturbed  rock.  The  fractured  rock  under  the  other 
sections  is  progressively  deeper  toward  the  east  end  owing 
to  the  slope  of  the  footwall  of  the  fault.  For  this  reason  the 
Company's  geologist,  Mr.  Irving  B.  Crosby,  m.e.i.c,  in 
view  of  the  possibility  of  unequal  settlement  between  the 
sections,  recommended  that  some  form  of  seal  should  be 
provided  in  the  vertical  construction  joints  to  prevent 
seepage  through  the  joints  should  such  settlement  occur. 
After  giving  the  matter  some  consideration  it  was  decided 
that  the  type  of  seal  provided  in  the  other  vertical  joints 
throughout  the  dam  would  be  adequate  for  this  purpose. 
These  seals  were  adapted  from  those  used  in  the  Chonchas 
dam  in  New  Mexico  where  the  possibility  of  unequal  settle- 
ment was  anticipated,  and  were  constructed  as  follows: 

1.  A  six  in.  dia.  vertical  hole  was  formed  in  the  concrete 
centered  on  the  joint  and  six  feet  back  from  the  upstream 
face  of  the  dam. 

2.  Twenty-ounce  copper  sheets  were  formed  around  the 
upstream  semi-circumference  of  the  hole  and  projected 
into  the  concrete  on  each  side  a  distance  of  12  in.  The 
horizontal  joints  of  the  sheets  were  soldered  together  and 
the  vertical  edges  were  reinforced  with  two  1  by  34  in. 
steel  bars. 

3.  The  hole  was  filled  with  a  plastic  asphalt  compound 
that  retains  its  plasticity  at  relatively  low  temperatures. 
Numerous  tests  were  made  on  various  plastic  materials 
until  one  was  found  that  filled  the  various  requirements. 

To  uncover  the  bed  rock  at  the  site  of  the  sluice  section 
and  the  west  bulkhead  and  along  the  discharge  channels, 
it  was  necessary  to  excavate  230,000  cu.  yd.  of  overburden. 
This  material  was  stripped  by  power  shovels  and  trucked 
to  spoil  banks  on  the  hillside  a  short  distance  downstream. 
Owing  to  the  great  depth  of  the  overburden  at  the  end  of 
the  west  bulkhead  the  excavation  for  the  corewall,  which 
projects  beyond  the  bulkhead  a  distance  of  90  ft.  was  made 


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Fig.  9 — Cross  section  of  intake  and  power  house  on 
centre  line  of  generator. 


Fig.  10 — Single  line  diagram  of  electrical  layout. 

by  tunnelling.  The  tunnel  was  driven  along  the  gradually 
rising  rock  to  the  point  where  the  rock  surface  was  about 
four  feet  above  normal  headrace  level.  The  foundation  of 
the  corewall  was  prepared  by  barring  off  any  loose  rock 
encountered.  The  concrete  was  poured  against  the  sides 
of  the  tunnel  cut  by  removing  the  sheathing  just  ahead  of 
the  pouring,  care  being  taken  to  fill  with  concrete  any  caves 
that  had  occurred  in  the  tunnel  walls.  The  corewall  was 
brought  up  to  the  level  of  the  top  of  the  dam  and  the  upper 
part  of  the  tunnel  was  backfilled. 

Construction 

Probably  the  most  important  change  that  has  taken 
place  in  the  Company's  construction  procedure,  during  the 
past  few  years,  has  been  in  connection  with  the  planning  of 
the  work.  In  the  old  days  the  head  office  planning  was  con- 
fined largely  to  an  outline  of  the  general  construction 
methods,  leaving  to  the  field  organization  the  task  of  filling 
in  the  details.  Frequently,  especially  during  the  busy 
Twenties,  the  superintendent  was  hustled  onto  the  work 
from  another  job,  with  little  time  for  preparation  and  only 
the  specification  drawings  and  a  few  sketches  to  give  him 
an  idea  of  what  he  was  supposed  to  build,  and  was  expected 
to  form  an  organization  and  make  a  good  guess  as  to  what 
his  requirements  would  be  for  the  next  two  or  three  years. 
It  was  a  good  bit  to  expect  of  a  superintendent,  no  matter 
how  experienced,  and  the  result  was  that  he  usually  grabbed 
all  the  construction  equipment  he  could  lay  his  hands  on, 
in  the  hope  that  he  would  find  it  useful,  and  sometimes 
found,  later  on  that  he  had  placed  some  of  his  temporary 
structures  in  positions  that  interfered  with  the  permanent 
works.  The  method  was  not  conducive  to  economical  con- 
struction. 

Beginning  with  the  Toro  storage  dam  on  the  Mattawin, 
in  1929,  a  change  in  procedure  was  initiated  by  laying  out 
part  of  the  construction  plant  in  the  office.  This  process 
was  further  extended  in  1931  when  beginning  the  con- 
struction of  Rapide  Blanc  development,  with  such  good 
results  that,  when  the  final  design  and  detailing  of  the  La 
Tuque  development  was  begun  in  the  fall  of  1937,  the  lay- 
out of  the  construction  plant  and  the  scheduling  of  the 
various  operations  was  begun  at  the  same  time  and  carried 
out  in  complete  detail.  The  decision  of  the  Corporation  to 
proceed  with  the  construction  raised  the  problem  of  making 
a  1935  estimate  fit  1938  conditions.  In  the  face  of  an  in- 
crease that  had  occurred,  in  the  meantime,  both  in  labour 
rates  and  in  the  cost  of  materials  and  equipment,  this  could 
not  have  been  accomplished  without  the  most  careful 
planning  of  construction  plant  and  procedure  and  the 
closest  supervision  of  the  work.  Figure  11  shows  one  of  the 
205  construction  plant  drawings.  It  illustrates  the  plant 
layout  for  excavating  the  power-house  cut  and  the  tailrace. 


THE  ENGINEERING  JOURNAL     February,  1941 


59 


Fig.  11 — Plan  showing  layout  of  construction  plant  for  excavation  of  power  house  and  tailrace. 


The  results  of  this  careful  planning  are  well  illustrated  by  a 
brief  comparison  of  an  earlier  job  with  the  La  Tuque  job. 
La  Gabelle  development  was  built  in  1924.  It  was  considered 
to  be  a  well  built  job  and  the  unit  costs,  for  the  period,  were 
low.  However,  if  the  unit  costs  for  concrete  and  excavation 
at  La  Tuque  had  been  the  same  as  those  for  La  Gabelle, 
these  two  items  alone  would  have  increased  the  cost  of  La 
Tuque  project  by  almost  $1,500,000.00.  This  is  not  entirely 
due  to  the  advantages  of  more  careful  planning,  however, 
but  reflects  also  the  improvement  that  has  been  made  in  con- 
struction plant  and  the  difference  in  construction  methods. 

The  construction  plant  used  at  La  Gabelle  was  typical  of 
the  period.  Transportation  on  the  job  was  by  dump  car 
and  steam  dinkey,  with  tracks,  more  than  11  miles  of  them, 
radiating  from  the  construction  yard  to  all  parts  of  the  job. 
Most  of  the  mucking  was  done  by  hand.  The  concrete  was 
carried  from  the  central  mixer  plant,  in  hoppers  on  flat 
cars,  to  wooden  concreting  towers  located  at  various  points 
on  the  job  and  distributed  from  these  to  the  forms  by 
chutes.  At  La  Tuque,  on  the  other  hand,  transportation 
was  mostly  by  motor  truck,  with  a  small  amount  of  rock 
hauled  by  gasoline  locomotive.  Most  of  the  mucking  was 
by  means  of  power  shovels.  The  concrete  was  carried  from 
the  mixer  plant  by  belt  conveyors  to  hoppers  located  at 
various  points  along  the  dam  and  handled  by  derricks  to 
the  point  of  deposit  in  the  forms  in  two-yard,  bottom-dump 
buckets.  The  location  of  derricks  and  of  the  various  tem- 
porary structures  was  very  carefully  studied  so  that  they 
would  be  of  use  in  as  many  operations  as  possible  without 
unnecessary  shifting. 

One  of  the  first  and  most  important  steps  in  determining 
the  type  and  the  layout  of  the  equipment  consists  in  the 
preparation  of  the  construction  schedule.  This  is  prepared 
in  reverse  to  the  order  of  construction.  Assuming  that  the 
construction  is  to  be  started  early  in  1938  and  that  the  date 
of  completion  is  set  for  January  1,  1941,'in  order  that  the 
fourth  generator  will  be  erected,  dried  out  and  tested  by 
that  date  its  erection  should  be  begun  by  November  1,  1940. 
Six   weeks   allowed   for  each   generator   would   place   the 


beginning  of  erection  of  Generator  No.  1  about  June  15th. 
At  this  time,  in  order  to  avoid  congestion  in  the  power  house 
the  erection  of  the  four  turbines  and  the  concreting  inside 
the  power  house  should  be  completed.  An  allowance  of 
a  month  for  each  turbine  will  mean  that  turbine  erection 
should  start  February  15th.  This  fixes  the  date  of  the 
closing  in  of  the  power  house  superstructure,  and  so  on 
until  the  schedule  is  complete.  After  this  first  key  schedule 
has  been  drawn  up  the  sequence  of  operations  on  the  various 
parts  of  the  work  is  outlined  in  detail  and  finally,  knowing 
from  the  estimate  the  quantities  of  construction  materials 
to  be  handled  in  the  time  allotted  by  the  schedule,  the  type, 
duty  and  location  of  each  piece  of  construction  equipment 
is  determined  and  the  dates  fixed  for  the  ordering  and 
delivery  of  construction  materials  and  of  the  permanent 
equipment.  This  planning  of  the  construction  procedure 
in  co-ordination  with  the  design  of  the  permanent  structures 
enables  the  field  organization  to  concentrate  on  the  eco- 
nomical operation  of  the  job  and  on  the  quality  of  the  work- 
manship, which  keeps  them  busy  enough,  and  at  the  same 
time  permits  modifications  to  be  made  in  the  arrangement 
of  the  permanent  structures  that  may  be  conducive  to  more 
economical  construction. 

The  construction  of  La  Tuque  development  was  begun 
in  March  1938  with  the  clearing  of  the  site  of  the  construc- 
tion plant  and  the  erection  of  some  of  the  construction 
buildings.  One  of  the  first  operations  was  the  building  of 
No.  1  cofferdam  for  the  unwatering  of  the  diversion  channel 
on  the  west  side  of  the  river.  The  swift  current  in  the  deep 
channel  near  the  west  bank  presented  a  problem  in  that  it 
was  necessary  to  construct  the  first  cofferdam  across  this 
channel.  The  first  crib  of  the  cofferdam  was  located  in  a 
comparatively  quiet  eddy  formed  by  a  point  of  rock  that 
projected  into  the  river  a  few  hundred  feet  upstream  from 
the  line  of  the  dam.  This  crib  served  as  an  anchor  for  the 
rest  of  the  cofferdam  and  from  it  the  cofferdam  was  built 
diagonally  downstream  across  the  deep  channel,  gradually 
crowding  the  current  to  the  other  side  of  the  river  bed.  The 
east  end  of  this  part  of  the  cofferdam  rested  on  a  ridge  of 


60 


February,  1941     THE  ENGINEERING  JOURNAL 


rock  some  points  of  which  projected  above  the  water  to 
form  small,  rocky  islands.  From  these  islands  the  coffer- 
dam was  continued  downstream  parallel  to  the  shore  to  the 
lower  end  of  the  by-pass  channel,  a  distance  of  about  800  ft. 

The  control  works  of  the  by-pass  channel  consisted  of 
four  water  passages  through  the  lower  part  of  a  portion  of 
the  sluice  section.  One  of  these  passages  had  a  clear  width 
of  50  ft.  and  the  other  three  were  each  21  ft.  wide.  The  rock 
excavated  from  the  by-pass  channel  was  crushed  by  two 
16  in.  gyratory  crushers  set  up  temporarily  on  the  west 
bank,  and  transported  across  the  river  to  the  mixer  plant 
on  a  belt  conveyor  carried  by  a  light  steel  truss  bridge  con- 
sisting of  three  115  ft.  spans  supported  on  timber  crib  piers. 
In  addition  to  the  conveyor,  the  bridge  carried  a  walkway. 
Concrete  for  the  control  works  was  brought  across  the  river 
on  the  same  conveyor,  transported  to  the  structure  in  two- 
yard  bottom  dump  buckets  on  cars  drawn  by  gasoline 
locomotives  and  handled  into  place  by  derricks.  In  order 
to  prevent  scour  in  the  by-pass  channel,  the  bottom  is 
paved  with  concrete  for  a  distance  of  600  ft.  below  the  dam. 
Upon  completion  of  the  control  works,  the  upstream  section 
of  No.  1  cofferdam  was  blown  up  and  the  water  diverted 
through  the  by-pass  channel  by  the  construction  of  coffer- 
dam No.  2. 

The  construction  programme  was  based  on  a  period  of 
two  years  and  nine  months  beginning  in  March  1938  with 
completion  of  the  project  by  December  31,  1940.  In  order 
to  direct  and  control  the  work,  a  comprehensive  schedule 
was  prepared  at  the  beginning  showing  the  amount  of  work 
to  be  done,  with  the  starting  and  completion  dates  for  each 
item.  Construction  of  the  development  may  be  divided 
into  three  main  sections  or  periods  each  representing  a 
definite  phase. 

The  primary  phase  includes  all  work  from  the  beginning 
of  construction  to  the  diversion  of  the  river  through  the 
by-pass  channel  in  November  1938.  During  this  period  the 
site  was  cleared,  the  railway  siding  completed,  the  perma- 
nent and  temporary  roads  and  bridges  finished  and  the 
construction  of  all  temporary  buildings,  as  well  as  provision 
for  water  supply,  fire  protection,  communication  power 
supply  and  distribution  completed.  To  complete  the  in- 
stallation of  derricks  and  shovels  and  of  the  rock  crushing 
and  concrete  mixing  plants  with  their  conveying  systems, 
storage  piles  and  bulk  cement-handling  facilities  in  time  to 
meet  the  excavating  schedule  of  July  15  and  the  pouring 
of  concrete  on  September  1  was  a  difficult  and  strenuous 
task  but  was  successfully  accomplished.  Other  work  com- 
pleted in  the  initial  stage  of  construction  was  the  stripping 
and  opening  of  the  sand  pit,  the  installation  of  adequate 
facilities  for  the  handling  and  transportation  of  all  material 
from  the  railway  siding  to  the  job,  the  building  of  wharves 


Fig.  12 — General  view  of  construction  plant. 
THE  ENGINEERING  JOURNAL     February,  1941 


Fig.  13 — Interior  of  power  house. 

and  scows  for  the  transporting  of  construction  plant  and 
other  necessary  material  to  the  west  bank  of  the  river,  the 
construction  of  the  light  steel  bridge  with  conveying  system 
for  the  handling  of  rock  from  the  temporary  crushing  plant 
on  the  west  bank  to  the  rock  storage  pile  near  the  mixer 
plant  and  for  the  transportation  of  concrete  to  the  diversion 
channel  structures  as  well  as  numerous  miscellaneous  details 
to  make  this  portion  of  the  installation  a  well-integrated  layout. 

The  construction  buildings  consisted  of  an  office  building, 
machine  shop,  carpenter  shop,  electricians'  shop,  concrete 
laboratory,  drill  sharpening  shop,  stores  building,  dynamite 
store,  which  was  located  on  the  west  bank  half  a  mile  from 
the  dam  site,  and  garage.  The  main  units  of  construction 
plant  were  the  mixer,  the  crusher  and  the  compressor  plants. 

The  mixer  plant  housed  two  Smith  mixers  of  two  cu.  yd. 
capacity  each.  Cement  and  aggregates  were  fed  to  the 
mixers  from  bins  located  in  the  upper  part  of  the  building. 
The  designed  proportion  of  the  aggregates  was  maintained 
by  means  of  weighing  hoppers,  the  feed  to  the  cement 
hopper  being  actuated  by  a  photo-electric  cell.  Consistency 
of  the  mix  was  closely  watched  by  inspectors  under  the 
direction  of  a  concrete  technician  and  the  strength  was 
checked  by  samples  taken  at  regular  intervals  during  the 
day  and  tested  in  the  laboratory. 

The  concrete,  as  has  been  mentioned  before,  was  trans- 
ported from  the  mixer  plant  by  a  belt  conveyor  to  hoppers 
located  at  various  points  along  the  line  of  the  dam.  From 
the  hoppers  it  was  handled  by  derricks  to  the  point  of  de- 
posit in  the  forms,  in  two-yard  bottom-dump  buckets.  The 
concrete  was  placed  very  dry  and  compacted  by  vibrators. 
Our  experience  with  vibrators  was  not  entirely  a  happy  one. 
This  was  not  due  to  any  fault  of  the  vibrators  themselves 
but  to  the  ease  with  which  the  foremen  found  they  could 
move  the  concrete  from  one  part  of  the  form  to  another  and 
their  tendency  on  this  account  to  have  the  concrete  de- 
posited at  one  point,  possibly  more  easy  of  access  than 
others  in  the  form,  and  to  use  the  vibrators  to  make  it  flow 
to  the  corners  and  other  less  accessible  places. 

The  crusher  plant  contained  a  42  by  48  in.  jaw  crusher 
and  the  two  16  in.  gyratories  already  mentioned  as  having 
been  installed  temporarily  on  the  west  bank  during  the 
excavation  of  the  by-pass  channel.  The  first  cut  to  be  made 
after  the  completion  of  the  power-house  cofferdam  was  the 
excavation  for  the  draft  tubes.  This  cut  was  more  than 
40  ft.  deep.  The  rock  was  mucked  by  power  shovels  into 
skip  boxes  and  hoisted  by  derricks  to  side-dump  cars  on 
a  trestle  along  the  downstream  side  of  the  cut.  The  cars 
were  drawn  by  gasoline  locomotives  to  the  crusher  plant 
where  the  rock  was  reduced  to  a  maximum  size  of  four 
inches.  At  the  crusher  plant  it  was  screened  and  then  carried 
to  and  distributed  along  the  storage  pile  by  belt  conveyors. 
From  the  storage  pile  the  rock  was  taken  by  belt  conveyor, 


61 


Fig.  14 — Cross  section  of  east  bulkhead. 

operating  in  a  tunnel  underneath  the  pile,  to  bins  at  the  top 
of  the  mixer  plant. 

Upon  completion  of  the  draft  tube  cut  the  excavating 
equipment  was  moved  to  the  tailrace  and  to  the  west  bank, 
these  two  parts  of  the  job  being  carried  on  simultaneously. 
The  tailrace  excavation  was  begun  about  750  ft.  below  the 
power  house  and  carried  level  at  El.  374  for  a  distance  of 
480  ft.,  from  which  point  it  sloped  down  on  about  a  10  per 
cent  grade  to  meet  the  outlet  of  the  draft  tubes  at  El.  350. 
From  the  tailrace  cut  the  rock  was  transported  by  trucks 
to  the  crusher  plant  or  to  a  spoil  bank  a  short  distance 
downstream. 

The  compressor  plant  had  an  installed  capacity  of  2,300 
cu.  ft.  of  free  air  per  minute  when  operating  against  a 
pressure  of  100  lb.  per  sq.  in.  The  two  larger  units  (1,040 
cf.  per  min.  each)  were  of  the  horizontal  reciprocating  type, 
two-stage  compression  with  inter-coolers  and  after-coolers. 
Each  unit  was  direct  connected  to  a  200  hp.  synchronous 
motor.  The  small  compressor  was  of  the  rotary  type  (220 
cf.  per  min.)  direct  connected  to  a  50  hp.,  S.C.  motor.  The 
installation  was  complete  with  control  equipment,  intake 
filters  and  air  receivers. 

Owing  to  the  proximity  of  the  job  to  the  town  of  La 
Tuque  it  was  not  necessary  to  build  camps  for  the  men 
except  at  the  peak  of  the  work  when  additional  accommoda- 
tion had  to  be  provided  for  about  two  hundred.  During  the 
thirty  months  when  the  work  was  in  full  swing,  La  Tuque 
was  a  boom  town  as  in  that  period  more  than  $2,000,000.00 
was  paid  out  in  wages,  most  of  which  was  spent  in  the  town. 

La  Tuque  is  on  the  National  Transcontinental  Division 
of  the  Canadian  National  Railways.  A  siding  from  this  line 
was  built  to  serve  the  job  about  one  and  one-quarter  miles 
from  the  dam  site  and  connected  with  the  construction  yard 
by  a  road  which  was  surfaced  for  a  width  of  20  ft.  with  a 
hot-mix  asphaltic-concrete  pavement.  Facilities  were 
provided  at  the  siding  for  unloading  and  handling  of  con- 
struction materials  and  of  equipment.  Cement  came  to  the 
siding  in  bulk  and  was  unloaded  by  a  conveyor  into  two 
steel  silos  with  a  capacity  of  350  tons.  From  the  silos  it  was 
drawn  to  the  job  as  needed  in  special  tank-body  semi- 
trailers. More  than  1,200  car  loads  of  miscellaneous  materials 
and  1,400  car  loads  of  cement  were  received  at  the  siding 
during  the  course  of  the  job. 

The  provision  of  good  sand  in  sufficient  quantity  for  a  job 
of  this  6ize  is  usually  a  serious  problem  on  the  Upper  St. 
Maurice.    However  the  region  around  La  Tuque  is  excep- 


tional in  this  respect,  as  prospection  showed.  Several  large 
deposits  of  sand  suitable  for  the  concrete  were  found  within 
reasonable  trucking  distance  of  the  job,  the  one  having  the 
best  grading  and  the  most  uniform  quality  being  located 
within  two  miles  of  the  site  and  about  three-quarters  of  a 
mile  from  the  siding.  The  sand  was  dug  from  this  pit  by  a 
gasoline  shovel  and  transported  by  trucks  to  the  sand  stor- 
age pile  from  which  it  was  carried  by  a  belt  conveyor  to  a 
bin  at  the  top  of  the  mixer  plant. 

The  construction  of  cofferdams  in  1938,  which  is  des- 
ignated as  auxiliary  work,  amounted  to  35,000  cu.  yd.  or  to 
70  per  cent  of  the  total  built.  The  only  permanent  work 
done  prior  to  the  passing  of  water  through  the  by-pass 
during  the  primary  phase  was  the  removal  of  125,000  cu.  yd. 
of  excavation  and  the  pouring  of  39,800  cu.  yd.  of  concrete 
equivalent  to  18  per  cent  and  14.7  per  cent  respectively  of 
the  total  quantities  involved.  The  diversion  of  the  river 
from  its  regular  course  into  the  by-pass  channel  on  the 
scheduled  date  of  November  29th  by  the  removal  of  a 
cofferdam  in  one  blast  completed  the  initial  phase  of  the 
work. 

The  secondary  phase  involved  the  substantial  completion 
of  excavation  and  mass  concrete  work  and  the  closing-in  of 
the  power-house  and  gate-house  superstructures  ready  for 
the  installation  of  equipment  by  the  end  of  November  1939. 
This  period  is  usually  regarded  as  one  of  "operation"  and, 
outside  of  the  uncertainty  of  unwatering  and  the  danger  of 
flooding,  causes  no  particular  worry.  It  is  the  phase  of  mass 
production  when  various  units  of  construction  plant  have 
an  opportunity  to  demonstrate  their  efficiency  and  adequacy 
as  an  operating  unit.  The  volume  of  excavation  removed 
in  this  period  amounted  to  500,000  cu.  yd.  or  70  per  cent 
of  the  total.  The  pouring  of  concrete  could  not  be  started 
until  June  15  when  unwatering  of  the  main  river  sections 
following  the  spring  flood  was  completed.  In  the  following 
five  months,  150,000  cu.  yd.  or  more  than  55  per  cent  of  the 
total  concrete  of  270,000  cu.  yd.  was  poured,  an  average 
rate  of  1,200  cu.  yd.  per  day. 

The  scheduling  and  control  of  this  portion  of  the  work 
was  comparatively  simple  as  the  plant  installed  during  the 
early  stages  of  the  job  was  designed  for  a  given  purpose 
and  no  difficulty  was  experienced  in  keeping  the  work  up  to 
schedule,  with  the  single  exception  of  the  east  bulkhead 
where  the  extensive  faulting,  previously  mentioned,  in- 
creased the  volume  and  difficulty  of  excavating  the  found- 
ation considerably  and  doubled  the  quantity  of  concrete. 
This  forced  the  work  into  the  first  quarter  of  1940. 

The  final  stage  consisted  of  installing  the  hydraulic, 
electrical  and  auxiliary  equipment,  closing  the  by-pass 
channel  and  raising  the  water  to  normal  operating  level, 
the  pouring  of  final  concrete  and  the  finishing  of  a  host  of 
details  to  properly  complete  the  job. 

The  various  schedule  dates  were  maintained  with  the 
exception  of  the  by-pass  closure  which  could  not  be  started 
until  after  the  1940  spring  flood  had  dropped  off  to  25,000 
c.f.s.  While  this  date  was  based  on  an  average  of  a  13-year 
record  of  river  flow  plus  ten  days  for  contingency,  the  flood 
was  late  in  starting  and  of  longer  duration  than  previously 
experienced. 

Immediately  after  the  spring  flood,  the  closure  of  the 
50  ft.  opening  in  the  control  works  of  the  by-pass  channel 
was  made  by  means  of  the  sluice-gate  stop  logs.  Some  doubt 
was  expressed  as  to  whether  the  stop  logs  would  go  down  of 
their  own  weight  through  the  swift  current  that  was  flowing 
through  the  openings  to  a  depth  of  15  ft.  Several  years 
before,  when  one  of  the  sluice  gates  at  La  Gabelle  got  stuck 
in  the  open  position,  it  had  been  found  necessary  to  close 
the  50  ft.  opening  with  similar  stop  logs  and  no  difficulty  was 
experienced.  Recently  published  results  of  tests  n  models 
showed  that,  under  the  conditions  at  La  Tuque,  the  stop  logs 
would  not  go  down  without  assistance  and  accordingly  pile 
hammers  were  provided  at  each  end  to  force  them  down 
if  necessary.    The  hammers  were  not  used.    The  closure  of 


62 


February,  1941     THE  ENGINEERING  JOURNAL 


the  other  three  openings  was  made  by  means  of  special 
fixed-roller  gates  which  were  left  in  place  after  the  con- 
creting of  the  openings  was  completed.  The  closure  was 
delayed  by  ten  days  and  as  a  result  the  turning  over  of 
No.  1  unit  was  nine  days  behind  schedule.  The  remaining 
three  units  went  "on  the  line"  slightly  ahead  of  schedule 
with  the  final  unit  producing  power  on  November  26  against 
a  scheduled  date  of  December  1. 

The  detailed  schedule  worked  out  at  the  beginning  of  the 
project  was  an  indispensable  tool  in  controlling  and  directing 
the  work  at  all  times.  It  was  followed  in  detail  for  specify- 
ing the  delivery  of  all  material  and  equipment  and  gave 
constant  warning  to  the  drawing  office  of  the  dates  on  which 
drawings  would  be  required  in  the  field.  One  of  its  most 
valuable  uses  was  in  estimating  the  monthly  expenditures 
in  advance  of  requirements  in  order  that  suitable  arrange- 
ments could  be  made  for  financing. 

The  dismantling  of  construction  plant  and  temporary 
buildings  is  a  mournful  operation  for  the  construction  forces 
for  they  realize  that  it  is  the  beginning  of  the  end  of  a  project 
which  has  absorbed  their  whole  attention  for  many  months 
and  in  which  each  one  has  played  an  important  part.  Their 
feeling  is  truly  genuine  and  when  they  ask  "where  next" 
those  who  planned  the  project  can  appreciate  their  regret 
for  they  too  have  been  a  part  of  it. 

Conclusion 

In  1937,  as  the  time  set  for  the  construction  of  La  Tuque 
development  approached,  there  was  considerable  discussion 
as  to  whether  it  should  not  be  postponed  for  a  year  or  two. 
The  rate  at  which  the  load  of  the  Shawinigan  Company 
was  growing  indicated  that  power  from  this  development 
would  not  be  needed  before  the  spring  of  1942  and  it  was 
difficult  to  see  how  very  much  could  be  absorbed  before 
then.    However,  certain  commitments  that  had  been  made 


rendered  it  desirable  to  proceed  with  the  construction  in 
1938  and  it  was  then  suggested  that  a  four  year  construction 
programme  be  adopted  instead  of  the  three  year  programme 
on  which  the  estimate  was  based  and  which,  in  our  opinion 
would  result  in  the  most  economical  construction.  Com- 
parative estimates  showed  that  both  in  first  cost  and  in  the 
long  term  results  of  the  operation  of  the  plant  the  three 
year  programme  would  be  the  more  economical  from  the 
standpoint  of  the  St.  Maurice  Power  Corporation  but  that 
the  other  would  have  decided  advantages  for  the  Shawinigan 
Company  on  account  of  its  contract  to  take  certain  blocks 
of  power  when  the  plant  came  into  production.  During  the 
past  few  months,  the  author  has  often  thought  how  fortun- 
ate it  was  that  the  directors  of  the  Company  took  the 
attitude  that  they  did  and  decided  to  proceed  with  the  con- 
struction on  the  basis  of  the  most  economical  first  cost,  that 
is  on  a  three  year  construction  programme.  To  bring 
almost  200,000  hp.  of  additional  capacity  into  production 
at  this  time  has  been  of  vital  importance  to  the  war  effort 
of  the  Dominion. 

Three  units  at  La  Tuque  have  been  operating  at  full  load 
almost  continuously  since  the  power  house  was  put  into 
service  delivering  37,000  kw.  each,  and  at  times  all  four 
units  have  been  in  operation  with  a  total  load  of 
142,000  kw. 

Associated  with  the  Shawinigan  Engineering  Company 
on  the  work  were,  Mr.  Hardy  S.  Ferguson,  m.e.i.c, 
Consulting  Engineer,  Mr.  Irving  B.  Crosby,  m.e.i.c, 
Consulting  Geologist  and  Mr.  J.  Cecil  McDougall,  m.e.i.c, 
Architect.  The  author  is  indebted  to  Dean  Ernest  Brown, 
m.e.i.c,  of  McGill  University,  for  his  assistance  in  the 
preparation  of  the  section  of  turbine  testing  and  to  Mr.  R. 
E.  Heartz,  m.e.i.c,  Assistant  Chief  Engineer  of  Shaw- 
inigan Engineering  Company,  in  the  preparation  of  the 
section  dealing  with  construction. 


THE  ENGINEERING  JOURNAL     February,   1941 


63 


ENGINEERING  TRAINING  FOR  NATIONAL  DEFENSE 

IN  THE  U.S.A. 

A.  A.  POTTER 
Dean  of  the  Schools  of  Engineering,  Purdue  University,  Lafayette,  Ind.,  and  Consultant,  U.S.  Office  of  Education 

Paper  to  be  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Hamilton,  Ont.,  on  February  6th,  1941. 


The  United  States  of  America  has  set  out  upon  an  arma- 
ment program  which  has  as  its  objective  the  doubling 
of  its  Navy  and  the  quintupling  of  its  Army  in  addition  to 
large  quantities  of  armaments  for  Great  Britain.  All  facilities 
are  being  mobilized  to  insure  speed  and  efficiency  in  carry- 
ing out  this  program.  It  is  realized  that  the  production 
of  modern  mechanized  armaments  on  the  scale  contem- 
plated requires  not  only  millions  of  people  who  are  skilled 
as  mechanics  but  also  large  numbers  of  engineers  who  are 
competent  in  a  wide  variety  of  technical  and  supervisory 
services.  One  out  of  every  ten  employees  of  the  aeroplane 
industry  must  be  an  engineer,  as  250,000  man-hours  are 
required  to  design  a  modern  military  plane.  It  takes  about 
25,000  blueprints  for  the  construction  of  a  medium  size  tank, 
and  a  modern  battleship  costs  five  to  eight  million  dollars 
to  design  and  involves  drawings  which  weigh  tons.  Already 
an  acute  shortage  of  technical  engineering  talent  exists  in 
certain  of  the  industries  as  well  as  in  the  Army  and  Navy 
of  the  United  States  of  America.  The  aeroplane  industry 
reports  serious  shortages  in  engineers  who  can  design,  test 
and  maintain  aeroplanes.  Needed  also  are  thousands  of 
additional  engineers  who  are  competent  as  designers  of 
tools,  dies,  jigs,  or  in  part  analysis,  shop  layout  and  cost 
estimates  of  labor  and  materials.  Additional  engineering  in- 
spectors are  needed  by  industry  as  well  as  by  the  Army 
and  Navy  with  knowledge  of  materials,  physical  testing, 
X-ray  inspection,  radiographic  technique  and  explosives, 
and  automotive  and  electric  communication  equipment. 
There  is  also  a  substantial  shortage  of  machine  designers, 
metallurgists,  naval  architects  and  marine  engineers.  Be- 
sides the  needs  for  technical  engineering  specialists,  industry 
is  confronted  with  a  shortage  of  industrial  engineers  and 
engineering  supervisors  to  speed  up  the  production  of  equip- 
ment necessary  to  the  present  armament  program — en- 
gineers who  are  familiar  with  industrial  organization,  time 
and  motion  study  techniques,  production  control,  material 
handling  and  storage,  inventory,  budgetary  and  accounting 
control,  industrial  safety  and  industrial  relations. 

During  the  first  World  War  the  engineering  schools  of 
this  country  were  responsible  for  the  major  portion  of  the 
vocational  training  program  for  the  U.S.  Army.  The 
Vocational  Division  of  the  Students'  Army  Training  Corps 
was  mainly  concerned  with  the  training  of  mechanics  and 
little  attention  was  given  to  defense  training  on  the  engin- 
eering school  level.  During  the  past  twenty-three  years,  the 
U.S.  Government  has  co-operated  with  the  various  states 
in  the  development  of  a  nation-wide  program  of  voca- 
tional education  of  less  than  college  grade.  As  a  result  of 
this,  there  are  available  in  the  U.S.A.  over  1,000  public 
vocational  schools  with  a  plant  valued  at  more  than  one 
billion  dollars.  The  Congress  of  the  U.S.A.  has  appropriated 
to  the  U.S.  Office  of  Education  for  the  present  fiscal  year, 
ending  June  30,  1941,  a  total  of  66^  million  dollars  for  a 
vocational  education  program  of  "less  than  college  grade." 
This  vocational  educational  program  is  being  adminis- 
tered in  every  state  under  the  State  Board  of  Vocational 
Education  and  is  carried  on  mainly  in  secondary  schools 
and  trade  schools.  Much  of  this  program  is  concerned 
with  supplementary  evening  courses  for  individuals  now  em- 
ployed in  industry.  Pre-employment  full-time  courses  are 
also  administered  to  increase  the  supply  of  workers  essential 
in  the  National  Defense  Program.  It  is  expected  that, 
during  the  present  fiscal  year,  the  skills  of  more  than  500,000 
people  will  be  increased  through  this  vocational  educational 


program  of  "less  than  college  grade."  No  tuition  is  paid 
by  those  receiving  instruction. 

Engineering  colleges  realize  that  their  greatest  contribu- 
tion to  our  armament  program  will  come  by  undertaking 
the  type  of  training  for  which  they  are  best  equipped,  that 
is,  training  on  the  "engineering  school  level,"  rather  than 
vocational  trade  courses  which  can  ordinarily  be  taught 
more  effectively  by  trade  and  vocational  schools.  By  college 
level  is  meant  instruction  comparable  in  difficulty  and  pre- 
requisites with  courses  included  in  engineering  curricula. 
The  leaders  in  the  engineering  profession  as  well  as  in  the 
Army  and  Navy  of  the  United  States  of  America  are  in- 
insistent  that  the  engineering  schools  of  this  country  should 
maintain  during  the  present  emergency  the  strongest  pos- 
sible programs  of  undergraduate  and  graduate  instruc- 
tion and  should  increase  their  research  efforts  so  that  an  ade- 
quate supply  of  well  trained  and  creative  engineers  is 
assured.  It  is  felt,  however,  that  many  of  our  engineering 
schools  have  special  facilities  which  may  be  utilized  advan- 
tageously, without  interrupting  their  regular  programs, 
in  making  available  to  our  defense  industries  and  to  our 
Army  and  Navy  additional  and  more  competent  engineering 
specialists.  Congress  has  appropriated  on  October  9,  1940, 
to  the  U.S.  Office  of  Education  nine  million  dollars  to  be 
used  in  reimbursing  engineering  schools  up  to  June  30, 
1941,  for  the  administration  of  the  following  programs: 

1.  In-service  training  programs  for  the  purpose  of  up- 
grading the  engineers  and  supervisors  now  employed  in 
industry.  More  than  30,000  of  the  engineering  and  super- 
visory staffs,  employed  in  defense  industries,  are  now  en- 
rolled, mainly  outside  of  working  hours,  in  classes  which 
meet  two  or  more  times  every  week.  Some  of  these  classes 
are  in  the  nature  of  refresher  courses  and  cover  subjects 
ordinarily  given  during  the  first  three  years  of  an  engineering 
college  curriculum.  The  majority,  however,  are  enrolled  in 
advanced  classes  in  design  and  industrial  engineering. 
Present  indications  are  that  this  in-service  training  pro- 
gram will  have  to  be  greatly  extended  and  enlarged  dur- 
ing the  next  few  months.  Through  this  type  of  training, 
engineering  schools  are  in  a  position  to  speed  up  the  arma- 
ment program  and  to  improve  the  product  of  defense 
industries  without  interrupting  their  regular  collegiate  en- 
gineering instruction  on  the  campus. 

2.  Intensive  resident  program  of  study  are  being  set 
up  for  the  benefit  of  commissioned  officers  of  the  Army  and 
Navy  and  for  those  who  are  interested  in  preparing  for  the 
specialized  engineering  positions  now  open  in  the  defense 
industries  or  in  government  employ  under  the  regulations 
of  the  U.S.  Civil  Service  Commission.  These  intensive  cour- 
ses are  about  three  months  in  length  and  are  open  to  those 
who  have  had  some  formal  engineering  education,  usually 
about  three  years,  and  considerable  experience.  As  a  con- 
crete illustration:  The  Air  Corps  of  the  U.S.  Army  has  at 
present  fifty  cadets,  in  each  of  two  engineering  schools,  who 
are  being  given  an  intensive  three-month  course  in  aero- 
dynamics, airplane  structures,  airplane  power  plants  and 
airplane  instruments.  The  majority  of  these  cadets  are  en- 
gineering college  graduates  and  are  being  prepared  for  com- 
missions in  the  Air  Corps  of  the  U.S.  Army  as  squadron 
engineering  officers.  It  is  expected  that  about  600  of  such 
squadron  officers  will  be  trained  during  the  next  few  months. 
Due  to  the  fact  that  nearly  all  of  the  engineering  college 
graduates  are  well  placed  in  industry,  the  resident  intensive 


64 


February,  1941     THE  ENGINEERING  JOURNAL 


program  is  not  developing  as  rapidly  as  is  the  in-service  aid  in  formulating  policies  for  the  in-service  and  intensive 
program.  It  is  expected,  however,  that  at  least  10,000  training  program  on  the  engineering  school  level.  Con- 
will  benefit  by  this  program  between  now  and  June  30,  tacts  between  Washington  and  the  engineering  colleges  and 
1941.  the  defence  industries  are  maintained  by  twenty-two  re- 

Up  to  December  30,  1940,  a  total  of  444  engineering  de-  gional  advisers  appointed  by  the  U.S.  Office  of  Education, 

fense  training  programs  have  been  approved    to  be  ad-  Present  world  conditions  demand  that  technology  oper- 

ministered  by  91  engineering  colleges  in  44  states,  the  Dis-  ates  at  full  speed.  The  engineer's  initiative  as  well  as  his 

trict  of  Columbia  and  Puerto  Rico.  creative  and  managerial  talents  must  be  used  most  exten- 

The  engineering  defense  training  program  is  adminis-  sively  in  the  gigantic  armament  program  of  the  U.S.A. 

tered  under  the  Chief  of  the  Division  of  Higher  Education  It  is  hoped  that  the  in-service  and  pre-service  intensive 

of  the  U.S.  Office  of  Education,  Dr.  Fred  J.  Kelly,  with  program  on  the  engineering  school  level    described   will 

Dean   R.   A.   Seaton   on   leave   from   the    Kansas    State  prove  helpful  in  meeting  the  present  acute  shortage  for 

College  as  Director  of  the  program.  An  Advisory  Com-  engineering  specialists  and  will  also  improve  the  compe- 

mittee  on  Engineering  Defense  Training,  which  is  repre-  tence  of  employed  engineers  and  engineering  supervisors 

sentative  of  the  engineering  and  engineering  teaching  pro-  so  that  they  may  be  in  a  position  to  design  and  build  better 

fession,  has  been  set  up  by  the  U.S.  Office  of  Education  to  armaments  in  the  shortest  possible  time. 


APPRENTICESHIP  TRAINING 
IN  INDUSTRY 

The  following  material  is  sent  to  the  Journal  by  the 
chairman  of  the  Committee  on  Student  Selection  and  Guid- 
ance of  the  Engineers  Council  for  Professional  Develop- 
ment (E.C.P.D.).  Although  the  conditions  described  refer 
to  the  United  States,  the  article  is  generally  applicable  to 
Canada. — Editor. 

Dr.  Robert  A.  Milliken,  president  of  California  Institute 
of  Technology,  said  in  part  in  his  Phi  Beta  Kappa  address 
for  1940: 

"Let  the  point  be  emphasized  as  strongly  as  possible  that 
steering  students  away  from  an  attempt  to  enter  that  higher 
educational  system  when  they  do  not  show  any  capacity 
for  solving  analytical  problems  with  success  is  not  only 
the  most  kindly  but  it  is  also  one  of  the  highest  forms  of 
civic  duty,  since  the  success  of  our  democracy  depends 
upon  it." 

"But  someone  asks,  'What  is  to  be  done  with  the  rest  ?' 
It  is  a  most  amazing  thing  that  in  the  development  of  our 
American  educational  system  so  little  attention  has  been 
paid  to  the  making  of  any  provision  for  the  apprenticeship 
training  in  industry  of  our  manual  and  commercial  workers 
who  must  constitute  a  large  fraction  of  our  population.  We 
are  far  behind  the  whole  of  Europe,  England,  Australia, 
and  New  Zealand  in  this  respect.  That  is  the  reason  so  many 
of  our  skilled  mechanics  and  other  workers  are  imported 
from  abroad.  Fortunately  within  the  past  few  years  some 
of  our  educational  agencies  have  been  waking  up  to  this 
problem  so  that  what  is  probably  the  greatest  deficiency 
in  the  educational  development  of  the  United  States  is  now 
being  given  some  attention.  In  consequence  what  to  do 
with  the  boy  who  wants  to  become  a  really  skilled  mechanic 
is  now  being  attacked  through  the  industrial  apprenticeship 
plan  so  well  developed  in  other  countries." 

The  Engineers'  Council  for  Professional  Development  is 
concerned  with  the  organization  of  committees  and  en- 
gineers to  counsel  with  high  school  boys  as  a  community 
duty  as  well  as  a  professional  service. 


THE  ENGINEERING  JOURNAL     February,  1941  65 


REPORT  OF  COUNCIL  FOR  THE  YEAR  1940 


General 

No  organization  can  come  through  a  war  year  such  as 
1940  without  having  its  normal  activities  seriously  affected. 
Such  a  convulsion,  world  wide  in  its  interest  and  influence, 
fraught  with  the  greatest  of  consequences  for  all  mankind, 
reaches  down  to  the  basis  of  civilization  itself,  and  naturally 
touches  everything  man-made  that  has  grown  up  out  of  that 
civilization.  The  very  existence  of  societies  such  as  the 
Institute — in  fact  of  all  societies — may  depend  upon  their 
abilities  to  prove  themselves  specially  useful  in  such  na- 
tional emergencies  and  times  of  crises. 

In  reporting  to  the  membership  on  another  year's  activi- 
ties, Council  has  these  facts  seriously  in  mind,  and  is  happy 
to  record  a  twelve  months  period  of  unusual  activity, 
special  services  and  continued  success.  There  remain  many 
things  to  do — some  of  them  already  under  way  and  others 
just  emerging  from  the  planning  stage  and  doubtless  others 
not  yet  conceived,  before  this  Institute  will  be  rendering 
its  maximum  of  service  to  its  members  and  to  its  country. 
Council  acknowledges  the  favourable  position  to  render 
national  service,  in  which  the  Institute  now  finds  itself; 
and  is  confident  that  with  the  continued  and  perhaps  in- 
creased support  of  the  members,  much  can  be  done  that 
will  be  of  material  assistance  in  the  conduct  of  the  war. 

Branch  Activities 

A  perusal  of  the  reports  of  branches  which  are  appended 
to  this  report  will  indicate  a  successful  year  in  each  of  the 
twenty-five  separate  organizations.  The  programme  of 
papers  has  been  excellent,  and  in  several  instances  innova- 
tions have  been  introduced  which  have  added  materially  to 
the  general  interest.  Some  branches  have  shown  substan- 
tially increased  activity  both  in  their  programmes  and  in 
their  acquisitions  of  new  members.  It  is  not  necessary  to 
mention  any  branch  specifically  as  all  have  set  up  a  splendid 
record,  and  their  activities  are  reported  separately  herein. 

Visits  to  Branches 

The  president  visited  branches  in  all  zones  except  the 
Maritimes.  It  was  part  of  his  original  plan  to  call  at  branches 
from  coast  to  coast,  but  the  increased  demands  upon  his 
time  brought  about  by  the  great  emergency  and  industrial 
expansion  made  it  necessary  to  curtail  the  programme.  This 
has  been  a  disappointment  to  the  branches  that  were 
omitted,  but  it  has  been  an  even  greater  disappointment  to 
the  president.  In  all,  the  president  visited  fourteen  branches. 

The  general  secretary  made  thirty  visits  to  branches  in- 
cluding Halifax  and  Victoria. 

There  was  also  considerable  visiting  of  councillors  and 
officers  between  branches,  a  conspicuous  example  of  this 
being  the  visit  of  Councillors  Vance  of  London  and  McLeod 
of  Montreal  to  the  western  branches  in  the  company  of  the 
president.  Past  President  Lefebvre  of  Montreal  was  also  a 
member  of  this  party.  The  value  of  the  exchange  of  speakers 
between  branches  and  the  visits  between  members  and 
officers  cannot  be  over-estimated.  It  is  to  be  hoped  that 
every  member  will  take  advantage  of  any  such  opportunity 
that  is  presented,  as  in  this  way  the  life  of  branches  is  con- 
siderably stimulated. 

Council  Meetings 

Council  held  eleven  meetings  including  three  away  from 
Headquarters.  All  meetings  were  well  attended,  and  it  was 
very  gratifying  to  see  so  many  out  of  town  councillors 
present.  The  interest  shown  in  the  regional  meetings  would 
seem  to  justify  the  continuation  of  this  practice.  These 
meetings  were  held  at  the  following  ■branches  and  the 
bracketted  figures  show  the  attendances,  including  guests 
as  well  as  councillors:  Toronto  (55),  Windsor  (33),  Calgary 
(39). 


Co-operation 

In  addition  to  the  co-operation  mentioned  later  under  "In- 
ternational Relations"  considerable  progress  has  been  made 
on  "domestic"  co-operation.  This  falls  into  two  classifica- 
tions (a)  that  with  provincial  professional  associations,  and 
(b)  that  with  other  engineering  institutes. 

Under  "a"  there  are  two  agreements  to  be  recorded.  In 
January,  President  McKiel  and  the  general  secretary 
visited  Halifax  to  participate  in  the  ceremony  of  signing 
the  co-operative  agreement  with  the  Association  of  Pro- 
fessional Engineers  of  Nova  Scotia.  This  has  been  operative 
throughout  the  year,  and  already  has  gone  a  long  way 
towards  "total"  co-operation  for  the  engineers  of  Nova 
Scotia. 

The  other  agreement  was  signed  in  December,  at  Cal- 
gary, between  the  Association  of  Professional  Engineers  of 
Alberta  and  the  Institute.  President  Hogg  was  the  Insti- 
tute's senior  signing  officer  and  was  also  the  principal 
speaker  at  the  joint  dinner  which  marked  the  occasion. 
This  agreement  became  effective  in  January  1941  and  is 
expected  to  do  much  for  the  profession  in  that  province. 

Acknowledgment  is  made  of  the  courtesies  and  aid 
afforded  the  Institute  by  the  officers  of  both  these  provin- 
cial bodies.  The  consummation  of  the  agreements  is  due 
entirely  to  the  tireless  and  intelligent  efforts  of  these  officers 
associated  with  the  Institute  officers  within  the  province. 
The  breadth  of  vision  and  the  sincerity  of  purpose  in  both 
cases  is  exceedingly  commendable. 

Under  "b"  there  is  to  be  considered  the  relationships 
with  other  engineering  bodies  in  Canada.  Based  on  a  desire 
for  genuine  co-operation  between  all  engineers,  every  effort 
has  been  made  to  retain  close  relationships  with  other 
engineering  organizations.  Beyond  a  doubt  common  in- 
terests should  promote  common  efforts,  and  common  efforts 
should  produce  that  community  of  spirit  which  is  so  desir- 
able throughout  the  profession.  Two  common  interests  have 
developed  out  of  the  war  to  produce  common  efforts  that 
have  brought  all  engineering  bodies  much  closer  together. 
These  are  the  registration  of  technical  personnel  in  Canada 
which  was  carried  out  with  the  co-operation  of  fifteen 
organizations,  and  the  evacuee  proposal  which  has  been 
referred  to  elsewhere.  It  has  been  not  only  interesting  but 
pleasant  to  work  with  these  other  societies,  and  it  is  to  be 
hoped  that  the  co-operation  thus  developed  will  find  many 
more  problems  that  will  permit  the  continuation  of  this 
splendid  spirit.  The  two  Institutes  which  have  been  most 
closely  associated  with  the  Engineering  Institute  in  these  pro- 
posals are  the  Canadian  Institute  of  Mining  and  Metal- 
lurgy and  the  Canadian  Institute  of  Chemistry. 

By-Law  Changes 

The  abolition  of  the  grade  of  Associate  Member  was 
accomplished  with  very  little  disturbance  to  the  usual 
routine.  The  ballot  authorizing  the  change  was  one  of  the 
most  emphatic  that  has  been  recorded,  and  there  appears 
to  be  no  doubt  but  that  the  simplification  in  nomenclature 
was  strongly  desired  by  the  membership.  Thus  the  way  to 
further  co-operation  with  provincial  professional  associa- 
tions has  been  simplified. 

International  Relations 

It  is  doubtful  if  the  Institute  ever  has  been  more  closely 
associated  with  engineering  societies  in  England  and  the 
United  States,  than  it  is  at  the  end  of  1940.  Several  circum- 
stances have  brought  this  to  pass.  The  close  relationships  and 
the  new  contacts  established  through  the  negotiations  and 
arrangements  for  the  ill-fated  British  American  Engineering 


66 


February, %  1941     THE  ENGINEERING  JOURNAL 


Congress  in  the  fall  of  1939  were  carried  forward  to  last 
year,  and  were  further  augmented  by  similar  negotiations 
leading  up  to  the  organization  established  in  Canada  for 
the  care  of  children  of  English  engineers  who  might  desire 
to  send  them  here  for  the  duration.  These  plans,  like  those 
for  the  engineering  congress,  were  never  put  to  the  test  due 
to  the  heinous  methods  of  the  Hun  who  ruthlessly  destroyed 
the  children  rather  than  permit  them  sanctuary  in  Canada. 

The  one  good  thing  that  has  already  come  out  of  all  these 
negotiations  is  the  closer  relationship  between  the  societies. 
The  Institute  in  company  with  the  other  Canadian  organiza- 
tions that  were  associated  in  the  evacuee  proposals,  has 
made  many  friends  in  the  Old  Country,  and  numerous 
letters  have  been  received  testifying  to  the  warmth  of  the 
new  relationships  and  expressing  the  desire  that  they  should 
be  continued  and  extended. 

Our  good  neighbours  to  the  south  have  continued  their 
beneficial  interest  in  our  organization  and  have  done  much 
to  reduce  the  international  boundary  to  its  mere  geographic 
significance.  The  attendance  of  the  chief  officers  of  the 
American  Society  of  Civil  Engineers  and  the  American 
Society  of  Mechanical  Engineers  at  our  Annual  Meeting  in 
Toronto  was  greatly  appreciated,  as  it  has  always  been. 
The  assistance  received  from  the  executive  officers  of  these 
societies  has  been  of  great  value  and,  in  company  with  the 
interest  of  the  chief  officers,  has  promoted  very  close  re- 
lationships between  the  organizations — a  matter  of  more 
than  usual  importance  in  these  days  of  threatened  agression, 
when  understanding  and  co-ordination  are  so  necessary  if 
we  are  to  preserve  the  precious  privileges  of  life  in  North 
America. 

Engineering  Council  for  Professional  Development 

Certainly  one  of  the  most  significant  events  of  the  year 
was  the  acceptance  of  the  Institute's  application  for  mem- 
bership in  the  Engineers'  Council  for  Professional  Develop- 
ment (E.C.P.D.).  This  body  is  made  up  of  the  leading 
technical  societies  in  the  United  States  and  has  a  most 
significant  programme  for  the  development  of  the  profes- 
sional spirit  in  engineering,  and  for  the  guidance  and  assist- 
ance of  young  engineers.  Its  field  of  influence  is  increasing 
constantly  and  beyond  a  doubt  the  welfare  of  the  individual 
engineer  and  the  entire  profession  will  be  greatly  and  favour- 
ably affected  by  it  in  the  future.  The  Institute  is  happy  to 
associate  itself  with  its  sister  societies  in  carrying  out  such 
a  splendid  work. 

Voluntary  Service  Registration  Bureau 

One  of  the  most  far-reaching  proposals  with  which  the 
Institute  has  been  associated  is  the  register  of  technically 
trained  men,  which  was  undertaken  late  in  1938  at  the 
request  of  the  Department  of  National  Defence,  and  in 
association  with  the  Canadian  Institute  of  Mining  and 
Metallurgy  and  the  Canadian  Institute  of  Chemistry.  In 
1939  these  records  were  turned  over  to  the  Voluntary  Ser- 
vice Registration  Bureau,  and  were  designated  the  "tech- 
nical section"  of  that  bureau.  During  1940  the  Joint  Com- 
mittee of  Secretaries  made  several  endeavours  to  have  more 
use  made  of  these  records  but  in  spite  of  appeals  to  various 
officials  who  it  was  thought  would  be  interested,  no  changes 
were  made,  and  in  the  opinion  of  the  committee  the  great 
volume  of  vitally  important  information  continued  to  be 
neglected. 

Just  at  the  close  of  the  year,  an  approach  to  the  Institutes 
was  made  and  there  is  now  the  possibility  that  new  and 
increased  avenues  of  national  service  may  be  opened  up. 
If  arrangements  now  under  discussion  are  completed  a  great 
responsibility  will  fall  on  the  shoulders  of  these  three 
national  bodies,  which  will  require  the  loyal  and  active 
support  of  every  member. 

Radio  Programme 

An  innovation  was  added  to  the  year's  normal  pro- 
rgamme,  in  the  form  of  a  series  of  six  trans-Canada  broad- 


casts arranged  by  the  Radio  Committee.  The  speakers  were 
all  prominent  members  of  the  Institute  and,  each  spoke  on 
a  phase  of  engineering  in  which  he  was  specially  qualified. 
Reports  from  members  and  from  the  Canadian  Broadcast- 
ing Corporation  indicate  that  the  series  was  well  received, 
and  made  a  real  contribution  to  the  "literature  of  the  air" 
for  1940. 

Annual  Meeting 

A  review  of  the  year's  activities  would  not  be  complete 
without  special  comment  on  the  conduct  of  the  Annual 
Meeting  held  in  Toronto.  From  every  angle  the  meeting 
was  a  real  success,  and  Council  is  particularly  appreciative 
of  the  policy  adopted  by  the  committee  whereby  the  cost 
to  the  Institute  was  so  substantially  reduced.  The  quality 
of  the  papers  and  discussions  was  excellent;  the  luncheon 
speakers  were  unusually  interesting  and  the  principal  of 
McGill  University  as  special  guest  at  the  banquet  provided 
a  thought  provoking  discussion  on  a  timely  and  interesting 
topic.  Toronto  certainly  maintained  its  reputation  of  doing 
things  well. 

Finances 

It  is  a  source  of  much  gratification  to  the  Finance  Com- 
mittee that  in  spite  of  war  conditions,  the  auditors  state- 
ment for  the  year  shows  that  both  income  and  expenditure 
are  slightly  more  favourable  than  last  year.  Actually  the 
committee  had  budgetted  for  the  reverse  of  this.  The  report 
of  the  committee  and  of  the  treasurer  are  appended  and 
both  refer  with  satisfaction  to  the  annual  statement.  Great 
credit  is  due  the  Finance  Committee  for  its  conservative 
budget  and  its  actual  handling  of  the  Institute  finances. 

Headquarters 

There  have  been  few  changes  in  the  personnel  of  the 
Headquarters  staff.  With  the  increase  in  membership  and 
the  assumption  of  additional  activities,  an  increase  in  the 
volume  of  work  has  developed  but  this  has  been  handled 
without  any  increase  in  staff.  The  entire  organization  has 
participated  in  an  unusually  heavy  year,  and  has  rendered 
an  excellent  service  which  is  appreciated  by  Council. 

The  general  secretary  and  his  assistant  have  endeavoured 
to  attend  branch  meetings  as  frequently  as  possible.  This 
has  resulted  in  an  increased  number  of  visits,  and  it  is  hoped 
that  this  practice  can  be  maintained  throughout  the  coming 
year. 

Roll  of  the  Institute 

The  membership  of  all  classes  now  totals  5,120— the 
highest  figure  in  fifteen  years.  The  year  1940  saw  the 
addition  of  436  names  to  the  roll,  although  deaths,  resigna- 
tions and  removals  reduced  this  to  a  net  gain  of  307.  It  is 
heartening  to  see  a  substantial  increase  in  the  student  mem- 
bership, and  to  note  the  increased  number  of  transfers  to 
higher  classifications.  If  this  acceleration  can  be  maintained 
for  one  more  year,  the  total  of  membership  will  reach  a 
a  new  all  time  "high."  The  details  are  submitted  herewith. 

During  the  year  1940,  four  hundred  and  thirty-six  candi- 
dates were  elected  to  various  grades  in  the  Institute.  These 
were  classified  as  follows:  one  hundred  and  forty  Members; 
eleven  Associate  Members;  fifty-four  Juniors;  two  hundred 
and  five  Students,  and  twenty-six  Affiliates.  The  elections 
during  the  year  1939  totalled  three  hundred  and  fifty-four. 

Transfers  from  one  grade  to  another  were  as  follows: 
Associate  Member  to  Member,  three;  Junior  to  Member, 
twenty-five;  Student  to  Member,  nineteen;  Junior  to 
Associate  Member,  six;  Student  to  Associate  Member, 
twelve;  Student  to  Junior,  eighty-seven,  a  total  of  one 
hundred  and  fifty-two. 

The  names  of  those  elected  or  transferred  are  published 
in  the  Journal  each  month  immediately  following  the  elec- 
tion. 


THE  ENGINEERING  JOURNAL     February,  1941 


67 


Removals  from  the  Roll 


TREASURER'S  REPORT 


There  have  been  removed  from  the  roll  during  the  year 
1940,  for  non-payment  of  dues  and  by  resignation,  forty- 
eight  Members;  twelve  Associate  Members;  thirteen  Juni- 
ors; twenty-two  Students,  and  three  Affiliates,  a  total  of 
ninety-eight.  Twenty  reinstatements  were  effected,  and 
sixteen  Life  Memberships  were  granted. 

Deceased  Members 

During  the  year  1940  the  deaths  of  fifty  members  of  the 
Institute  have  been  reported  as  follows: 

Honorary  Member 
Tweedsmuir,  The  Right  Honourable  Lord 


Members 


Ashworth,  John  Kershaw 
Baldwin,  Robert  Archer 
Barnum,  John  Baylor 
Barr,  Shirely 
Bertrand,  J.  N.  Têtu 
Bridges,  Frederick 
Burpee,  David  William 
Carson,  William  Harvey 
Cartmel,  William  Bell  ' 
Chambers,  Edward 

Coulthurst  Gibbons 
Chapman,  Walter  Peck 
Evans,  Edward  Arthur 
Gates,  Archibald  Bland 
Gzowski,  Casimir  Stanislaus 
Hay,  Alexander  Loudon 
Howard,  Stuart 
Jamieson,  James  A. 
Johnston,  John  Thomas 
Macdonald,  Arthur  Cameron 
Mackenzie,  Howard  Archibald 


MacPherson,  Duncan 
McCulloch,  Andrew  Lake 
McNab,  James  Veitch 
McRae,  John  Bell 
Mitchell,  Samuel  Phillips 
Monsarrat,  Charles  Nicholas 
Naish,  Theodore  Edward 
Ogilvie,  William  Morley 
Owens,  Edward  James 
Palmer,  Robert  Kendrick 
Paterson,  Alexander  Wilson 
Potter,  Alexander 
Routly,  Herbert  Thomas 
Sabourin,  Alexandre  Georges 
Salter,  Ernest  Milton 
Seymour,  Horace  Llewellyn 
Smart,  Valentine  Irving 
Smith,  Frank  Lawrence 
White,  James  Alexander  Gordon 
Wilgar,  William  Percy 


Associate  Members 


Bright,  David  Mussen 
Gordon,  James  Lindsay 
Logan,  William  Allison 
McColl,  Samuel  Ebenezer 


Allan,  Robert  Gage 


Sammett,  Matthew  Alexander 
Shearer,  George  Wyman 
Woods,  Joseph  Edward 


Students 

Lalonde,  Jean  A. 


Total  Membership 


The  membership  of  the  Institute  as  at  December  31st, 
1940,  totals  five  thousand,  one  hundred  and  twenty.  The 
corresponding  number  for  the  year  1939  was  four  thousand, 
eight  hundred  and  thirteen. 

1939 

Honorary  Members 16 

Members 1,057 

Associate  Members 2,287 

Juniors 496 

Students 914 

Affiliates 43 

4,813 
1940 

Honorary  Members 15 

Members 3,465 

Juniors 588 

Students 985 

Affiliates 67 


5,120 


Respectfully  submitted  on  behalf  of  the  Council, 
T.  H.  Hogg,  m.e.i.c,  President. 
L.  Austin  Wright,  m.e.i.c.,  General  Secretary. 


The  President  and  Council: 

It  is  gratifying  to  see  that  notwithstanding  our  war  effort 
plus  the  losses  the  Institute  has  sustained  due  to  war  service, 
the  financial  statement  is  still  better  than  last  year. 

Care  should  be  taken  to  conserve  our  resources  through 
these  favourable  years,  as  it  is  possible  that  a  prolonged  war 
or  a  sudden  cessation  of  hostilities  may  affect  our  financial 
position  seriously. 

Unfortunately,  the  recent  damage  to  our  building  by 
settlement  will  necessitate  spending  a  sum  considerably 
larger  than  anticipated,  but  I  feel  confident  that  the  mem- 
bership at  large  will  be  willing  to  give  some  special  help. 

Evidently  the  Institute  should  have  a  much  larger 
amount  laid  aside  for  depreciation  on  the  building. 

Respectfully  submitted, 

deGaspé  Beaubien,  m.e.i.c,  Treasurer. 

FINANCE  COMMITTEE 

The  President  and  Council: 

The  statement  of  revenue  and  expenditure  for  the  past 
year,  which  is  presented  herewith,  reflects  a  continuation  of 
the  healthy  growth  of  the  previous  year,  and  of  the  keen 
interest  being  maintained  by  the  branches  in  Institute 
affairs.  The  revenue  and  expenditures  have  been  main- 
tained at  practically  the  same  level  as  1939,  again  reflecting 
the  loyal  co-operation  of  the  general  secretary  and  the 
Headquarters  staff,  as  well  as  the  executive  officers  of  the 
various  branches. 

The  balance  of  revenue  over  expenditures  will  liquidate 
the  moneys  borrowed  some  time  ago  from  the  special  funds, 
so  that  the  incoming  Finance  Committee  will  commence 
work  with  a  clean  sheet.  It  has  also  been  recommended  by 
your  committee  that  the  sum  of  $1,000.00  be  placed  in 
reserve  for  building  maintenance.  Recent  events  have 
shown  this  to  be  imperative,  and  it  should  be  continued  in 
the  future,  whenever  conditions  permit. 

Particular  mention  should  be  made  of  the  policy  of  the 
Toronto  Branch  in  assuming  a  much  larger  portion  of  the 
cost  of  the  Annual  Meeting  than  is  ordinarily  taken  by  a 
branch.  This  action  has  materially  assisted  the  Finance 
Committee  in  rendering  a  favourable  report  for  the  year. 

The  recognition  of  the  Institute  in  public  affairs  and  by 
our  sister  societies  to  the  south  during  the  past  year  is  an 
indication  of  our  outstanding  position  in  the  country,  and 
it  behooves  us  to  give  our  full  and  continued  financial 
support  to  all  its  activities. 

Respectfully  submitted, 

Fred  Newell,  m.e.i.c,  Chairman. 

PUBLICATION   COMMITTEE 

The  President  and  Council: 

During  the  year  your  committee  has  made  one  or  two 
changes  in  the  Journal,  the  most  important  of  which  we 
think  is  the  substituting  of  our  Month-to-Month  page  for 
Editorial  Comment.  In  view  of  the  nature  of  our  organiza- 
tion it  was  found  difficult  to  maintain  a  sufficiently  interest- 
ing editorial  comment  without  the  danger  of  introducing 
controversial  matter.  It  was,  therefore,  considered  wise  to 
discontinue  the  practice  of  editorials  as  a  regular  feature 
and  to  substitute  our  Month-to-Month  column,  in  which  is 
included  news  of  the  affairs  of  the  Institute  and  engineering 
matters  of  general  interest  to  the  membership. 

Your  committee  has  frequently  to  consider  papers  of 
importance  which  are  too  long  and  too  expensive  to  publish 
in  the  Journal.  One  of  these  was  "Some  Developments  in 
Alloys  During  the  Last  Twenty  Years,"  by  O.  W.  Ellis, 
and  your  committee  decided  to  print  this  as  a  supplement. 
This  was  made  available  to  the  members  and  published  at 
a  moderate  charge,  and  at  the  same  time  was  reviewed  in 


68 


February,  1911     THE  ENGINEERING  JOURNAL 


the  Journal.  The  immediate  response  to  this  has  not  been 
entirely  satisfactory  but  it  is  felt  that  if  the  practice  of 
publishing  a  few  of  these  a  year  were  continued  that  the 
membership  would  become  acquainted  with  the  idea  and 
that  it  might  become  more  popular. 

As  will  have  been  noticed  we  have  also  instituted  the 
practice  of  using  a  photograph  on  the  cover  page,  which  we 
feel  has  made  an  improvement  in  the  general  appearance. 

Frequently  we  have  referred  papers  to  various  members 
to  obtain  their  opinion  on  the  value  for  publication,  and  we 
wish  to  thank  them  for  their  kind  co-operation.  We  also 
wish  to  acknowledge  the  assistance  of  the  secretary  emeritus, 
whose  work  on  the  Journal  is  invaluable. 
Respectfully  submitted, 

C.  K.  McLeod,  m.e.i.c,  Chairman. 

PAPERS  COMMITTEE 

The  President  and  Council  : 

The  activities  of  the  Papers  Committee  during  the  past 
year  were  somewhat  curtailed  by  the  fact  that  most  of  the 
members  are  very  busy  as  the  result  of  the  war.  It  was 
finally  considered  advisable  not  to  arrange  meetings  to 
accommodate  the  itinerary  of  speakers  visiting  various 
branches.  However,  the  branches  have  been  active  with 
meetings.  They  have  had  good  speakers  and  interesting 
and  instructive  papers. 

There  has  been  a  marked  increase  in  the  visits  of  members 
to  other  branches  and  inter-branch  meetings. 

During  the  year,  the  Papers  Committee,  wherever  pos- 
sible, has  promoted  more  direct  contacts  between  branches. 
It  is  found  difficult  to  maintain  an  effective  clearing  house 
at  Headquarters  or  any  other  point  to  assist  with  speakers, 
papers,  films  and  branch  programmes  in  general.  A  more 
direct  exchange  of  ideas  between  branch  secretaries  and 
other  branch  executives  is  advocated.  By  broader  exchange 
of  notice-of-meeting  cards,  by  invitations  to  near-by 
branches  and  by  travelling  engineers  visiting  other  branches, 
a  healthy  impetus  can  be  given  to  the  activities  of  the 
Institute. 

Respectfully  submitted, 

James  A.  Vance,  m.e.i.c,  Chairman. 

COMMITTEE  ON  THE  TRAINING  AND  WELFARE 
OF  THE  YOUNG  ENGINEER 

The  President  and  Council: 

Subsequent  to  the  submission  of  the  last  annual  report, 
as  published  on  pages  70  and  71  of  the  February,  1940, 
Journal,  several  members  of  the  Committee  met  informally 
at  the  time  of  the  1940  Annual  Meeting  at  Toronto.  We 
agreed  on  the  need  for  the  continuance  of  our  investigations 
along  the  lines  already  adopted. 

The  Committee  had  the  opportunity  of  presenting  its 
findings  to  a  very  largely  attended  meeting  of  Council  in 
Toronto,  on  February  7th,  1940,  when  constructive  sugges- 
tions were  offered  by  leading  educationalists  present.  The 
incoming  Council  authorized  the  re-appointment  of  the 
Committee,  and  it  has  continued  its  studies. 

Branch  Activities 

The  Institute  branches  were  circularized  on  April  9th, 
1940,  to  ascertain,  generally,  what  activities  were  carried 
out  especially  for  the  younger  members,  and  what  sugges- 
tions could  be  offered.  The  replies  received  were  encouraging, 
and  on  July  8th,  a  circular  was  issued  to  the  branches, 
through  the  general  secretary,  urging: 

(a)  More  attention  to  the  preparation  of  papers  for  the 
prizes  available  to  Students  and  Juniors,  and  the  need  for 
additional  prizes. 

(b)  The  organization  of  Junior  Sections  in  the  larger 
branches,  and  Young  Engineer  Committees  in  all  other 
branches,  to  stimulate  activities  among  the  young  men,  and 


to   improve   the   contacts   with   University   students   and 
Faculties. 

(c)  The  encouragement  of  self-development  groups  for 
the  study  of  technical,  cultural  and  economic  subjects. 

(d)  The  necessity  for  maintaining  the  dignity,  the  social 
and  cultural  standards  of  the  profession,  as  an  example  for 
the  younger  men. 

Members  of  the  Committee  have  addressed  the  branches 
on  the  young  engineer  problem,  and  the  discussions  have 
indicated  a  continuing  interest. 

Student  Selection  and  Guidance 

Our  attention  has  been  directed  to  the  preparation  of  a 
suitable  brochure  for  prospective  engineering  students, 
their  parents  and  teachers.  We  were  ready  to  proceed  with 
this,  when  Council  decided  to  apply  for  association  with 
our  American  friends  in  the  Engineer's  Council  for  Pro- 
fessional Development. 

The  E.C.P.D.  was  then  preparing  a  revision  of  its  booklet 
"Engineering — A  Career — A  Culture."  The  proofs  were 
forwarded  to  this  Committee  and  certain  changes  were 
suggested  to  make  it  more  suitable  for  Canadian  distribu- 
tion. 

After  the  Institute  was  regularly  admitted  to  membership 
in  the  E.C.P.D.,  the  final  proofs  were  edited  and  the  new 
booklet  "Engineering  As  A  Career,"  will  be  published 
shortly.  This  will  be  available  for  distribution  by  the 
E.I.C.  It  is  possible  that  this  Committee  may  propose  the 
preparation  of  a  small  pamphlet  for  distribution  with  this 
booklet,  giving  more  information  for  Canadian  students. 

Members  of  your  Committee  have  discussed  student 
guidance  with  educationalists,  and  we  are  definitely  aware 
that  the  Institute  can  give  leadership  in  this  important 
phase  of  engineering  education.  We  shall  discuss  this  matter 
at  the  meeting,  in  February,  1941,  when  a  definite  pro- 
gramme will  be  adopted. 

Engineers'  Council  for  Professional  Development 

The  action  of  the  Institute  in  applying  for  membership 
in  the  E.C.P.D.,  and  the  formal  acceptance  of  that  applica- 
tion on  October  24th  last,  will  make  available  to  your  Com- 
mittee the  information  gained  by  that  body  in  the  study  of 
similar  problems  in  the  United  States.  It  is  a  pleasure  to  be 
permitted  to  associate  with  them  in  the  activities  of  their 
several  committees. 

The  E.I.C.  and  the  Adaptation  of  the  Young 
Engineer  to  the  Profession 

There  is  an  indication  that  many  of  the  branches  of  the 
Institute  are  extending  their  activities  among  the  younger 
engineers.  It  is  expected  that  evidence  of  these  activities  will 
be  presented  at  the  Annual  Meeting. 

Your  Committee  is  following,  closely,  the  progress  being 
made  by  the  E.C.P.D.  Committee  on  Professional  Training. 
Their  findings  indicate  that  success  in  this  field  will  depend 
on  the  skill,  patience  and  enthusiasm  of  the  older  members 
of  the  profession  who  are  willing  to  give  their  time  to  this 
problem. 

The  Young  Engineer  and  the  War 

Some  members  have  suggested  that  the  work  of  this  Com- 
mittee might  be  suspended  during  the  war  period.  They 
base  their  conclusions  on  the  fact  that  engineers  generally 
should  devote  their  spare  time  to  furthering  the  war  effort, 
and  that  many  young  engineers  are  in  the  several  services. 

These  conditions  do  exist,  but  it  should  be  noted  that  we 
are  part  of  a  rapidly  changing  social  order,  in  which  the 
engineer  must  play  a  more  active  part.  Young  men  are 
entering  the  profession  each  year,  despite  the  war,  and 
many  others  are  passing  from  the  secondary  schools  to  the 
universities  for  training. 

It  will  be  recalled  that  some  of  the  branches  of  this 
Institute  were  organized  during  and  just  following  the 
last  war,  despite  the  fact  that  many  of  our  members  were  on 


THE  ENGINEERING  JOURNAL     February,  1941 


69 


active  service.  It  is  our  opinion  that  we  must  be  ready  to 
assume  a  greater  obligation  to  society  after  this  war  is  over, 
as  then  the  studies  of  this  Committee  will  be  increasingly 
valuable,  and  their  conclusions  more  definitely  necessary. 

Plenary  Meeting 

Your  Committee  appreciates  the  action  of  Council  in 
making  it  possible  to  convene  a  plenary  meeting  at  the 
Annual  Meeting  in  Hamilton.  Questions  which  have  been 
studied  will  be  thoroughly  discussed  and  our  conclusions 
will  be  presented  to  the  Annual  Meeting,  at  the  afternoon 
session,  on  Thursday,  February  6th,  1941. 

Respectfully  submitted, 

Harry  F.  Bennett,  m.e.i.c,  Chairman. 

LIBRARY  AND  HOUSE  COMMITTEE 

The  President  and  Council: 

Your  Committee  reports  as  follows.  The  Committee  was 
continued  with  the  same  personnel  as  during  the  previous 
year.  It  met  on  four  occasions  in  the  last  half  of  the  year. 

Early  in  the  summer  a  crack  appeared  in  the  masonry  of 
the  rear  wall  of  headquarters  building  and  this  developed 
slowly.  There  was  no  danger  involved,  but  developments 
were  watched  and  during  the  fall  the  matter  was  considered. 


We  reported  to  Council  and  were  authorized  to  spend 
$150.00  to  investigate  conditions  and  bring  in  definite 
recommendations. 

Test  pits  were  excavated  and  we  recommended  the  under- 
pinning of  the  auditorium  section  in  whole  or  in  part. 
Council  authorized  the  Committee  to  prepare  detailed  plans 
on  the  basis  of  using  open  caissons  or  piers.  They  decided 
that  the  general  situation  warranted  the  underpinning  of 
the  whole  building  at  one  time  rather  than  face  the  prob- 
ability that  all  of  the  work  would  have  to  be  done  sooner 
or  later  and  that  there  might  be  further  cracking  and 
damage  to  the  superstructure  if  a  part  of  the  work  was 
delayed.  Council  authorized  the  signature  to  a  contract  on 
whatever  basis  the  House  Committee  and  Finance  Com- 
mittee might  jointly  agree.  They  also  arranged  for  the 
Finance  Committee  to  suggest  ways  and  means  of  providing 
necessary  funds. 

Tenders  were  called  and  received  shortly  after  Christmas. 
The  contract  was  awarded  to  A.  F.  Byers  &  Company 
Limited,  who  were  the  lowest  bidders.  The  work  at  present 
is  almost  50  per  cent  complete.  Conditions  uncovered  during 
construction  have  confirmed  the  information  and  deductions 
provided  by  the  test  holes. 

The  above  item  has  been  the  only  major  item  of  work 
and  as  it  represents  a  considerable  expenditure  for  the 
Institute,  other  minor  points  have  been  delayed.  Small 


COMPARATIVE  STATEMENT  OF  REVENUE  AND  EXPENDITURE 
For  the  Year  Ended  31st  December 


Revenue 


1940 


Membership  Fees: 

Arrears $  3,332.75 


Current . 
Advance . 
Entrance . 


26,295.10 

505.21 

2,238.00 


1939 

5  3,459.52 

26,581.91 

406.11 

1,894.00 


$32,371.06    $32,341.54 


Publications: 

Journal  Subscriptions  and  Sales $  7,539.39    $  7,390.68 

Journal  Advertising 13,566.35       13,660.24 


$21,105.74    $21,050.92 


Income  from  Investments. 
Refund  of  Hall  Expense. 
Sundry  Revenue 


$      458.93 

465.00 

66.80 


457.89 

520.00 

5.60 


Total  Revenue  for  Year $54,467.53    $54,375.95 


Expenditure 


Building  Expense: 

Property  and  Water  Taxes 

Fuel 

Insurance  

Light,  Gas  and  Power 

Caretaker's  Wages  and  Services  . 
House  Expense  and  Repairs 


1940 

2,074.28 
557.28 
120.36 
329.15 
878.00 
385.74 


1939 

2,020.56 
492.25 
229.67 
311.05 
913.00 
766.59 


$  4,344.81  $  4,733.12 


Publications: 

Journal  Salaries  and  Expense  . 
Sundry  Printing 


$16,483.47    $15,244.69 
494.23  457.40 


$16,977.70    $15,702.09 


Office  Expense: 

Salaries 

Telephone,  Telegrams  and  Postage .  .  . 

Office  Supplies  and  Stationery 

Audit  and  Legal  Fees 

Messenger  and  Express 

Miscellaneous 

Depreciation — Furniture  and  Fixtures. 


General  Expense: 

Annual  and  Professional  Meetings . 

Meetings  of  Council 

Travelling 

Branch  Stationery 

Students  Prizes 

E.I.C.  Prizes 

Gzowski  Medal 

Library  Salary  and  Expense 

Interest,  Discount  and  Exchange.  . 
Examinations  and  Certificates 

Committee  Expenses 

National  Construction  Council 
Sundry 


$12,420.57 

1,901.04 

1,557.36 

290.00 

89.59 

430.25 

370.87 


$12,534.07 

1,848.45 

1,094.11 

250.00 

93.79 

555.74 

368.70 


$17,059.68    $16,744.86 


1,284.39 

612.32 

1,693.51 

194.58 

58.71 

250.00 

34.50 

999.92 

149.57 

84-4* 

255.65 

50.00 

61.00 


2,316.89 

449.62 

1,244.01 

242.06 

46.35 

286.25 

34.50 

1,056.36 

181.45 

22.75 

167.08 

100.00 

92.15 


$  5,559.73    $  6,289.47 


Rebates  to  Branches $  6,304.00    $  6,695.48 


Total  Expenditure $51,245.92    $50,165.02 

Surplus  for  Year 3,221.61        4,210.93 


$54,467.53    $54,375.95 


70 


February,  1941    THE  ENGINEERING  JOURNAL 


repairs  were  made  to  the  roof  over  the  caretaker's  quarters. 
There  are  one  or  two  minor  repairs  yet  to  be  done  in  this 
section  of  the  building.  It  will  also  be  necessary  to  repair 
the  plaster  and  do  some  re-decorating  in  the  auditorium 
during  the  coming  year  after  all  possible  settlement  due  to 
shifting  loads  has  been  completed. 

The  photographs  of  all  past  general  secretaries  of  the 
Institute  have  been  placed  in  the  library  as  authorized  last 
year. 

The  library  has  been  used  about  the  same  as  last  year.  It 
it  hoped  that  the  necessary  clearing  out  of  the  basement  to 
permit  the  construction  work  being  carried  out  will  provide 
an  opportunity  to  rearrange  the  physical  set-up  of  the 
library  accommodations  to  the  advantage  of  the  Institute 
and  the  staff. 

The  Committee  would  like  particularly  to  acknowledge 
the  interest  and  support  of  Messrs.  Jamieson,  Lalonde  and 
McCrory  who  were  called  in  to  assist  in  connection  with 
the  discussions  about  underpinning  the  building.  These 
special  appointments  to  the  personnel  of  the  House  Com- 
mittee were  made  at  the  suggestion  of  Council  when  this 
work  was  authorized. 

Respectfully  submitted, 

Bryan  R.  Perry,  Chairman 


COMMITTEE  ON  INTERNATIONAL  RELATIONS 

The  President  and  Council: 

It  is  the  considered  opinion  of  your  committee  that  the 
external  relations  of  the  Institute  have  been  strengthened 
and  extended  during  the  year. 

The  entry  of  the  Institute  into  constituent  membership 
of  the  Engineers'  Council  for  Professional  Development  is  an 
event  which  should  greatly  increase  the  Institute's  ability 
to  render  service  to  the  engineering  profession.  The  com- 
mittee believes  that  the  consistent  policy  of  the  Council  in 
maintaining  as  close  and  continuous  a  connection  as  pos- 
sible with  the  Founder  Societies  of  the  United  States  is  in 
the  best  interests  of  Canadian  engineers,  and  it  notes  with 
appreciation  that  opportunities  have  been  afforded  the 
general  secretary  to  confer  with  the  secretariat  of  these 
societies. 

Although  the  preoccupation  of  the  engineering  Institu- 
tions of  Great  Britain  in  the  present  crisis  has  hindered 
further  development  of  fraternal  relationships  between 
them  and  the  Institute,  the  committee  believes  that  no 
better  opportunity  for  serving  these  institutions  is  open  to 
the  Institute  than  the  chance  to  look  after  their  members' 
families  who  may  find  sanctuary  in  Canada. 

Respectfully  submitted, 

J.  M.  R.  Fairbairn,  m.e.i.c,  Chairman. 


COMPARATIVE  STATEMENT  OF  ASSETS  AND  LIABILITIES 
As  at  31st  December 


Assets 

Current:                                                                    1940 

1939 

Cash  on  hand  and  in  Bank ....                      $  2,043.18 

$      432.38 

Accounts  Receivable $2,732.60 

Less:  Reserve  for  Doubtful  Ac- 

counts          136.17        2,596.43 

3,059.76 

Arrears  of  Fees — Estimated. . .  .                          2,500.00 

2,500.00 

Special  Funds — Investment  Account: 

Investments $9,260.14 

Cash  in  Savings  Accounts 4,422.25 


Investments  at  Cost: 

$4,000  Dominion  of  Canada, 

4^%,  1959 $4,090.71 

200  Dominion  of  Canada, 

43^2%,  1958 180.00 

100  Dominion  of  Canada, 

4M%,  1946 96.50 

1,000  Montreal  Tramwavs, 

5%,  1941 ! 950.30 

2,000  Montreal  Tramways, 

5%,  1955 2,199.00 

500  Province  of  Saskatchewan, 

5%,  1959 502.50 

2  Shares  Canada  Perman't 

Mortgage  Corporation        215.00 
40  Shares  Montreal  Light, 

Heat  &  Power,  N.P.V.        324.50 


$  7,139.61     $  5,992.14 


13,682.39      13,881.82 


Advance  Travelling  Expenses 

Advances  to  Branches 

Deposit — Postmaster 

Prepaid  and  Deferred  Expenses 

Gold  Medal 

Library — At  cost  less  depreciation 

Furniture  and  Fixtures — At  cost  less  de- 
preciation   

Land  and  Buildings — At  cost 


8,558.51 

100.00 

100.00 

700.00 

45.00 

1,448.13 

3,414.33 
91,495.22 


8,558.51 
100.00 
100.00 
100.00 
804.23 
45.00 

1,448.13 

3,708.75 
91,495.22 


$126,683.19  $126,233.80 


Current: 

Accounts  Payable 

Rebates  due  Branches 

Amount  due  Special  Funds  . 
Library  Deposit 


Liabilities 


1940 
2,321.54 
641.81 


1939 
2,494.13 

722.03 

3,314.98 

5.00 


Special  Funds: 

As  per  Statement  attached 

Reserve  for  Building  Maintenance 

Surplus  Account: 

Balance  as  at  1st  Jan.,  1940..  $105,465.84 
Add:  Excess  of  Revenue  over 
Expenditure  as  per 
Statement  attached.         3,221.61 


$  2,963.35    $  6,536.14 


13,682.39 
1,350.00 


13,881.82 
350.00 


108,687.45     105,465.84 


$126,683.19  $126,233.80 


Audit  Certificate 

We  have  audited  the  books  and  vouchers  of  The  Engineering  Institute  of  Canada  for  the  year  ended  31st  December,  1940,  and  have 
received  all  the  information  we  required.  In  our  opinion,  the  above  Statement  of  Assets  and  Liabilities  and  the  attached  Statement  of 
Revenue  and  Expenditure  for  1940  are  properly  drawn  up  so  as  to  exhibit  a  true  and  correct  view  of  the  Institute's  affairs  as  at  31st 
December,  1940,  and  of  its  operations  for  the  year  ended  that  date,  according  to  the  best  of  our  information  and  the  explanations  given  to  us 
and  as  shown  by  the  books. 

(Sgd.)  Ritchie,  Brown  &  Co., 
Montreal,  20th  January,  1941.  Chartered  Accountants. 


THE  ENGINEERING  JOURNAL     February,  1941 


71 


COMMITTEE  ON  PROFESSIONAL  INTERESTS 

The  President  and  Council: 

Much  progress  has  been  made  during  1940  in  promoting 
the  declared  policy  of  the  Institute — close  co-operation  with 
the  provincial  professional  associations.  At  Calgary,  on 
December  14th,  1940,  the  president  and  the  general 
secretary  signed  an  agreement  with  the  Association  of 
Professional  Engineers  of  Alberta  which  should  go  a  long 
way  to  clarify  and  simplify  the  organization  of  the  profes- 
sion in  the  province  of  Alberta. 

Active  negotiations  are  under  way  with  the  Association  of 
Professional  Engineers  of  the  Province  of  New  Brunswick 
which  promise  an  early  and  satisfactory  conclusion. 

It  is  expected  that  the  discussion  the  committee  has  had 
with  the  officials  of  the  Institute  in  the  province  of  Manitoba 
will  result  in  a  basis  for  an  agreement  between  the  Institute 
and  the  Association  of  Professional  Engineers  of  the  Prov- 
ince of  Manitoba  that  can  be  brought  to  fruition  before 
long. 

The  relationship  between  the  Institute  and  the  Corpora- 
tion of  Professional  Engineers  of  Quebec  continues  very 
close  and  friendly.  No  attempt  has  as  yet  been  made  to 
evolve  a  formal  agreement  between  the  two  bodies. 

The  results  in  Saskatchewan  and  Nova  Scotia  indicate 
that  the  co-operative  agreements  in  those  provinces  are 
working  out  in  the  best  interests  of  the  profession. 

Your  committee  notes  with  satisfaction  that  in  Ontario 
and  British  Columbia  there  are  many  evidences  of  an  in- 
creased interest  on  the  part  of  the  profession  in  general 
regarding  the  aspirations  of  both  the  Institute  and  the 
Associations. 

Respectfully  submitted, 

J.  B.  Challies,  m.e.i. a,  Chairman. 

LEGISLATION  COMMITTEE 

The  President  and  Council  : 

In  view  of  the  fact  that  no  issues  involving  Institute 
legislation  developed  during  the  year,  there  remained  no 
work  for  the  committee  to  do.  Doubtless  this  is  a  healthy 
sign,  for  the  work  of  the  committee  is  similar  to  the  work  of 
the  lawyer  of  which  the  average  citizen  avails  himself  only 
when  in  trouble. 

The  committee  would  have  been  very  happy  to  be  of 
assistance  had  any  issue  arisen,  but  rejoices  with  the  rest  of 
the  membership  in  the  fact  that  there  were  no  legislative 
difficulties  to  detract  from  the  year's  operations. 

Respectfully  submitted, 

J.  Clakk  Keith,  m.e.i.c,  Chairman. 

RADIO  BROADCASTING  COMMITTEE 

The  President  and  Council  : 

Your  Committee  was  appointed  in  February  last,  in 
order  to  arrange  for  a  series  of  Dominion-wide  broadcasts 
indicating  the  contribution  being  made  by  the  engineers  of 
this  country  toward  the  national  war  effort. 

At  first  there  was  some  uncertainty  as  to  the  possibility 
of  giving  the  broadcasts,  due  to  war  conditions,  but  later 
the  Canadian  Broadcasting  Corporation  was  able  to  allot 
six  suitable  fifteen-minute  periods.  Your  Committee  met 
on  August  29th  and  drew  up  a  tentative  programme  which 
was  approved  by  the  C.B.C.,  on  September  5th.  It  was 
arranged  that  six  addresses  should  be  delivered  on  con- 
secutive Wednesdays  at  7.45  p.m.  Eastern  Daylight  Saving 
Time,  beginning  October  16th. 

Invitations  were  accordingly  issued  to  the  speakers  on 
September  11th,  and  although  these  outstanding  engineers 
were  already  occupied  in  work  for  the  national  emergency, 
all  undertook  this  additional  effort,  in  the  interests  of  the 
Institute.  Appreciating  this  fine  co-operation,  your  Com- 


mittee would  ask  that  Council  extend  to  the  speakers  of 
this  series  the  thanks  of  their  fellow-members,  of  the 
Institute,  with  compliments  on  the  fine  results  attained. 

The  speakers  and  their  subjects  were  as  follows: — 
Oct.    16th — T.  H.  Hogg,  ce.,  D.Eng.,  (Toronto),  President 

of  The  Engineering  Institute  of  Canada. 

Engineers  in  the  War. 
Oct.    23rd — Dean  C.  J.  Mackenzie,  m.c,  m.c.e.,  (Ottawa), 

Chairman,  National  Research  Council. 
War  Research — An  Engineering  Problem. 
Oct.    30th— Miss    Elizabeth    M.    MacGill,    m.s.e.,    (Fort 

William),  Chief  Aeronautical  Engineer,  Canada 

Car  and  Foundry  Co.  Ltd. 

Aircraft  Engineering. 
Nov.    6th — Augustin  Frigon,  ce.,  d.sc,  (Montreal),  Assist- 
ant General  Manager,  Canadian  Broadcasting 

Corporation. 

Radio  in  Canada. 
Nov.  13th — William  D.  Black,  b.a.sc,  (Hamilton),  Presi- 
dent, Otis-Fensom  Elevator  Co.  Ltd. 

Industrial    Development    in    Canada    to 

Meet  the  War  Emergency. 
Nov.  20th — Armand  Circé,  (Montreal),  ce.,  Dean  of  the 

Ecole  Polytechnique,  Montreal. 

The    Training    of  Engineers  at  the  Ecole 

Polytechnique. 
The  Committee  is  grateful  to  the  officers  and  secretaries 
of  the  Institute  branches  throughout  the  country  for  their 
active  and  effective  co-operation  in  connection  with  news- 
paper publicity  and  the  Branch  notices  calling  attention  to 
these  addresses. 

Our  thanks  are  also  due  to  the  Canadian  Broadcasting 
Corporation  for  the  use  of  its  facilities  and  for  many  helpful 
suggestions;  more  especially  to  the  Manager,  Mr.  W.  Glad- 
stone Murray,  the  Assistant  Manager,  Dr.  Augustin  Frigon, 
and  Mr.  H.  W.  Morrison,  the  Supervisor  of  Talks. 

We  would  also  thank  the  press  throughout  the  country, 
and  especially  the  Canadian  Press  for  the  publicity  given 
the  series. 

The  general  appreciation  accorded  to  these  talks  has 
encouraged  a  good  friend  of  the  Institute  to  provide  the 
funds  necessary  to  print  the  series  in  a  brochure  for  cir- 
culation to  interested  persons.  We  appreciate  this  favour 
very  much. 

In  the  event  of  the  Institute  contemplating  a  similar 
undertaking  in  the  future,  we  would  recommend  that  the 
hour  for  the  broadcasts  should  not  be  earlier  than  10  p.m., 
Eastern  Daylight  Saving  Time,  in  order  that  a  more  con- 
venient opportunity  may  be  provided  our  members  in  the 
West  to  enjoy  the  programmes. 

Respectfully  submitted, 

G.  McL.  Pitts,  m.e.i.c,  Chairman. 

COMMITTEE  ON  DETERIORATION  OF 
CONCRETE  STRUCTURES 

The  President  and  Council: 

Your  Committee  has  continued  during  the  year  just  past 
the  policy  of  confining  its  efforts  largely  to  studies  of 
methods  for  the  repair  of  concrete  rather  than  to  the  causes 
of  deterioration.  To  this  end  the  committee  has  submitted 
to  the  Institute  a  paper  "Concrete  Repair  Methods" 
prepared  by  one  of  its  members,  Mr.  Claude  Gliddon, 
m.e.i.c,  describing  methods  developed  by  the  Gatineau 
Power  Company  of  which  he  is  chief  engineer,  which  were 
adopted  after  experimenting  with  other  procedures.  The 
paper  is  important,  therefore,  as  a  record  of  practical 
experience. 

At  the  present  time,  two  other  papers  are  being  reviewed 
for  publication  in  the  Journal — one  on  Sea  Water  Repairs, 
and  the  other  on  the  Effect  of  Natural  Waters  on  Concrete. 


72 


February,  1911     THE  ENGINEERING  JOURNAL 


A  third  has  been  promised  on  the  recently  completed  repair 
of  an  important  structure. 

The  Committee  thanks  all  those  who  have  so  generously 
given  of  their  time  to  further  its  work,  and  welcomes  sug- 
gestions both  as  to  sources  of  data  or  reports  on  repair  jobs 
which  may  be  of  interest  to  the  Institute. 

Respectfully  submitted, 

R.  B.  Young,  m.e.i.c,  Chairman. 

MEMBERSHIP  COMMITTEE 

The  President  and  Council: 

Your  committee  on  membership  has  to  report  that  the 
war  restricted  its  normal  activities  to  a  very  great  extent. 
This  restriction  was  caused  by  longer  work  hours  and  the 
absorption  of  its  members  in  war  work. 

Your  committee  has,  however,  endeavoured  to  start  a 
system  of  registering  guests  attending  Institute  activities, 
especially  Branch  meetings,  the  registration  being  made 
either  by  signing  a  guest  book  or  filling  up  a  guest  card. 

This  registration  is  not  aimed  at  preventing  non-members 
from  attending  Institute  functions  but  rather  to  make  more 
apparent  the  value  of  membership  in  the  E.I.C. 

Respectfully  submitted, 

K.  0.  Whyte,  m.e.i.c,  Chairman. 

BOARD  OF  EXAMINERS  AND  EDUCATION 

The  President  and  Council: 

Your  Board  of  Examiners  and  Education  for  the  year 
1940  has  had  prepared  and  read  the  following  examination 
papers  with  the  results  as  indicated  : 

Schedule  B 

Number  of     Number 
Candidates    Passing 
I.  Elementary    Physics    and    Me- 
chanics    4  3 

II.  Strength  and  Elasticity  of  Mate- 
rials    4  2 

Respectfully  submitted, 

R.  A.  Spencer,  m.e.i.c,  Chairman. 

PAST  PRESIDENTS'  PRIZE  COMMITTEE 

The  President  and  Council  : 

Your  Committee  on  the  Past-Presidents'  Prize  has  care- 
fully read  and  considered  the  two  papers  entered  in  this 
competition  this  year. 

It  is  the  opinion  of  your  Committee  that  neither  of  these 
papers  is  of  sufficiently  high  calibre  to  warrant  awarding 
the  Past-Presidents'  Prize  to  its  author.  We  therefore 
unanimously  recommend  that  this  prize  be  not  awarded 
this  year. 

Respectfully  submitted, 

R.  DeL.  French,  m.e.i.c,  Chairman. 

DUGGAN  PRIZE  COMMITTEE 

The  President  and  Council: 

In  the  opinion  of  the  Committee  appointed  to  consider 
the  award  of  the  Duggan  Medal  and  Prize  for  the  year 
1939-40,  there  were  only  two  papers  eligible  for  the  prize. 

The  members  of  the  Committee  are  unanimous  in  recom- 
mending that  the  award  be  made  to  Mr.  M.  S.  Layton  for 
his  paper  on  "Electric  Welding." 

Mr.  Layton's  paper  presented  material  of  a  useful  and 
timely  nature  which,  although  possibly  not  entirely  new  to 
those  specializing  in  this  subject,  affords  a  comprehensive 
survey  of  its  recent  developments.  This  should  be  of 
especial  benefit  to  those  engaged  in  the  study  and  practice 
of   modern   structural   engineering   and   consequently   in- 


terested in  all  practical  methods  of  carrying  out  the  various 
operations  incident  thereto. 

Respectfully  submitted, 

F.  P.  Shearwood,  m.e.i.c,  Chairman. 

GZOWSKI  MEDAL  COMMITTEE 

The  President  and  Council: 

Your  Committee  takes  pleasure  in  recommending 
unanimously  that  the  award  be  made  to  Miss  E.  M.  G. 
MacGill,  m.e.i.c,  for  her  paper  "Factors  Affecting  Mass 
Production  of  Aeroplanes." 

The  Committee  desire  to  express  themselves  as  being 
impressed  with  the  large  number  of  meritorious  papers 
which  were  eligible  for  consideration,  but  feel  that  the 
author  selected  is  specially  entitled  to  this  recognition  of 
esteem  from  her  fellow  engineers. 

Respectfully  submitted, 

A.  O.  Wolff,  m.e.i.c,  Chairman. 

PLUMMER  MEDAL  COMMITTEE 

The  President  and  Council: 

Your  Committee  has  considered  the  various  papers 
eligible  for  the  Plummer  Medal  award  for  the  current  year. 
Mr.  Harkom,  as  author  of  one  of  the  papers  under  con- 
sideration, preferred  not  to  take  part  in  the  voting,  but  the 
remaining  members  have  voted  unanimously  for  the  award 
to  be  given  to  Mr.  O.  W.  Ellis  for  his  paper  "Some  develop- 
ments in  alloys  during  the  last  twenty  years." 

One  of  the  Committee  members  has  summed  up  very 
adequately  the  feeling  of  the  Committee  in  saying:  "The 
subject  has  been  given  masterly  treatment  and  the  paper  is 
well  written  and  comprehensive  in  scope.  It  is  an  excellent 
contribution  to  the  literature  on  the  more  important  alloys 
and  should  prove  of  lasting  value,  both  to  the  engineer  and 
the  metallurgist." 

It  should  be  noted  that  several  of  the  Committee  mem- 
bers also  thought  very  well  of  Mr.  Harkom's  paper,  as  it 
reported  original  work  done  by  the  author. 

Respectfully  submitted, 

F.  G.  Green,  m.e.i.c,  Chairman. 

LEONARD  MEDAL  COMMITTEE 

The  President  and  Council: 

Your  Committee,  consisting  of  Mr.  Victor  Dolmage, 
Mr.  F.  W.  Gray,  Professor  W.  G.  McBride,  Mr.  George  E. 
Cole,  with  myself  as  chairman,  are  unanimous  in  the  opi- 
nion that  the  Leonard  Medal  for  this  year  should  be 
awarded  to  Mr.  R.  G.  K.  Morrison  for  his  paper  "Points 
of  View  on  the  Rock  Burst  Problem,"  published  in  the 
August,  1939,  Bulletin  of  the  Canadian  Institute  of  Mining 
and  Metallurgy. 

The  Committee  is  of  opinion  that  the  paper  is  well 
written  and  shows  much  originality  in  its  treatment  of  a 
difficult  and  important  problem  of  deep  mining.  In  dealing 
with  the  fundamental  principles  causing  rock  bursts  in  deep 
mines,  the  author,  in  advancing  the  theoretical  aspects  of 
the  problem,  balances  these  against  his  practical  experience. 

The  Committee,  therefore,  has  much  pleasure  in  recom- 
mending that  the  Engineering  Institute  of  Canada  grant  the 
Leonard  Medal  to  Mr.  Morrison. 

Respectfully  submitted, 

A.  D.  Campbell,  m.e.i.c,  Chairman. 

STUDENTS'  AND  JUNIORS'  PRIZES 

The  reports  of  the  examiners  appointed  in  the  various 
zones  to  judge  the  papers  submitted  for  the  prizes  for 
Students  and  Juniors  of  the  Institute  were  submitted  to 


THE  ENGINEERING  JOURNAL     February,  1941 


73 


Council  at  its  meeting  on  January  18th,  1941,  and  the 
following  awards  were  made: 

H.  N.  Ruttan  Prize  (Western  Provinces).  No  papers 
received. 

John  Galbraith  Prize  (Province  of  Ontario),  to  W.  C. 
Moull,  s.E.i.c,  for  his  paper  "The  Electrification  of  a 
Modern  Strip  Mill." 

Phelps  Johnson  Prize  (Province  of  Quebec — English),  to 
Léo  Brossard,  s.E.i.c,  for  his  paper  "Geology  of  the  Beaufor 
Mine." 

Ernest  Marceau  Prize  (Province  of  Quebec — French),  to 
Marc  R.  Trudeau,  s.E.i.c,  for  his  paper  "Points  Fixes  et 
Lignes  d'Influence." 

Martin  Murphy  Prize  (Maritime  Provinces).  No  papers 
received. 

EMPLOYMENT  SERVICE 

The  President  and  Council: 

The  comparative  figures  of  placements  effected  by  the 
Employment  Service  Bureau,  during  the  past  six  years,  are 
evidence  of  the  greater  activity  displayed  during  1940  in 
this  department. 

1935         1936         1937         1938         1939         1940 


77  110  181  61  88  147 

The  work  done  during  the  year  is  summarized  in  the 
following  table  and  the  corresponding  figures  for  1939  are 
given  for  purposes  of  comparison. 

1939       1940 

Registered  members 114  129 

Registered  non-members 92  89 

Number  of  members  advertising  for  positions.       76  41 

Replies  received  from  employers 31  21 

Vacant  positions  registered 153  260 

Vacancies  advertised  in  the  Journal 50  43 

Replies  received  to  advertised  positions 219  143 

Men's  records  forwarded  to  prospective  em- 
ployers      325  179 

Men  notified  of  vacancies 310  178 

Placements  definitely  known 88  147 

Registered  vacancies  cancelled 6  2 

Registered  vacancies  still  open 23  33 

It  will  be  noted  that  the  number  of  men  registered  with 
the  Bureau  during  the  year  has  been  fairly  high.  It  should 
be  remembered  that  these  figures  do  not  include  the  number 
of  applications  revived  from  the  inactive  file.  This  heavy 
registration  has  involved  the  handling  of  an  unusually  high 
number  of  records  and  the  interviewing  of  several  men 
every  day. 

Most  of  the  members  requiring  the  services  of  the  Bureau 
were  actually  employed  but  they  desired  either  to  improve 
their  position  or  to  ensure  that  their  qualifications  were 
used  to  the  best  advantage  in  the  present  emergency.  It  is 
appropriate  to  mention  here  the  unselfishness  of  several 
members  who  were  willing  to  accept  severe  reductions  of 
salaries  provided  they  could  serve  in  some  position  directly 
connected  with  the  war  effort. 

Graduating  classes  in  the  universities  have  readily  been 
integrated  into  the  'profession  and  the  comparatively  small 
number  of  graduates  registered  with  the  Bureau  during  the 
year  indicates  that  the  majority  had  secured  positions 
previous  to  graduation. 


The  number  of  vacancies  registered  reflects  the  large 
demand  for  engineers  in  all  branches.  The  enquiries  came 
from  industry  and,  in  a  larger  measure  than  was  usual 
before,  from  the  various  government  departments.  Personnel 
problems  affecting  the  entire  staff  of  new  industries  have 
been  placed  before  the  Bureau. 

With  the  first  hand  information  contained  in  our  employ- 
ment files  it  has  been  possible  to  effect  several  placements 
and  to  cause  moves  from  non-essential  industries  to  war 
services.  The  range  goes  from  dollar-a-year  positions  to 
situations  with  stipends  in  the  five  figures.  The  activity  of 
the  Bureau  has  embraced  work  from  Halifax  to  Vancouver. 

The  facilities  of  the  Employment  Service  have  also  been 
used  extensively  by  the  departments  of  government  in  the 
preparation  of  confidential  reports  which  have  ultimately 
led  to  placements  in  important  positions.  In  this  connection, 
it  should  be  mentioned  that  Headquarters  have  received 
valuable  assistance  from  the  branches  all  over  the  country 
in  securing  accurate  information. 

In  several  instances,  the  Bureau  has  issued  special  calls 
from  the  active  services.  The  latest  of  these  appeals  came 
from  the  Royal  Canadian  Air  Force  for  engineer  officers,  and 
was  published  in  the  Journal  and  circularized  among  the 
branches.  Officials  from  the  Department  at  Ottawa  have 
expressed  their  pleasure  at  the  splendid  response  received. 
If  it  had  been  possible  to  record  the  enlistments  which  have 
resulted  from  these  calls,  the  placements  figure  would  be 
substantially  increased. 

It  is  felt  that  the  Employment  Bureau,  within  its  field, 
has  rendered  a  worthwhile  service  to  the  membership  and 
to  the  country. 

L.  Austin  Wright,  General  Secretary. 


NOMINATING  COMMITTEE 

Chairman:  R.  A.  Spencer,  m.e.i.c 
Branch  Representative 

Border  Cities C.  G.  R.  Armstrong 

Calgary H.  B.  LeBourveau 

Cape  Breton S.  C.  Mifflen 

Edmonton C.  E.  Garnett 

Halifax LP.  Macnab 

Hamilton W.  J.  W.  Reid 

Kingston A.  Jackson 

Lakehead E.  L.  Goodall 

Lethbridge C.  S.  Donaldson 

London V.  A.  McKillop 

Moncton R.  H.  Emmerson 

Montreal A.  Duperron 

Niagara  Peninsula A.  W.  F.  McQueen 

Ottawa J.  G.  Macphail 

Peterborough W.  M.  Cruthers 

Quebec A.  O.  Duf resne 

Saguenay M.  G.  Saunders 

Saint  John A.  A.  Turnbull 

St.  Maurice  Valley A.  C.  Abbott 

Saskatchewan A.  M.  Macgillivray 

SaultSte.  Marie J.  S.  Macleod 

Toronto J.  M.  Oxley 

Vancouver E.  Smith 

Victoria K.  Moodie 

Winnipeg J.  W.  Sanger 


74 


February,   1911     THE  ENGINEERING  JOURNAL 


Abstracts  of  Reports  from  Branches 


BORDER  CITIES  BRANCH 

The  Executive  Committee  met  eight  times  during  the 
year  for  the  transaction  of  branch  business. 

Nine  branch  meetings  were  held  during  the  year,  includ- 
ing the  annual  meeting  and  the  joint  meeting  of  the  Coun- 
cils of  the  Institute  and  the  Association  of  Professional 
Engineers  of  Ontario. 

Information  on  the  various  meetings  follows,  attendance 
being  given  in  brackets: 

Jan.  12 — Joint  meeting  of  the  Border  Cities  Branch  and  the  Detroit 
Section  of  the  American  Society  of  Mechanical  Engineers. 
Mr.  Henry  G.  Weaver,  Director  of  General  Motors  Cus- 
tomer Research  Division  spoke  on  Sampling  Public 
Opinion.   (133). 

Feb.  19 — Streamlining  Industry  with  Electrical  Control  Equip- 
ment, by  Geo.  Chute  of  the  General  Electric  Company, 
Detroit.   (26). 

Mar.  15 — The  Nickel  Industry,  by  J.  H.  Clark  of  the  International 
Nickel  Company.  (39). 

April  12 — Junior  meeting.  Maintenance  of  Boiler  Control,  by  J. 
A.  Ferrier,  and  The  History,  Production  and  Uses  of 

Salt,  by  A.  H.  Pask.  (26). 

May  11 — Meetings  of  the  Councils  of  The  Engineering  Institute  of 
Canada  and  Association  of  Professional  Engineers  of 
Ontario.  Separate  meetings  were  held  during  the  forenoon 
followed  by  a  joint  luncheon.  In  the  afternoon  inspection 
trips  were  made  to  plants  of  the  Canadian  Bridge  Com- 
pany and  the  Ford  Motor  Company,  followed  by  a 
reception  and  banquet.  (93). 

June  1 — Meeting  in  Sarnia.  C.  M.  Baskin  of  Imperial  Oil  Limited 
spoke  on  Field  Technology,  A  New  Approach  to 
Industrial  Development.   (37). 

Sept.  21 — Meeting  in  Chatham.  An  inspection  of  the  plant  of  Libby, 
McNeil  and  Libby  was  followed  by  a  dinner  meeting  at 
the  William  Pitt  Hotel.  T.  V.  Proctor  and  C.  K.  Rowland 
of  Libby  McNeil  and  Libby  spoke  on  The  Canning 
Industry.   (49). 

Nov.r15— Superfinish  and  Fluid  Drive,  by  M.  W.  Pétrie,  Chief  of 
Production  Research  Department,  Chfysler  Division  of 
Chrysler  Corporation,  Detroit.  (37). 

Dec.  6 — Annual  meeting  and  election  of  officers.  Complimentary 
dinner  to  J.  Clark  Keith,  Vice-President  Zone  B.  A  his- 
tory of  the  Branch  was  given  by  O.  Rolfson,  commemorat- 
ing the  twenty-first  anniversary  of  its  formation.  (25). 

Branch  Photograph  Album 

The  Branch  is  indebted  to  Geo.  A.  McCubbin  of  Chat- 
ham, Ont.,  for  reproducing  photographs  of  members  of  the 
Branch  and  for  presenting  the  Branch  with  two  indexed 
albums  of  the  photographs. 


CALGARY  BRANCH 

The  Branch  held  twelve  meetings  during  the  year.  The 
following  summary  gives  particulars.  Attendances  are  shown 
in  brackets. 

Jan.  11 — The  Development  of  the  Combustion  Chamber  of  the 
Internal  Combustion  Engine,  by  Prof.  A.  E.  Hardy. 

(53). 

Feb.      1 — Development  of  the  North  West  Territories,  by  Dr.  J. 

A.  Allan.   (61). 

Feb.    15— Engineering  Law,  by  E.  J.  Chambers,  K.C..  (60). 

Feb.  29 — Review  of  Survevs  of  Storage  Projects  in  Southern 
Alberta,  by  W.  L.  Foss;  Progress  of  P.F.R.A.  Pro- 
gramme, by  J.  Vallance;  and  P.F.R.A.  motion  pictures, 
by  M.  L.  Jacobson.   (78). 

Mar.    9 — Annual  meeting  following  luncheon.   (35). 

May  14 — Ceramic  Engineering,  by  Prof.  W.  G.  Worcester.  (46). 

Oct.  10 — Power  Plants  in  Bolivia,  a  paper  prepared  by  J.  K. 
Sexton,  of  the  Montreal  Engineering  Company,  was  pre- 
sented by  G.  Horspool.  A  smoker  followed.  (64). 


Note — For  Membership  and    Financial 
Statements    see    pages    16    and    17. 


Oct.  24 — Problems  encountered  in  the  formation  and  opera- 
tion   of    the    Trans-Canada    Air    Lines,    by    W.    A. 

Straith.  (36). 

Nov.  6 — Conservation,  by  R.  E.  Allen,  Chairman  of  the  Alberta 
Petroleums  and  Natural  Gas  Conservation  Board.  (40). 

Nov.  21 — Coal  handling  plant  at  the  Murray  Collieries  Ltd.,  by 
A.  Baxter;  Some  considerations  in  the  design  of 
castings,  by  L.  R.  Brereton;  Standardization  of 
paper  sizes  in  Switzerland,  by  C.  Lattman,  and  The 
importance  of  Economics  to  the  Engineer,  by  the 
Rev.  R.  J.  Donovan. 

Dec.  5 — Annual  ladies  night.  Illustrated  talk  on  familiar  western 
Scenery,  by  S.  R.  Vallance.  (80). 

Dec.  14— Annual  joint  dinner  of  the  C.I.M.  &  M.,  A.P.E.  and  E.I.C. 
at  which  function  the  signing  of  the  agreement  between 
the  Institute  and  the  Association  of  Professional  En- 
gineers took  place.  The  president,  Dr.  T.  H.  Hogg,  and 
many  other  visitors  from  East  and  West  were  present. 

During  the  year,  the  Branch  Executive  committee  met 
nine  times. 

CAPE  BRETON  BRANCH 

During  the  year,  the  Branch  held  three  general  meetings; 
the  papers  presented  were  as  listed  below: — 

Jan.  9 — Oxygen — its  Fabrication  and  Service  in  Modern  In- 
dustry, by  F.  G.  Kerry,  Canadian  Liquid  Air  Co., 
Montreal. 

May  14 — Some  New  Sidelights  on  Refractories  for  the  Coal 
and  Steel  Industries,  by  J.  W.  Craig,  Canadian  Re- 
fractories Ltd.,  Montreal. 

June  11 — Highway  Engineering,  by  F.  A.  Crawley,  Dept.  of  High- 
ways, Sydney,  accompanied  by  moving  pictures  of  high- 
way machines  shown  by  R.  F.  McAlpine,  of  Wm.  Stairs, 
Son  &  Morrow,  Halifax. 

We  were  also  pleased  to  have  the  General  Secretary  with 
us  for  a  dinner  meeting  with  the  Executive  Committee  in 
April.  Matters  of  general  interest  to  the  Institute  were  dis- 
cussed and  particularly  the  agreement  with  the  Association 
of  Professional  Engineers  of  Nova  Scotia. 

EDMONTON  BRANCH 

During  the  past  very  successful  year  nine  meetings  were 
held,  each  preceded  by  a  members'  dinner. 

Programmes  are  listed  below  with  attendance  given  in 
brackets. 

Jan.  10 — The  Development  of  the  Combustion  Chamber  of  the 
Internal  Combustion  Engine,  by  E.  A.  Hardy,  Pro- 
fessor of  Agricultural  Engineering,  University  of  Sas- 
katchewan. (48). 

Feb.  9 — Soil  Corrosion  and  Cathodic  Pipe  Protection,  by  F.  A. 
Brownie,  Canadian  Western  Natural  Gas,  Light,  Heat 
and  Power  Co.  Ltd.,  Calgary,  Alta.  (36). 

Mar.  12 — Modern  Communication  Channels,  by  W.  Mason, 
Assistant  Transmission  and  Equipment  Engineer,  Alberta 
Government  Telephones  (32). 

April  16 — Arctic  Adventure.  A  colour  motion  picture  of  northern 
Canada  photographed  by  Chairman  C.  E.  Garnett  (30). 

May  13 — Ceramics  and  the  Ceramic  Engineer,  by  W.  G.  Wor- 
cester, Professor  of  Ceramic  Engineering,  University  of 
Saskatchewan  (22). 

Oct.  11 — Design  and  Operation  of  Instrument  Transformers, 
by  Dr.  J.  M.  Thomson,  Vice  President,  American  In- 
stitute of  Electrical  Engineers  (40). 

Oct.  25 — Some  Problems  in  the  Establishment  of  a  Modern 
Air  Transportation  System,  by  W.  A.  Straith,  District 
Traffic  Manager,  Trans-Canada  Air  Lines,  Winnipeg, 
Man.  (42). 

Nov.  26 — Construction  of  a  Large  Eastern  Industrial  Plant,  by 
W.  E.  Cornish,  Department  of  Electrical  Engineering, 
University  of  Alberta.  Soil  Mechanics  and  Founda- 
tion Engineering,  by  R.  M.  Hardy,  Department  of 
Civil  Engineering,  University  of  Alberta  (49). 

Dec.  10 — Some  Aspects  of  Oil  Conservation  in  Alberta,  by  R. 
E.  Allen,  Chairman  of  the  Petroleum  and  Natural  Gas 
Conservation  Board  of  Alberta  (25). 


THE  ENGINEERING  JOURNAL     February,  1941 


75 


The  Executive  Committee  held  five  regular  meetings  and 
two  luncheon  meetings,  one  to  meet  the  General  Secretary 
and  one  for  Professor  W.  G.  Worcester  who  came  from 
Saskatoon  to  address  a  general  meeting  of  the  Branch. 

E.  O.  Greening,  m.e.i.c.  and  W.  C.  Wild,  Jr. e. i.e.,  left 
Edmonton  during  the  year  to  see  active  service  with  His 
Majesty's  Forces. 

The  Co-operative  Agreement  between  the  Engineering 
Institute  of  Canada  and  the  Association  of  Professional 
Engineers  of  Alberta  has  met  with  the  approval  of  the  mem- 
bers of  both  organizations. 

HALIFAX  BRANCH 

Since  the  last  annual  meeting  which  was  in  the  nature  of 
a  reception  in  honour  of  Dean  McKiel,  then  president  of 
the  Institute,  we  have  had  four  dinner  meetings  as  follows: 

On  February  29th  at  the  Halifax  Hotel,  our  guest  speaker 
was  Dean  Vincent  C.  McDonald  of  Dalhousie  University, 
who  spoke  on  The  Legal  Aspects  of  Transportation  in 
the  Dominion.  Following  Dean  McDonald's  address  and 
the  usual  discussions  of  its  major  topics,  the  retiring  vice- 
president  for  the  Maritimes,  Mr.  R.  L.  Dunsmore,  gave  an 
illuminating  outline  of  the  activities  of  the  annual  meeting 
of  the  Institute  held  in  Toronto.  Also  at  this  meeting  it  was 
our  extreme  pleasure  to  present  prizes  to  four  senior 
students  of  the  N.S.  Technical  College  for  papers  sub- 
mitted at  our  November  1939  meeting. 

On  April  22nd,  also  at  the  Halifax  Hotel,  we  welcomed 
to  our  meeting,  three  representatives  of  the  Headquarters 
of  the  Institute,  three  members  whom  we  regard  as  old 
friends  in  the  persons  of  Past  President  Dr.  Challies,  Mr. 
G.  A.  Gaherty  and  the  Secretary,  Mr.  L.  A.  Wright. 
Addresses  were  given  by  all  three  guests,  chiefly  relative 
to  problems  arising  from  the  co-operation  of  the  E.I.C. 
and  the  Association  of  Professional  Engineers. 

At  the  third  meeting  of  our  branch,  held  on  October  23rd, 
our  guest  speaker  was  Mr.  Bernard  Allen,  Chief  Economist 
of  Canadian  National  Railways,  whose  address  on  a 
subject  of  present  day  importance  was  well  received  and 
afforded  the  members  ample  scope  for  discussion. 

The  Executive  Council  has  had  a  particularly  busy  season 
and  held  ten  regular  meetings  during  this  past  year,  also  in 
addition  one  special  meeting  in  August  was  held  to  meet 
with  Mr.  Harry  F.  Bennett,  Chairman  of  the  Young 
Engineer  Committee,  who  outlined  the  aims  and  objects  of 
his  Committee. 

HAMILTON  BRANCH 

The  Executive  Committee  held  six  business  meetings 
with  an  average  attendance  of  six  members. 

Ten  Branch  meetings  were  held  as  follows,  attendance 
being  noted  in  brackets. 

Jan.  12 — Annual  business  meeting  and  dinner  held  at  the  Rock 
Lodge.  The  Historians  Debt  to  the  Engineer,  by  \V. 
A.  Aitken.  Chairman  J.  R.  Dunbar  closed  the  evening 
by  introducing  the  incoming  chairman,  Alex.  Love  (58). 

Feb.  19 — Engineering  in  Puhlie  Health  Activities,  by  Dr.  A.  E. 
Berry,  held  at  McMaster  University  (39). 

Mar.  12 — Development  of  the  Tin  Plate  Industry,  by  W.  D. 
Lamont,  Chief  Metallurgist,  Dominion  Foundries  and 
Steel  Co.  Held  at  MacMaster  University  (42). 

April  12 — New  Lighting  Tools  for  To-morrow's  Jobs,  by  Samuel 
G.  Hibbins,  Director  of  Applied  Lighting,  Westinghouse 
Electric  and  Mfg.  Co.,  Bloomfield,  X..I.  Joint  meeting  of 
the  Toronto  Section,  Illuminating  Engineers  Society,  the 
Toronto  Section,  American  Institute  of  Electrical  En- 
gineers and  the  Hamilton  Branch  of  the  Institute;  held 
at  the  Canadian  Westinghouse  Auditorium  (339). 

May  14 — Gypsum  Limes  and  their  Uses,  by  T.  B.  Buckley, 
Manager,  Canadian  Gypsum  Company  Ltd.  Held  at 
McMaster  University  (57). 

May  16 — Insulation  and  Condensation  in  Buildings,  by  W.  W. 
Cullen,  Chief  Engineer,  II.  W.  Johns-Manville  Co.  Held 
at  McMaster  University.  Joint  meeting  with  the  Hamil- 
ton Chapter,  Ontario  Association  of  Architects,  and  the 
Hamilton  Branch  of  the  Institute  (39). 


Sept.  20 — Branch  members  joined  in  a  visit  to  the  Shand  Dam, 
during  construction.  Organized  by  the  Grand  Valley 
group  of  the  Professional  Engineers  of  Ontario.  Dinner 
in  evening  at  the  Trails  End  Inn,  Conistoga  (70). 

Oct.      8 — The   British   Commonwealth    Air   Training   Plan,   by 

Stuart  Armour,  Deputy  to  Minister  of  Air,  Ottawa.  Held 
at  McMaster  University  (45) . 

Nov.     7 — Electricity  at  Work,  by  Phillips  Thomas,  Ph.D.,  of  the 

Research  Laboratories  of  the  Westinghouse  Electric  and 
Mfg.  Co.,  held  in  the  Ball  Room  of  the  Royal  Connaught 
Hotel.  This  was  a  joint  meeting  of  the  Advertising  and 
Sales  Club  of  Hamilton,  the  Hamilton  Group  of  the 
American  Institute  of  Electrical  Engineers,  and  the 
Hamilton  Branch  of  the  Institute  (795). 

Dec.  16 — Students'  Night  in  competition  for  the  Branch  prizes. 
Working  Stresses  in  Machine  Members,  by  L.  D. 
Sentance,  and  The  Effect  of  Wet  Coal  on  Pulverisers 
and  Boiler  Performance,  by  M.  D.  Stewart.  After  the 
papers,  Professor  C.  R.  Youn?,  of  Toronto  University 
gave  an  interesting  talk,  entitled  The  Engineer  and 
the  Technologist.  Held  at  McMaster  University  (45). 

KINGSTON  BRANCH 

The  Branch  met  three  times  during  the  year. 

Jan.  18 — Dinner  meeting  at  Students'  Union.  Immediate  Past  Chair- 
man, H.  W.  Harkness  presided.  Twenty-three  members 
and  four  guests  were  present.  Report  of  Executive  meet- 
ing on  December  8,  1939,  presented.  Minutes  of  last 
meeting  approved.  The  Secretary  read  a  copy  of  a  letter 
from  the  General  Secretary  of  The  Engineering  Institute 
of  Canada  to  Colonel  Alexander  Macphail,  informing 
Colonel  Macphail  that,  at  the  last  meeting  of  the  Council, 
he  was  made  a  Life  Member  of  the  Institute.  Other  cor- 
respondence read.  Increase  of  membership  noted.  Dr.  E. 
L.  Bruce,  Miller  Memorial  Research  Professor,  Depart- 
ment of  Geology,  Queen's  University,  gave  a  very  in- 
teresting illustrated  lecture  on  Finland  and  the  Inter- 
national Situation. 

Feb.  21 — Dinner  meeting  at  Students'  Union.  Vice-Chairman  Phil 
Roy  presided.  Twenty-four  members  of  the  Kingston 
Branch  and  two  guests  were  present.  Minutes  of  last 
meeting  approved.  Report  of  Executive  Meeting  on 
February  1  i,  presented.  Professor  W.  P.  Wilgar  intro- 
duced Mr.  L.  Austin  Wright,  General  Secretary,  E.I.C, 
who  addressed  the  Branch  on  activities  and  affairs  of  the 
Institute,  including  the  Annual  Meeting  and  the  register- 
ing of  technically  trained  men.  By  arrangement  of  the 
Kingston  Branch,  Mr.  Wright,  introduced  by  Dean  A. 
L.  Clark,  addressed  the  Queen's  University  Engineering 
Society  in  Miller  Hall,  in  the  afternoon  of  February  21. 

Oct.  31 — Dinner  and  annual  business  meeting  at  Queen's  Students' 
Union.  Eighteen  members  and  three  guests  were  present. 
The  Chairman,  G.  G.  M.  Carr-Harris  presided.  Report  of 
the  Secretary-Treasurer  was  presented  and  accepted.  The 
following  officers  were  elected: — Chairman — T.  A. 
McGinnis;  Vice-Chairman — P.  Roy  ;  Secretary-Treasurer 
—J.  B.  Baty;  Executive:  V.  R.  Davies,  K.  H.  McKibbin, 
K.  M.  W'inslow,  A.  H.  Munro;  Ex-Officio— G.  G.  M. 
Carr-Harris.  General  business  and  policy  of  the  Branch 
was  discussed.  Major  H.  H  Lawson  paid  fitting  tribute 
to  the  memory  of  the  late  Professor  W.  P.  Wilgar,  point- 
ing out  the  important  role  he  had  filled  in  the  activities 
of  Queen's  University  and  of  the  Institute,  and  recalling 
that  he  had  served  as  the  first  secretary  of  the  Kingston 
Branch,  E.I.C.  Mr.  Louis  Trudel,  Assistant  to  the 
General  Secretary,  from  Headquarters,  reported  upon 
the  war  activity  of  the  Institute,  describing  the  work  of 
the  employment  bureau  and  its  close  contact  with  both 
industry  and  the  departments  of  government.  He  called 
special  attention  to  the  affiliation  of  the  Engineering 
Institute  of  (  anada  with  the  Engineers'  Council  for  Pro- 
fessional Development,  and  reported  upon  the  good  health 
and  increased  membership  of  the  Institute.  Major  G.  G. 
M.  Carr-Harris,  Mechanical  Engineer,  Royal  Canadian 
Ordnance  Corps  delivered  an  interesting  address  on 
Some  Fundamental  Engineering  Principles  as  ap- 
plied  to   Mechanization. 

LAKEHEAD  BRANCH 

The  Branch  held  the  following  meetings  during  the  year. 

Jan.  17 — Dinner  meeting.  The  Use  of  Echo  Sounding  Devices  in 
charting  Water  Depths  in  Survey  of  Lake  Nipigon, 

by  C.  T.  Anderson,  Engineer  at  the  Thunder  Bay  Paper 

Mill. 
Sept.  26— Visit  to  the   Aeroplane  Factory  of  the  Canadian  Car  and 
Foundry   Co.   Ltd.,   at   Fort  William,   Ont.    Dinner  and 


76 


February,   1941     THE  ENGINEERING  JOURNAL 


address  on  The  Manufacture  of  Aircraft  by  David 

Boyd,  Works  Manager  of  the  Aircraft  Division  of  the 

Montreal  Plant. 
Oct.    16 — Dinner   meeting  at  the   Kakobeka  Inn.   Address  on  The 

Training   of  Young    Men    for    Industries,    by    E.    J. 

Davies,  Principal  of  the  Port  Arthur  Technical  School. 
Nov.  21 — Dinner   meeting  at  the   Shuniah   Club.   Paper   by  J.    M. 

Fleming,  President  of  C.  D.  Howe  Co.  Ltd.,  Port  Arthur 

on  The  Grain  Storage  Situation  in  Canada. 

LETHBRIDGE  BRANCH 

During  the  year  seven  regular  meetings  with  an  average 
attendance  of  37;  four  corporate  members'  meetings  with 
an  average  attendance  of  10;  and  six  executive  meetings 
with  an  average  attendance  of  6  were  held. 

All  the  regular  meetings  were  held  in  the  Marquis  Hotel, 
preceded  by  a  dinner  during  which  numbers  were  rendered 
by  George  Brown's  Instrumental  Quartette,  followed  by 
vocal  soli,  interspersed  with  community  singing.  This  fall, 
in  an  effort  to  build  up  attendance,  the  branch  meetings 
have  been  held  on  Wednesday  evenings  at  8  p.m.  with  re- 
freshments served  after  the  address.  A  corporate  members 
meeting  precedes  the  regular  meeting  at  7.30  p.m.  This  idea 
has  resulted  in  a  noticeable  increase  in  attendance. 

The  list  of  speakers  and  subjects  follows;  attendance  is 
given  in  brackets. 

Jan.  6 — Ladies'  Night.  1939  Trip  Through  Europe,  by  Miss  Hildur 
Sandquist.  (55). 

Feb.  17 — The  Best  Places  in  the  West,  by  H.  J.  McLean,  Produc- 
tion Superintendent,  Calgary  Power  Company,  Calgary. 
(16). 

April  10 — Annual  Meeting  (Corporate  Members  only).  (10). 

May  15 — Joint  meeting  of  the  Branch,  and  the  Lethbridge  Board  of 
Trade.  Ceramics,  by  Professor  W.  G.  Worcester,  Uni- 
versity of  Saskatchewan,  Saskatoon.  (60). 

July  16 — Special  Meeting  (Corporate  Members  only).  L.  Austin 
Wright,  General  Secretary,  spoke  on  Institute  Affairs. 
(14). 

Oct.  23 — The  Engineer  as  a  Factor  in  Modern  Warfare,  by 
Senator  W.  A.  Buchanan  (30). 

Nov.  6 — Air  Traffic  Control,  by  Edwin  D.  Boyd,  Officer  in  Charge, 
Control  Tower,  Kenyon  Airfield,  Lethbridge.  (30). 

Nov.  27 — The  Selection  of  the  Correct  Type  of  Motor  for  Vari- 
ous Loads,  by  F.  N.  Rhodes,  Institute  of  Technology 
and  Art,  Calgary  (30). 

Dec.  18 — Ladies  Night.  Luncheon  Meeting.  Motion  pictures  were 
shown  by  J.  G.  Maxwell,  Traffic  Representative,  Trans- 
Canada  Air  Lines,  entitled  The  Swift  Family  Rohin- 
son  and  African  Skyways.  (40). 

The  Annual  Meeting  of  the  Branch  was  held  on  April 
10th,  when  the  officers  were  elected  for  the  1940-1941  sea- 
son. 

LONDON  BRANCH 

During  the  year  1940,  the  executive  held  seven  business 
meetings.  Six  regular  and  special  meetings  were  held  as 
follows;  attendance  is  given  in  brackets. 

Jan.  26 — Annual  meeting  and  election  of  officers  held  at  the  Grange 
Tea  Rooms,  London.  Building  Downwards,  by  Pro- 
fessor R.  F.  Legget  of  the  University  of  Toronto  (60). 

Mar.  27 — Special  meeting  at  Hotel  London,  London,  held  in  conjunc- 
tion with  the  American  Water  Works  Association  Con- 
vention. Technical  Social  Progress,  by  H.  E.  Jordon, 
Secretary  of  the  Association  (76). 

May  1 — Regular  meeting  held  in  the  Auditorium  of  the  City  Hall, 
London.  Engineering  Science  as  Applied  to  Soil 
Conservation,  by  John  S.  Cutler  of  the  U.S.  Dept.  of 
Agriculture,  Dayton,  Ohio  (35). 

Sept.  25 — Regular  meeting  held  in  the  Board  room  of  the  Public 
Utilities  Commission,  City  Hall,  London.  The  Engineer 
and  Public  Health,  by  Wm.  Storrie,  of  Gore  and 
Storrie,  Consulting  Engineers,  Toronto  (26). 

Nov.  20 — Regular  meeting  held  in  the  board  room  of  the  Public 
Utilities  Commission,  City  Hall,  London.  The  Distri- 
bution of  Electricity,  by  V.  A.  McKillop  of  the  Public 
Utilities  Commission  (18). 

Dec.  12 — Regular  meeting  held  in  the  Board  Room  of  the  Public 
Utilities  Commission,  City  Hall,  London.  Engineering 
in  the  Mackenzie  River  Basin,  by  Professor  R.  F. 
Legget  of  the  University  of  Toronto  (23). 

Average  attendance  of  all  meetings — 39. 


We  regret  to  record  the  death  of  Major  D.  M.  Bright, 
who  had  been  an  active  member  of  the  Branch  for  many 
years. 

MONCTON  BRANCH 

The  Executive  Committee  held  four  meetings.  One  tech- 
nical and  two  business  meetings  of  the  Branch  were  held, 
as  follows: 

May  13 — A  meeting  was  held  for  the  purpose  of  nominating  branch 
officers  for  the  year  1940-41. 

May  31 — Annual  Meeting. 

Dec.  19 — A  dinner  meeting  was  held  in  the  Brunswick  Hotel.  An 
illustrated  paper  on  Aerodrome  Construction  for  the 
British  Commonwealth  Air  Training  Plan  was  given 
by  E.  C.  Percy,  Assistant  District  Airways  Engineer. 

MONTREAL  BRANCH 

The  Branch  received  the  official  visit  of  Dr.  T.  H.  Hogg, 
president  of  the  Institute,  on  May  2nd.  An  informal  dinner 
was  given  for  Dr.  Hogg  at  the  University  Club.  During  the 
evening,  Dr.  Hogg  addressed  the  members  of  the  Branch 
at  Headquarters  on  Institute  matters  and  showed  slides  and 
films  on  the  construction  of  a  power  line,  during  winter,  in 
Northern  Ontario.  All  members  present  were  personally  in- 
troduced to  the  president. 

In  response  to  an  appeal  made  by  the  Honourable  James 
A.  Gardiner,  Minister  of  National  War  Services,  for  volun- 
teer workers  to  help  with  the  National  Registration  during 
August,  the  Branch  canvassed  its  members  and  received 
190  offers  of  service. 

Papers  and  Meetings  Committee 

The  Papers  and  Meetings  Committee  has  completed  one 
of  its  most  successful  seasons  under  the  chairmanship  of 
Mr.  R.  S.  Eadie. 

The  committee  has  continued  the  policy  of  co-operating 
with  sister  societies  by  having  joint  meetings  with  such 
organizations  as  the  Institute  of  Radio  Engineers  and  the 
Society  of  Cost  Accountants  and  Industrial  Engineers. 

The  following  is  a  list  of  the  papers  delivered  during  the 
year  and  the  attendance  is  given  in  brackets: — 
Jan.    11 — Annual  Meeting  of  the  Branch  (75). 
Jan.    18 — Television  and  Its   Recent  Developments,   by   W.    B. 

Morrison  (300). 
Jan.    25 — Hydro  Electric  Work  in  Bolivia,  by  J.  K.  Sexton  (175). 
Feb.     1 — Branch  Smoker. 
Feb.      8 — Welding  Rods  and  their  Coatings,  by  M.  S.  Layton. 

(100). 
Feb.    15 — Some    Problems    and    Responsibilities    of   Industrial 

Management,  by  W.  F.  Hosford  (200). 
Feb.   20— Co-axial  Cable  Systems,  by  M.  E.  Strieby  (200). 
Feb.   29 — Electricity  in  Railroad  Maintenance,  by  G  C.  Bailey. 

(75). 
Mar.     7 — Some  Phases  of  the  Work  of  the  National    Research 
Council,  by  Dean  C.  J.  Mackenzie  (90). 


Mar.  14- 


Mar. 

21- 

Mar. 

2S 

April 

4- 

April 

11 

April  18 

April  25 

May 

2 

Oct. 

3 

Oct. 

10 

Oct. 

17 

Oct. 

24 

Oct. 

31 

Nov. 

7- 

-Regulating  the  Load  Distribution  on   Interconnected 

Power  Systems,  by  S.  B.  Morehouse  (55). 
-Power  System  Communications,  by  H.  W.  Haberl  (60). 
-The  Automobile  Industry  in  Canada,  by  Colonel  Frank 

Chappell  (100). 
-The  Hotel  Vancouver,  by  John  Schofield  (120). 
-The  Mathematics  of  Management,  by  Paul  Kellogg. 

(75). 
-Planning  Quebec  Highways,  by  Ernest  Gohier  (125). 
-Plant  Visit  to  Wire  Drawing  Mill,  Steel  Company  of 

Canada  Limited,  Montreal  (120). 
-Visit  to  Branch  of  President,  Dr.  T.  H.  Hogg  (160). 
-Aerodrome  Construction  in   Canada   for   the   British 

Commonwealth  Air  Training  Plan,  by  J.  A.  Wilson. 

(140). 
-The  Atom— Its  Place  in  Daily  Life,  by  I.  R.  McHaffie 

(80). 
-Colour  Photography — An   interesting  and  useful  tool 

for  Technicians,  by  P.  J.  Croft  (200). 
-Work  Simplification  as  an  Aid  to  Defence,  by  Allan  H. 

Morgensen  (250). 
-Observations   on    Frequency    Modulation    Broadcast- 
ing, by  Paul  A.  de  Mars  (130). 
-Electrical  Marvels,  by  Dr.  Phillips  Thomas  (440). 


THE  ENGINEERING  JOURNAL     February,  1941 


77 


Nov.  14 — Montreal  Citizens'  Committee  and  the  New  City 
Council,  by  R.  Percy  Adams  (55). 

Nov.  21— Annual  Student  Night  (240). 

Nov.  28 — The  Romance  of  Water,  by  Norman  J.  Howard  (55). 

Dec.     5 — Metallizing,  by  A.  Van  Winson  (75). 

Dec.  12 — Hydraulic  Model  Experiments,  by  Dr.  Kenneth  C.  Rey- 
nolds (110). 

Dec.   19 — High  Voltage  Insulators,  by  J.  J.  Taylor  (70). 

Average  attendance — 137. 

Junior  Section 

The  Junior  Section,  which  has  carried  on  almost  entirely 
under  its  own  organization  for  the  past  number  of  years, 
has  continued  its  good  work  also  this  year  in  spite  of  the 
fact  that  a  large  number  of  the  younger  engineers  and 
students  are  devoting  a  large  amount  of  time  to  military 
training.  At  the  Annual  Student  Night  on  November  21st 
a  very  good  attendance  was  noted  and  four  excellent  papers 
were  presented  on  a  competitive  basis.  It  is  very  evident 
that  students  are  interested  in  Institute  affairs.  As  evidence 
of  this  fact  it  might  be  mentioned  that  the  chairman  had 
the  honour  of  being  invited  to  be  present  at  the  annual 
banquet  of  McGill  University  Engineering  Undergraduates 
Society  and  to  bring  to  this  gathering  a  brief  message  from 
the  Engineering  Institute.  Mr.  L.  Trudel,  Assistant  to  the 
General  Secretary,  was  also  asked  to  bring  a  message  from 
the  Institute  to  a  gathering  of  students  at  Ecole  Poly- 
technique. 

The  Executive  is  of  the  opinion  that  all  possible  encour- 
agement should  be  given  to  students.  Future  strength  of 
the  Institute  is  dependent  largely  on  recruiting  among  the 
student  bodies. 

The  following  is  a  list  of  the  Junior  Section  meetings  with 
the  attendance  given  in  brackets. 

-Annual  Meeting.  The  Young  Engineer  and  the  War,  by 
L.  Austin  Wright,  General  Secretary  (60) . 

-Gravel  Road  Surface  Stabilization,  by  Gilbert  Coupi- 
enne  (12). 

-Student  Night.  Architecture  in  Engineering,  by  Stuart 
McNab  (McGill)  and  Examination  of  Welded  Struc- 
tures, by  Fernand  Marchand  (Ecole  Polytechnique)  (23). 

-Education  Continued,  by  Professor  J.  A.  Coote  (19). 

-Public  Ownership  of  Electricity  in  St.  Hyacinthe, 
Que.,  by  Jean  Bouchard  (32). 

-Network  Broadcasting  in  Canada,  by  J.  A.  Ouimet  (23). 

-Opening  Fall  Meeting.  The  Engineering  Institute,  by 
H.  J.  Vennes,  Chairman,  Montreal  Branch.  Film,  The 
Rapide  Blanc  Hydro-Electric  Development.  (62). 

-Chlorine,  the  Germicide  of  a  Hundred  Uses,  by  Jacques 
Benoit  (20). 

-Student  Night.  Speakers:  V.  G.  Griffin  (McGill);  Bernard 
Beaupré  (Ecole  Polytechnique);  W.  C.  Brown  (McGill); 
Roger  Lessard  (Ecole  Polytechnique).  Motion  picture, 
Liquid  Air.  (240). 

-Automatic  Process  Controls,  Georges  L.  Arehambault. 
(16). 

Membership  Committee 

The  Chairmanship  of  the  Membership  Committee  was 
again  entrusted  to  Mr.  K.  0.  Whyte  who  reports,  that 
normal  activities  have  been  restricted  due  to  war  condi- 
tions, resulting  in  fewer  personal  contacts  with  prospective 
new  members. 

Reception  Committee 

The  Reception  Committee,  under  the  Chairmanship  of 
Mr.  Willis  P.  Malone  reports  an  active  year  and  a  very 
successful  one. 

The  Smoker  was  organized  by  Mr.  C.  R.  Lindsey  and 
held  at  the  Windsor  Hotel  on  Thursday  evening,  February 
1st.  Four  hundred  and  thirty-six  tickets  were  sold. 

The  golf  tournament  was  held  at  the  Senneville  Country 
Club  on  Tuesday,  June  4th.  An  enthusiastic  and  repre- 
sentative gathering  enjoyed  the  round  of  golf  and  the 
dinner  and  prize-giving  that  followed.  Twenty-five  played 
golf  and  thirty-two  sat  down  to  dinner. 

At  five  meetings  during  the  year,  refreshments  were 
served.  These  meetings  were:  the  annual  meeting  on  Janu- 


Jan. 

22 

Feb. 

5 

Feb. 

19 

Mar. 

4- 

Mar. 

18 

April 

1- 

Oct. 

21 

Nov. 

4 

Nov. 

21 

Dec.     2- 


ary  11th,  the  occasion  of  the  visit  of  the  president,  Dr. 
Hogg,  on  May  2nd,  the  opening  meeting  of  the  Branch  on 
October  3rd,  the  opening  meeting  of  the  Junior  Section  on 
October  21st,  and  the  Junior  and  Students'  Night  on  No- 
vember 21st. 

Publicity  Committee 

Mr.  L.  Jehu,  Jr.,  chairman  of  this  Committee,  reports 
that  through  the  courtesy  of  the  headquarters  staff,  notices 
of  the  weekly  meetings  were  sent  to  the  Montreal  Star, 
the  Gazette  and  La  Presse  who  published  these  notices  in 
the  "City  Items."  Before  a  meeting  of  unusual  interest,  the 
papers  were  telephoned  and  a  special  request  for  a  report 
was  made.  This  method  of  handling  the  publicity  proved 
satisfactory. 

Deceased  Members 

It  is  with  regret  that  we  record  the  following  list  of  those 
members  who  died  during  the  year,  and  wish  to  extend  to 
their  families  the  most  sincere  sympathy  of  the  Branch. 

Life  Member 
James  A.  Jamieson 


Members 


John  Kershaw  Ashworth 
John  Baylor  Barnum 
Shirley  Barr 
Frederick  Bridges 
William  Bell  Cartmel 
Casimir  Stanislas  Gzowski 


Stuart  Howard 
Howard  Archibald  Mackenzie 
Charles  Nicholas  Monsarrat 
George  Wyman  Shearer 
Joseph  Edward  Woods 


Student 

Flying  Officer  Jean  A.  Lalonde 

(killed  on  active  service) 

NIAGARA  PENINSULA  BRANCH 

During  the  year  the  Executive  held  seven  business  meet- 
ings and  one  electoral  meeting. 

The  programme  committee  arranged  the  following  pro- 
fessional meetings. 

Jan.  31 — Dinner  meeting  at  the  General  Brock  Hotel,  Niagara  Falls. 
An  illustrated  talk  on  Modern  Airports  was  given  by 
Wing  Commander  D.  G.  Joy,  District  Inspector  of  Civil 
Aviation. 

Mar.  8 — Meeting  with  ladies  and  friends  followed  by  buffet  lunch 
at  the  Welland  House,  St.  Catharines,  Ont.  An  illustrated 
talk  on  Weather  Forecasting,  by  John  Patterson,  M.A., 
F.R.S.C.,  Controller  of  the  Meteorological  Division  of 
the  Air  Service  Branch,  Dept.  of  Transport. 

April  16 — Dinner  meeting  at  the  Leonard  Hotel,  St.  Catharines,  Ont. 
The  member  societies  of  the  Niagara  District  Technical 
Council  listened  to  an  interesting  address  and  sound  film 
on  Plastics  given  by  R.  N.  Slipp  of  the  Plastics  Depart- 
ment Technical  Sales  Service,  E.  I.  du  Pont,  de  Nemours 
&  Co.  Inc. 

May  20 — Annual  Dinner  meeting  at  the  General  Brock  Hotel,  Niagara 
Falls,  Ont.  Our  President,  Dr.  T.  H.  Hogg,  was  chief 
guest  and  speaker  and  gave  a  few  personal  reminiscences 
of  his  engineering  experience  in  this  district  followed  by 
a  short  talk  on  the  functioning  and  problems  of  several 
of  the  more  important  Institute  committees.  Mr.  E.  P. 
Muntz,  vice-president  for  Ontario,  also  spoke  on  the 
relationship  between  provincial  Professional  Engineering 
Associations  and  The  Institute. 

Under   the   chairmanship   of   C.   H.    McL.   Burns,   the 

1940-41  Programme  Committee  arranged  the  following  two 

meetings. 

Nov.  1 — Joint  dinner  meeting  with  the  Ontario  Chapter  of  the 
American  Society  for  Metals  at  the  Leonard  Hotel,  St. 
Catharines.  An  illustrated  lecture  on  Cold  Drawn  Steels 
and  their  Application  to  Industrial  purposes  was 
given  by  Thomas  I).  Taylor,  Metallurgical  IOngineer, 
Bliss  &  Laughlin  Inc. 

Nov.  28 — Dinner  meeting  at  the  General  Brock  Hotel,  Niagara  Falls, 
Ont.  Flame  Hardening  as  applied  to  Steel  and  Cast 
Iron,  by  A.  K.  Seeman,  Research  Engineer,  Linde  Air 
Products,  New  York.  W.  Duncan,  Toronto,  of  the  Do- 
minion Oxygen  Company,  assisted  Mr.  Seeman. 


78 


February.  1911     THE  ENGINEERING  JOURNAL 


OTTAWA  BRANCH 

During  the  year  the  Managing  Committee  held  six  meet- 
ings for  the  transaction  of  general  business. 

It  is  with  deep  regret  that  we  report  the  deaths  of  ten 
of  our  members:  J.  B.  McRae,  A.  G.  Sabourin,  J.  E.  Woods, 
H.  L.  Seymour,  J.  T.  Johnston,  W.  H.  Carson,  V.  I.  Smart, 
Vincent  Perrin,  Lt.  Col.  E.  C.  G.  Chambers,  and  J.  T. 
Lawson. 

As  in  previous  years  the  Branch  donated  two  sets  of 
draughting  instruments  to  the  Ottawa  Technical  School  for 
presentation  as  prizes  for  proficiency  in  draughting.  A  copy 
of  "Machinery's  Handbook"  was  presented  to  the  Hull 
Technical  School  to  be  awarded  to  one  of  its  students. 

The  following  is  a  list  of  meetings  held  during  1940,  with 
attendance  figures  in  brackets.  Unless  otherwise  stated, 
these  were  luncheon  meetings  at  the  Chateau  Laurier. 

Jan.  11 — Evening  meeting,  National  Research  Council  Bldg.  Annual 
meeting,  Ottawa  Branch,  E.I.C.  Some  Pre-War  Ob- 
servations in  Europe,  by  Dr.  R.  W.  Boyle,  Director  of 
Physics  and  Electrical  Engineering  Division,  National 
Research  Council  (91). 

Feb.  1 — Canada  Spreads  Her  Wings,  by  Flying  Officer  J.  Fergus 
Grant,  Royal  Canadian  Air  Force  (170). 

Feb.  20 — Evening  joint  meeting  with  the  Ottawa  Branch  of  the 
Canadian  Institute  of  Mining  and  Metallurgy,  at  the 
Victoria  Memorial  Museum.  Illustrated  lecture,  Petro- 
leum, the  Keystone  of  Empire  Defence,  by  Dr.  J. 
W.  Broughton,  National  Research  Laboratories,  and  Dr. 
George  S.  Hume,  Geological  Survey  of  Canada  (140). 

Mar.  7 — The  Engineer  in  a  Modern  Theatre  of  War,  by  Briga- 
dier E.  J.  C.  Schmidlin,  M.C.,  Director  of  Engineer  Ser- 
vices, Department  of  National  Defence,  Ottawa  (132). 

April  4— The  Pattullo  Bridge,  by  Major  W.  G.  Swan,  D.S.O., 
Director  of  Construction,  War  Supply  Board,  Ottawa. 
(87). 

April  25 — Evening  meeting,  National  Research  Council  Bldg.  Metal 
Spraying  and  Its  Industrial  Applications,  by  A.  Van 
Winsen,  National  Research  Laboratories.  (150). 

May  9 — Luncheon  meeting  and  inspection,  Ottawa  Technical  High 
School  (82). 

Oct.  17 — Evening  joint  meeting  with  the  Ottawa  Branch  of  the 
Canadian  Institute  of  Mining  and  Metallurgy,  National 
Research  Council  Bldg.  Illustrated  lecture,  Heat  Treat- 
ment of  Nickel  Steel,  by  Mr.  H.  H.  Bleakney,  Metal- 
lurgist, Department  of  National  Defence.  (80). 

Nov.  7 — LaTuque  Development  and  the  St.  Maurice  River,  by 
J.  A.  McCrory,  Montreal,  Vice-President  and  Chief  En- 
gineer, The  Shawinigan  Engineering  Company,  Montreal. 
(100). 

Nov.  21 — Development  of  Dual  Lane  Highways,  by  C.  A.  Robbins, 
Toronto,  District  Engineer,  Southern  Ontario,  Depart- 
ment of  Highways  of  Ontario  (73) . 

Dec.  5 — Naval  Armaments,  by  Captain  C.  S.  Miller,  R.N.,  In- 
spector of  Naval  Ordnance,  British  Admiralty  Technical 
Mission,  Ottawa  (114). 

Dec.  19 — Development  of  Mechanical  Transport,  by  Major  M. 
M.  Evans,  Technical  Staff  Officer,  Directorate  of  Ord- 
nance Services,  Department  of  National  Defence,  Ottawa. 
(61). 

PETERBOROUGH  BR4NCH 

The  following  meetings  were  held  during  the  year. 
Attendance  is  shown  in  brackets. 

Jan.    11 — Fundamentals  of  Metallic  Arc  Welding,  by  H.  Foster, 

Welding  Specialist,  Canadian  General  Electric  Company, 

Peterborough  (50). 
Feb.   22 — Recent  Developments  in  Concrete,  by  R.  A.  Crysler, 

Canada  Cement  Company,  Toronto  (26). 
Mar.    7 — Junior  and  Student  Night.  Open  Discussion  (33). 
April    4 — New   Developments   in   Switchgear,   by   B.   I.    Vurgess, 

Switchgear   Engineer,    Canadian   General   Electric   Co., 

Peterborough  (38). 
May     1 — Annual  meeting  and  Election  of  Executive  Committee. 

(40). 
Oct.    19 — Joint  meeting  of  the  Peterborough  Branch  and  the  Toronto 

Section,    American    Institute    of    Electrical     Engineers. 

Glass  Insulation.  (109). 
Nov.  20 — Annual   Dinner.   Attended  by  the  president,   Dr.   T.   H. 

Hogg,  and  Mr.  De  Gaspé  Beaubien  (87). 
Dec.     5 — Early  Surveys  and  Land  Surveyors  in  Peterborough, 

by"  J.  W.  Pierce  (33). 


Jan. 

15 

Feb. 

12 

Mar. 

9 

Mar. 

18- 

QUEBEC  BRANCH 

During  the  past  year,  the  Executive  Committee  has  held 
seven  meetings.  Eight  general  branch  meetings  were  also 
held,  they  are  listed  below  with  the  attendance  at  each 
given  in  brackets: — 

-Luncheon  meeting  at  the  Chateau  Frontenac.  La  Radio- 
diffusion — Esquisse  d'une  Orientation,  by  Aurele 
Séguin,  Manager  of  CBV  Radio  Station  in  Quebec  (30). 

-Evening  meeting  at  the  Palais  Montcalm.  Films  Transport 
and  Communications  were  shown.  Refreshments  were 
served  after  the  meeting  (75). 

-Social  Evening  held  at  the  Quebec  Winter  Club  for  mem- 
bers and  their  wives,  preceded  by  a  dinner  and  followed 
by  a  dance,  cards  and  games  (126). 

-Annual  Junior  Night  at  the  Palais  Montcalm.  Illustrated 
papers,  Motor  Controls  and  Their  Applications,  by 
Yvon  R.  Tassé,  Canadian  General  Electric  Co.,  and 
Winter  Roads  Maintenance  in  Quebec,  by  Roland 
Lemieux,  Highway  Department  of  Quebec.  Refreshments 
were  served  after  the  meeting  (55) . 

-Evening  meeting  at  Laval  University.  Sound  films,  Tele- 
phone Communications,  sponsored  by  The  Bell  Tele- 
phone Co.,  and  a  Technicolor  film,  New-York  World's 
Fair,  presented  by  Roger  Morin  of  Radio  station  CBV, 
were  shown.  The  members  and  their  wives  with  guests 
were  invited  (300) . 

-Dinner  meeting  at  the  Chateau  Frontenac  to  welcome  the 
President  of  the  Institute,  Dr.  T.  H.  Hogg.  Vice-President 
McNeely  Du  Bose  and  General  Secretary  L.  Austin 
Wright,  attended  this  meeting.  Dr.  Hogg  spoke  on  Appeal 
to  Engineers  to  Co-operate  fully  in  Wartime  Work. 
(45). 

-Annual  meeting  and  election  of  officers,  at  the  Reception 
Hall  of  the  Quebec  Power  Co.  A  film,  War  and  Warn- 
ings, followed,  and  refreshments  were  served  (40). 

-Evening  meeting  at  the  Chateau  Frontenac.  Britannia 
Mines,  their  history,  early  development  and  present 
operations,  by  G.  W.  Waddington,  recently  appointed 
professor  of  mining  engineering  at  Laval  University  (25). 

It  is  with  deep  regret  that  we  record  the  deaths  of  the 
following  branch  members: — 

Edward  Arthur  Evans  and  Jos.  Têtu  Bertrand. 


SAGUENAY  BRANCH 

The  Branch  held  the  following  meetings  during  the  year. 

July  4 — Annual  meeting  at  the  Saguenay  Inn,  Arvida.  Reception 
and  dinner  previous  to  the  meeting.  The  Branch  was 
honoured  by  the  presence  of  the  President,  T.  H.  Hogg, 
Vice-President  E.  P.  Muntz  and  the  General  Secretary, 
L.  A.  Wright. 

Aug.  15 — Meeting  at  the  Arvida  Protestant  School.  Ignitrons,  by 
by  J.  T.  Thwaites  of  Canadian  Westinghouse  Company 
Limited,  Hamilton,  Ont. 

Oct.  10 — The  Manufacture  of  Alpaste  in  Arvida,  by  E.  F.  Hart- 
wick  of  the  Aluminum  Company  of  Canada  Limited. 

Nov.  14 — -Water  Filtration  and  Purification,  by  Ross  Watson. 
The  Shand  Dam  at  Fergus,  Ont.,  by  Dr.  H.  G.  Acres. 


April  15- 

April  30- 

Nov.  25- 
Dec.  16- 


Ten 
lowing 
year: 

Jan.  18- 


SAINT  JOHN  BRANCH 

meetings  of  the  Executive  Committee,  and  the  fol- 
six  general  Branch  meetings  were  held  during  the 


Annual  joint  dinner  meeting  with  the  Association  of  Profes- 
sional Engineers  of  the  Province  of  New  Brunswick.  An 
address  on  The  Place  of  the  Engineer  in  the  National 
Life  was  given  by  President  H.  W.  McKiel. 

— Supper  meeting.  The  Oil  Industry  in  Western  Canada, 

by  H.  G.  Cochrane. 

— Supper  meeting.  The  St.  Lawrence  deep  waterway  pro- 
ject, by  C.  H.  Wright. 

Annual  dinner  and  election  of  officers  of  the  Branch. 
Address  on  Achievements  of  Engineering  in  war- 
time, by  T.  C.  Macnabb. 

Aug.  29 — Supper  meeting.  Address  on  the  work  of  The  Committee 
on  the  training  and  welfare  of  the  Young  Engineer, 

by  Harry  F.  Bennett,  its  chairman. 

Supper  meeting.  Address  on  Trends  and  Forces  behind 
the  Outbreak  of  the  War,  by  Norman  A.  M.  Mac- 
kenzie, president  of  the  University  of  New  Brunswick. 


Feb.  15 
April  11 
May    8 


Oct.    17- 


THE  ENGINEERING  JOURNAL     February,  1941 


79 


MEMBERSHIP  AND  FINANCIAL 


Branches 


P3U 


61) 

u 


S 

o 

- 
« 

- 

83 

U 


e 
o 
— 

c 

0 

s 

W 


a 
ca 


be 


- 


Si) 

"0 
•m 

u 
A 
A 
— 

- 


MEMBERSHIP 

Resident 

Hon.  Members 

Members 

Juniors 

Students 

Affiliates 

Total 

Non-Resident 

Hon.  Members 

Members 

Juniors 

Students 

Affiliates 

Total 

Grand  Total  December  31st,  1940 

December  31st,  1939 

Branch  Affiliates,  December  31st,  1940 


FINANCIAL  STATEMENTS 

Balance  as  of  December  31st,  1939 

Income 

Rebates  received  during  calendar  year  Q. 

Affiliate  Dues 

Interest 

Miscellaneous 

Total  Income 

Disbursemen  t  s 

Printing,  Notices,  Postage® 

General  Meeting  Expense  © 

Special  Meeting  Expense  0 

Honorarium  for  Secretary 

Stenographic  Services 

Travelling  Expenses  © 

Subscriptions  to  other  organizations .  . 

Subscriptions  to  The  Journal 

Special  Expenses 

Miscellaneous 

Total  Disbursements 

Surplus  or  Deficit 

Balance  as  of  December  31,  1940 


45 

10 

10 

1 


74 
14 
14 


28 
4 
6 
2 


44 
11 

20 


123 

17 

20 

1 


85 
16 

28 
1 


1 

34 

9 

22 


29 
2 
5 

4 


19 
2 
2 


66 


101 


40 


75 


161 


130 


66 


40 


23 


17 

8 
6 


15 
3 
9 


17 
6 
6 
1 


62 
2 


18 
1 
2 


17 
5 
2 


31 


27 


30 


72 


21 


24 


17 


97 

90 


128 

123 

39 


70 
60 


83 
90 


233 
149 


151 
149 

17 


73 
65 


64 

59 

2 


40 
39 
16 


166.07 
170.85 
614.40 


171.34 


194 . 52 
111.00 

39 .  78 


229.80 


59 .  20 


105.60 


155.48 


330.38 


271 . 55 

^34 
71.62 


144.41 


284 . 23 
42.03 
52.44 
40.00 


48.5: 


97.71 


143.59 


75.43 


100.00 

22.00 

.64 


785.25 


345.30 


59.20 


155.48 


343.51 


418.70 


97.71 


180.66 


122.64 


59.89 
438 . 70 
239 . 24 

10.00 


13.65 


86.01 
115.20 

78.90 
4.73 


19.60 


6.37 


12.00 
18.43 

12.00 


5.00 


52.93 
27.80 
11.45 
50.00 
1.15 

25.75 


3.39 


45.78 
144.40 
91.90 
50.00 
28.85 


65.00 
3.40 


112.67 

14.00 

118.00 

50.00 

39  35 


48.75 


14.75 
2.25 
6.05 

25.00 
4.55 


15.00 


21.03 
117.30 

10.00 


5.03 
87.66 

4.55 

25.00 

.70 


13.05 


13.80 


761.48 

23 .  77 

189.84 


310.81 

34.49 

205.83 


47.43 

11.77 

241.57 


172.47 
16.99 
88.61 


429.33 

86.  S '2 

244 . 56 


382 . 77 

35.93 

180.34 


67.50 
30.11 
78.63 


161.38 
19.28 

162.87 


136.74 
14.10 
61.33 


©Some  of  these  figures  differ  from  those  published  in  February,  1940,  because  they  do  not  include  the  rebates  for  the  last  quarter  of  1938.  In 

one  or  two  cases  other  minor  adjustments  have  been  made  in  order  to  obtain  uniformity. 
©Includes  general  printing,  meeting  notices,  postage,  telegraph,  telephone  and  stationery. 
©Includes  rental  of  rooms,  lanterns,  operators,  lantern  slides  and  other  expenses. 
©Includes  dinners,  entertainments,  social  functions,  and  so  forth. 
©Includes  speakers,  councillors  or  branch  officers. 


80 


February,  1941     THE  ENGINEERING  JOURNAL 


STATEMENTS  OF  THE  BRANCHES 

X 

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85 
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20 

776 

92 

309 

28 

84 

39 

26 

50 

110 

22 

358 

122 

38 

113 

4 

131 

9 

12 

10 

14 

12 

6 

19 

8 

5 

67 

6 

4 

18 

2 

334 

28 

29 

19 

21 

12 

11 

13 

26 

2 

80 

8 

4 

58 

16 

2 

3 

3 

2 

10 

2 

3 

26 

1260 

129 

353 

57 

122 

66 

45 

82 

144 

29 

516 

138 

47 

192 

3 

46 

4 

56 

23 

12 

5 

23 

5 

43 

39 

13 

48 

9 

16 

4. 

19 

13 

6 

2 

7 

4 

15 

11 

4 

3 

4 

8 

25 

14 

5 

3 

18 

3 

19 

19 

7 

6 

1 

8 

2 

1 

15 

90 

4 

85 

34 

17 

5 

48 

12 

77 

69 

25 

57 

10    , 

28 

41 

1350* 

133 

438 

91 

139 

71 

93 

94 

220 

98 

541 

195 

57 

220 

49 

1298 

112 

403 

92 

130 

65 

93 

66 

195 

105 

543 

199 

63 

207 

4 

18 

13 

19 

8 

14 

6 

*For  voting  purposes  only,  there  should  be  added  to  Montreal  Branch,  an  additional  309  members,  176  being  resident  in  the  United  States,  99 
l'British  possessions  and  34  in  foreign  countries. 


165.25 

1,455.65 

251.33 

419.34 

144.32 

92.36 

266 . 75 

256.94 

76.95 

© 

353 . 30 

631.86 

215.45 

101.79 

115.22 

105.17 

1,881.47 

195.39 

573.37 

137.03 

244.60 

107.27 

132.65 

120.12 

© 

156.65 

656.11 

301.59 

109 . 70 

293.48 

15.00 

113.00 

39.85 

63.00 

22.00 

© 

24.00 

3.00 

35.00 

2.08 

5.27 

44.61 

.91 

.25 

.97 

© 

.85 

9.91 

.78 

22.50 

709 . 43 

42.05 

365.75 

4. 05 

288 . 75 

1.25 

35.00 

© 

109.00 

290.68 

45.52 

122.25 

2,709.17 

277.29 

1,046.73 

163.99 

533.60 

108 . 74 

133.90 

155.12 

© 

290.50 

956.70 

302.37 

112.70 

396.50 

7.53 

773.26 

127.33 

46.27 

61.00 

22.03 

49.23 

24.42 

© 

23.57 

213.55 

95.52 

43.67 

96.28 

26.56 

217.52 

69.04 

606 . 55 

32.00 

32.91 

71.07 

6.90 

67.81 

© 

144.92 

119.95 

.72 

54.66 

724.96 

43.35 

25.00 

40.71 

319.56 

9.31 

46.23 

© 

43.20 

169.95 

30.35 

50.90 

25.00 

300.00 

75.00 

100.00 

25.00 

© 

25.00 

100.00 

50.00 

25.00 

25.00 

10.00 

120.00 
154.92 

20.00 

7.50 

5.00 
3.00 

© 

© 

© 

1.00 

15.00 

20.00 

8.45 

20.00 

8.00 

30.00 
99.77 

6.00 
22.25 

8.00 

10.00 

© 
© 

10.00 

85^10 

11.00 
29.00 

4.02 

55.93 

15.79 

86.18 

14.74 

2.83 

3.00 

10.69 

.98 

© 

4.00 

42.11 

39.42 

10.06 

81.11 

2,476.36 

203.28 

893.31 

141.72 

526.30 

96.10 

108.63 

147.44 

© 

251.69 

625.71 

324.89 

108.19 

296.90 

41.14 

232.81 

74.01 

153.42 

22.27 

7.30 

12.64 

25.27 

7.63 

© 

38.81 

330.99 

25.52 

9.51 

99.60 

206.39 

1,688.27 

325.34 

572.76 

166.59 

99.66 

279.39 

282.31 

84.63 

© 

574.11 

959.85 

192.93 

106.30 

214.82 

©Because  of  recent  changes  in  officers,  due  to  enlistment,  it  was  not  possible  to  secure  these  figures  at  the  time  of  going  to  press. 


PHE  ENGINEERING  JOURNAL     February,  1941 


81 


SASKATCHEWAN  BRANCH 

As  in  the  past  several  years  all  meetings,  except  the 
annual  meeting,  were  held  jointly  with  the  Association  of 
Professional  Engineers  of  Saskatchewan  and  the  local  sec- 
tion of  the  American  Institute  of  Electrical  Engineers.  The 
programme  for  the  year  was  as  follows: 

Jan.    22 — Nature   Appreciation,   an  illustrated   address   by   S.    G. 

Bard,  Field  Collector,  Provincial  Museum. 
Feb.    16 — Annual  meeting  held  jointly  with  the  Association  of  Pro- 
fessional Engineers. 
Mar.  15 — The   Development   of  the   Combustion   Chamber  of 

the  Internal  Combustion  Engine,  by  Professor  E.  A. 

Hardy,  University  of  Saskatchewan. 
April  15— The  Middle  East  and  the  War,  by  M.  A.  MacPherson, 

K.C. 
Nov.  16 — Ceramics  and  Ceramic  Engineering,  by  Professor  W. 

G.  Worcester,  University  of  Saskatchewan. 
Dec.  20 — Airport    Construction    in    Saskatchewan,    by    G.    T. 

Chillcott,    District    Airway    Engineer,    Department    of 

Transport. 

The  average  attendance  at  these  meetings  was  fifty- 
seven. 

SAULT  STE.  MARIE  BRANCH 

The  Executive  Committee  met  on  January  9th,  and 
appointed  standing  committees.  The  committees  and  the 
chairmen  are  as  follows: — ■ 

Papers  and  Publicity J.  S.  MacLeod 

Entertainment J.  L.  Lang 

Membership C.  Stenbol 

Legislation  and  Remuneration F.  Smallwood 

The  Executive  Committee  met  eight  times  during  the 
year  to  discuss  and  promote  the  activities  of  the  Branch 
and  Institute. 

Eight  dinner  meetings  were  held  during  the  year.  The 
average  attendance  was  23  members  and  guests.  The  meet- 
ings were  held  at  no  set  time  during  the  month,  but  were 
arranged  to  suit  the  convenience  of  the  speakers. 

Programmes  of  the  meetings  held  were  as  follows: — 

Jan.    26 — Modern    Aircraft    Development,    by   George    Ponsford, 

Director  of  the  Ontario  Provincial  Air  Service. 
Feb.   23 — The  Technique  of  Fruit  Growing,  by  A.  G.  Clarkson. 
Mar.  15 — Illustrated  address  on  the  History  of  the  Development 

of  the  Telephone,  by  G.  L.  Long,  Historian  of  the  Bell 

Telephone  Company. 
April  26 — Mining  and   Beneficiation   of  Siderite  at   the   Helen 

Mine,  by  G.  W.  MacLeod. 
Sept.  27 — The  Manufacture  of  High  Explosive  Shells,  by  Carl 

Stenbol. 
Nov.     1 — The  Fauna  and  Flora  of  Algoma,  by  Paul  P.  Martin, 

Chairman,  Algoma  Travel  Bureau. 
Nov.  22— War  Time  Communications,  by  G.  L.  Long,  Historian 

of  the  Bell  Telephone  Company. 
Dec.  20 — Annual  meeting  for  1940. 

The  Executive  Committee  regrets  the  loss  through  change 
of  address  of  a  number  of  active  members  of  the  Branch. 
The  following  have  moved  from  the  Branch:  H.  J.  Leitch, 
Chairman  of  the  Branch,  A.  G.  Clarkson,  F.  A.  Masse,  and 
C.  W.  Holman,  also  R.  J.  Merritt,  s.e.i.c. 


TORONTO  BRANCH 

The  annual  meeting  of  the  Branch  was  held  at  the 
Granite  Club  on  Thursday,  April  18th,  1940.  This  change 
of  meeting  place  evidently  met  with  the  approval  of  the 
110  who  were  present. 

The  meeting  was  preceded  by  a  dinner  at  7  p.m.  Among 
those  present  were  Dr.  T.  H.  Hogg,  president  of  the  In- 
stitute; E.  P.  Muntz,  vice-president,  Zone  B;  J.  A.  Vance, 
councillor,  London  Branch;  A.  R.  Hannaford,  secretary- 
treasurer,  Hamilton  Branch;  Alexander  Love,  chairman, 
Hamilton  Branch;  D.  G.  Geiger,  representing  the  A.I.E.E.; 
Bruce  H.  Wright,  representing  the  Ontario  Association  of 
Architects  and  E.  L.  Cousins,  speaker  of  the  evening. 

During  the  past  year  the  Executive  Committee  has  held 
twelve  meetings  with  an  average  attendance  of  nine. 

Regular  meetings  during  the  year  are  listed  below  with 
attendance  given  in  brackets. 

Jan.    18 — Annual  Students'  night.  Wind  Bracing,  by  S.  J.  Simons; 

The  Rehabilitation  of  Flooded  Generators,  by  D. 

R.  B.  Mc Arthur;  Aerodrome  Construction,  by  D.  E. 

Kennedy;  Some  Aspects  of  Depreciation,  by  E.  E. 

Hart;  Salvage,  by  J.  P.  Stirling;  Science  and  War,  by 

B.  Etkin  (50). 
Feb.      1 — Intercommunication  in  the  Army,  by  Lieut.  Col.  E. 

G.  Weeks  (75). 
Feb.  8-9 — Annual  General  and  Professional  meeting. 
Feb.   22 — The  Limestone  and  Lime  Industry  of  the  Thames 

River  Valley,  by  S.  R.  Frost  (25). 
Mar.     7 — Modern   Sanitation  and  Water  Supply  Practice,   by 

William  Storrie,  and  Dr.  A.  E.  Berry  (55). 
Mar.  21— Insulating,  Heating  and  Air  Conditioning  of  Build- 
ings, by  Professor  E.  A.  Allcut  (50). 
April    4 — Activities  of  the  National  Research  Council  in  Re- 
lation to  the  War,  by  C.  J.  Mackenzie  (55). 
April  18 — Annual  Branch  Meeting  (110). 
Oct.    17 — The   Bright   Path,   Wiring   the  Wilderness,   Dancing 

Conductors,   films  shown   by  courtesy   of   the   Hydro 

Electric  Power  Commission  of  Ontario. 
Nov.    7 — Modern  Boiler  Equipment,  by  W.  A.  Osbourne  (85) . 
Nov.  21 — Modern     Problems    in     Highway    Construction,    by 

Charles  M.  Baskin  (25). 
Dec.     5— Man  Power,  by  McNeely  DuBose  (60). 

Previous  to  each  regular  meeting,  dinners  have  been  held 
in  Hart  House.  These  have  been  well  attended  and  enjoyed 
by  all  who  have  availed  themselves  of  the  opportunity  to 
attend. 

The  highlight  of  the  year  just  passed  was  the  Annual 
General  and  Professional  Meeting  which  was  held  in  the 
Royal  York  Hotel  on  February  8-9th.  The  General  Chair- 
man was  Dr.  A.  E.  Berry,  and  the  Chairman  of  the  Papers 
Committee  was  Prof.  C.  R.  Young,  who  undertook  a 
gigantic  task  and  carried  it  through  with  the  appreciation 
of  all  those  who  were  fortunate  enough  to  be  present.  There 
was  a  total  registration  of  489  members,  200  of  these  being 
from  out  of  town. 

It  is  with  deep  regret  that  we  record  the  death  of  the 
following  members  of  the  Branch  during  the  year:  R.  A. 
Baldwin,  W.  P.  Chapman,  Lieut.  Col.  Duncan  MacPherson, 
H.  T.  Routly  and  E.  M.  Salter.  Sincere  sympathy  is  ex- 
tended to  their  families  in  their  loss. 


ST.  MAURICE  VALLEY 

The  Branch  held  the  following  meetings  during  the  year, 
and  the  attendances  are  shown  in  brackets. 

Feb.  16 — Meeting  at  the  Cascade  Inn,  Shawinigan  Falls.  Chromium 
in  Steel,  by  C.  K.  Lockwood  of  the  Shawinigan  Chemic- 
als Limited,  Montreal  (40). 

Mar.  5 — Annual  meeting  of  the  Branch  at  the  Laurentide  Club, 
Grand'Mère.  Reception  and  dinner  previous  to  the  meet- 
ing. The  guest  speaker  was  the  General  Secretary,  Mr. 
L.  A.  Wright,  who  spoke  on  Institute  activities  (22). 

May  1 — Dinner  meeting  at  the  Chateau  de  Blois,  Three  Rivers,  to 
welcome  the  President  of  the  Institute  on  his  official  visit. 
The  President  was  accompanied  by  Councillor  A.  La- 
rivière  and  Mr.  H.  Cimon  from  Quebec  and  the  General 
Secretary,  L.  A.  Wright. 


VANCOUVER  BRANCH 

Activities  were  well  maintained  by  the  Vancouver  Branch 
during  the  year  just  closed.  During  the  year  twelve  well 
attended  meetings  were  held — two  luncheon  and  ten  even- 
ing functions.  A  particularly  interesting  meeting  was  held 
on  May  27  when  addresses  were  given  by  Lt.  Col.  L.  E. 
Atkins  and  Capt.  Arthur  Trudeau  of  the  Seattle  office  of 
the  United  States  Army  Engineers. 

In  July  the  Branch  was  honoured  with  a  visit  from  the 
General  Secretary  of  the  Institute,  Mr.  L.  Austin  Wright. 
During  his  stay  Mr.  Wright  met  many  of  the  members  of 
the  Institute  as  well  as  the  executives  of  branches  of  sister 
organizations  in  the  province. 


82 


February,  1941     THE  ENGINEERING  JOURNAL 


The  members  of  the  Vancouver  Branch  have  answered 
loyally  to  the  call  for  officers  in  the  Canadian  Active  Service 
Force.  Seventeen  members  are  recorded  as  being  on  active 
service  at  the  present  time. 

An  itemized  list  of  meetings  held  during  the  year  is 
appended  hereto.  The  total  membership  of  the  Branch  is 
now  192. 

Jan.    29 — Luncheon  meeting.  Activities  of  the  War  Supply  Board, 

by  Major  W.  G.  Swan,  Director  of  Construction,  War 

Supply  Board,  Ottawa. 
Feb.    19 — Pressures  in  Earth  Fills,  by  H.  N.  Macpherson. 
Mar.  11 — The  Organization  of  the  Royal  Canadian  Air  F'orce, 

Address   by   Squadron   Leader   L.    E.    Wray,    R.C.A.F. 

Station,  Vancouver. 
Mar.  27 — The  Development  of  Roller  Chain  Driving,  by  Stanley 

Morton,  A.M.i.Mech.E.,  B.C.  Manager,  Renold  Coventry 

Co.  Ltd. 
April  12 — The    Design    and    Construction    of   Modern    Airport 

Runways,  an  illustrated  address  by  Norman  W.  McLeod, 

of  the  Department  of  Asphalt  Technology,  Imperial  Oil 

Ltd.,  Sarnia. 
May  27 — The  White  River  Flood  Control  Project  and  the  Mud 

Mountain  Dam,  an  illustrated  address  by  Lieut.  Col. 

Layson  E.  Atkins,  District  Engineer,  U.S.  Army  (Seattle 

District),    and   Captain   Arthur   G.    Trudeau,    Chief   of 

Construction  Division. 
Sept.  30 — Regulation  of  Public  Utilities,   by  W.   A.   Carrothers, 

Chairman,  Public  Utilities  Commission  for  the  Province 

of  British  Columbia. 
Oct.    23 — The  King  George  VI  Highway,  an  address  by  Ernest 

Smith,  Assistant  District  Engineer,  Provincial  Depart- 
ment of  Public  Works,   New  Westminster,   and  W.   P. 

Beavan,  Surfacing  Engineer,  Provincial  Department  of 

Public  Works,  New  Westminster. 
Nov.    4 — The  Growth  and  Structure  of  Wood,  illustrated  lecture 

by  J.  B.  Alexander,  m,sc,  Chief  of  the  Division  of  Timber 

Mechanics,  Forest  Products  Laboratory,  Department  of 

Mines  and  Resources,  Vancouver. 
Nov.  23 — Annual    dinner    meeting.    The    B.C.    Lumber    Industry 

Marches  with  the  Troops,  by  J.  G.  Robson. 
Dec.   16 — Dinner  in  honour  of  the  Institute  President.  The  meeting 

was  addressed  by  Dr.  Hogg,  Dr.  Lefebvre,  Mr.  Vance 

and  Mr.  L.  Austin  Wright. 

VICTORIA  BRANCH 

During  the  year  seven  general  meetings  of  the  Branch 
were  held,  six  of  them  being  dinner  meetings  and  one  a 
luncheon  meeting,  with  an  average  attendance  of  25,  which 
reflects  considerable  revival  of  interest  among  the  member- 
ship. 

The  list  of  meetings  together  with  addresses  and  the 
speakers  during  the  year  1940  is  as  follows: — 

Jan.    19 — Dinner  and  Annual  Meeting.  Brothers  of  the  Bridge,  by 

A.  L.  Carruthers,  Bridge  Engineer,  Provincial  Depart- 
ment of  Public  Works. 

April  12 — Dinner  meeting.  A  Tour  through  Europe,  coloured  mo- 
tion pictures,  by  Norman  Yarrow,  Works  Manager, 
Yarrows  Ltd.,  Victoria,  B.C. 

April  18 — Dinner  meeting.  Design  and  Construction  of  Modern 
Airport  Runways,  by  Dr.  Norman  McLeod  of  the 
Asphalt  Division  of  the  Imperial  Oil  Co.,  Calgary,  Alta. 

July  15 — Luncheon  meeting.  The  General  Secretary,  Mr.  L.  Austin 
Wright,  spoke  to  the  Branch  on  the  British  Engineer's 
Children  Evacuee  situation. 


Oct.  22 — Dinner  meeting.  Fuel  and  Our  Use  of  It,  by  Kenneth 
Moodie,  Engineer,  Provincial  Architect's  Office,  Victoria. 

Nov.  29 — Dinner  meeting.  Public  Utilities  Regulations,  by  J.  C. 

MacDonald,    Engineer,   and   S.    R.    Weston,   Chief  En- 
gineer, B.C.  Public  Utilities  Commission. 

Dee.  17 — Dinner  meeting.  Visit  of  Past  President  Dr.  O.  O.  Lefebvre, 
J.  A.  Vance,  and  the  General  Secretary,  on  the  occasion 
of  the  President's  tour  of  the  western  branches. 

Three  meetings  of  the  executive  committee  were  held  to 
deal  with  business  relating  to  the  Branch  and  Institute 
headquarters. 

Membership 

As  was  the  case  in  the  previous  year  there  were  several 
transfers  of  branch  members  to  and  from  other  branches, 
and  a  number  of  members  of  our  Branch  have  gone  overseas. 
In  all,  ten  transfers  were  made  to  the  Branch  and  twelve 
transfers  away. 

WINNIPEG  BRANCH 

The  Executive  Committee  held  thirteen  regular  and  three 
special  meetings  during  the  year.  Nine  general  meetings 
were  held  under  the  joint  auspices  of  the  Winnipeg  Branch 
and  the  Association  of  Professional  Engineers  of  the  Pro- 
vince of  Manitoba,  continuing  an  arrangement  entered  into 
in  1938,  in  which  all  general  meetings  except  the  annual 
meeting  and  any  special  meetings  were  to  be  held  jointly. 
The  annual  meeting  was  held  on  February  1st. 

In  addition  to  the  above  the  Branch  was  honoured  by  a 
visit  by  Dr.  Hogg  on  December  11th,  at  which  time  the 
Branch  held  a  special  general  meeting.  Dr.  Hogg  was 
accompanied  by  Councillor  J.  Vance  of  Woodstock,  Ontario, 
and  L.  Austin  Wright,  the  General  Secretary.  The  next  day 
Mr.  0.  0.  Lefebvre,  a  past  president,  also  arrived,  and  the 
Executive  and  members  of  past  executives  gave  a  luncheon 
in  honour  of  Dr.  Hogg  and  the  party  from  Headquarters. 

The  papers  presented  are  listed  below,  the  attendance 
for  each  meeting  being  shown  in  brackets. 

Jan.  25 — Modern  Weather  Forecasting,  by  Dr.  Donald  C.  Archi- 
bald, of  the  Meteorological  Division  of  the  Department 
of  Transport  (102). 

Feb.  22 — Unlocking  Canada's  Treasure  Trove.  Sound  pictures  by 
courtesy  of  the  Department  of  Mines  and  Natural  Re- 
sources. Introduced  by  G.  E.  Cole  (104). 

Mar.  7 — Plastics,  by  Prof.  H.  Saunderson,  University  of  Manitoba. 
(87). 

Mar.  21 — Teletypewriter  Systems  and  some  Applications,  by  J. 
Granich,  Printer  Telegraph  Supervision  C.P.R.  Com- 
munications (59). 

April  4 — The  Design  and  Construction  of  Modern  Airport 
Runways,  by  Dr.  N.  W.  McLeod,  Department  of 
Asphalt  Technology,  Imperial  Oil  Company,  Sarnia 
Ont.  (145). 

April  18 — Arc  Welding,  its  Development  and  Progress,  by  Pro- 
fessor W.  F.  Riddell,  University  of  Manitoba  (71). 

Oct.  17 — Gas,  Coke  and  Allied  Subjects,  by  A.  H.  Harris,  Jr., 
Manager  of  Gas  Utility,  Winnipeg  Electric  Company  (56)  ■ 

Nov.  7 — Visit  to  the  Sugar  Beet  Plant  of  the  Manitoba  Sugar  Com- 
pany, under  the  auspices  of  Messrs.  Fosness  and  Hrudka. 

Nov.  21 — Broadcast  Networks  in  Canada,  by  V.  C.  Jones,  District 
Engineer,  Communications  Department,  C.P.R.  (60). 


THE  ENGINEERING  JOURNAL     February,  1941 


83 


Abstracts  of  Current  Literature 


THE  PERFORMANCE   OF  MODERN  AIRCRAFT 
DIESELS 

By  Paul  H.  Wilkinson,  S.A.E.  Journal,  November,  1940 

Abstracled  by  L.  M.  Arkley,  m.e.i.c. 

In  1939,  actuated  by  the  conflicting  reports  in  regard  to 
the  status  of  the  Diesel  engine  in  aircraft,  Paul  H.  Wilkinson, 
consulting  engineer  of  New  York,  set  out  to  find  something 
on  the  subject  first-hand. 

He  visited  Germany  and  investigated  such  plants  as  the 
Junkers  and  the  B.M.W.  engine  factories  and  the  Dornier 
works  where  Diesel-engined  flying  boats  are  built,  the 
repair  shops  of  Deutsche  Lufthansa  where  the  Diesels  used 
in  their  airlines  are  serviced  and  he  also  talked  with  Dr. 
Schmidt  in  his  laboratory.  Besides  Dr.  Schmidt,  he  met 
(in  Germany)  such  experts  as  Mr.  Achterberg,  Dr.  Schwager 
and  Mr.  Lang. 

In  France  he  met  Messrs.  Clerget,  Coatalen,  Jalbert  and 
others  interested  in  this  work. 

In  England  he  visited  the  Bristol  and  Napier  engine 
factories  and  talked  with  many  people  interested  in  Diesels 
including  the  well  known  Dr.  Fedden.  Recently  he  spent 
some  time  at  the  N.A.C.A.  engine  laboratory  at  Langley 
field  where  a  comprehensive  Diesel  development  programme 
is  under  way. 

The  author  describes  and  shows  photographs  of  many 
engines  such  as — 

(a)  The  Jumo  205,  developing  880  hp.,  for  take  off  and 
weighing  only  1.43  lb.  per  hp. 

(b)  The  Junkers  Jumo  207  equipped  with  turbo-super- 
charger, developing  1,000  hp.  for  take-off  and  this  output  is 
maintained  at  altitudes  of  20,000  ft.,  weight  per  hp.  of 
1.43  lb.,  including  supercharger  and  a  b.m.e.p.  of  131  lb. 
per  sq.  in.  The  specific  fuel  consumption  of  these  engines  is 
0.35  lb.  per  hp.  hr.  at  cruising  speed. 

(c)  The  16-cyl.  water  cooled  Clerget,  operating  on  the 
four  stroke  cycle  (built  in  France)  is  equipped  with  four 
Râteau  turbo-superchargers,  and  is  designed  to  develop 
2,000  hp.  at  2,200  r.p.m.,  altitude  16,000  ft.,  specific  weight 
1.87  lb.  per  hp.,  with  b.m.e.p.  of  145  lb.  per  sq.  in. 

The  above  gives  an  idea  of  the  kind  of  information 
appearing  in  the  paper  and  there  are  tables  such  as  the 
following  giving  interesting  comparisons. 

Junkers  Allison  Rolls-  Hispano- 

Make  &  Model       Jumo  207     V  1710  C6        Royce  Suiza  12Y 

Merlin  X 

Type Diesel  Gasoline        Gasoline  Gasoline 

Cooling..  .Water  {gjg™     {ggg™  Water 

Number  of  cylinders  12  12  12  12 

Total  displacement  1014  cu.  in.    1710  cu.  in.    1647  cu.  in.    2197  cu.  in. 

Maximum  horse 

power 1000  1000  1010  1200 

R.p.m 3000  2000  3000  2600 

Output,  hp.  per  cu. 

in 0.99  0  58  0.61  0  55 

Weightof  engine,  lb.       1430  1280  1394  1080 

Specific  wt.,  lb.  per 

hp 1.43  1.28  1.38  0  90 

Fuel  Consumption 
(ratio),     lb.     per 
hp-hr 0  38  0.58  0  66  0  55 

As  above  for  cruis- 
ing        0.35  0.46(E)         0  53(E)         0  44(E) 

Bmep.  lb.  persq.in.       1.31  1    77  1.61  1    67 

Rated  altitude ....   20,000  12.000(E)      17,500  11,500 

(E) — Estimated  figures. 

Judging  from  the  data  compiled,  the  author  believes  that 
the  Diesel,  on  the  whole  is  better  than  the  gasoline  driven 
unit  for  airplane  work. 

He  gives  the  advantages  of  the  Diesel  as  follows  (1) 
reduced  fire  hazard;  (2)  low  fuel  operating  cost;  (3)  large 
pay  load  and  flight  range  possibilities;  (4)  reliability;  (5) 
efficiency. 


Abstracts    of   articles    appearing    in 
the   current   technical   periodicals 


Diesel  Fuel 

Commenting  on  the  above  he  says  that  Diesel  fuel  is 
safer  than  gasoline  because  it  does  not  give  off  inflammable 
vapours  at  atmospheric  temperature  and  it  has  a  higher 
flash  point.  There  has  yet  to  be  recorded  a  fire  on  a  Diesel- 
engined  airplane  where  the  fuel  ignited  and  burned. 

Low  Operating  Cost 

According  to  the  author  combining  the  lower  specific 
cost  of  the  Diesel  with  the  lower  specific  fuel  consumption 
gives  a  final  figure  much  in  favour  of  the  Diesel. 

Reliability 

Ninety  long  non-stop  flights  over  the  South  Atlantic 
(1900  miles)  and  48-2,400  mile  trips  over  the  North  Atlantic 
completed  by  the  Diesel-engined  planes  of  the  Deutsch 
Lufthansa  are  cited  as  an  example  of  reliability.  In  another 
table,  mileage  and  time  of  operation  are  given  for  each  year 
from  1931  to  1938  as  total  mileage  flown  of  4,243,895  with 
69,967  flying  hours. 

In  the  discussion  following  the  presentation  of  the  paper, 
which  gives  a  rather  rosy  picture  of  the  Diesel  compared 
with  the  more  commonly  used  gasoline  engine,  Mr.  Robert 
Insley  of  the  Pratt  &  Whitney  Aircraft  Corporation,  and 
Mr.  A.  L.  Beall  and  Mr.  Nutt  of  the  Wright  Aeronautical 
Corporation  all  pay  their  respects  to  Mr.  Wilkinson;  the 
general  trend  of  their  remarks  tend  to  discredit  many 
statements  appearing  in  the  paper.  A  few  important  points 
brought  out  in  the  paper  are  first  the  limiting  of  the  fire 
hazard  because  the  Diesel  needs  no  electric  spark  for  igni- 
tion and  uses  a  fuel  which  will  not  readily  take  fire  and  burn 
under  atmospheric  conditions  but  it  must  be  remembered 
here  that  the  ordinary  Diesel  fuel  oil  used  is  not  suitable  for 
airplane  work;  it  must  be  refined  which  brings  its  cost  to 
near  the  gasoline  figure. 

The  second  point  noted  is  the  comparatively  low  specific 
weight  value  for  Diesels  of  about  1.43  lb.,  and  along  with 
this  is  the  low  specific  fuel  consumption  of  0.38  lb.  per  hp. 
hr. 

On  the  whole  the  paper  is  a  painstaking  effort  and  is  well 
worth  reading. 

WAR-TIME  FACTORIES 

From  Trade  &  Engineering  (London),  December,  1940 

Valuable  hints  on  the  design  of  single-storey  war-time 
factories,  based  on  experience  of  the  effects  of  bombing,  are 
given  in  Bulletin  No.  C.  12,  issued  by  the  Research  and 
Experiments  Department  of  the  Ministry  of  Home  Security. 

After  pointing  out  that  the  object  of  air  attack  is  to  para- 
lyze production,  the  Bulletin  states  that  war-time  designers 
can  do  much  to  make  factories  highly  resistant  to  colla  pse 
and  difficult  to  fire,  while  damage  can  be  localized,  and  the 
steadiness  of  the  workers  reinforced  by  giving  them  cover 
a1  hand.  The  intelligent  development  of  the  design  methods 
advocated  is  regarded  as  an  important  counter  in  main- 
taining production  despite  air  attack. 

So  far  more  steelwork  has  been  destroyed  by  fire  than  by 
high  explosives.  The  simplest  way  of  minimizing  fire  damage 
is  to  limit  the  combustible  materials  in  the  factory.  In  the 
roof  timber  purlins  or  any  form  of  slates  or  tiles  on  boarding 
should  not  on  any  account  be  used. 

The  tendency  towards  very  large  buildings  should  be 
reversed.  Even  in  a  small  building,  the  explosions  will  to 
some  extent  be  confined  by  the  walls  and  roof,  and  adjacent 
buildings  will  be  relatively  undamaged. 


84 


February,  1911     THE  ENGINEERING  JOURNAL 


By  far  the  most  common  type  of  factory  for  war-time 
production  is  the  single-story  building,  and  the  first  prin- 
ciple in  its  design  is  that  all  loads  should  be  carried  by  a 
framework  of  steel  or  reinforced  concrete.  Load  bearing 
walls  are  dangerous.  Where  reinforced  concrete  is  used  the 
most  satisfactory  way  of  minimizing  damage  is  to  divide  the 
framework  into  as  many  discontinuous  units  as  possible, 
thus  localizing  any  collapse  that  may  occur. 

The  second  principle  is  that  the  steel  frame  should  resist 
collapse  notwithstanding  the  sudden  removal  of  any  one 
main  member.  This  is  not  so  rigorous  as  it  sounds.  Near  the 
explosion,  the  load  is  generally  relieved  by  the  roof  covering 
being  blown  away,  and  there  have  been  a  number  of  cases 
where  direct  hits  have  severed  either  the  rafter  or  the  main 
tie  of  a  steel  roof  truss  without  even  producing  a  measurable 
sag. 

The  chief  risk  to  roof  steelwork  arises  from  the  violent 
displacement  of  a  stanchion  foundation,  and  the  consequent 
shearing  of  the  stanchion  cap  connection,  leading  to  collapse 
of  roof  trusses.  This  risk  is  eliminated  if  two  simple  pre- 
cautions are  taken.  The  cap  connection  of  the  stanchion  to 
the  roof  member  should  be  made  stronger  than  is  usual  in 
order  that  it  shall  not  be  sheared  off  even  if  the  stanchion 
base  is  shifted  4  or  5  inches  by  a  near  miss.  This  precaution 
is  particularly  necessary  in  the  case  of  trusses  or  beams 
framing  into  external  stanchions.  In  addition  to  the  effects 
of  ground  movement  such  stanchions  are  liable  to  be 
subjected  to  a  considerable  horizontal  blast  pressure  applied 
to  them  by  whatever  wall  construction  is  adopted.  Provided 
their  cap  connections  are  adequate,  however,  the  worst 
effect  of  this  blast  will  be  to  bow  out  the  stanchions  without 
causing  any  major  damage  or  collapse.  In  addition,  the  roof 
girder  or  valley  beam  should  be  spliced  so  as  to  be  con- 
tinuous. This  will  ensure  that,  even  if  a  stanchion  is  des- 
troyed, the  valley  beam  is  adequate  to  carry  the  dead  load 
only  of  the  roof  (without  the  sheeting)  over  two  bays.  These 
precautions  will  not  serve  if  two  adjacent  stanchions  are 
destroyed,  and  a  stanchion  spacing  of  at  least  30  ft.  each 
way  is  desirable  to  prevent  this. 

The  external  walls  of  a  war-time  factory  should  be 
regarded  as  simply  protective  screens  against  weather  and 
bomb  fragments.  Panels  and  sheeting  should  be  so  designed 
that  blast  damage  shall  not  be  transmitted  by  them  to  the 
framing.  To  ensure  that  the  sheeting  shall  blow  in  harm- 
lessly it  should  be  of  asbestos-cement  or  other  brittle 
material,  with  anti-scatter  protection  by  means  of  wire  or 
sisal  netting,  which  may  be  of  large  mesh,  securely  fixed  to 
the  steel  framing  behind  the  sheeting.  The  use  of  corrugated 
steel  sheeting  is  not  recommended  for  walls,  as  although  it 
will  blow  out  harmlessly  from  a  hit  inside  the  building,  it  is 
liable  to  cause  considerable  buckling  of  the  steelworks 
under  the  effects  of  a  near  miss  outside  the  building. 

The  use  of  lightweight  internal  partitions  to  sub-divide  a 
factory  should  be  avoided.  Such  partitions  are  particularly 
liable  to  blast  damage  and  if  glazed  or  sheeted  with  a  brittle 
material  they  are  a  serious  source  of  danger  to  personnel. 
Substantial  internal  partitions,  however,  can  be  designed 
to  afford  a  considerable  measure  of  protection.  If  they  are 
built  the  full  height  of  the  shop  they  will  provide  useful 
fire  stops  and  may  limit  blast  damage  to  the  roof.  They 
should  be  framed  in  steel  or  reinforced  concrete  independent 
of  the  main  structure. 

The  little  evidence  so  far  available  on  the  behaviour  under 
the  effects  of  direct  hits  and  near  misses  of  flat  roofs  incor- 
porating monitor  lights  and  giving  overhead  protection  by 
a  4  in.  reinforced  concrete  slab  indicates  that  they  should 
afford  considerable  protection  to  the  factory  from  debris 
thrown  up  from  bomb  craters.  They  may  even  give  some 
protection  to  plant  against  the  effects  of  those  light  bombs 
which,  being  instantaneously  fused,  explode  when  they 
strike  the  roof.  Such  a  bomb  would  merely  blow  a  hole 
about  5  ft.  square  in  the  roof  with  relatively  little  damage 
to  the  interior  of  the  factory. 

The  effect  of  a  large  bomb  exploding  inside  a  factory  is 


however,  likely  to  be  much  more  serious.  The  reinforced 
concrete  roof  slabs  will  undoubtedly  be  lifted  over  a  fairly 
wide  area.  It  is  possible  that  they  may  also  be  displaced 
slightly  and  fall  back  into  the  shop  instead  of  upon  the 
supporting  steelwork.  Should  this  occur  the  roof  slabs 
would  do  even  more  damage  than  the  bomb,  and  this  event- 
uality must  be  guarded  against  at  all  costs.  The  best  safe- 
guard would  be  to  anchor  the  slabs  to  the  steel  framework. 
Such  anchorage  need  not  be  of  any  great  strength,  but  it 
should  be  designed  to  withstand  an  upright  pressure  on  the 
roof  of  at  least  100  lb.  per  sq.  ft.  Alternatively  the  slabs  may 
be  linked  together.  A  saving  of  steel  could  be  effected  if  the 
slabs  were  designed  to  be  continuous,  such  continuity  being 
provided  by  additional  top  reinforcement  placed  in  position 
and  grouted  in  after  the  slabs  are  erected. 

Roofs  being  less  subject  to  external  blast  from  a  near  miss 
than  are  walls,  the  objection  to  the  use  of  corrugated  steel 
for  walls  does  not  apply  to  sheeted  roofs,  for  which  it  is  the 
ideal  covering.  The  area  of  sheeting  likely  to  be  destroyed 
by  a  direct  hit  is  about  fifteen  times  as  great  for  asbestos 
cement  as  for  corrugated  iron.  The  resistance  of  asbestos 
cement  sheeting  to  blast  can  be  considerably  increased  by 
reinforcing  it,  preferably  with  light-gauge  sheet  steel.  Such 
sheeting  reinforced  with  fabric  tape  has  a  considerably 
greater  resistance  to  impact  loads  than  unreinforced  sheet- 
ing. 

Insulating  board  lining  under  sheeted  roofs  should  on  no 
account  be  used.  Under  a  direct  hit  such  a  lining  does  not 
save  the  roof  sheeting  and  causes  extensive  damage  to  the 
roof  steelwork.  Unlined  roof  sheeting  fixed  in  the  usual  way 
is  capable  of  being  blown  off  without  damage  to  the  steel- 
work. The  presence  of  the  lining,  however,  results  in  an 
excessive  uplift  being  applied  to  the  steelwork  and  may 
cause  very  extensive  damage  to  it. 

PULLING  UP  TRACK  AT  TEN  BLOCKS  AN  HOUR 

From  Transit  Journal  (Albany,  N.Y.)  December,  1940 

Removal  of  rails  from  the  abandoned  tracks  of  the 
Lafayette  Street  Railway  was  greatly  facilitated  by  a 
machine  designed  and  built  by  R.  L.  Shambaugh  of 
Lafayette.  The  work  was  accomplished  without  first  taking 
up  the  paving,  and  the  ties  were  not  disturbed,  so  that  the 
street  surface  could  be  restored  with  the  least  disturbance. 

The  machine  used  consists  of  an  A-shaped  frame  made 
up  of  steel  beams.  The  channels  which  form  the  uprights 
have  holes  drilled  at  regular  intervals  for  adjusting  the 
height  of  the  boom  of  a  truck-mounted  crane.  The  base, 
which  is  of  built-up  members,  is  attached  at  one  end  to 
the  crane  truck.  To  start  the  removal  of  a  rail  the  paving 
is  removed  adjacent  to  a  joint  and  the  crane  pulley  attached 
by  means  of  the  crane  tongs.  As  soon  as  the  rail  end  has 
been  lifted  high  enough  a  nickel-steel  roller  is  inserted  be- 
low it  across  the  frame.  The  entire  structure  is  then  pulled 
along  the  street  by  the  crane  truck,  a  second  truck  being 
hitched  in  front  to  give  extra  traction.  Since  the  frame  is 
pressed  against  the  pavement  by  the  rail  itself  the  dis- 
turbance is  limited  to  the  area  immediately  adjacent  to 
the  rail. 

The  machine  was  used  in  Lafayette  on  streets  paved 
with  brick  and  with  black-top  asphalt.  Some  of  the  rails 
were  set  in  concrete  2  by  4  in.  thick.  Rails  and  spikes  were 
pulled  out  as  the  machine  moved  along,  leaving  a  ribbon 
of  twisted  steel  ready  to  be  cut  up  and  hauled  away.  On 
an  asphalt  paved  street,  nearly  ten  blocks  were  removed 
in  an  hour.  Finally,  concrete  was  poured  into  the  trench 
formed  and  the  paving  completed  with  asphalt. 

STEAM  FOR  AEROPLANE  PROPULSION 

From  Trade  and  Engineering  (London)  December,  1940 

A  London  engineer  visualizes  the  day  when  British  air- 
craft will  be  powered  by  a  new  type  of  steam  generator 
which  he  has  invented.  He  may  or  may  not  live  to  see  that 
day  dawn — for  he  is  75  years  old — but  at  any  rate  he  has 


THE  ENGINEERING  JOURNAL     February,' 1941 


85 


produced  a  model  which  works  quite  efficiently  and  con- 
jures up  all  sorts  of  possibilities  for  the  future  of  British 
aviation. 

Much  remains  to  be  done  on  the  invention,  for  as  yet  it 
is  not  certain  that  the  device  can  be  adapted  for  use  in 
aircraft,  though  the  inventor,  Mr.  Ernest  Clarkson,  is  con- 
vinced it  can  be.  A  steam-driven  aero-engine  would  obvi- 
ously contain  a  great  number  of  advantages,  perhaps  the 
most  important  of  which  is  its  silence.  A  night  bomber 
equipped  with  such  an  engine  would  be  extremely  difficult 
to  find.  All  the  sound  locators  in  the  world  would  fail  to  pick 
it  up,  and  unless  there  are  developments  which  end  for 
all  time  the  problem  of  night  interception  it  would  be  all 
Lombard  Street  to  a  China  orange  that  it  would  be  able 
to  locate  and  bomb  its  target  and  return  home  without 
being  seen  by  an  enemy  fighter. 

The  new  idea  upon  which  Mr.  Clarkson  worked  was  one 
which  required  both  an  unusually  small  steam  generator 
and  a  very  small  quantity  of  water.  The  plan  was  not  to 
boil  water  in  the  mass  in  boiler  tubes  but  to  apply  a  com- 
bination of  spraying  water  into  the  tubes  and  impregnating 
it  with  an  absorbent  material  which  was  kept  at  such  a 
heat  that  the  moisture  evaporated  immediately.  In  his 
first  simple  model  Mr.  Clarkson  derived  the  heat  from  a 
Bunsen  burner.  The  engine  worked  most  efficiently.  Starting 
from  cold,  it  was  turning  over  in  20  seconds  and  continued 
to  run  with  a  good  output  of  power  until  its  small  supply 
of  water  was  finished.  The  energy  developed  by  a  "boiler" 
only  three-quarters  the  capacity  of  the  cylinder  was  sur- 
prising. 

Encouraged  by  the  results  obtained  from  this  tiny  model 
Mr.  Clarkson  constructed  a  bigger  model,  worked  on  rather 
different  lines,  but  with  the  same  basic  principle.  At  one 
end  he  fixed  a  blow-lamp  working  on  paraffin  oil.  This 
directed  heat  towards  six  straight  copper  tubes  about  8  in. 
in  length.  Inside  these  tubes  were  much  smaller  ones,  with 
tiny  holes  bored  at  intervals  along  the  length.  Between  the 
two  tubes  he  placed  a  lining  of  his  secret  metal  substance. 
Underneath,  he  placed  a  brass  tank  with  a  water  capacity 
of  one  quart,  the  water  being  pumped  into  two  chambers — 
one  for  steam  and  the  other  for  water.  As  soon  as  the  outer 
copper  tubes  became  really  hot  the  water  was  sprayed 
through  the  holes  in  the  inner  tube  upon  the  hot  metal  and 
was  immediately  converted  into  steam.  The  outlet  of  steam 
from  the  generator  to  the  engine  he  controlled  by  means 
of  a  stop-cock  or  regulator.  With  this  model  he  had  expected 
to  get  a  pressure  of  200  lb.  He  not  only  obtained  it  but 
actually  broke  one  of  the  200  lb.  gauges. 

Mr.  Clarkson  believes  that  if  the  idea  were  developed 
for  use  in  aeroplanes  the  engine  could  be  driven  by  crude 
oil.  He  claims  that  the  generator  will  work  in  any  position, 
and  indeed,  after  seeing  it,  there  seems  no  reason  why  it 
should  not.  If  the  generator  was  adopted  for  use  in  aircraft, 
the  copper  tubes  could  be  reinforced  on  the  outside  by 
steel  tubes,  and  the  whole  of  the  tube  area  could  be  encased 
in  asbestos  or  other  covering,  thus  both  conserving  the  heat 
inside  and  preventing  it  from  getting  into  the  aircraft  itself 
outside. 

NATIONAL  DEFENCE  SURVEY 

From  Journal  of  the  Institution  of  Engineers,  (Australia),  August, 

1940 

A  survey  of  the  engineering  profession  for  purposes 
of  national  defence  was  conducted  in  1939  and  immediately 
after  the  receipt  of  the  returns  from  individual  members, 
a  preliminary  classification  was  carried  out.  This  classifica- 
tion was  on  a  broad  basis,  the  returns  being  grouped  under 
nine  convenient  major  headings.  Although  this  grouping 
had  a  specific  usefulness,  it  did  not  afford  a  ready  selection 
of,  say,  the  members  who  had  had  experience  in,  or  were 
engaged  on  any  particular  type  of  work,  without  examining 
a  large  number  of  returns  under  one  or  more  of  the  major 
headings.  For  this  reason  a  more  detailed  classification  was 


86 


considered  to  be  necessary  and  this  has  been  undertaken 
by  a  group  of  members  of  the  Sydney  Division. 

The  returns  received  as  the  result  of  the  original  survey, 
together  with  those  filed  subsequently,  have  been  re-classi- 
fied, every  important  particular  given  on  each  return  being 
indicated  by  a  code  number.  Each  return  has  been  coded 
and  the  particulars  recorded  on  cards  punched  to  correspond 
with  the  coding  of  each  particular  return.  In  the  event  of 
a  member  having  experience  in  more  than  one  branch  of 
engineering,  a  separate  card  has  been  made  for  each  branch. 
By  the  use  of  a  sorting  machine,  which  has  been  made 
available  for  the  use  of  The  Institution,  members  with  any 
particular  qualifications  can  be  determined  very  rapidly. 
A  selection  of  the  most  suitable  man  can  then  be  made  by 
reference  to  the  original  returns  and  as  the  numbers  of 
returns  necessary  to  be  examined  has  been  greatly  reduced, 
the  survey  should  prove  of  greater  use  to  the  authorities. 

The  system  of  classification  provides  for  14  main  headings 
but  each  of  these  is  sub-divided  into  a  number  of  special 
classes,  the  whole  scheme  permitting  of  the  most  precise 
selection.  Its  extension  to  the  records  of  other  Divisions  has 
been  recommended. 

The  classification,  however,  will  be  complete  only  when 
returns  have  been  received  from  100  per  cent,  of  the  member- 
ship of  The  Institution.  This  cannot  be  achieved  without 
the  personal  co-operation  of  those  concerned.  The  necessary 
forms  will  be  made  available  on  application. 

MODERNIZATION  OF  WATERLOO  AND  CITY 
RAILWAY 

From  The  Engineer  (London)  November  15,  1940 

The  first  stage  of  the  modernization  of  the  Southern  Rail- 
way's line  between  Waterloo  Station  and  the  Bank — the 
Waterloo  and  City  Railway — has  now  been  completed.  The 
new  arrangements  were  brought  into  operation  on  October 
28th. 

The  new  rolling  stock  now  running  on  the  line  has  been 
designed  to  obtain  the  maximum  amount  of  seating  capacity 
consistent  with  comfort,  and  also  allows  for  a  very  much 
greater  standing  space  than  in  the  old  rolling  stock.  Twenty- 
eight  new  coaches  are  being  supplied — twelve  motor  coaches 
and  sixteen  trailer  coaches.  They  will  seat  1,312  passengers 
and  will  be  formed  into  five  five-coach  trains,  each  consist- 
ing of  two  motor  coaches  and  three  trailer  coaches.  The 
remaining  two  motor  coaches  and  one  trailer  coach  are 
spares  for  maintenance,  etc.  During  the  busy  hours  five- 
coach  trains  will  be  run  with  accommodation  for  600  pas- 
sengers, and  during  the  slack  hours  the  service  will  be  main- 
tained by  motor  coaches  detached  from  the  five-coach 
trains.  The  control  equipment  is  of  the  most  modern  design 
and  is  similar  to  and  largely  interchangeable  with  the  equip- 
ments used  on  the  latest  suburban  and  express  units  of  the 
Southern  Railway.  The  coaches  are  provided  with  electric- 
ally controlled,  air-operated  doors,  so  that  the  guard  is  able 
to  control  all  the  doors  on  a  train  from  one  position.  A 
tunnel  telephone  hand  set  is  carried  in  each  driving  cab  for 
use  in  emergency,  and  can  be  clipped  to  bare  wires  run  the 
length  of  each  tunnel.  The  clipping  of  the  telephone  to  the 
wires  automatically  cuts  off  the  current  in  the  tunnel  con- 
cerned and  places  the  motorman  in  communication  with  the 
electric  supply  sub-station. 

It  has  not  been  possible  to  introduce  the  new  stock 
gradually  as  part  of  the  improvement  of  this  railway  has 
been  the  moving  of  the  conductor  rail  from  its  original 
position  centrally  between  the  running  rails  to  the  standard 
position  laid  down  by  the  Ministry  of  Transport,  i.e.,  16  in. 
outside  the  running  rail.  As  many  as  6,445  yards  of  new 
conductor  rail  have  been  laid.  The  standard  arrangement 
of  conductor  rails  incidentally  enabled  the  Waterloo  and 
City  trains  to  be  tested  on  the  surface  lines  of  the  Southern 
Railway. 

February,  1941     THE  ENGINEERING  JOURNAL 


In  order  to  reduce  noise  to  a  minimum,  the  running  rails 
have  been  welded  into  315  ft.  lengths,  involving  544  welded 
joints.  Noise  absorbing  shields  will  also  be  experimented 
with  after  the  new  rolling  stock  has  been  brought  into  use. 
These  shields  will  be  fitted  between  the  lower  portion  of  the 
coaches  and  the  tunnel  walls.  New  lighting  in  the  tunnels 
has  been  installed  on  a  semi-automatic  principle,  and  colour- 
light  signalling  has  been  introduced.  Tickets  are  no  longer 
issued  on  the  trains,  as  four  automatic  ticket-issuing  ma- 
chines have  been  provided  at -each  station,  as  well  as  three 
booking  offices  at  Waterloo  and  one  at  the  Bank  station. 

Powers  have  been  obtained  for  the  construction  of 
escalators  at  Bank  Station,  and  a  low-level  subway  giving 
direct  access  to  the  London  Passenger  Transport  Board 
Central  London  Line  ;  but,  owing  to  the  war,  this  section  of 
the  work  has  been  deferred. 

The  Waterloo  and  City  Railway  is  only  1  mile  46  chains 
long.  The  line  was  opened  in  August,  1898,  and  it  carries  an 
average  of  30,000  passengers  daily,  most  of  them,  of  course, 
during  the  business  rush  hours. 

DISPATCHER  ON  THE  AIR 

From  Transit  Journal  (Albany,  N.Y.)  December,  1940 

Realizing  that  time  is  becoming  increasingly  important 
in  all  aspects  of  transit  operation,  the  Brooklyn  &  Queens 
Transit  division  of  the  New  York  City  Transit  System  has 
streamlined  its  dispatching  system  through  the  establish- 
ment of  two-way  radio  communication. 

The  Brooklyn  &  Queens  surface  system  serves  an  area 
approximately  8  by  16  miles,  using  about  1,235  street  cars 
and  300  buses.  In  addition  to  a  headway  recorder  system  for 
checking  the  passage  of  cars  at  various  control  points,  about 
175  street  supervisors  are  used,  some  being  assigned  to 
twenty  Chevrolet  radio  patrol  cars. 

Each  car  is  handled  by  one  man  and  carries  fuses,  cable,  a 
10-ton  jack  and  other  equipment,  enabling  the  patrol 
inspector  to  handle  almost  any  emergency  from  equipment 
repair  to  the  removal  of  heavy  traffic  obstructions.  Patrol 
districts  include  both  street  car  and  bus  routes,  and  are 
divided  on  a  basis  of  amount  of  work  involved.  Inspectors 
are  men  of  long  experience  ;  they  work  on  nine-hour  shifts. 

Ten  of  the  patrol  cars  are  equipped  with  15-watt  trans- 
mitters and  receiving  sets,  both  similar  to  those  used  on 
police  patrol  vehicles;  the  other  ten  cars  have  receivers  only. 
In  addition,  receiving  sets  are  installed  on  four  heavy 
emergency  trucks,  on  two  lines  department  automobiles 
and  on  two  autos  of  the  surface  track  department.  Two- 
way  installation  on  only  half  of  the  cruisers  was  intended  to 
provide  a  test  of  the  real  need  for  two-way  talk.  Four 
months'  operation  indicates  that  the  need  for  two-way 
equipment  is  vital,  because  when  the  dispatcher  calls  a 
one-way  car  he  either  "sits  on  a  hot  seat"  until  he  gets  a 
clearance  over  the  telephone,  or  makes  an  additional  call  to 
a  nearby  two-way  cruiser  to  get  an  immediate  answer,  with 
the  result  that  two-way  cruisers  get  two  to  three  times 
more  work  to  do. 

The  dispatching  radio  equipment,  furnished  by  Westing- 
house  Electric  &  Manufacturing  Company,  consists  of  a 
50-watt  central  transmitter,  remote  control  equipment  in 
the  dispatcher's  office  and  four  remote  receivers  spaced  to 
pick  up  talk  from  the  15-watt  transmitters  on  the  patrol 
cars.  The  central  transmitter  is  located  at  emergency  head- 
quarters approximately  in  the  heart  of  the  system.  Its 
antenna  is  mounted  on  top  of  the  building  and  rises  240  ft. 
above  street  level.  Although  low  in  power,  the  transmitter 
has  given  adequate  coverage  of  the  entire  area,  and  system 
officials  are  quite  satisfied  with  the  results,  though  they 
had  been  warned  it  might  not  be  sufficient  to  do  the  job. 
Experience  indicates  a  minimum  of  "shadowed"  area  (where 
reception  is  difficult)  and  that  most  of  these  could  not  be 
materially  reduced  even  with  a  considerably  more  powerful 
transmitter. 


BOMBER  VS.  BATTLESHIP 

From  Trade  &  Engineering  (London)  December,  1940 

The  Attack  at  Taranto 

The  great  success  last  month  of  the  torpedo  and  bomb 
attack  by  aircarft  of  the  Fleet  Air  Arm  against  units  of  the 
Italian  Navy  as  they  lay  at  anchor  in  Taranto  harbour  has 
revived  once  more  the  old  controversy  of  the  bomber  versus 
battleship.  This  controversy  raged  for  years  before  the  war, 
and  no  satisfactory  decision  was  ever  arrived  at.  Those 
whose  life  had  been  spent  in  the  Navy  were  firmly  convinced 
that  the  battleship  would  always  be  able  to  hold  its  own; 
those  who  knew  how  devastating  a  bomb,  delivered  accur- 
ately from  an  aircraft,  could  be,  were  equally  convinced 
that  the  ship  would  suffer  severe  damage  if  it  did  not  sink 
altogether. 

The  first  year  of  war  would  appear  to  have  shown  that 
each  side  was  right  to  a  certain  extent.  There  have  been 
cases  of  capital  ships  being  hit  and  suffering  little  damage; 
there  have  been  others  of  a  bomb  sending  the  ship  to  the 
bottom.  It  is  certainly  clear  that  smaller  warships,  such  as 
destroyers,  cannot  hope  to  be  any  match  for  a  bomber. 
About  the  effect  of  a  torpedo  delivered  from  an  aeroplane 
there  has  never  been  much  controversy.  It  was  obvious 
that  if  only  the  torpedo-carrier  could  get  into  position  the 
torpedo  would  destroy  its  target.  The  only  doubt  was 
whether  the  attacking  aricraft  would  be  able  to  live  through 
the  hail  of  fire  which  would  be  sent  up  by  the  ships. 

Torpedoes  dropped  from  the  air  are  of  the  usual  naval 
type,  but  slightly  modified  to  enable  them  to  be  carried 
by  a  bomber.  But  the  technique  of  a  torpedo  attack  is 
entirely  different  from  that  of  bombing.  Bombs  can  be 
discharged  against  a  ship  either  in  a  dive  or  in  the  orthodox 
manner,  and  from  any  height,  although  a  ship  is  notoriously 
a  most  difficult  target  to  hit  if  it  is  on  the  move.  In  this 
case  the  ships  at  Taranto  were  in  harbour,  and  constituted 
an  ideal  objective. 

To  attack  an  objective  with  a  torpedo  is  a  hazardous 
task,  for,  carrying  this  weighty  and  cumbersome  cargo,  an 
aircraft  cannot  adopt  evasive  tactics,  but  must  fly  in  a 
straight  line.  It  must  also  come  down  to  a  height  consider- 
ably less  than  100  ft.  and  is  consequently  exposed  to  the 
fire  of  the  light  anti-aircraft  guns  with  which  all  warships 
are  equipped.  Once  it  has  been  "fired"  from  the  aircraft 
the  torpedo  moves  forward  under  its  own  power,  as  it  does 
after  being  fired  from  a  submarine  or  destroyer. 

The  success  of  the  Fleet  Air  Arm  in  this  action  has 
demonstrated  the  necessity  of  having  ship-borne  aircraft 
with  every  unit  of  the  Fleet.  Italy  does  not  possess  a  single 
aircraft-carrier,  and,  before  the  war  in  the  Mediterranean 
is  over,  she  will  no  doubt  have  good  cause  to  regret  it. 
Had  she  possessed  Fleet  fighters,  the  Italians  would  no 
doubt  have  been  able  to  minimize  the  effects  of  the  raid. 
As  it  was,  she  had  to  rely  entirely  on  the  light  guns  on  the 
ships,  and  they  were  able  to  bring  down  only  two  of  the 
attackers.  Aircraft-carriers  are  admittedly  very  vulnerable 
to  attack  from  the  air,  but  the  Fleet  Air  Arm  is  now  equip- 
ped with  such  splendid  fighters  that  they  would  be  able  to 
give  adequate  protection  against  any  force  which  Italy 
could  muster. 

It  is  doubtful  whether  any  naval  air  service  possesses 
such  a  first-rate  aircraft  as  the  new  Fairey  Fulmar.  It  has 
been  described  in  many  quarters  as  a  "large  Hurricane," 
but  it  would  be  much  more  accurate  to  describe  it  as  a 
"baby  Battle" — the  younger  brother  of  the  bomber  made 
by  the  same  firm.  In  performance  the  Fulmar  stands  high 
above  the  older  aircraft  in  use  with  the  Fleet  Air  Arm. 
Not  only  has  it  a  useful  speed  in  the  air  but  it  also  possesses 
another  necessary  attribute  for  a  ship-borne  aeroplane  in 
having  a  low  landing  speed. 

The  success  of  the  Fleet  Air  Arm  in  the  Mediterranean 
may  go  a  long  way  towards  minimizing  the  advantage 
which  the  Italians  enjoy  in  operating  so  near  home,  and 
may  have  far-reaching  effects  on  the  result  of  the  war  in 
the  Middle  East, 


THE  ENGINEERING  JOURNAL     February,  1941 


87 


TEST  ROAD  COMPARES  BASES  OF  VARYING 
THICKNESS 

From  Engineering  News  Record  (New  York,  N.Y.),  January,  1941 

Highway  bases  of  eight  types,  some  stabilized  with 
cement,  some  with  asphalt  and  some  untreated,  are  being 
tried  out  on  a  test  road  near  Sacramento,  Calif.,  under 
supervision  of  the  California  Division  of  Highways.  The 
purpose  is  to  make  comparative  tests  of  the  different 
low-cost  road  designs  and  materials  with  a  view  to  selecting 
the  most  economical  base,  under  light  traffic,  both  with 
regard  to  first  cost  and  subsequent  maintenance  costs.  A 
feature  of  this  project  is  the  placing  of  the  road  bases  to 
be  tested  in  strips  100  ft.  long,  varying  in  thickness  from 
the  minimum  that  could  be  considered  practicable,  to  a 
thickness  that  should  withstand  all  ordinary  wear,  thus 
giving  an  indication  of  how  the  failure  progresses  and  at 
which  thickness  the  several  types  are  adequate  to  render 
service  under  the  test  loads  that  are  used. 

The  test  road  is  of  oval  shape  with  two  200-ft.  tangents 
whose  ends  are  connected  by  semicircular  arcs.  Each  of 
the  two  tangents,  which  are  15  ft.  wide,  contains  four  7J4  by 
100-ft.  test  panels,  thus  putting  a  different  base  under  each 
of  the  two  wheel  tracks.  Subgrade  for  the  entire  test  section 
was  prepared  by  excavating  a  trench  in  underlying  hardpan 
and  placing  therein  a  6-in.  layer  of  clean,  porous  sand  and 
screenings  with  pipes  for  admitting  water.  Over  the  sand  is 
a  12-in.  cover  of  soil  with  very  low  bearing  value  (saturated 
bearing  value  5  per  cent  or  less) . 

On  this  foundation  the  base  materials  were  placed,  in- 
creasing the  thickness  uniformly  from  a  3-in.  base  (plus  a 
2-in.  surface)  to  an  18-in.  thickness,  also  with  a  2-in. 
surface.  The  point  at  which  failure  of  maximum  thickness 
occurs  is  expected  to  indicate  the  comparative  strength  and 
serviceability  of  the  different  types  of  construction,  and 
direct  observation  should  show  how  much  benefit  derives 
from  the  various  forms  of  stabilization. 

The  eight  bases  comprise  : 

(1)  Crusher-run  base  (untreated)  with  a  minimum  bear- 
ing value  of  100  per  cent. 

(2)  Cemented  gravel  mixture  (untreated)  with  a  50  per 
cent  bearing  value. 

(3)  Same  as  (2)  stabilized  with  5  per  cent  emulsified 
asphalt. 

(4)  Same  as  (2)  stabilized  with  6  per  cent  portland 
cement. 

(5)  Sand-clay  mixture  (untreated)  with  a  15  per  cent 
bearing  value. 

(6)  Same  as  (5)  stabilized  with  5  per  cent  emulsified 
asphalt. 

(7)  Same  as  (5)  stabilized  with  6  per  cent  Portland 
cement. 

(8)  Same  as  (5)  stabilized  with  5  per  cent  of  a  special 
cut-back  asphalt. 

Over  the  entire  test  area  a  plant-mixed  asphalt  surfacing 
2-in.  thick  was  laid  to  protect  the  surface  and  to  insure 
uniformity  of  load  application.  Subgrade  base  and  bitumi- 
nous wearing  surface  were  compacted  to  the  same  extent 
as  under  favourable  construction  conditions. 

Before  the  test  was  begun,  water  was  put  into  the  sand 
layer  until  water  level  rose  to  the  underside  of  the  layer  of 
low-bearing-value  soil.  Thereafter  the  water  inflow  was 
continued  at  a  rate  just  sufficient  to  maintain  the  water  at 
this  level  until  complete  saturation  of  the  12-in.  layer  of 
soil  had  occurred  as  the  result  of  capillary  attraction. 

When  the  subgrade  saturated  in  this  way,  a  loaded  truck 
was  started  around  the  track,  using  first  the  legal  load  limit 
(17,000  lb.  on  the  rear  axle).  Under  this  load  failures  in  the 
thinner  sections  occurred  too  rapidly  for  satisfactory  obser- 
vation and  the  rear  axle  loading  was  reduced  to  12,000  lb. 
The  test  load  is  operated  around  the  track  at  15  m.p.h. 

Each  failure  of  the  road  surface  is  repaired  as  it  develops, 
after  noting  position  and  character  of  the  failed  area.  Thus 
the  surface  is  maintained  constantly  in  good  condition  in 


order  that  no  sound  area  may  be  prejudiced  by  pounding 
resultant  from  adjacent  broken  areas. 

Tests  were  begun  in  the  fall  and  were  continued  for 
15,000  passes  of  the  truck  before  closing  down  for  the 
winter.  During  the  rainy  season  it  is  expected  that  all  bases 
and  subgrades  will  take  up  a  comparatively  high  percent- 
age of  moisture  (the  California  Division  of  Highways  has 
found  this  to  be  the  case  even  in  arid  climates  like  Imperial 
Valley)  and  thus  in  the  spring  after  all  materials  have  had 
an  opportunity  to  absorb  moisture  from  winter  rains  as 
well  as  by  capillarity,  the  test  will  be  continued  to  obtain 
data  for  final  conclusions.  Officials  of  the  Division  of 
Highways  have  stated  that  until  the  tests  have  been  com- 
pleted, results  will  not  be  considered  conclusive. 

THE  INSTITUTION  AND  AUSTRALIA'S 
WAR  EFFORT 

From  Journal  of  the  Institution  of  Engineers,  (Australia),  July,  1940 

Considerable  progress  has  been  made  in  connection  with 
the  R.A.A.F.  Preliminary  Training  Scheme  developed  with- 
in The  Institution  to  provide  facilities  for  the  preliminary 
training  in  educational  subjects,  of  recruits  for  the  Royal 
Australian  Air  Force. 

This  scheme  originated  in  a  suggestion  made  by  Mr. 
H.  R.  Halliday,  b.e.,  a.m. i.e.  Aust.,  to  the  Minister  for 
Air  that,  to  enable  the  period  between  enlistment  and  en- 
trance to  a  training  camp  to  be  employed  usefully,  facilities 
should  be  provided  Air  Force  recruits  for  "brushing  up" 
those  subjects  of  which  an  intimate  knowledge  is  imperative 
if  the  recruit  is  to  thoroughly  absorb  the  specialized  in- 
struction he  is  later  to  receive. 

In  the  provision  of  these  facilities  the  Sydney  Division 
of  The  Institution  offered  its  full  co-operation.  The  offer 
was  accepted  and,  in  consultation  with  the  Educational 
Officer  of  the  R.A.A.F.,  representatives  of  the  Great  Public 
Schools  of  Sydney  and  members  of  the  Institution  are  de- 
voting their  time  to  the  conduct  of  classes  which  all  persons, 
accepted  for  service  as  air  crews,  are  invited  to  attend. 

No  less  than  477  members  of  the  Sydney  Division  have 
offered  their  services  in  this  connection,  and  at  the  present 
time  45  groups  each  comprising  from  10  to  12  recruits, 
have  been  organized  and  are  attending  the  classes  arranged. 

Both  day  and  evening  classes  are  held,  and  these  are 
located  throughout  the  various  suburbs  of  Sydney,  so  that 
recruits  who  are  still  continuing  their  civil  employment 
pending  their  call-up,  may  attend  a  class  most  conveniently 
situated  to  their  place  of  residence. 

The  day  classes  occupy  four  half  days  each  week,  these 
being  conducted  at  the  headquarters  of  various  engineering 
establishments,  both  governmental  and  private.  The  staffs 
of  the  organizations  concerned  have  been  freed  to  give 
necessary  instruction. 

The  evening  classes  are  conducted  on  three  evenings  in 
each  week,  each  class  occupying  two  hours,  and  these  are 
held  in  the  Great  Public  and  State  schools,  church  halls, 
various  public  halls,  gas  and  electric  light  companies'  show- 
rooms and  even  the  apprentices'  room  at  one  of  the  Sydney 
race-courses.  Classes  are  being  now  organized  in  many  towns 
throughout  the  State. 

The  subjects  covered  in  the  classes  held  include  arithmetic 
algebra,  logarithms  and  trigonometry,  mechanics  and 
physics.  Each  subject,  or  section,  is  subdivided  into  16 
lessons  with  five  revision  lessons,  and  the  whole  course  is 
designed  to  be  covered,  either  by  correspondence  or  in 
class  work,  in  21  weeks.  The  four  sections  of  the  work  are 
studied  concurrently. 

The  scheme  has  been  extended  recently  to  include  the 
educational  training  of  artisans  and  mechanics  required  for 
the  ground  engineering  staffs  or  in  the  production  shops. 
In  this  extension  the  Sydney  Technical  College  is  directly 
co-operating,  and  is  engaged  in  the  training  of  ground 
staffs,  i.e.,  fitters,  air  craft  hands,  etc. 


88 


February,  1941     THE  ENGINEERING  JOURNAL 


NEW  WORKS  LIGHTING  INTENSITIES 
RECOMMENDED  IN  REPORT 

From  Industrial  Power  and  Fuel  Economist  (London)  October  1940 

The  Departmental  Committee  on  lighting  in  factories  has 
recommended  a  new  standard  of  intensities,  and  many 
installations  have  automatically  become  out  of  date. 

The  recommended  minimum  of  lighting  intensity  is 
raised  from  1  foot-candle  at  floor  level  to  6  foot-candles  at 
3  ft.  above  the  floor.  In  some  situations  a  lower  intensity 
is  permissible,  but  for  most  working  areas  this  figure  is  the 
minimum. 

Such  an  increase  cannot  be  achieved  by  any  haphazard 
decision  as  indiscriminately  to  fit  higher  power  lamps. 
Existing  lighting  points  and  mounting  heights  should  be 
used  to  fullest  advantage,  so  ensuring  a  minimum  disloca- 
tion of  production  and  careful  use  of  available  materials, 
but  a  planned  lighting  scheme  should  be  advised. 

For  general  lighting,  this  can  usually  be  mostly  carried 
out  by  an  arrangement  of  dispersive  fittings.  Each  instal- 
lation, however,  has  its  peculiarities,  and  scientific  applica- 
tion of  principles  by  knowledgeable  engineers  is  necessary. 

For  instance,  where  bays  are  relatively  narrow  in  relation 
to  their  height,  the  fitting  of  dispersive  reflectors  at  full 
height  in  accordance  with  too  general  a  rule  would  result  in 
undue  wastage  of  light  on  walls,  particularly  if  they  have  a 
low  reflection  factor.  The  simple  solution  is  to  mount  dis- 
persive reflectors  at  a  convenient  height  something  less 
than  the  maximum  possible. 

Combining  Overhead  and  Side  Lighting 

In  large  bays  where  fittings  need  to  be  mounted  above 
the  cranes,  it  is  advisable  to  fit  concentrating  type  reflectors. 
The  light  distribution  will  then  be  such  that  illumination  on 
horizontal  surfaces  is  likely  to  be  very  much  greater  than 
that  on  a  vertical  plane,  and  so  it  is  usually  desirable  to 
combine  the  overhead  lighting  with  side  lighting  by  suitable 
mounted  angle  reflectors.  See  Fig.  1. 

Besides  arrangement  of  fittings,  another  major  problem 
of  lighting  planning  is  the  choice  of  a  light  source.  High 
pressure  mercury  vapour  electric  discharge  lamps,  such  as 
Osira  lamps,  suit  most  industrial  purposes,  their  efficiency 
being  38-45  lumens  per  watt,  according  to  the  wattage. 
Their  higher  visual  acuity  compared  with  tungsten  lamps  is 
a  great  asset,  and  the  almost  complete  absence  of  red  rays 
is  a  definite  advantage  in  many  production  fields  such  as 
steel  machine  work. 

Fluorescent  electric  discharge  lamps  have  practically  the 
same  efficiency  and  they,  or  a  combination  of  discharge 
lamps  and  tungsten  lamps,  will  avoid  an  unpleasant  facial 
appearance — sometimes  a  merit  where  female  labour  is 
employed. 

Local  Lighting 

The  need  for  high  intensities  in  carrying  out  fine  detail 
work  with  high  accuracy  has  made  local  lighting  increasingly 
popular.  It  cannot  be  emphasised  too  strongly,  however, 
that  this  should  always  be  supplementary  to  general 
lighting,  and  in  no  way  supersede  it.  Brightness  at  the 
working  level  must  not  exceed  ten  times  that  of  the  sur- 
roundings or  a  tendency  to  eyestrain  due  to  the  need  for 
ocular  adjustment  will  be  created.  A  further  point  to 
remember  in  maintenance  is  that  the  type  of  fitting  neces- 
sary for  local  lighting  requires  very  frequent  cleaning,  as  it 
is  nearly  always  installed  near  moving  machinery. 

A  new  lamp  known  as  the  Osira  5  ft.  mains  voltage  fluores- 
cent tubular  lamp  has  many  characteristics,  especially  in 


colour  values,  which  make  it  worth  consideration  under 
this  heading.  The  light  colour  is  so  near  to  day  light  that 
operatives  find  it  extremely  pleasant.  Colour  discrimination 
is  very  good,  and  fine  detail  easily  distinguishable.  The 
surface  brightness  is  low,  making  it  possible  to  utilise  low 
mounting  heights  for  high  intensity  local  lighting.  Their 
linear  construction  ensures  heat  dissipation  over  a  wider 
area  than  is  possible  with  a  discharge  lamp — a  valuable 
factor  in  local  lighting,  because  it  minimises  discomfort 
of  the  operative. 

The  result  of  applying  knowledge  involving  such  elements 
as  have  been  described  is  well  summarized  in  the  following 
table. 

Productive  Value  of  Better  Lighting 

Increase  of 
Process  Foot-candles  Production 

Old  system     New  system      Per  cent. 

Typesetting  by  hand..  .  .  1.3  20  24 

Foundry 2.5  7  7.5 

Tile  Pressing 1  3  6 

Silk  Weaving 50  100  21 

Lathe  Work 12  20  12 

Post  Office  (Sorting) ....  3  6  20 

Wire  Drawing 3  9  17 

Roller  Bearing  Manufac- 
ture    5  20  12 . 5 

These  figures  are  taken  mainly  from  investigations  carried 
out  by  the  Government  and  show  clearly  how  beneficial  can 
be  any  efforts  to  assist  the  frequently  overtaxed  worker's 
eye. 

Mixing  Day  and  Artificial  Light 

An  interesting  aspect  of  sicentific  lighting  which  arises 
from  Black-out  conditions  is  the  manner  of  mixing  day  and 
artificial  light.  No  matter  how  effective  artificial  lighting 
may  be,  there  is  an  adverse  subconscious  effect  upon 
workers  who  operate  entirely  under  its  influence  during 
daylight  hours.  It  is  not  feasible  to  exclude  the  psychological 
value  of  daylight  per  se,  but  prime  requirements  for  welfare 
are  bright  or  cheerful  surroundings. 

The  admission  of  daylight  is  naturally  ideal,  since  it  is 
distributed  from  the  sky  with  equal  intensity  in  all  direc- 
tions, and  provides  a  large  upward  component  overhead  in 
the  form  of  reflected  light  off  the  ground.  The  proportion 
of  daylight  is  not  important,  as  the  amount  does  not  need 
to  contribute  measurably  to  actual  working  light.  Where 
removable  shutters  were  substituted  for  blackened  win- 
dows after  complaints  by  workpeople,  the  operatives 
troubled  only  to  remove  some  of  the  shutters  saying  "just 
a  little  daylight  makes  all  the  difference."  In  this  instance, 
artificial  light  was  provided  for  workers  during  the  day  as 
well  as  at  night. 

It  is  suggested,  therefore,  that  where  daylight  can  be 
introduced  by  the  installation  of  sliding  doorways,  adjust- 
able blinds,  roof  ventilators,  etc.,  this  should  be  done. 
Should  this  be  impossible,  a  cheerful  lighting  effect  as  well 
as  one  of  high  intensity  should  be  achieved,  because  fatigue 
of  the  worker  in  a  permanently  blacked-out  building  is 
probably  largely  induced  by  the  knowledge  that  daylight 
is  present  outside,  and  this  induction  will  be  the  greater 
wherever  lighting  is  notably  "artificial." 

When  blending  artificial  light  with  daylight,  electric 
discharge  lamps  are  better  than  tungsten  lamps.  Also,  for  a 
given  amount  of  light  the  heat  developed  is  about  a  third 
of  that  of  the  necessary  tungsten  lamp  installation,  and 
the  temperature  is  less  liable  to  be  raised  to  uncomfortable 
levels. 


THE  ENGINEERING  JOURNAL     February,  1941 


89 


From  Month  to  Month 


THE  PRESIDENT  SUFFERS  AN  ACCIDENT 

The  injury  to  Dr.  Hogg,  which  occurred  three  days  ago 
at  Toronto  on  January  twentieth,  has  turned  out  to  be 
less  serious  than  was  at  first  feared.  Just  as  the  Journal 
goes  to  press  a  telegram  from  Toronto  conveys  the  encour- 
aging statement:  "Appears  to  be  no  real  anxiety  as  to 
ultimate  recovery." 

Although  full  details  are  lacking,  it  seems  that  the  Pres- 
ident was  hit  by  a  motor  truck  while  crossing  the  street  at 
the  Royal  York  Hotel,  where  he  had  attended  the  Empire 
Club  luncheon  to  the  Governor  General.  He  suffered 
severe  head  injuries,  but  X-ray  examinations  showed  there 
was  no  concussion. 

It  is  too  early  to  foretell  the  length  of  incapacitation 
that  will  follow,  but  it  is  certain  that  he  cannot  be  at  the 
Annual  Meeting.  This  will  be  a  great  disappointment  to 
him  and  to  all  members. 

Frequently,  an  accident  such  as  this  gives  startling  proof 
of  the  esteem  in  which  a  person  is  held.  No  sooner  was  the 
news  of  the  accident  made  public  than  inquiries  began  to 
pour  into  Headquarters.  Beyond  any  doubt,  our  president 
occupies  a  position  of  unusual  importance  and  prominence, 
both  in  the  affairs  of  the  country  and  in  the  hearts  of  those 
who  know  him.  On  behalf  of  the  entire  membership,  the 
Journal  extends  to  him  sympathy  and  good  wishes. 

PRIZES  AND  AWARDS 

Elsewhere  in  this  issue  are  the  reports  of  various  prize 
committees  announcing  the  awards  for  1940.  In  addition 
to  these,  Council  announces  the  award  of  the  Sir  John 
Kennedy  Medal  to  Lieut. -General  A.  G.  L.  McNaughton, 
and  the  inaugural  awards  of  the  Julian  C.  Smith  Medal  to 
eight  members  of  the  Institute. 

The  Sir  John  Kennedy  Medal  is  awarded  "as  a  recognition 
of  outstanding  merit  in  the  profession."  It  is  apparent  that 
a  more  deserving  selection  could  not  be  made  than  Lieut.- 
General  A.  G.  L.  McNaughton.  It  is  expected  that  arrange- 
ments for  the  presentation  will  be  made  through  the  senior 
engineering  institutions  in  England. 

The  establishing  of  the  Julian  C.  Smith  medal  was  an- 
nounced in  the  October  Journal.  It  is  appropriate  that  the 
memory  of  such  a  staunch  supporter  of  the  Institute  should 
be  perpetuated  within  the  Institute  by  this  excellent  en- 
dowed medal.  It  is  further  appropriate  that  the  initial 
awards  should  include  members  who  were  associated  with 
Mr.  Smith  in  many  of  his  interests. 

The  medal  is  given  for  "achievement  in  the  development 
of  Canada,"  an  objective  which  was  always  close  to  the 
heart  of  Mr.  Smith.  The  inaugural  announcement  contains 
the  names  of  several  persons,  although  it  is  intended  that 
for  the  future  the  honour  shall  be  restricted  to  one  award  a 
year.  Herewith  is  the  list,  and  a  brief  account  of  the  attain- 
ments which  prompted  the  committee  and  Council  in 
making  the  selection. 

W.  D.  Black,  of  Hamilton,  Ont.,  b.a.Sc,  Toronto,  1909, 
President  of  the  Otis-Fensom  Elevator  Co.  Ltd.  President 
of  the  Canadian  Manufacturers'  Association  in  1938.  Mem- 
ber of  the  Executive  Committee,  Bank  of  Canada.  Patron 
of  the  Toronto  Symphony  Orchestra.  Trustee,  Leonard 
Foundation.  Vice-President  of  the  Allied  War  Supplies 
Corporation. 

R.  J.  Durley,  of  Montreal,  Que.,  b.sc.  University  Col- 
lege of  London,  1887;  Ma.E.,  McGill  University,  1898. 
Secretary-Emeritus  of  the  Engineering  Institute  of  Canada. 
Author  of  "Kinematics  of  Machines."  Professor  of  Mechan- 
ical Engineering  at  McGill  University  (1901-12);  Secretary, 
Canadian  Engineering  Standards  Association  (1919-25); 
Secretary  of  Engineering  Institute  of  Canada  (1925-1938). 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


Member  of  Council  and  Chairman  of  the  Canadian  Ad- 
visory Committee,  Institution  of  Civil  Engineers  (1940). 

Augustin  Frigon,  of  Montreal,  Que.,  I.C.,  Ecole 
Polytechnique,  Montreal,  1909;  M.I.T.  Boston,  1909-10; 
Ecole  Supérieure  d'Electricité,  Université  de  Paris,  E.E. 
1921  and  D.Sc.  1922.  Assistant  Manager  of  the  Canadian 
Broadcasting  Corporation.  Author  of  many  engineering 
reports.  Member  of  Royal  Commission  on  Radio  Broad- 
casting (better  known  as  Aird  Commission),  1928-1929. 
Member  of  Electricity  Commission,  Province  of  Quebec 
(known  as  Lapointe  Commission)  1934-35.  President, 
Quebec  Electricity  Commission,  1935-36.  President  of 
Corporation  de  l'Ecole  Polytechnique  de  Montréal. 

F.  W.  Gray,  of  Sydney,  N.S.  St.  George  Technical 
School,  graduated  in  coal  mining  '98.  hoii.ll.d.,  Dalhousie, 
1937.  Assistant  General  Manager,  Dominion  Steel  &  Coal 
Corporation.  Author  of  "Coal  Fields  and  Coal  Industry  in 
Eastern  Canada,"  and  "Undersea  Coal  Mining."  A  staunch 
supporter  of  professional  engineering  bodies.  President  of 
Canadian  Institute  of  Mining  and  Metallurgy,  1932. 

Sir  Herbert  Holt,  of  Montreal,  Quebec,  d.c.l.,  Bishop's 
College,  and  ll.d.  McGill.  .  Chairman  of  the  Board  Royal 
Bank  of  Canada,  and  Montreal  Light  Heat  &  Power  Cons. 
Director  in  a  large  number  of  corporations.  Governor 
of  McGill  University,  and  the  Montreal  General  Hospital. 
President  of  the  Royal  Victoria  Hospital,  Montreal. 
Established  Herbert  S.  Holt  Foundation  in  1934. 

R.  S.  Lea,  of  Montreal,  Que.  b.sc  1890,  Ma.E.  1893, 
McGill.  Consulting  engineer.  Author  of  many  important 
engineering  reports.  Assistant  Professor,  Civil  Engineering, 
McGill  University  (1893-1902).  Adviser  to  Ontario  Hydro- 
Electric  Power  Commission  and  certain  federal  and  pro- 
vincial governmental  departments  in  connection  with  river 
problems. 

Beaudry  Leman,  of  Montreal,  Quebec,  b.sc.  University 
of  Lille,  France,  and  McGill  University.  Dr.c.sc.  University 
of  Montreal,  1934.  President  and  managing  director  of 
Banque  Canadienne  Nationale,  and  director  of  several  im- 
portant companies.  Past  president  of  the  Canadian  Bank- 
ers' Association.  Member,  Canadian  Advisory  Committee 
on  St.  Lawrence  Waterway.  Member,  Allied  War  Supplies 
Corporation. 

C.  A.  Magrath,  of  Victoria,  B.C.  ll.d.,  Toronto,  1926. 
Retired.  For  many  years,  practised  as  irrigation  engineer 
and  land  surveyor  in  western  Canada  and  North-West 
Territories.  Member  of  Legislature  of  N.W.T.,  1891-1902. 
Member  of  House  of  Commons  of  Canada,  for  Medicine 
Hat,  1908-1911.  Identified  in  advisory  and  executive  posi- 
tions on  many  governmental  commissions  and  boards. 
Chairman  of  Canadian  Section,  International  Joint  Com- 
mission 1914-1935.  Chairman,  Hydro-Electric  Power  Com- 
mission of  Ontario,  1925-1931. 

It  is  hoped  that  all  prize  winners  can  attend  at  Hamilton 
and  receive  their  honours  before  their  fellow  members. 

MEETING  OF  COUNCIL 

Minutes  of  a  meeting  of  the  Council  of  the  Institute, 
held  at  Headquarters  on  Saturday,  January  18th,  1941,  at 
ten-thirty  a.m. 

The  secretary  read  a  letter  from  General  McNaughton 
expressing  his  sincere  appreciation  of  the  great  honour 
which  the  Institute  had  conferred  upon  him  in  the  award 
of  the  Sir  John  Kennedy  Medal.  The  secretary  was  directed 


90 


February,  1941     THE  ENGINEERING  JOURNAL 


to  communicate  with  the  secretaries  of  the  Institutions  in 
London  to  see  if  arrangements  could  be  made  for  the  pres- 
entation to  take  place  at  some  joint  function  in  London. 

It  was  noted  with  appreciation  that  Lieut. -Col.  C.  G. 
DuCane,  o.b.e.,  a  prominent  member  of  the  Institute  in 
London,  had  consented  to  represent  the  Institute  on  the 
occasion  of  the  presentation  of  the  James  Watt  Medal  of 
the  Institution  of  Mechanical  Engineers  to  Professor  Stodola 
on  January  twenty-fourth. 

Mr.  Newell,  as  chairman  of  the  Finance  Committee,  re- 
viewed briefly  the  financial  statement  for  the  year  1940  as 
prepared  by  the  auditors.  The  figures  were  very  similar  to 
those  of  last  year,  and  showed  an  operating  surplus  of  a 
little  over  $3,000.00,  which  was  substantially  more  than 
had  been  anticipated  in  the  budget.  Arrears  of  fees  and 
current  fees  had  kept  up  very  well;  Journal  advertising 
and  subscriptions  were  practically  the  same  as  last  year; 
general  expenses  were  down  about  $700.00,  and  rebates  to 
the  branches  were  a  little  less  than  last  year,  due  to  the 
co-operative  agreements  with  the  Professional  Associations. 
It  was  decided  to  appropriate  an  additional  $1,000.00  to 
the  building  reserve  fund. 

The  satisfactory  condition  of  the  finances  of  the  Institute 
was  noted  with  appreciation,  and  on  the  motion  of  Mr. 
Wardle,  seconded  by  Colonel  Grant,  it  was  unanimously 
resolved  that  the  report  of  the  Finance  Committee  and  the 
financial  statement  be  accepted. 

The  report  of  Council  for  the  year  1940,  the  treasurer's 
report,  and  the  reports  of  the  various  Institute  committees, 
were  taken  as  read  and  accepted  for  presentation  to  the 
Annual  Meeting. 

The  general  secretary  presented  a  letter  from  Mr. 
Gaherty,  chairman  of  the  Institute's  Committee  on  Western 
Water  Problems,  which  accompanied  the  report  of  that 
committee.  In  view  of  the  international  significance  of  the 
report,  and  of  the  definite  recommendations  which  are  made, 
it  was  decided  it  should  be  printed  and  copies  sent  to  all 
councillors  so  that  a  complete  discussion  could  be  held  at 
the  annual  Council  meeting  in  Hamilton. 

The  report  of  the  Past-Presidents'  Prize  Committee  re- 
commended that  the  prize  be  not  awarded  this  year.  This 
report  was  accepted. 

The  committee  had  also  considered  at  some  length  the 
question  of  how  best  to  stimulate  interest  in  this  prize, 
which  up  to  now  had  been  unsatisfactory.  Following  dis- 
cussion, it  was  finally  decided  that  Past-President  Challies 
be  asked  to  discuss  the  matter  with  the  other  past-presi- 
dents and  see  if  the  rules  governing  this  award  could  not 
be  revised   so  as  to  create  a  greater  interest. 

On  the  recommendation  of  the  Duggan  Medal  and  Prize 
Committee,  it  was  unanimously  RESOLVED  that  the 
Duggan  Medal  and  Prize  for  the  year  1940  be  awarded  to 
M.  S.  Layton,  jr. e. i.e.,  for  his  paper  "Coated  Electrodes  in 
Electric  Arc  Welding." 

On  the  recommendation  of  the  Gzowski  Medal  Com- 
mittee, it  was  unanimously  RESOLVED  that  the  Gzowski 
Medal  for  the  year  1940  be  awarded  to  Elizabeth  M.  G. 
MacGill,  M.E.i.c,  for  her  paper,  "Factors  Affecting  the  Mass 
Production  of  Aeroplanes." 

On  the  recommendation  of  the  Plummer  Medal  Commit- 
tee, it  was  unanimously  RESOLVED  that  the  Plummer 
Medal  for  the  year  1940  be  awarded  to  O.  W.  Ellis  for  his 
paper,  "Some  Developments  in  Alloys  during  the  last 
Twenty  Years." 

On  the  recommendation  of  the  Leonard  Medal  Commit- 
tee, it  was  unanimously  RESOLVED  that  the  Leonard 
Medal  for  the  year  1940  be  awarded  to  R.  G.  K.  Morrison, 
m.c.i.m.m.,  for  his  paper,  "Points  of  View  on  the  Rock 
Burst  Problem." 

The  reports  of  the  examiners  regarding  Students'  and 
Juniors'  Prizes  were  received  and  approved  as  follows: 

John  Galbraith  Prize  to  W.  C.  Moull,  s.e.i.c,  for  his 
paper  "The  Electrification  of  a  Modern  Strip  Mill." 


Ernest  Marceau  Prize  to  Marc  Trudeau,  s.e.i.c,  for  his 
paper  "Points  Fixes  et  Lignes  d'Influence." 

Phelps  Johnson  Prize  to  Léo  Brossard,  s.e.i.c,  for  his 
paper  "Geology  of  the  Beaufor  Mine." 

H.  N.  Ruttan  Prize:  no  papers  received. 

Martin  Murphy  Prize:  no  papers  received. 

The  membership  of  the  Nominating  Committee  of  the 
Institute  for  the  year  1941,  as  submitted  by  the  various 
branches,  was  noted  and  approved.  It  was  unanimously 
RESOLVED  that  Professor  R.  A.  Spencer,  m.e.i.c,  of 
Regina,  be  asked  to  accept  the  chairmanship  of  this  com- 
mittee. 

The  annual  reports  of  the  various  branches  were  received 
for  presentation  to  the  annual  meeting. 

A  Striking  Committee  was  appointed  to  make  recom- 
mendations regarding  the  chairmen  of  the  various  Institute 
committees  for  the  year  1941. 

Dr.  Challies  reported  that  he  had  recently  attended  a 
meeting  of  the  executive  committee  of  the  Engineers' 
Council  for  Professional  Development  at  New  York.  He 
explained  that  at  that  meeting  it  was  announced  that 
E.C.P.D.  had  been  asked  to  continue  the  work  of  the  Com- 
mittee on  Professional  Ethics  which  had  been  inaugurated 
by  the  American  Engineering  Council.  The  executive  asked 
the  Institute  to  name  a  representative  to  this  committee, 
and  after  consulting  Dr.  Surveyer,  who  was  also  in  New 
York,  Dr.  Challies  had  tentatively  proposed  Professor  C.  R. 
Young.  He  now  asked  Council's  approval  of  that  recom- 
mendation, which  was  unanimously  given. 

Mr.  Perry,  chairman  of  the  House  Committee,  reported 
that  the  contract  for  underpinning  the  Headquarters  build- 
ing had  been  awarded  to  A.  F.  Byers  &  Company  Limited, 
the  lowest  tenderer.  He  gave  a  detailed  description  of  the 
work,  which  was  now  well  under  way. 

Considerable  time  was  spent  discussing  the  proposal 
which  had  been  made  to  the  Department  of  Labour  by  the 
joint  committee  of  three  secretaries  representing  the 
Engineering  Institute  of  Canada,  the  Canadian  Institute 
of  Mining  and  Metallurgy  and  the  Canadian  Institute  of 
Chemistry,  a  copy  of  which  had  been  mailed  to  every 
councillor.  It  was  decided  unanimously  that  Council  ap- 
proved of  the  principle  involved  and  was  agreeable  to  offer- 
ing any  constructive  assistance  within  its  power.  The  secre- 
tary was  instructed  to  inform  the  Deputy  Minister  to  that 
effect.  Council  also  asked  the  general  secretary  to  continue 
to  represent  the  Institute  in  this  matter. 

The  general  secretary  reported  that  during  his  recent 
visit  to  the  Victoria  Branch  a  suggestion  had  been  made 
by  the  councillor  and  others  that  the  branch  hold  a  profes- 
sional meeting  at  Victoria.  Council  was  quite  interested 
in  this  proposal,  but  decided  that  it  should  be  left  to  the 
consideration  of  the  incoming  Council  and  Finance  Com- 
mittee. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 6 

Juniors 3 

Affiliates 1 

Students 18 

Transfers 

Junior  to  Member 3 

Student  to  Member 1 

Student  to  Junior 11 

Affiliate  to  Member  after  passing  examina- 
tion under  Schedule  "C" 1 

It  was  noted  that  the  next  meeting  of  Council  would  be 
held  in  Hamilton  on  Tuesday,  February  5th,  1941,  at  ten- 
thirty  a.m. 

The  Council  rose  at  one-fifteen  p.m. 


THE  ENGINEERING  JOURNAL     February,  1941 


91 


DOMINION  COUNCIL 

The  Annual  Meeting  of  the  Dominion  Council  of  Pro- 
fessional Engineers  was  held  at  the  Royal  York  Hotel, 
Toronto,  on  January  20th  and  21st.  The  president  of  the 
Council,  D.  A.  R.  McCannel,  m.e.i.c,  of  Regina  (represent- 
ing the  Saskatchewan  Association),  occupied  the  chair. 
Others  present  included:  Professor  R.  E.  Jamieson,  m.e.i.c, 
(Quebec)  ;  F.  W.  W.  Doane,  m.e.i.c,  (Nova  Scotia)  ;  C.  C. 
Kirby,  m.e.i.c,  Honorary  President,  (New  Brunswick); 
W.  P.  Dobson,  m.e.i.c,  (Ontario);  P.  Burke-Gaffney  (Mani- 
toba); Professor  H.  R.  Webb,  m.e.i.c,  (Alberta);  F.  W. 
MacNeill  (British  Columbia)  ;  and  Major  M.  Barry  Watson, 
m.e.i.c,  Secretary-Treasurer  of  the  Council. 

Mr.  S.  R.  Frost,  m.e.i.c,  President  of  the  Ontario  Associa- 
tion of  Professional  Engineers,  welcomed  the  representatives 
of  the  various  provinces  and  offered  them  the  assistance 
and  facilities  of  the  Association. 

Among  the  reports  presented  to  the  Council  were  the 
reports  of  the  Committees  on  the  Admission  of  Foreign 
Engineers;  Licensing  of  Engineers;  the  Construction  Indus- 
try in  Canada;  National  Defence  and  the  Profession;  and 
the  Training  of  Young  Engineers. 

The  Council  reports  that  there  is  a  definite  shortage  al- 
ready of  engineers  in  Canada  and  it  is  now  necessary  to 
allocate  such  engineering  talents  that  we  have.  It  expressed 
its  willingness  to  assist  in  undertaking  such  distribution. 
According  to  the  Council,  insufficient  guidance  is  being 
given  to  young  men  entering  the  engineering  profession 
and  it  was  resolved  that  the  various  Associations  should 
offer  guidance  to  high  school  students  in  regard  to  the 
duties  and  the  necessary  qualifications  of  an  engineer,  in 
order  to  cut  down  on  the  high  percentage  of  failures  in  the 
various  engineering  colleges  of  the  country.  The  Committee 
on  the  Training  of  the  Young  Engineers  is  co-ordinating  its 
work  with  that  of  other  engineering  organizations. 

D.  A.  R.  McCannel  of  Regina  was  re-elected  president 
of  the  Council  for  the  year  1941.  The  other  members  of 
the  Executive  are  the  vice-president,  the  member  from 
Quebec  (not  yet  named);  and  W.  P.  Dobson  of  Toronto. 
Major  M.  Barry  Watson  was  re-elected  as  secretary- 
treasurer. 

The  next  meeting  of  the  Council  is  to  be  held  in  St.  John, 
New  Brunswick,  in  1942. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  January  18th,  1941,  the  following 
elections  and  transfers  were  effected: 

Members 

LeBel,  Paul,  b.a.sc,  (CE.)  (Ecole  Polytechnique),  consltg.  engr., 
technical  services,  Imperial  Oil  Ltd.,  Montreal,  Que. 

Lloyd,  Warren  G.,  b.a.sc.  (Univ.  of  Toronto),  divn.  plant  engr., 
western  divn.,  Bell  Telephone  Company  of  Canada,  Toronto,  Ont. 

Metcalfe,  Neil,  b.sc.  (Univ.  of  Wales),  chief  metallurgist,  Burlington 
Steel  Co.  Ltd.,  Hamilton,  Ont. 

McCavour,  Samuel  Thomas,  b.sc.  (C.E.),  (Univ.  of  N.B.),  chief 
engr.  and  joint  mgr.,  The  Great  Lakes  Paper  Co.  Ltd.,  Fort  Wil- 
liam, Ont. 

Packard,  Royal  Day,  s.b.  (Mass.  Inst.  Tech.),  chief  engr.,  Brown 
Corporation,  La  Tuque,  Que. 

Saunders,  Melville  Sydney,  b.a.sc.  (Univ.  of  Toronto),  topographic 
engr.,  Tropical  Oil  Company,  Colombia,  S.A. 

Juniors 

Ain,  Joseph,   B.Eng    (Civil),    (McGill   Univ.),   instr'man.,   Dept.   of 

Transport,  Montreal,  Que. 
Crandall,  Seymour  Arnold,  b.s.  in  Mining  (Mich.  Coll.  of  Mining), 

Creighton  Mine,  International  Nickel  Co.  of  Canada,  Copper  Cliff, 

Ont. 
Rahilly,  Thomas  Francis  Jr.,  b.sc.  (Mech.),  (Queen's  Univ.),  master 

mechanic,   blast  furnace   dept.,    Algoma   Steel   Corporation   Ltd., 

Sault  Ste.  Marie,  Ont. 

Affiliate 

Milligan,  Gordon  Herald,  commercial  representative,  Calgary  Power 
Company,  Edmonton,  Alta. 


Transferred  from  the  class  of  Junior  to  that  of  Member 

Lamoureux,  Marcel,  B.Eng.  (McGill  Univ.),  asst.  engr.,  Dept.  Public 

Works  Canada,  Ottawa,  Ont. 
Piché,  Joseph  Alphonse  Arthur,  b.a.sc,  (CE.)  (Ecole  Polytechnique), 

asst.  engr.,  Dept   Public  Works  Canada,  Quebec,  Que 
Pooler,  Gilbert  Douglas,  b.sc.    (Queen's  Univ.),  asst.  inspr.,   arms 

inspection  br.,  Dept.  of  National  Defence,  Ottawa,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Ansley,  Fred  G.,  b.sc.  (Queen's  Univ.),  field  engrg.,  Ford  Motor  Co. 
of  Canada,  Windsor,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Baird,  Malcolm  Francis,  b.sc.   (Elec),   (Univ.  of  N.B.),  asst.  lamp 

engr.,  Canadian  Westinghouse  Company,  Hamilton,  Ont. 
Boone,  Harold  Percival,   b.sc.    (Univ.   of  N.B.),   apparatus  corres- 
pondent, Canadian  Westinghouse  Company,  Hamilton,  Ont. 
Brown,   Ernest  F.,   B.Eng.    (Mech.),    (McGill  Univ.),   junior  mech. 

engr.,  Royal  Canadian  Mint,  Dept.  of  Finance,  Ottawa,  Ont. 
Chambers,  Robert,  b.sc.  (Elec),  (Univ.  of  Alta.),  field  engr.,  Shaw- 

inigan  Engineering  Company  Ltd.,  Shawinigan  Falls,  Que. 
Clarke,  Bruce  Porteous,   B.Eng.    (McGill  Univ.),  asst.  hoist  engr., 

Canadian  Ingersoll  Rand  Co.,  Lennoxville,  Que. 
Dufour,  Gaston,  b.a.sc,   (CE.)   (Ecole  Polytechnique),  engr.,  Alu- 

mium  Co.  of  Canada,  Arvida,  Que. 
Foster,  Ian  McLeod,   B.Eng.    (McGill  Univ.),   mech.   engr.,   Brown 

Corporation,  La  Tuque,  Que. 
Guénette,  Joseph  Antoine  Paul,  b.a.sc.  (CE.),  (Ecole  Polytechnique) 

asst.  res.  engr.,  Dept.  of  Roads,  Montreal,  Que. 
Meagher,  Robert  Douglas,  B.Eng.  (Chem.),  (McGill  Univ.),  gas  plant 

operator,  British  American  Oil  Co.  Ltd.,  Montreal  East,  Que. 
Miller,  Alex.  Matthew,  b.sc.   (Civil),  B.Eng.   (Mech.),   (N.S.  Tech. 

Coll.),  refractory  engr.,  Dominion  Steel  &  Coal  Corporation,  Sydney, 

N.S. 
Shatford,   Ralph  Grant,    B.Eng.    (N.S.   Tech.    Coll.),   cracking  coil 

inspr.,  Imperial  Oil  Limited,  Dartmouth,  N.S. 

Students  Admitted 

Anderson,  James  Douglas  (McGill  Univ.),  3525  University  Street, 
Montreal,  Que. 

Batanoff,  George  Boris,  (Univ.  of  Sask.),  202  Clarence  Ave.  South, 
Saskatoon,  Sask. 

Bogle,  Roy  Thomas,  b.a.sc.  (Mech.),  (Univ.  of  B.C.),  426  Park  St., 
Peterborough,  Ont. 

Borrowman,  Ralph  Willson,  B.sc.  (Civil),  (Univ.  of  Man.),  1192 
Wolseley  Ave.,  Winnipeg,  Man. 

Carty,  Desmond  Geoffrey,  (McGill  Univ.),  160  Waverley  St.,  Ottawa, 
Ont. 

Covo  y  Stramba,  Peter  Victor,  (McGill  Univ.),  3653  University  St., 
Montreal,  Que. 

Eddy,  Robert  Cheyne,  (Queen's  Univ.),  406  Johnson  St.,  Kingston, 
Ont. 

Fleming,  John  Patten,  (Univ.  of  Toronto),  61  Foxbar  Road,  Toronto, 
Ont. 

Gareau,  Leo  Eugene  Arthur,  (McGill  Univ.),  5509  Durocher  Ave., 
Outremont,  Que. 

Gordon,  Abraham  Isaac,  (McGill  Univ.),  1343  Lajoie  Ave.,  Outre- 
mont,  Que. 

Gordon,  John  A.,  (McGill  Univ.),  534  Prince  Arthur  St.  W.,  Mont- 
real, Que. 

Johnston,  John  Smyth,  (Queen's  Univ.),  15  Daniel  St.,  Smiths  Falls, 
Ont. 

Leduc,  René,  b.a.sc.  (CE.),  (Ecole  Polytechnique),  Dept.  of  Roads, 
Montreal,  Que. 

Miller,  Justin  Ormond,  (McGill  Univ.),  3506  University  St.,  Mont- 
real, Que. 

Simpkins,  Arthur  G,  (McGill  Univ.),  First  St.,  Sunny  Brae,  N.B. 

Tremblay,  Gérald  René,  (Ecole  Polytechnique),  6880  De  Laroche 
St.,  Montreal,  Que. 

Wein,  Harry  Garrick,  (McGill  Univ.),  1621  Ducharme  Ave..  Outre- 
mont, Que. 

Yosipovitch,  Joseph,  (McGill  Univ.),  661  Querbes  Ave.,  Outremont, 
Que. 

NATIONAL  DEFENCE  AND  U.S.A. 

To  assist  the  national  defence  programme  and  industry  in 
general  in  providing  urgently  needed  engineers,  Cornell 
University  launched  a  nation-wide  quest  for  fifty  of  Amer- 
ica's best  qualified  secondary  school  seniors  to  be  trained  as 
engineers.  They  will  be  awarded  John  McMullen  Regional 
Scholarships  in  Engineering  this  spring.  The  scholarships 
carry  variable  stipends  up  to  $400,  a  year  throughout  a  four 
or  five-year  course  in  the  College  of  Engineering. 

Dean  S.  C.  Hollister  announced  recently  that  application 
blanks  and  instructions  were  mailed  to  more  than  3,000 
principals  and  headmasters  throughout  the  United  States. 


92 


February,  1941     THE  ENGINEERING  JOURNAL 


Personals 


C.  D.  Harrington,  m.e.i.c,  vice-president  and  general 
manager  of  Anglin-Norcross  Corporation,  has  recently  been 
elected  president  of  the  Montreal  Board  of  Trade.  Since  his 
graduation  from  McGill  University  in  1907  he  has  always 
been  engaged  in  construction  work,  first  with  the  firm  of 
Byers  and  Anglin  and  later  with  Anglin  Limited. 

Wing  Commander  T.  R.  Loudon,  m.e.i.c,  professor  of 
applied  mechanics  at  the  University  of  Toronto  has  recently 
been  promoted  from  Squadron  Leader  to  this  rank  and 
appointed  chief  technical  officer  of  the  Flight  Research 
Establishment  at  Ottawa.  He  was  previously  in  command 
of  the  School  of  Aeronautical  Engineering  established  last 
year  at  Montreal  under  the  British  Commonwealth  Air 
Training  Plan. 

Douglas  S.  Ellis,  m.e.i.c,  professor  of  civil  engineering 
at  Queen's  University,  Kingston,  Ont.,  was  recently  ap- 
pointed head  of  the  department  of  civil  engineering  succeed- 
ing the  late  Professor  W.  P.  Wilgar. 

Colonel  N.  C.  Sherman,  m.e.i.c,  chief  ordnance  mechani- 
cal engineer,  Department  of  National  Defence,  Ottawa,  has 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


gineers  and  contractors.  Mr.  McGinnis  is  now  the  owner 
of  the  firm. 

R.  E.  Heartz,  m.e.i.c,  is  the  newly  elected  chairman  of  the 
Montreal  Branch  of  the  Institute.  Born  at  Marshfield, 
P.E.I.,  he  graduated  from  McGill  in  1917  with  the  degree 
of  b.sc,  and  immediately  after  graduation  was  employed 
by  the  St.  Maurice  Construction  Company  at  La  Loutre, 
on  the  construction  of  the  Gouin  dam.  Later  in  the  same 
year  he  enlisted  with  the  Royal  Air  Force,  received  his 
commission  early  in  1918,  and  was  appointed  flying  in- 
structor, being  demobilized  in  1919.  In  that  year  he  joined 
the  Fraser-Brace  Engineering  Company,  Ltd.,  and  was  em- 
ployed on  the  construction  of  the  Big  Eddy  dam  on  the 
Spanish  river.  Mr.  Heartz  became  resident  engineer  at  La 
Gabelle  development  on  the  St.  Maurice  river  in  1922, 
having  joined  the  staff  of  the  Shawinigan  Engineering 
Company  in   1920.  He  was  resident  engineer  on  the  St. 


C.  D.  Harrington,  M.E.I.C. 

been  appointed  commandant  of  the  R.C.O.C.  Training 
Centre,  Kingston,  Ont. 

Past  Presidents  J.  B.  Challies,  m.e.i.c,  and  Arthur 
Surveyer,  m.e.i.c,  attended  the  Executive  Meeting  of  the 
Engineers'  Council  for  Professional  Development  held  in 
New  York  City  on  January  4th,  1941. 

Major  M.  Barry  Watson,  m.e.i.c,  has  been  appointed 
second  in  command  of  the  University  of  Toronto  contingent 
of  the  Canadian  Officers'  Training  Corps.  He  will  also  con- 
tinue as  chief  instructor  of  the  unit. 

T.  A.  McGinnis,  m.e.i.c,  was  recently  elected  chairman 
of  the  Kingston  Branch  of  the  Institute.  Born  at  Belleville, 
Ont.,  he  was  educated  at  Queen's  University,  Kingston, 
where  he  received  his  degree  in  1909.  After  graduation  he 
engaged  for  a  few  years  in  railway  surveys  and  construction. 
In  1907,  he  became  resident  engineer  at  the  Canada  Cement 
Company  plant  near  Belleville,  Ont.,  later  becoming  oper- 
ating superintendent.  From  1911  to  1914,  he  was  construc- 
tion engineer  for  the  same  company  at  various  plants.  From 
1914  to  1918,  he  was  managing  director  of  Missisquoi 
Marbles  Limited,  Philipsburg,  Que.  In  1918,  he  became 
senior  member  of  the  firm  McGinnis  and  O'Connor,  en- 


It.  E.  Heartz,  M.E.I.C. 

Narcisse  development  on  the  Batiscan  river  in  1924-1925, 
and  in  1926  was  transferred  to  Montreal  for  investigating 
preliminary  design  of  hydro-electric  developments.  In  1927, 
Mr.  Heartz  was  appointed  resident  engineer  of  the  Paugan 
Falls  development  on  the  Gatineau  river,  and  since  the 
completion  of  that  undertaking  has  been  connected  with 
the  design  and  construction  of  different  hydro-electric  pro- 
jects. He  is  at  present  assistant  chief  engineer  of  the  Shaw- 
inigan Engineering  Company. 

R.  B.  Herbison,  m.e.i.c,  who  was  with  the  firm  of  Glen- 
fieJd  and  Kennedy  Limited,  Kilmarnock,  Scotland,  is  now 
a  member  of  the  Observer  Corps  and  a  lecturer  in  anti-gas 
measures,  high  explosive  and  incendiary  bombs  with  the 
defence  services  in  Scotland.  Mr.  Herbison  was  at  one  time 
mechanical  designer  and  field  engineer  in  the  mechanical 
department  of  the  Dominion  Bridge  Company,  Lachine,  Que. 

Victor  Meek,  m.e.i.c,  has  recently  been  appointed  con- 
troller of  the  Dominion  Water  and  Power  Bureau  in  the 
Department  of  Mines  and  Resources  at  Ottawa.  Mr.  Meek 
had  been  assistant  controller  since  1924. 

Norman  Marr,  m.e.i.c,  chief  hydraulic  engineer  of  the 
Dominion  Water  and  Power  Bureau  in  the  Department 
of  Mines  and  Resources  at  Ottawa,  has  been  appointed 
assistant  controller,  succeeding  Mr.  Meek. 


THE  ENGINEERING  JOURNAL    February,  1941 


93 


John  Morse,  M.E.I.C. 


J.  B.  Challies,  M.E.I.C. 


P.  S.  Gregory,  M.E.I.C. 


Past-President  J.  B.  Challies,  M.E.I.C,  has  been  appoint- 
ed, last  month,  vice-president  and  executive  engineer  of 
The  Shawinigan  Water  &  Power  Company,  Montreal.  Dr. 
Challies  has  been  with  the  company  since  1924,  when  he 
resigned  the  position  of  Director  of  the  Dominion  Water 
and  Power  Bureau  at  Ottawa  to  accept  a  professional 
appointment  with  Shawinigan. 

P.  S.  Gregory,  m.e.i.c,  has  been  appointed  vice-president 
in  charge  of  sales  and  promotion  with  the  Shawinigan  Water 
&  Power  Company,  Montreal.  He  joined  the  firm  in  1918, 
having  been  previously  connected  with  the  Electrical  Com- 
mission of  Montreal  and  the  Montreal  Tramways  Company. 

John  Morse,  m.e.i.c,  is  one  of  the  new  vice-presidents  of 
Shawinigan  Water  &  Power  Company  of  Montreal,  and  is 
in  charge  of  operation.  Mr.  Morse  has  been  with  the  com- 
pany since  1907,  having  successively  occupied  the  positions 
of  superintendent  of  operation,  general  superintendent  and 
assistant  general  manager. 

C.  H.  McL.  Burns,  m.e.i.c,  chairman  of  the  Niagara  Pen- 
insula Branch  of  the  Institute,  who  has  been  works  manager 
and  manager  of  the  two  Welland  forging  plants  of  the 
Canada  Foundries  and  Forgings  Ltd.,  for  the  last  six  and  a 
half  years,  is  at  present  associated  with  the  Federal  Foun- 
dries and  Steel  Company  Ltd.,  in  rehabilitating  and  bringing 
into  production  the  old  London  Rolling  Mills  plant  at 
London  and  the  Sandwich  Foundry  at  Windsor,  recently 
acquired  by  this  newly  organized  company.  The  Federal 
company  expects  to  be  in  production  within  a  few  weeks 
and  will  produce  S.A.E.  rolled  sections  at  London  and  grey 
iron  and  steel  castings  on  a  production  basis  at  Windsor. 
Mr.  Burns  is  associated  in  this  work  with  the  Brant  Com- 
pany of  Detroit,  specialists  in  industrial  engineering  and 
management. 

Leslie  Mackay,  m.e.i.c,  was  appointed,  last  August,  gen- 
eral superintendent  and  acting  general  manager  of  the 
Manitoba  Power  Commission,  Winnipeg.  He  was  graduated 
from  the  University  of  Manitoba  in  1927.  From  1929  to 
1931  he  was  assistant  resident  engineer  on  the  construction 
of  Slave  Falls  power  house  for  the  Winnipeg  Hydro-Electric 
System.  He  joined  the  Manitoba  Power  Commission  in  1932 
as  secretary  and  assistant  to  the  manager. 

R.  F.  McAlpine,  m.e.i.c,  has  returned  to  the  Halifax  office 
of  Wm.  Stairs  Son  &  Morrow  Limited,  after  having  spent 
a  few  years  as  manager  of  the  Cape  Breton  branch  of  the 
company.  Mr.  McAlpine  joined  the  firm  as  a  sales  engineer 
upon  his  graduation  from  the  Nova  Scotia  Technical  Col- 
lege in  1928. 

John  Pringle,  m.e.i.c,  left  last  month  for  Trinidad, 
B.W.I.,  where  he  expects  to  stay  for  about  a  year  in  charge 


of  work  of  a  special  nature.  He  was  graduated  from  the 
University  of  Toronto  in  1916  and,  after  serving  in  the 
last  war  with  the  Royal  Engineers,  he  engaged  in  con- 
struction work  in  this  country  and  in  the  United  States. 
In  this  connection  he  supervised  the  erection  of  large 
apartment  houses  in  New  York  City.  In  1930,  he  became 
president  of  his  own  general  contracting  and  real  estate 
business  in  New  York  City.  Mr.  Pringle  returned  to  Canada 
last  year. 

S.  Stephenson,  m.e.i.c,  is  now  overseas  with  the  1st  Can- 
adian Pioneer  Battalion,  Royal  Canadian  Engineers.  Pre- 
vious to  his  joining  up  he  had  been  for  the  last  few  years 
connected  with  the  Whiting  Corporation  in  Toronto. 

P.  J.  Colgan,  jr.E.i.c,  has  joined  the  Royal  Canadian  Air 
Force  and  is,  at  present,  stationed  at  Toronto.  Previous  to 
enlisting  he  was  with  the  Cosmos  Imperial  Mills  at  Yar- 
mouth, N.S. 

J.  B.  Bryce,  jr.E.i.c,  has  left  the  National  Research 
Council  to  accept  a  position  in  the  hydraulic  department 
of  the  Hydro-Electric  Power  Commission  of  Ontario  at 
Toronto. 

J.  M.  A.  Crowe,  jr.E.i.c,  who  was  a  demonstrator  in 
hydraulics  in  the  department  of  mechanical  engineering  in 
the  University  of  Toronto,  is  now  located  in  Colombia, 
S.A.,  with  the  Tropical  Oil  Company. 

John  W.  Wright,  B.E.l.c,  who  was  recently  connected 
with  Defence  Industries  Limited  at  Parry  Sound,  Ont.,  is 
now  working  in  the  aircraft  division  of  the  National  Steel 
Car  Corporation  at  Malton,  Ont. 

R.  E.  Jess,  s.E.i.c,  is  now  training  as  a  pilot  with  the 
Fleet  Air  Arm  in  England.  Previous  to  enlisting  he  was  a 
student  in  engineering  at  McGill  University. 

E.  R.  Davis,  s.E.i.c,  is  now  production  manager  of  the 
Control  Apparatus  Division  of  Railway  and  Power  Engi- 
neering Corporation  Ltd.,  at  Toronto.  He  was  previously 
electrical  engineer  with  the  Dominion  Engineering  Works, 
Montreal. 

S.  D.  Levine,  s.E.i.c,  is  on  the  inspection  staff  of  the 
British  Purchasing  Commission  and  is  stationed  at  the 
Republic  Steel  Corporation  in  Buffalo,  New  York.  He  was 
graduated  from  the  University  of  Toronto  in  1939. 

Guy  Savard,  s.E.i.c,  has  joined  the  Royal  Canadian 
Dragoons  at  St.  Johns,  Que.,  as  a  lieutenant.  He  was  gradu- 
ated from  Royal  Military  College,  Kingston,  in  1937  and 
after  a  period  of  post-graduate  work  in  Paris  returned  to 
Canada  with  the  Canadian  Liquid  Air  Company  at 
Montreal. 


94 


February,  1941     THE  ENGINEERING  JOURNAL 


VISITORS  TO  HEADQUARTERS 

Captain  V.  R.  Davies,  M.E.i.c,  Royal  Military  College, 
Kingston,  Ont.,  on  December  28th. 

G.  F.  St-Jacques,  m.e.i.c,  Engineer,  Provincial  Public 
Utilities  Board,  Quebec,  on  December  28th. 

Jean  Morency,  Jr. e. i.e.,  Inspector,  Quebec  Bureau  of 
Mines,  from  Quebec  on  December  31st. 

Marcel  Papineau,  s.E.i. c,  from  Noranda,  on  December 
28th. 

Professor  H.  E.  T.  Haultain,  m.e.i.c,  University  of 
Toronto,  from  Toronto  on  January  3rd. 

Paul  Vincent,  m.e.i.c,  Secretary-Treasurer  of  the  Quebec 
Branch,  from  Quebec  on  January  6th. 

Georges  Gravel,  S.E.I.C,  and  Rosaire  Saintonge,  S.E.I.C., 
from  Sherbrooke,  Que.,  on  January  9th. 

David  Hutchison,  m.e.i.c,  Manager,  Mackenzie  River 
Transport,  Hudson  Bay  Company,  from  Edmonton,  Alta., 
on  January  16th. 

Paul  E.  Russ,  m.e.i.c,  President,  Spun  Rock  Wools 
Limited,  from  Thorold,  Ont.,  on  January  24th. 

John  C.  Oliver,  m.e.i.c,  Registrar,  Association  of  Pro- 
fessional Engineers  of  British  Columbia,  from  Vancouver, 
B.C.,  on  January  24th. 

R.  J.  Chambers,  m.e.i.c,  Mechanical  Engineer,  Gaspesia 
Sulfite  Company,  Ltd.,  from  Chandler,  Que.,  on  January 
27th. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

David  Williams  Burpee,  m.e.i.c,  died  at  Fredericton, 
N.B.,  on  November  3rd,  1939.  He  was  born  at  Sheffield, 
N.B.,  on  July  31st,  1875.  His  preliminary  education  was 
obtained  in  the  grammar  schools  and  his  technical  educa- 
tion through  correspondence  courses.  He  joined  the  Can- 
adian Society  of  Civil  Engineers  as  an  associate  member  in 
1904  and  became  a  full  member  in  1910.  He  was  a  member 
of  the  American  Engineering  Association  from  1906  to  1919. 
The  greater  part  of  his  career  was  spent  in  railroading 
which  he  started  in  1896,  becoming  chief  engineer  of  the 
E.M.M.R.  in  1914.  Following  this,  he  spent  two  years  as 
a  mining  engineer  in  Newfoundland,  returning  to  Canada 
in  1917  to  join  the  staff  of  the  New  Brunswick  Highway 
Department  as  a  district  engineer.  In  1920  he  resigned  to 
become  chief  engineer  of  the  Bangor  and  Aroostook  Railway 
but  later  returned  to  the  N.B.  Highway  Department,  where 
he  remained  until  1926.  From  that  time  until  1928  he  was 
with  the  Canada  Steamships  Ltd.,  retiring,  on  account  of 
ill  health,  to  his  home  in  Fredericton,  N.B.,  where  he  was 
able  to  do  a  limited  amount  of  work  at  his  avocation, 
cabinet  making  and  repair,  until  his  death. 

Ernest  Milton  Salter,  m.e.i.c,  died  suddenly  at  his  home 
at  Toronto  on  December  12th,  1940.  He  was  born  at  Auburn, 
N.Y.,  on  November  17th,  1889,  and  he  was  educated  at 
the  University  of  Toronto  where  he  was  graduated  in  1911 
in  civil  engineering.  Upon  graduation  he  became  engaged 
in  railway  construction  with  the  Canadian  Northern  Ontario 
Railway  at  Nipigon.  In  1914  he  joined  the  Greater  Winnipeg 
Water  District  as  a  draughtsman  and  after  a  few  months 
became  resident  engineer  on  railway  construction.  In  1915 
he  was  assistant  engineer  on  aqueduct  construction  for  the 
Greater  Winnipeg  Water  District.  In  1919  he  joined  the 
Imperial  Oil  Company  as  a  mechanical  engineer  at  Sarnia, 
Ont.,  and  later  went  to  British  Columbia  where,  for  some 
years,  he  was  general  superintendent  of  the  Imperial  Oil 
Refinery  at  loco.  He  resigned  this  post  because  of  ill  health 


in  1930  and  returned  to  Toronto,  joining  the  manufacturing 
department.  Two  years  later  he  was  appointed  safety  en- 
gineer at  the  Sarnia  refinery,  leaving  that  post  in  1938. 
Mr.  Salter  was  supervising  engineer  at  Malton  airport  near 
Toronto  from  February  to  July,  1940,  at  which  time  he 
was  made  supervising  engineer  at  St.  Catharines  airport 
which  position  he  occupied  at  the  time  of  his  death. 

Mr.  Salter  joined  the  Institute  as  a  Student  in  1911  and 
was  transferred  to  Junior  in  1912.  He  became  an  Associate 
Member  in  1916. 

Athol  Choate  Wright,  m.e.i.c,  died  at  his  home  at  Ottawa 
on  January  5th,  1941.  He  was  born  at  Hull,  Que.,  on  Septem- 
ber 2nd,  1879,  and  was  educated  at  Ottawa  Collegiate  Insti- 
tute. For  a  period  of  five  years  from  1899  he  was  engaged  in 
mining  and  surveying  in  western  Ontario  and  British  Col- 
umbia. In  1903  he  became  connected  with  the  construction 
of  the  National  Transcontinental  Railway,  first  as  an  instru- 
ment man.  He  became  resident  engineer  in  1908  and  later 
occupied  the  same  position  with  the  Canadian  Pacific  Rail- 
way until  1914.  From  1916  to  1919,  he  was  overseas  with 
the  Royal  Canadian  Engineers  and  returned  with  the  rank 
of  captain.  He  then  entered  the  Department  of  the  Interior 
at  Ottawa  as  an  assistant  hydraulic  engineer.  In  1933  he 
became  connected  with  the  National  Parks  of  Canada,  in 
the  same  department,  and  in  1935  he  was  made  superin- 
intendent  of  Jasper  National  Park.  He  returned  to  Ottawa 
in  1938  and  became  attached  to  the  Parks  Branch  of  the 
Department  of  Mines  and  Resources.  He  had  retired  from 
this  position  last  June. 

Mr.  Wright  joined  the  Institute  as  a  Student  in  1908 
and  was  transferred  to  an  Associate  Member  in  1919.  He 
became  a  Member  in  1922. 


COMING  MEETINGS 

The  Engineering  Institute  of  Canada — Fifty-fifth 
Annual  General  and  Professional  Meeting  to  be  held  at 
Hamilton,  Ont.,  on  February  6th  and  7th.  Secretary, 
L.  Austin  Wright,  2050  Mansfield  St.,  Montreal,  Quebec. 

American  Institute  of  Mechanical  Engineers — Annual 
Meeting,  New  York,  Engineering  Societies  Building  and 
Commodore  Hotel,  February  17th  to  20th.  Secretary, 
C.  E.  Davies,  29W.,  39th  St.,  New  York. 

Ontario  Good  Roads  Association — Annual  Convention, 
Royal  York  Hotel,  Toronto,  February  26th  to  27th. 
Secretary,  T.  J.  Mahony,  Court  House,  Hamilton,  Ont. 

Canadian    Institute    of    Mining    and    Metallurgy — 

Annual  Meeting,  Montreal,  March  10th  to  12th.  Secretary, 
E.  J.  Carlyle,  Drummond  Bldg.,  Montreal. 

Corporation  of  Professional  Engineers  of  the  Province 
of  Quebec — Annual  Meeting,  Montreal,  March  29th. 
Registrar,  C.  L.  Dufort,  354  Ste-Catherine  St.  East, 
Montreal. 

The  American  Ceramic  Society — 43rd  Annual  Meeting, 
Lord  Baltimore  Hotel,  Baltimore,  Md.,  March  30th  to 
April  5th. 

Electrochemical  Society — The  79th  Annual  Meeting  to 
be  held  at  the  Hotel  Cleveland,  Cleveland,  Ohio,  April  16th 
to  19th. 

American  Water  Works  Association — Annual  Conven- 
tion, Royal  York  Hotel,  Toronto.  June  22nd  to  26th. 
Secretary,  Harry  E.  Jordan,  22  E  40th  St.,  New  York. 

Canadian  Electrical  Association — 51st  Annual  Con- 
vention, Seigniory  Club,  Quebec,  June  25th  to  26th, 
Secretary,  B.  C.  Fairchild,  804  Tramways  Building, 
Montreal. 


THE  ENGINEERING  JOURNAL     February,  1941 


95 


News  of  the  Branches 


BORDER  CITIES  BRANCH 

H.  L.  Johnston,  m.e.i. c.    -    Secretary-Tieasurtr 
A.  H.  Pask,  Jr.E.i.c.    -     -     Branch  News  Editor 

The  Annual  Meeting  of  the  Border  Cities  Branch  was 
held  on  December  6th  in  the  Prince  Edward  Hotel  at 
Windsor,  and  began  with  a  dinner  at  6.30  p.m.  Following 
this  was  a  business  meeting  and  the  election  of  officers  for 
1941. 

The  chairman,  Mr.  J.  F.  Bridge,  then  gave  the  chair  to 
Mr.  T.  H.  Jenkins  who  proposed  a  toast  to  Mr.  J.  Clark 
Keith.  Mr.  Bridge  presented  Mr.  Keith  with  a  gold  e.i.c. 
pin.  Mr.  Keith  gave  a  short  speech  of  thanks  and  presented 
the  branch  with  a  bronze  plaque  of  the  e.i.c.  crest.  This  was 
received  by  Mr.  Bridge  who  replied  for  the  branch. 

Mr.  Jenkins  with  a  few  words  on  the  history  behind  the 
branch  reminded  those  present  that  this  was  the  21st 
anniversary  of  the  organization  of  the  Border  Cities  Branch. 
He  then  introduced  as  historian  Mr.  0.  Rolfson,  a  charter 
member,  to  outline  the  history  of  the  branch. 


J.  B.  Keith  presents  the  Border  Cities  Branch  with  a  replica  of 
the  Institute's  crest. 


Mr.  Rolfson  told  of  the  first  meetings  of  organization 
beginning  with  an  informal  meeting  held  in  the  office  of 
Mr.  A.  J.  Stevens  on  January  17th,  1919.  Mr.  Stevens  was 
elected  chairman.  On  January  23rd  formal  application  for 
the  establishment  of  a  branch  was  voted  and  signed  by 
20  Members  and  Associate  Members.  This  was  approved 
on  February  25th  and  the  group  authorized  to  form  a 
branch.  Final  elections  were  held  on  March  28th. 

Mr.  Rolfson  recounted  the  names  of  many  prominent  and 
widely  known  members.  He  gave  biographical  sketches  of 
several  of  these,  many  of  whom  have  passed  on. 

Following  the  talk  Mr.  Bridge  was  again  given  the  chair. 
The  meeting  adjourned  on  the  motion  of  Mr.  Jenkins 
seconded  by  Mr.  F.  J.  Pollock. 

EDMONTON  BRANCH 


B.  W.  PlTFlELD,  Jr.E.I.C.     - 
J.  F.  McDoUGALL,  M. E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


Mr.  R.  E.  Allen,  chairman  of  the  Petroleum  and  Natural 
Gas  Conservation  Board  of  Alberta,  addressed  the  Decem- 
ber meeting  of  the  Edmonton  Branch  on  the  evening  of 
December  10th.  He  was  introduced  to  the  meeting  by  Dr. 
J.  A.  Allan  of  the  Department  of  Geology  of  the  University 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


of  Alberta.  His  topic  was  Some  Aspects  of  Oil  Conser- 
vation in  Alberta. 

He  defined  conservation  as  efficient  production  to  prevent 
waste.  As  examples  of  conservation  practised  by  modern 
men  he  mentioned  forest  and  soil  conservation.  Forests  are 
essentially  a  crop  that  can  be  replaced  and  soil  can  be  remade 
and  fertility  returned.  However,  when  dealing  with  petro- 
leum we  are  dealing  with  a  material  that  cannot  be  replaced 
or  at  the  present  time  substituted.  Every  oil  field  is  a 
liquidating  asset  as  soon  as  it  is  found. 

He  mentioned  how  in  1923  many  new  fields  were  dis- 
covered in  California  and  because  of  limited  pipe  lines 
capacity  the  old  pumping  fields  were  shut  down.  The  new 
fields  were  depleted  with  horrible  waste.  By  1925  it  was 
necessary  to  once  again  produce  oil  from  the  pumping 
fields.  It  was  found  that  these  old  wells  were  in  much 
better  condition  after  their  long  rest. 

In  1929,  more  California  fields  were  discovered,  and  in 
the  light  of  previous  experience  were  operated  more  effi- 
ciently and  oil  conservation  was  started  on  a  pro-rata  basis. 
It  was  not  until  1931  that  sufficient  data  was  available  to 
show  that  conservation  meant  a  longer  life  for  a  field,  as 
well  as  a  longer  and  greater  income. 

One  of  the  principal  savings  due  to  conservation  is  a 
longer  flowing  well  which  in  turn  means  cheaper  overall 
production.  He  pointed  out  how  it  is  necessary  for  oil  wells 
to  have  sufficient  energy  in  the  form  of  gas  pressure  to  bring 
the  oil  out  of  the  producing  sand  and  to  the  surface.  Many 
wells  have  sufficient  natural  energy,  if  conservation  is  prac- 
tised, to  bring  to  the  surface  from  93  to  94  per  cent  of  the 
entire  quantity  of  oil  contained  in  the  sand,  Improper  pro- 
duction could  easily  reduce  this  to  50  or  55  percent. 

Mr.  Allen  then  dealt  with  a  five-point  programme  for 
efficient  production.  He  outlined  these  points  as  follows: 

1.  Adoption  and  use  of  the  optimum  rate  principle  by 
which  a  field  is  operated  at  a  rate  which  will  permit  the 
greatest  production  in  its  entire  life. 

2.  Reservoir  pressure  regulation.  This  is  necessary  for 
the  conservation  of  the  underground  energy. 

3.  Development  of  an  economical  drilling  programme. 

4.  Let  a  field  produce  only  what  the  market  can  absorb 
and  prevent  dumping. 

5.  Prevent  disturbing  pressures  in  the  industry  such  as 
an  unreasonable  profit  motive. 

In  speaking  of  the  Alberta  situation  he  stated  that  at 
present  the  greatest  need  is  for  the  development  of  more 
fields  because  conservation  is  easier  to  apply  when  the 
supply  is  ample. 

He  also  pointed  out  how  Alberta  oils  are  limited  in  their 
competition  with  other  oils  because  of  high  transportation 
costs.  The  eastern  limit  of  the  Alberta  market  is  Portage-la- 
Prairie.  A  reserve  of  200,000,000  barrels  would  be  necessary 
to  build  a  pipe  line  to  Winnipeg,  and  the  present  Turner 
Valley  reserve  of  85,000,000  barrels  is  far  from  sufficient. 

He  stated  that  Alberta  oils  are  also  limited  in  competition 
with  foreign  oils  because  of  high  production  costs.  Most 
of  the  drilling  equipment  comes  from  the  United  States 
and  high  duties  and  unfavourable  exchange  at  the  outset 
mean  a  60  per  cent  differential  handicap. 

At  the  close  of  the  paper  Mr.  C.  E.  Garnett  moved  a 
hearty  vote  of  thanks  to  Mr.  Allen.  Twenty-five  members 
were  present  at  the  meeting.  Chairman  E.  Nelson  presided. 


96 


February,  1941     THE  ENGINEERING  JOURNAL 


HALIFAX  BRANCH 


L.  C.  Young,  m.e.i.c. 
A.  G.  Mahon,  m.e.i.c. 


Sea  etary-Treasurer 
Branch  News  Editor 


The  Annual  Meeting  of  the  Halifax  Branch  of  the  Insti- 
tute was  held  at  the  Nova  Scotian  Hotel,  Friday  evening, 
December  20. 

Branch  Secretary  L.  C.  Young  read  retiring  Chairman 
Charles  Scrymgeour's  report  of  the  past  year's  activity, 
which  included  the  signing  of  the  co-operative  agreement 
between  the  Institute  and  the  Association  of  Professional 
Engineers  of  Nova  Scotia.  Three  meetings  were  held  during 
the  year,  at  which  guest  speakers  addressed  the  members 
of  the  branch. 

The  secretary  reported  on  the  financial  standing  at  the 
end  of  the  fiscal  year,  and  Scrutineers,  H.  W.  Mahon  and 
G.  V.  Ross,  advised  the  chairman  on  the  result  of  election 
of  new  officers  for  the  coming  year.  S.  L.  Fultz  was  elected 
chairman,  with  J.  A.  MacKay,  Dr.  A.  E.  Cameron,  Pro- 
fessor A.  E.  Flynn,  D.  G.  Dunbar  and  J.  F.  MacKenzie 
replacing  the  retiring  members  of  the  executive.  At  this 
point  in  the  meeting,  retiring  Chairman  Charles  Scrymgeour 
turned  the  chair  over  to  S.  L.  Fultz. 

There  was  considerable  discussion  as  to  the  advisability 
of  holding  the  joint  meeting  of  the  A.P.E.N.S.  and  the 
Halifax  Branch  of  the  E.I.C.  this  year.  It  was  decided, 
however,  that  this  function  would  take  place  as  in  the 
past,  with  some  curtailment  of  entertainment. 

The  main  feature  of  the  evening  was  an  address  by  Mr. 
Charles  Scrymgeour,  followed  by  moving  pictures  on  the 
subject  of  Fire  Control  in  the  Oil  Refining  Industry. 
The  address  was  exceptionally  interesting  and  outlined  the 
methods  by  which  fire  was  avoided  and  fought  in  modern 
oil  refining  plants.  The  picture  was  provided  by  the  Imperial 
Oil  Company,  and  it  well  illustrated  the  speaker's  remarks, 
showing  actual  conflagrations  and  the  operation  of  oil  fire 
fighting  equipment. 

HAMILTON  BRANCH 

A.  R.  Hannaford,  m.e.i.c.     -    Secretary-Treasurer 
W.  E.  Brown,  jï.e.i.c.        -       Branch  News  Editor 

The  annual  business  meeting  was  held  at  the  Rock  Gar- 
den Lodge  on  the  evening  of  Monday,  January  6th,  1941, 
when  63  members  and  guests  were  present.  C.  E.  Sisson 
brought  best  wishes  from  the  Toronto  branch,  for  a  success- 
ful Annual  General  Meeting  in  Hamilton  in  February  and 
promised  every  support  from  Toronto. 

The  meeting  was  presided  over  by  Alex.  Love,  the  retir- 
ing chairman.  After  a  very  enjoyable  dinner,  the  guest 
speaker,  a  gentleman  travelling  under  the  name  of  Colonel 
Beauchemin,  who  had  arrived  too  late  to  take  dinner  with 
us  owing  to  a  presumed  motor  accident,  gave  a  very  inter- 
esting talk  on  British  relations  with  the  French,  but  to- 
wards the  end  of  the  talk  it  became  evident  that  the  dis- 
guise was  hiding  none  other  than  T.  S.  Glover,  m.e.i.c. 

The  business  of  the  branch  was  now  carried  on.  W.  A.  T. 
Gilmour  was  elected  chairman,  S.  Shupe,  vice-chairman, 
A.  R.  Hannaford,  secretary-treasurer.  Executive  Commit- 
tee: H.  A.  Cooch  and  A.  C.  McNab  for  two  years  and 
T.  S.  Glover  and  C.  H.  Hutton  remain  for  one  year.  W.  E. 
Brown  is  re-elected  as  assistant  secretary  and  branch  news 
editor. 

After  the  business  was  completed  Alex.  Love  handed  the 
chair  over  to  the  new  chairman,  W.  A.  T.  Gilmour. 

A  very  hearty  vote  of  thanks  was  given  to  the  retiring 
chairman  for  the  excellent  work  carried  out  during  his  term 
of  office,  and  in  his  reply  he  thanked  the  executive  and  all 
members  for  the  support  so  willingly  given  to  him  on  all 
occasions. 

In  the  interval  between  some  very  good  musical  numbers, 
door  and  other  prizes  were  given  out  including  a  useless 
old  electric  stove  and  a  broken  down  radio.  However,  be- 
hind this  nonsense  was  a  keen  knowledge  that  our  country 


is  at  war  and  with  this  in  mind  five  partially  filled  in  War 
Savings  Certificates  were  given  as  other  prizes. 

Dr.  Burke  of  McMaster  University,  replying  to  a  special 
vote  of  thanks  from  Mr.  Love,  said  the  University  authori- 
ties were  pleased  to  give  the  Branch  facilities  for  its  meet- 
ings, which  are  of  such  great  advantage  to  the  membership. 

KINGSTON  BRANCH 

J.  B.  Baty,  m.e.i.c.    -    Secretary-Treasurer 

On  October  31st,  1940,  the  Kingston  Branch  held  its 
annual  dinner  and  business  meeting  at  the  Queen's  Students 
Union.  Eighteen  members  and  three  guests  were  present. 
The  chairman,  Major  G.  G.  M.  Carr-Harris  presided.  The 
report  of  the  secretary-treasurer  was  presented  and  ac- 
cepted. 

The  following  officers  were  elected:  chairman,  T.  A. 
McGinnis;  vice-chairman,  P.  Roy;  secretary-treasurer, 
J.  B.  Baty;  executive:  V.  R.  Davies,  K.  H.  McKibbin, 
K.  M.  Winslow,  A.  H.  Munro;  ex-officio:  G.  G.  M.  Carr- 
Harris. 

The  general  business  and  policy  of  the  branch  was  dis- 
cussed. 

Major  H.  H.  Lawson  paid  fitting  tribute  to  the  memory 
of  the  late  Professor  W.  P.  Wilgar,  pointing  out  the  import- 
ant role  he  had  filled  in  the  activities  of  Queen's  University 
and  of  the  Institute,  and  recalling  that  he  had  served  as 
the  first  secretary  of  the  Kingston  Branch  of  the  Institute. 

Mr.  Louis  Trudel,  assistant  to  the  general  secretary,  from 
Headquarters,  reported  upon  the  war  activity  of  the  Insti- 
tute, and  described  the  work  of  the  employment  bureau 
and  its  close  contact  with  both  industry  and  the  depart- 
ments of  the  government.  He  called  special  attention  to  the 
affiliation  of  The  Engineering  Institute  of  Canada  with  the 
Engineers'  Council  for  Professional  Development,  and  re- 
ported upon  the  good  health  and  increased  membership  of 
the  Institute. 

Major  G.  G.  M.  Carr-Harris,  mechanical  engineer,  Royal 
Canadian  Ordnance  Corps,  delivered  an  interesting  address 
on  Some  Fundamental  Engineering  Principles  as 
Applied  to  Mechanization.  This  was  published  in  the 
December,  1940,  issue  of  the  Journal. 

LAKEHEAD  BRANCH 

H.  M.  Olsson,  m.e.i.c.    -     Secretary-Treasurer 
W.  C.  Byers,  Jr. e.i.c.    -     Branch  News  Editor 

The  executive  of  the  Lakehead  Branch  welcomed  Mr. 
L.  Austin  Wright,  general  secretary,  and  Mr.  J.  A.  Vance, 
a  councillor  of  the  Institute,  on  December  10th,  at  a 
luncheon  held  at  the  Royal  Edward  Hotel  in  Fort  William. 
They  were  later  escorted  through  the  Canadian  Car  & 
Foundry  Company  plant  and  shown  several  points  of  in- 
terest at  the  Lakehead  in  company  of  the  chairman,  Mr. 
H.  J.  O'Leary. 

A  general  dinner  meeting  was  held  at  6.30  p.m.,  at  the 
Shuniah  Club,  in  Port  Arthur,  and  35  members  and  guests 
were  present. 

The  chairman  called  on  Mr.  J.  A.  Vance,  who  described 
the  work  of  the  Papers  Committee  and  urged  more  exchange 
of  speakers  between  the  various  branches,  thus  creating 
more  interest  at  the  meetings. 

Mr.  Wright  was  then  called  on  to  speak,  and  told  of  the 
contribution  being  made  by  engineers  throughout  Canada 
toward  the  prosecution  of  the  war  and  expressed  the  desire 
of  the  Institute  members  to  extend  their  knowledge  and 
skill  in  the  present  conflict.  He  stated  that  there  are  now 
over  5,100  members  in  Canada  and  abroad,  and  that  the 
Institute  can  boast  of  a  credit  balance  in  the  bank.  Mr. 
Wright  also  told  of  the  large  number  of  important  war 
posts  that  are  held  by  members  of  the  Institute.  He  told 
of  the  work  being  done  to  improve  the  status  of  the  en- 
gineers. 


THE  ENGINEERING  JOURNAL     February,  1941 


97 


Mr.  R.  B.  Chandler  tendered  a  vote  of  thanks  to  the 
speakers  and  Mr.  P.  E.  Doncaster  and  Mr.  J.  Antonisen 
expressed  their  appreciation. 

LETHBRIDGE  BRANCH 


E.  A.  Lawrence,  s.e.i.c. 
A.  J.  Branch,  m.e.i.c.    - 


Secretary-Ti  easurer 
Branch  News  Editor 


The  Lethbridge  Branch  of  the  Engineering  Institute  of 
Canada  held  its  regular  meeting  on  Wednesday  evening, 
Nov.  6th,  1940,  at  the  Marquis  Hotel  with  W.  Meldrum 
presiding.  Routine  business  was  first  attended  to,  then 
members  and  visitors  assembled  to  listen  to  the  address 
of  the  evening.  Among  the  visitors  were  A.  D.  McLean, 
Superintendent  of  Air-Ways,  Civil  Aviation  Div.,  Dept. 
of  Transport  and  Flight-Lieut.  J.  F.  Grant,  Assistant  to 
Air  Commodore  Cowley. 

Mr.  Knutson  introduced  the  speaker,  Ewan  D.  Boyd, 
Officer  in  charge  of  the  Air  Traffic  Control  Tower  at  Kenyon 
Field,  who  spoke  on  Air  Traffic  Control. 

At  the  close  of  his  address  Mr.  Boyd,  assisted  by  Mr. 
Paul  Doyle  of  the  Air  Traffic  Control  Staff,  showed  on  a 
screen  a  large  number  of  pictures  of  various  airports  of  the 
North  American  Continent:  New  York,  Toronto,  Winnipeg, 
Chicago,  Detroit  and  Lethbridge. 

The  number  of  questions  asked  of  the  speaker,  after  the 
address,  was  a  good  indication  of  the  widespread  interest 
in  flying  and  all  things  connected  therewith. 

G.  S.  Brown  had  the  support  of  the  entire  meeting  in 
moving  that  a  vote  of  thanks  be  accorded  Mr.  Boyd. 

The  meeting  closed  with  the  singing  of  the  national 
anthem,  after  which  refreshments  were  served  by  the  staff 
of  the  Marquis  Hotel. 

On  Wednesday  evening,  December  18th,  1940,  the  Leth- 
bridge Branch  of  the  Institute  held  its  regular  meeting  in 
the  Marquis  Hotel. 

In  conformity  with  custom  this  was  Ladies'  Night  and 
a  suitable  programme  had  been  arranged. 

In  the  unavoidable  absence  through  sickness  of  the 
chairman  of  the  branch,  W.  Meldrum,  the  meeting  was 
presided  over  by  J.  M.  Campbell.  Following  the  singing  of 
"0  Canada,"  about  40  members  and  guests  sat  down  to  an 
excellent  dinner,  which  was  further  enhanced  by  the  music 
of  Mr.  Geo.  Brown  and  his  orchestra.  Following  the  dinner 
the  meeting  was  entertained  by  Mrs.  Cull's  group  of  young 
ladies  in  a  delightful  rendering  of  Christmas  carols  and 
popular  songs.  Lethbridge  may  well  be  proud  of  Mrs.  Cull 
and  her  young  ladies,  who  have  done  such  splendid  work 
in  a  good  cause  over  a  period  of  years.  The  Chairman  con- 
veyed to  them  the  thanks  and  appreciation  of  the  Leth- 
bridge Branch  as  they  prepared  to  leave. 

After  a  short  period  of  Community  Singing  led  by  Mr. 
R.  S.  Lawrence,  and  in  which  all  joined,  Mr.  Chas.  Daniel 
obliged  with  three  songs  which  were  much  enjoyed. 

The  Chairman  tendered  the  thanks  of  the  Lethbridge 
Branch  to  Mr.  Geo.  Brown  and  his  orchestra,  and  to  Mr. 
Daniel  for  their  contribution  to  the  entertainment  of  the 
meeting.  He  then  proceeded  to  give  the  meeting  a  resume 
of  the  proceedings  of  the  joint  meeting  of  members  of  the 
Association  of  Professional  Engineers  of  Alberta  and  mem- 
bers of  the  Engineering  Institute  of  Canada,  held  in  Calgary 
on  Saturday,  Dec.  14th,  1940,  for  the  signing  of  the  co- 
operative agreement. 

The  chairman  then  called  on  J.  T.  Watson  to  introduce 
the  speaker  for  the  evening,  J.  G.  Maxwell,  traffic  repre- 
sentative, Trans-Canada  Air  Lines.  In  introducing  the 
speaker  Mr.  Watson  paid  tribute  to  Geo.  Wakeman,  general 
traffic  manager,  Trans-Canada  Air  Lines,  Winnipeg,  who 
had  so  kindly  provided  the  films  and  equipment,  and  had 
arranged  for  a  representative  to  come  from  Calgary  to 
display  them. 

Mr.  Maxwell  stated  that  Lethbridge,  one  of  the  first 
stations  on  the  T.C.A.  system,  was  a  good  business  point 
for  the  T.C.A.  To  give  an  idea  of  the  volume  of  business 


handled  by  T.C.A.  he  stated  that  it  carries  an  average 
of  90,000  lb.  of  mail  per  month,  and  has  a  load  average  of 
70  per  cent.  Growth  has  been  phenomenal  and  extensions 
of  the  service  only  await  delivery  of  new  planes  which  are 
expected  in  the  next  few  months. 

In  a  brief  explanation  of  the  motion  pictures  to  be  shown 
the  speaker  said  that  one  entitled  "African  Skyways"  was 
released  by  British  Overseas  Airways,  which  despite  the 
war  was  still  maintaining  its  service  to  and  across  Africa; 
and  that  the  other  entitled  "The  Swift  Family  Robinson" 
was  released  by  Trans-Canada  Air  Lines  and  was  being 
shown  for  the  first  time  in  western  Canada,  both  pictures 
being  complete  with  'sound.' 

"African  Skyways"  began  with  scenes  of  jungle  life — 
elephants,  giraffes,  alligators,  wart-hogs,  hippopotami,  and 
others,  while  from  the  'sound'  equipment  came  the  chant- 
ing of  natives,  then  followed  scenes  showing  giant  aircarft 
at  various  stages  of  flight  across  Africa  from  Alexandria  to 
Cape  Town;  threshing  with  oxen,  lifting  water  by  hand  for 
irrigation  along  the  Nile,  gold  and  diamond  mines  and 
native  dances  at  Kimberley,  how  mail  is  delivered  and  col- 
lected at  the  "far  flung  outposts  of  Empire";  places  which 
formerly  could  only  be  reached  after  arduous  travel  for 
several  weeks  by  sea  and  land,  now  being  reached  by  air 
travel  in  a  few  hours.  The  whole  picture  was  filled  with 
interesting  glimpses  of  Africa  and  air  travel  across  its  vast 
distances. 

"The  Swift  Family  Robinson"  was  a  motion  picture  in 
colour  depicting  the  flight  by  air  of  the  Robinson  family 
from  Montreal  to  Vancouver.  It  showed  many  of  the  in- 
teresting features  of  such  a  trip  as  it  followed  the  progress 
of  the  Robinsons  across  Canada,  and  gave  those  present 
a  better  conception  of  Canada's  great  accomplishment, 
"Trans-Canada  Air  Lines." 

Mr.  Maxwell  then  expressed  his  willingness  to  answer 
questions,  and  the  general  interest  in  airways  and  flying 
was  evident  in  the  number  of  questions  asked,  all  of  which 
were  ably  dealt  with  by  Mr.  Maxwell. 

A  vote  of  thanks  to  Mr.  Maxwell  and  Trans-Canada 
Air  Lines  was  moved  by  C.  S.  Clendening,  and  heartily 
endorsed  by  all  present. 

LONDON  BRANCH 


Harry  G.  Stead,  Jr. e. i.e.  - 
John  R.  Rostron,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  regular  meeting  of  the  London  Branch  was  held  in 
the  Board  Room  of  the  Public  Utilities  Commission,  on 
Thursday  evening,  December  12th.  The  special  speaker  was 
Professor  Robt.  F.  Legget,  assistant  professor  of  civil  en- 
gineering at  the  University  of  Toronto,  who  chose  as  his 
subject,  Engineering  in  the  MacKenzie  River  Basin. 

The  speaker  first  described  the  geography  of  the  area, 
which  indicated  that  the  MacKenzie  River  is  one  of  the 
eight  major  river  systems  of  the  world,  second  only  in  size, 
in  North  America,  to  the  Mississippi.  Its  catchment  area  is 
about  682,000  sq.  mi.,  as  compared  with  the  St.  Lawrence 
basin  of  498,000  sq.  mi.  From  its  source  to  its  several  mouths 
in  the  Arctic  Ocean,  the  MacKenzie  River  is  2,525  mi.  long. 
Great  Slave  Lake,  which  is  the  largest  fresh  water  area  in 
the  region,  has  a  surface  of  12,000  sq.  mi.  It  is  the  fourth 
largest  great  lake  of  the  North  American  continent. 

Since  the  coming  of  the  aeroplane  in  1921,  this  region 
has  opened  up  to  the  prospector,  where  formerly  its  ac- 
tivities were  confined  to  the  trapper  and  the  Hudson  Bay 
posts.  To-day,  industry  has  developed  a  salt  well  with 
processing  plant,  two  water-power  plants,  five  gold  mines, 
an  oil  refinery,  and  the  mine  on  Great  Bear  Lake,  now  not 
operating,  from  which  radium  was  obtained. 

Professor  Legget  described  the  engineering  features  of 
these  several  activities,  and  especially  referred  to  the  diffi- 
culties in  transportation  from  the  commercial  centre  at 
Edmonton  to  the  operations  of  these  several  industries. 


98 


February,  1941     THE  ENGINEERING  JOURNAL 


His  address  was  illustrated  with  lantern  slides,  and  the 
speaker  was  thanked  by  Chairman  H.  F.  Bennett  for  his 
kindness  in  coming  to  London,  and  for  the  very  excellent 
and  informative  address  which  he  had  given. 

Many  of  the  23  members  and  guests  present  took  part 
in  the  discussion,  and  Professor  Legget  added  much  to  his 
address  by  his  informative  answers. 

OTTAWA  BRANCH 


PETERBOROUGH  BRANCH 


A.  L.  MALBY,  Jr.E.I.C. 

E.  Whiteley,  s.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


R.  K.  Odell,  m.e.i.c. 


Secretary-Treasurer 


An  illustrated  address  on  the  Development  of  Mechani- 
cal Transport  was  presented  at  the  noon  luncheon  of  the 
branch  on  December  19,  1940.  Major  M.  M.  Evans,  Tech- 
nical Staff  Officer,  Directorate  of  Ordnance  Services, 
Department  of  National  Defence,  Ottawa,  was  the  speaker. 

The  automotive  industry  has  been  of  tremendous  help 
in  solving  the  problems  of  design  and  production  of  mechan- 
ized units  for  the  Canadian  forces  and  for  shipment  over- 
seas, stated  Major  Evans.  Among  other  things  they  have 
made  available  their  personnel  for  this  service  almost  to 
the  point  of  crippling  themselves.  From  this  personnel  has 
been  drawn  many  of  the  present  technical  staff  of  the 
Department  of  National  Defence  that  has  to  deal  with 
mechanization. 

The  work  for  the  staff  has  been  very  heavy,  particularly 
at  first,  with  twelve-hour  days  the  rule  and  Sunday  also 
being  utilized.  However,  within  a  year  after  war  was  de- 
clared, many  thousands  of  vehicles  manufactured  in  Can- 
adian plants  have  been  shipped  overseas  and  many  more 
used  in  Canada  for  training  and  other  purposes. 

In  the  first  Great  War,  stated  the  speaker,  there  were  no 
specialized  vehicles  for  military  purposes,  and  the  com- 
mercial trucks  used  were  not  entirely  satisfactory.  So  great 
was  the  need  felt  for  special  and  more  rugged  types  of 
vehicles  that  the  British  War  Office,  in  common  with  other 
countries,  started  in  to  develop  specialized  military  units, 
using  the  experiences  of  the  war  as  a  guide.  In  the  mean- 
time, however,  commercial  vehicles  themselves  rapidly  im- 
proved to  such  an  extent  that  the  War  Office  felt  they 
could  forgo  their  own  investigations  and  use  trucks  and 
other  vehicles  right  out  of  the  factory.  Then  in  the  early 
30's  they  adopted  the  practice  of  specially  designing  the 
vehicles  again  but  employing  as  many  commercial  parts 
as  possible. 

The  speaker,  by  the  use  of  slides,  illustrated  the  various 
types  of  vehicle  equipment  required,  including  equipment 
for  the  carrying  of  personnel,  headquarters  staff  officers, 
wireless  apparatus,  machine  gun  units,  anti-tank  guns,  and 
for  hauling  heavy  artillery.  In  general  much  of  the  equip- 
ment has  to  have  front  wheel  drive  to  obtain  added  trac- 
tion, a  short  wheel  base,  large  tires  to  give  flotation  over 
soft  ground,  high  clearance  for  rough  ground,  and  every 
facility  for  easy  manoeuverability.  They  should  be  able 
to  operate  in  any  climate  and  maintenance  problems  should 
be  reduced  to  a  minimum. 

In  the  manufacture  of  vehicles  for  the  present  war, 
special  attention  has  been  paid  to  the  matter  of  standard- 
ization. The  importance  of  this  feature  was  stressed  by  the 
speaker,  the  idea  being  that  the  easy  interchangeability  of 
parts  makes  for  rapid  replacements  or  repairs  whether  in 
this  country  or  overseas. 

Although  many  hurdles  have  had  to  be  surmounted  in 
carrying  out  the  programme  set  down,  stated  Major  Evans, 
progress  has  been  good  and,  incidentally,  costs  have  been 
kept  below  what  would  have  been  required  for  purely  com- 
mercial vehicles  had  they  been  used  for  the  purpose.  Pro- 
duction is  now  going  on  in  full  swing  with  many  orders 
being  turned  out  for  the  British  Government  as  well. 

W.  H.  Munro,  chairman  of  the  Ottawa  Branch  of  the 
Institute,  presided. 


For  twenty  years,  the  Annual  Dinner  has  marked  an 
anniversary  of  the  founding  of  Peterborough  Branch  of  the 
E.I.C.  Each  year  has  added  to  the  tradition  of  the  event 
until,  like  most  birthday  celebrations,  it  is  now  something 
to  look  forward  to,  and  to  remember. 

This  year  was  no  exception.  Some  85  members  and  guests 
met  at  the  Kawartha  Golf  and  Country  Club  for  the  dinner 
on  November  20th. 

Dr.  Thomas  H.  Hogg,  president  of  the  Institute,  was 
introduced  to  the  meeting  by  Mr.  G.  R.  Langley.  Peter- 
borough Branch  has  been  consistently  fortunate  in  having 
the  president  at  their  annual  dinner.  Dr.  Hogg  outlined 
some  of  the  present  activities  of  the  E.I.C.  as  a  national 
organization.  He  mentioned  the  recent  election  of  the  E.I.C. 
to  membership  in  the  Engineer's  Council  for  Professional 
Development,  an  important  event  in  the  life  of  the  Institute. 
Progress  was  reported  in  the  work  of  associating  the  E.I.C. 
and  various  provincial  Associations  of  Professional  Engi- 
neers, particularly  in  Nova  Scotia,  New  Brunswick  and 
Manitoba. 


Annual  Dinner  of  the  Peterborough  Branch. 

These  talks  by  the  president  are  very  helpful  in  bringing 
to  each  member  a  realization  that  the  Institute  is  a  national 
organization  with  activities  beyond  those  of  the  local 
branches. 

Mr.  De  Gaspé  Beaubien,  treasurer  of  the  Institute,  and 
joint  chairman  of  the  National  War  Savings  Committee 
then  addressed  the  gathering,  in  the  latter  capacity,  on 
the  economic  aspects  of  the  present  war  savings  scheme. 
A  brief  summary  follows. 

There  are  very  good  reasons  why  the  government  issued 
War  Savings  Certificates  as  well  as  War  Loan  Bonds.  The 
one  appeals  to  classes  that  cannot  be  reached  by  the  other. 
Also,  the  certificate  appeals  to  savings  in  progress,  the  bond 
appeals  to  existing  savings.  They  supplement  each  other. 

And  there  are  broader  economic  reasons  for  the  War 
Savings  Certificate.  In  normal  times  the  financial  and 
economic  equilibrium  of  the  country  is  regulated  by  supply 
and  demand;  e.g.,  over  production  leads  to  lower  prices 
and  a  slackening  of  production  or  increase  in  consumption 
which  restores  the  balance.  The  war  introduces  abnormal 
factors.  Quantities  of  new  products  are  required  and  new 
industries  spring  up.  The  country's  wages  are  increased  by 
some  $900,000,000  per  year.  At  the  same  time  old  industries 
have  part  of  their  productive  capacity  diverted  to  war  work; 
there  are  no  more  goods  than  normal  to  be  bought,  in  some 
cases  less.  If  people  with  enhanced  purchasing  power  com- 
pete to  buy  these  goods  an  increase  in  prices  would  be  in- 


THE  ENGINEERING  JOURNAL    February,  1941 


99 


evitable  and  the  vicious  spiral  of  rising  wages  and  rising 
prices  means  inflation.  This  could  easily  paralyze  industry, 
disrupt  our  capital  structure,  and  lead  to  labour  trouble, 
all  of  which  must  be  avoided  at  a  time  when  our  factories 
must  supply  equipment  that  is  as  vital  for  victory  as  fight- 
ing men. 

The  War  Savings  Certificate  was  designed  to  curtail  in- 
flation by  diverting  present  excess  purchasing  power.  This 
can  be  done  by  taxation  to  a  limited  extent,  but  in  a  free 
country  such  as  this  one,  the  restraint  in  handling  excess 
purchasing  power  is  preferably  voluntary. 

The  National  Committee  supplies  leadership,  but  actual 
selling  and  boosting  of  sales  is  done  by  local  committees. 
Some  1,500  of  these  have  been  set  up  and  are  doing  splendid 
work.  All  of  this  work,  with  the  exception  of  a  few  full  time 
workers  at  the  Bank  of  Canada,  is  voluntary. 

Peterborough  Branch  is  indebted  to  Mr.  Beaubien  for 
an  inspiring  insight  into  this  phase  of  our  national  war 
effort.  Economics  can  be  dry,  but  Mr.  Beaubien  made  this 
issue  a  living  one  for  his  hearers,  very  interesting  and 
stimulating. 

There  have  been  many  annual  dinners,  all  similar,  yet 
each  different.  We  will  remember  this  20th  dinner  for  its 
association  with  Dr.  Hogg  and  Mr.  Beaubien,  and  for  its 
minor  but  no  less  pleasant  features — the  stirring  songs  of 
Mr.  Frank  Oldfield,  the  reminiscing  of  Mr.  C.  E.  Sisson, 
the  stories  of  Mr.  A.  L.  Killaly,  and  the  notable  introduction 
of  Mr.  Beaubien  in  both  English  and  French  by  Mr.  J.  M. 
Mercier. 

"There  be  of  them  that  have  left  a  name  behind  them. . .  " 

Those  of  us  who  live  in  city  or  district  where  street  and 
place  names  are  those  of  persons  must  have  wondered  about 
the  people  who  are  thus  remembered.  We  wonder,  but  not 
often  can  we  learn  much  about  them. 

Just  such  an  unusual  opportunity  was  given  to  the  mem- 
bers of  Peterborough  Branch  at  their  meeting,  December  5, 
1940.  One  of  our  members,  Mr.  J.  W.  Pierce,  O.L.S.,  D.L.S., 
M.L.S.,  has  spent  many  years  as  Land  Surveyor  in  Peter- 
borough and  the  surrounding  districts.  In  the  course  of  his 
work  he  has  fallen  heir  to  notes  and  papers  of  the  early 
surveyors  of  these  parts  and  has  made  an  interesting  hobby 
of  collecting  them.  With  some  of  these  old  notes,  letters, 
and  maps  as  illustrations,  Mr.  Pierce  addressed  the  branch 
on  Early  Surveys  and  Land  Surveyors  in  Peterborough. 
It  was  a  colourful  story  that  everyone  enjoyed  a  great  deal. 
Though  it  cannot  be  reproduced  as  told,  and  it  loses  much 
if  a  reader  is  not  familiar  with  the  local  background  in  it, 
a  brief  summary  follows  for  the  benefit  of  the  historically 
minded  among  readers  of  the  Journal. 

Surveys  were  begun  in  Ontario  in  1783. 

The  townships  of  Monaghan  and  Smith  were  surveyed 
in  1817  and  1818  by  S.  S.  Wilmot. 

The  town  plot  of  Peterborough  was  laid  out  by  Richard 
Birdsall  in  1825.  As  happened  in  many  Canadian  cities, 
some  streets  followed  the  Indian  portage  trail,  the  rest 
were  oriented  to  township  lines. 

John  Houston  came  next,  a  colourful  figure,  born  in 
Ireland,  1790,  and  commissioned  a  land  surveyor  in  1820. 
He  served  as  local  supervisor  in  the  settlement  of  Peter- 
borough district  by  Irish  immigrants  from  1825  on.  He 
was  a  natural  leader  and  besides  being  a  surveyor  was  also 
justice  of  the  peace,  coroner,  and  later  a  major  in  the  local 
militia.  He  surveyed  the  townships  of  Verulon  and  Methuen, 
and  completed  the  survey  of  Peterborough  in  1833-34. 

John  Reid,  born  1807  in  Ireland,  came  to  Canada  in  1822 
and  became  a  surveyor  in  1837.  He  and  his  friend,  Hon.  T.  A. 
Stewart,  gave  us  our  Reid  street  and  Stewart  street.  As  a 
surveyor,  John  Reid  is  remembered  for  his  location  of  the 
north  boundary  of  Peterborough  in  1845  and  the  Burleigh 
road  1855. 

G.  A.  Stewart  and  Sandford  Fleming  were  apprenticed  to 
John  Reid  in  his  survey  practice.  The  former  moved  to 
Port  Hope  and  finally  became  first  superintendent  of  Banff 
National  Park. 


Sandford  Fleming  is  well  known  as  the  engineer  who  gave 
us  Standard  Time.  Mr.  Pierce  showed  the  meeting  a  repro- 
duction of  a  map  of  Peterborough  which  Sandford  Fleming 
engraved  and  printed  during  one  of  his  winters  as  an 
apprentice.  It  was  a  remarkable  piece  of  draughtsmanship. 

Theodore  and  Mutius  Clementi  (whose  father,  Muzie 
Clementi,  invented  the  pianoforte)  were  also  among  the 
apprentices  with  John  Reid.  They  built  the  first  of  the  now 
numerous  summer  cottages  on  beautiful  Stony  Lake. 

J.  W.  Fitzgerald  (born  1828)  became  a  land  surveyor  in 
1857  and  came  to  Peterborough  then.  He  did  considerable 
work  on  the  subdivision  of  townships  around  the  city. 

The  records  show  among  these  early  surveyors  also  J.  W. 
Junior,  T.  Hewson  (born  1846,  P.L.S.  1866,  died  1898)  and 
A.  J.  Cameron  (born  1864,  P.L.S.  1889,  died  1912). 

No  history  of  Peterborough  would  be  complete  without 
a  mention  of  its  famous  lift  lock.  This  was  first  suggested 
by  a  local  man,  Richard  Birdsall  Rogers  (born  1857,  P.L.S. 
1879),  also  one  of  the  early  surveyors  of  the  district. 

During  the  discussion  which  followed  Mr.  Pierce's  talk, 
our  dependence  on  the  landmarks  left  by  these  early  sur- 
veyors was  brought  out,  and  incidentally,  a  project  first 
sponsored  by  Mr.  Pierce  was  mentioned — that  of  locating 
as  far  as  possible  the  original  marks  of  these  early  surveys 
and  replacing  the  fast  disappearing  stones  and  trees  on 
which  these  marks  were  made  by  more  permanent  concrete 
posts.  The  Ontario  government  had  undertaken  this  worth- 
while task,  but  lately  had  allowed  it  to  lapse. 

SAINT  JOHN  BRANCH 

V.  S.  Chesndt     -    Secretary-Treasurer 

G.  L.  Dickson,  from  Moncton,  was  elected  president  of 
the  Association  of  Professional  Engineers  of  the  Province 
of  New  Brunswick  at  the  annual  meeting,  held  January  14th 
at  the  Admiral  Beatty  Hotel,  preceding  the  annual  joint 
dinner  of  the  association  and  the  Saint  John  Branch  of 
The  Engineering  Institute  of  Canada.  Mr.  Dickson  succeeds 
G.  A.  Vandervoort  of  Saint  John  as  president. 

Also  elected  to  office  were  A.  A.  Turnbull,  Saint  John, 
as  vice-president,  and  C.  C.  Kirby,  Saint  John,  secretary- 
treasurer,  while  the  following  new  councillors  were  elected: 
W.  L.  Lawson,  Fredericton;  A.  R.  Bennett,  Moncton.  Four 
councillors  who  still  have  another  year  to  serve  are  V.  C. 
Blackett,  Moncton;  R.  K.  Wills,  Chatham;  James  T.  Turn- 
bull,  Saint  John,  and  Mr.  Kirby. 

J.  P.  Mooney,  chairman  of  the  Saint  John  branch  of  the 
Institute,  presided  over  the  dinner.  The  guest  speaker  was 
J.  A.  McCrory,  vice-president  and  chief  engineer  of  the 
Shawinigan  Engineering  Company,  whose  subject  was 
The  La  Tuque  Development  in  Quebec. 

Mr.  McCrory  gave  an  illustrated  address  on  the  hydro 
development  project  carried  out  on  the  St.  Maurice  river, 
a  scheme  which  has  taken  on  huge  proportions  in  the  last 
two  years.  A  four-unit  plant  is  now  in  operation  each  at 
50,000  hp.  he  said.  Three  had  been  in  service  continually 
since  the  plant  was  opened  January  1st. 

The  fourth  unit  was  operating  at  capacity  much  of  the 
time,  as  well.  By  the  use  of  slides  he  traced  the  construction 
work  from  its  start  in  1938.  The  dam  is  1,337  ft.  long  and 
100  ft.  high.  With  completion  of  the  construction  con- 
tracts the  entire  facilities  are  now  in  the  hands  of  the 
operators. 

About  40  years  ago,  said  Mr.  McCrory,  the  first  develop- 
ment in  this  area  was  carried  out  with  a  delivery  of  about 
2,000  hp.  to  Montreal.  With  a  view  to  bringing  about  the 
latest  development  a  study  was  made  of  its  possibilities 
in  1927. 

The  speaker  dealt  extensively  with  the  entire  project 
and  outlined  the  progress  being  made  in  La  Tuque's  con- 
tribution to  wartime  industrial  needs  as  a  result  of  the 
last  two  years'  construction  programme. 


100 


February,  1941     THE  ENGINEERING  JOURNAL 


SASKATCHEWAN  BRANCH 


Stewart  Young,  m.e.i.c. 


Acting  Secretary-Treasurer 


A  joint  meeting  of  the  Saskatchewan  Branch  of  the 
Institute  and  the  Saskatchewan  Association  of  Professional 
Engineers  was  held  in  the  Kitchener  Hotel,  Regina,  on 
Friday,  December  20,  1940,  with  44  members  and  guests 
in  attendance.  The  speaker  of  the  evening,  G.  T.  Chillcott, 
District  Airways  Engineer,  Department  of  Transport,  gave 
a  comprehensive  picture  of  the  advance  made  during  the 
past  year  in  Airport  Construction  in  Saskatchewan. 
A  hearty  vote  of  thanks  was  tendered  the  speaker  on 
motion  of  H.  R.  MacKenzie.  P.  C.  Perry,  Branch  Chair- 
man, was  in  charge  of  the  meeting. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  Jr.E.i.c. 

N.  C.  COWIE,  Jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  Sault  Ste.  Marie  Branch  of  the  Institute  held  its 
annual  meeting  on  Friday,  December  20th,  in  the  Grill 
room  of  the  Windsor  Hotel.  Twenty  members  and  guests 
sat  down  to  an  appetizing  turkey  dinner  at  7.30  p.m. 

The  business  portion  of  the  meeting  began  at  8.15  p.m. 
The  minutes  of  the  previous  meeting  were  read  and  adopted 
on  motion  of  A.  M.  Wilson  and  A.  E.  Pickering. 

The  secretary's  report  was  then  read  and  adopted  on 
motion  of  L.  R.  Brown  and  A.  E.  Pickering.  W.  M.  Reynolds 
then  brought  in  the  report  of  the  Nominating  and  Scruti- 
neers Committee  on  the  results  of  the  election.  The  following 
were  elected  to  office:  E.  M.  MacQuarrie,  chairman;  L.  R. 
Brown,  vice-chairman;  0.  A.  Evans,  secretary-treasurer; 
N.  C.  Cowie,  resident  executive;  C.  R.  Murdock,  of  Kapus- 
kasing,  non-resident  executive.  The  chairmen  of  the  various 
committees  then  brought  in  their  reports.  L.  R.  Brown  and 
A.  M.  Wilson  moved  that  W.  M.  Reynolds  and  N.  C. 
Cowie  be  appointed  auditors  for  the  year  1941.  F.  Small- 
wood  and  N.  C.  Cowie  moved  that  the  secretary's  honor- 
arium be  paid. 

The  society  was  then  favoured  by  a  short  address  by 
Judge  MacDonald  who  left  a  few  thoughts  with  members. 

The  chairman  then  thanked  the  members  for  their 
co-operation  during  the  year.  C.  Stenbol  moved  that  the 
meeting  be  adjourned. 

VANCOUVER  BRANCH 


T.  V.  Berry,  m.e.i.c.  -     ■ 
Archie  Peebles,  m.e.i.c- 


Secretary-Treasurer 
Branch  News  Editor 


On  the  occasion  of  the  visit  to  Vancouver  of  Dr.  Thomas 
H.  Hogg,  president  of  the  Institute,  the  branch  held  a 
dinner  meeting  at  the  Georgia  Hotel  on  Monday,  December 
16th.  Forty-two  members  and  guests  attended,  and  bid 
welcome  to  Dr.  Hogg  and  his  party.  Dean  J.  N.  Finlayson, 
branch  chairman,  presided,  and  others  at  the  head  table 
included  Dr.  O.  O.  Lefebvre,  Institute  past  president;  J.  A. 
Vance,  chairman  of  Papers  Committee;  C.  K.  McLeod, 
councillor  of  the  Institute  and  past  chairman  of  the  Montreal 
branch;  L.  Austin  Wright,  general  secretary;  Dr.  E.  A. 
Cleveland  and  Major  G.  A.  Walkem,  past  presidents  of 
the  Institute. 

In  a  brief  address,  Dr.  Hogg  outlined  the  progress  of 
negotiations  towards  the  affiliation  of  the  Engineering 
Institute  of  Canada  with  the  various  provincial  Associations 
of  Professional  Engineers.  An  agreement  has  recently  been 
concluded  with  the  Alberta  Association,  which  is  the  third 
province  now  having  common  membership  arrangements 
with  the  Institute. 

In  the  opinion  of  the  speaker,  Canada  will  probably  re- 
ceive a  large  influx  of  population  from  those  countries  of 
Europe  which  are  now  being  subjected  to  the  destructive 
agencies  of  war,  and  which  will  not  be  able  to  support  their 
own  people  after  the  war  is  finished.  People  from  countries 
which,  through  no  desire  of  their  own,  have  been  over-run 
in  the  course  of  the  war,  will  be  anxious  to  get  away  from 


the  scene  of  such  destruction  and  the  hardships  which  it 
will  bring,  and  many  of  them  will  look  towards  Canada 
as  a  country  offering  them  the  opportunity  to  build  a  new 
home  and  enjoy  it  in  peace.  These  people  will  bring  with 
them  industrial  and  agricultural  skill,  and  perhaps  capital, 
and  will  take  part  in  a  period  of  expansion  in  Canada,  such 
as  always  takes  place  with  an  increase  of  population.  While 
the  future  cannot  be  predicted  beyond  a  certain  period,  if 
this  post-war  growth  is  based  on  sound  principles,  there  is 
no  reason  why  it  should  not  continue  for  a  long  time. 

The  engineering  profession  will  share  in  this  rehabilita- 
tion, and  will  also  have  to  do  its  part  in  the  reconstruction 
of  those  countries  which  are  in  the  actual  theatre  of  conflict. 

Other  members  of  the  visiting  party  also  spoke  briefly. 

Dr.  Lefebvre  recalled  his  previous  visits  to  Vancouver 
with  obvious  pleasure,  and  pointed  out  that  since  his  term 
of  office  as  president  of  the  Institute  it  had  become  a  custom 
for  that  officer  to  visit  the  western  branches.  He  also  gave 
further  information  on  the  relations  between  the  Institute 
and  the  provincial  associations.  He  did  not  see  any  pertinent 
difficulties  in  the  way  of  an  agreement  for  common  member- 
ship in  British  Columbia.  In  New  Brunswick,  those  problems 
which  had  arisen  have  been  satisfactorily  solved,  and  the 
path  is  clear  for  such  an  agreement.  A  similar  situation  is 
progressing  favourably  in  Manitoba.  In  Quebec  and  Ontario 
there  is  not  yet  sufficient  demand  for  affiliation,  although 
there  is  a  large  existing  common  membership. 

Mr.  McLeod  brought  the  greetings  of  the  Montreal 
Branch,  and  hoped  that  a  closer  association  of  the  branches 
might  be  brought  about  through  the  visits  of  members  to 
other  branches. 

Mr.  Vance  spoke  of  the  difficulty  of  arranging  a  central 
clearing  house  for  papers  to  be  published  in  the  Journal. 
He  suggested  that  each  branch  should  take  the  initiative 
in  submitting  worth-while  papers  and  addresses  given  at 
its  own  regular  meetings,  for  publication.  He  also  stressed 
the  value  of  communicating  with  headquarters  and  other 
branches  when  a  member  was  travelling  across  the  country. 
Engineers  do  a  considerable  amount  of  travelling  as  a  group, 
and  often  overlook  the  value  to  be  found  in  visiting  members 
of  other  branches  at  such  times. 

Mr.  Wright  spoke  on  the  activities  of  the  Council,  and 
gave  many  examples  of  the  problems  which  face  it  in  the 
course  of  furthering  the  interests  of  the  profession.  Some 
of  these  difficulties  are  not  widely  known,  as  they  are  not 
discussed  outside  of  council,  but  they  exist,  and  require  a 
great  deal  of  time  and  effort  in  dealing  with  them.  At  the 
present  time  most  of  such  problems  have  to  do  with  the 
placing  of  technically  trained  men  in  the  new  industries 
arising  out  of  war  production.  The  necessity  for  a  proper 
control  of  trained  personnel  is  becoming  greater  every  day, 
in  order  that  war  production  shall  not  lag  on  account  of 
inefficient  placing  of  trained  persons.  Various  government 
departments  have  control  over  such  matters,  so  that  it  is 
necessary  to  secure  co-operation  between  the  government 
and  the  engineering  profession.  A  great  deal  of  work  has 
already  been  done  by  the  engineering  societies,  and  it  is 
felt  that  full  and  complete  advantage  of  this  has  not  yet 
been  taken  in  the  placing  of  engineers  in  their  proper  fields 
in  the  war  effort. 

At  the  close  of  the  meeting  a  motion  was  made  by  Mr. 
I.  C.  Barltrop  to  send  the  best  wishes  of  the  Vancouver 
Branch  to  Mr.  R.  J.  Durley,  secretary-emeritus  of  the 
Institute.  This  was  unanimously  carried. 

VICTORIA  BRANCH 

Kenneth  Reid,  m.e.i.c.    -     Secretary-Treasurer 

The  presence  of  Dr.  T.  H.  Hogg,  president  of  the  Insti- 
tute, and  the  general  secretary,  Mr.  L.  Austin  Wright,  at 
the  ceremony  of  the  signing  of  the  agreement  between  the 
Alberta  section  of  the  Engineering  Institute  and  the  Associ- 
ation of  Professional  Engineers  of  Alberta  in  Calgary  on 
December  14th  presented  the  opportunity  of  an  invitation 


THE  ENGINEERING  JOURNAL    February,  1941 


101 


being  extended  to  the  president  and  his  party  to  pay  a 
visit  to  the  British  Columbia  branches  as  well,  while  in 
western  Canada.  Subsequently,  arrangements  were  made 
for  a  general  meeting  of  the  Victoria  Branch  to  be  held  in 
honour  of  President  Hogg  on  the  evening  of  December 
17th  at  the  Pacific  Club,  Victoria. 

The  meeting  was  preceded  by  a  dinner  at  which  twenty- 
six  members  and  a  few  friends  were  present.  The  unfortunate 
circumstances  necessitating  the  immediate  return  of  Dr. 
Hogg  to  the  East  after  visiting  the  Vancouver  Branch  was 
a  very  great  disappointment  to  the  Victoria  members, 
however  the  presence  of  Past  President  Dr.  O.  0.  Lefebvre 
and  Mr.  J.  A.  Vance  somewhat  alleviated  this  keen  regret. 
Mr.  E.  W.  Izard,  chairman  of  the  Branch,  presided  at  the 
dinner  and  meeting  to  which  Dr.  W.  A.  Carrothers,  chair- 
man of  the  B.C.  Public  Utilities  Commission,  and  Mr.  H.  D. 
Parizeau,  Dominion  hydrographer,  were  among  the  guests 
present. 

Following  a  few  short  business  transactions,  the  chairman 
called  upon  Dr.  O.  0.  Lefebvre  to  address  the  meeting.  Dr. 
Lefebvre  spoke  of  his  previous  delightful  experiences  in  his 
visits  to  the  Coast,  and  the  pleasure  of  escaping,  if  even 
for  a  short  time,  the  cold  and  snow  now  being  experienced 
on  the  Prairies  and  eastern  Canada.  He  told  of  the  meeting 
in  Calgary  and  the  signing  of  the  agreement  for  the  Alberta 
engineers,  expressing  the  hope  for  an  early  movement  of  a 
similar  nature  in  British  Columbia  and  in  certain  other 
provinces  of  Canada.  He  mentioned  the  necessity  for  a 
proper  classification  of  engineers,  citing  a  number  of  abuses 
of  the  term  which  had  recently  come  to  his  notice.  The  field 
of  operations  for  the  Institute  and  the  Associations  were 


outlined,  the  latter  to  regulate  the  practice  of  engineering 
and  the  Institute  to  promote  engineering  interests. 

The  general  secretary,  Mr.  L.  Austin  Wright,  being  asked 
to  speak,  told  of  the  affairs  of  the  Institute  at  Headquarters, 
stating  that  the  membership  had  now  exceeded  the  five 
thousand  mark  for  the  first  time  in  fifteen  years  and  that 
the  finances  were  in  very  good  condition.  He  expressed  the 
regrets  of  Dr.  Hogg  at  not  being  able  to  be  present  explain- 
ing the  necessity  of  his  sudden  and  hurried  return  to  Ontario. 
Mr.  Wright  spoke  of  the  great  co-operation  and  assistance 
that  the  Institute  was  rendering  to  the  Dominion  govern- 
ment at  Ottawa  and  of  the  many  placements  of  highly 
qualified  technical  engineers  in  war  services  through  this 
co-operation.  He  also  mentioned  a  number  of  details  in 
connection  with  the  very  successful  meeting  recently  held 
in  Calgary. 

The  chairman  next  called  upon  Mr.  J.  A.  Vance,  who  is 
at  present  chairman  of  the  Institute's  Papers  Committee, 
to  say  a  few  words.  Mr.  Vance  spoke  of  the  work  of  his 
committee  during  the  past  year  and  particularly  stressed 
the  importance  of  branch  visits  and  the  exchange  of  speakers 
between  adjacent  or  near  branches.  The  value  of  keeping 
other  branches  informed  of  meetings  and  of  the  movements 
of  engineers  in  their  territory  who  might  give  addresses 
was  stressed  as  an  excellent  means  of  stimulating  the  in- 
terest in  the  Institute  and  the  branches. 

Brief  addresses  of  welcome  and  expressions  of  thanks  to 
the  visiting  speakers  were  accorded  by  Mr.  F.  C.  Green, 
Mr.  A.  L.  Carruthers,  Mr.  Kenneth  Moodie,  and  Mr.  H.  D. 
Parizeau  and  thus  terminated  another  very  successful  and 
interesting  Victoria  Branch  meeting. 


Library  Notes 


Book  notes,    Additions    to    the    Library    of   the   Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


LIST  OF  NEW  AND  REVISED 
BRITISH  STANDARDS 

(Issued  during  October,  1940) 
B.S.  No. 
436-1940 — Machine  Cut  Gears,  A.  Helical  and  Straight  Spur. 
(Revision). 

This  revision  includes  several  important  additions,  and 
many  improvements  have  been  made  in  the  charts  in 
order  to  save  time  in  calculations. 

693-1940 — Oxy-Acetylene  Welding  in  Mild  Steel.  (Revision). 

This  specification  is  now  in  line  with  the  code  issued  by 
the  London  County  Council  with  regard  to  the  use  of 
oxy-acetylene  welding  in  London,  and  also  includes  some 
simplified  tests  which  will  be  sufficient  to  ensure  sound 
welding. 

789A-1940— Steel  Tubes  and  Tubulars,  Light-Weight  and  Heavy 
Weight  Qualities.  (Revision). 

To  meet  the  urgent  need  for  the  utmost  economy  in  steel 
consumption,  this  War  Emergency  British  Standard  has 
been  prepared  at  the  request  of  the  Ministry  of  Supply 
to  supersede  the  B.S.  789-1938. 

It  provides  for  the  replacement  of  the  former  three  qual- 
ities (gas,  water  and  steam),  by  two  qualities  designated 
respectively  "light  weight"  and  "heavy  weight." 

909-1940 — Vitamins  A  and  D  in  Oil  for  Animal  Feeding  Pur- 
poses. 

910-1940— Controlled  Cod  Liver  Oil  Mixture  for  Animal  Feed- 
ing Purposes. 

The  above  two  War  Emergency  Standards  have  been 
issued  at  the  request  of  the  Ministry  of  Food. 
Following  the  outbreak  of  war  an  announcement  had 
been  made  by  the  Ministry  of  Food  in  regard  to  war  time 
veterinary  cod  liver  oil.  In  order  to  ensure  an  adequate 
supply  of  veterinary  cod  liver  oil  the  Ministry,  together 
with  the  Ministry  of  Agriculture  and  Fisheries,  had 
approved  a  scheme  involving  the  dilution  of  stocks  of 
cod  liver  oil  of  a  high  vitamin  potency  with  a  suitable 
marine  oil  to  be  supplied  by  the  Ministry. 


920-1940— Naval  Brass  Die  Castings. 

Provides  for  naval  brass  castings  and  specifies  both  the 
chemical  composition  of  the  ingots  and  the  mechanical 
properties  of  the  castings. 

921-1940 — Rubber  Mats  for  Electrical  Purposes 

The  mats  referred  to  are  rubber  insulating  mats  for  use 
as  a  floor  covering  near  electrical  apparatus  in  circum- 
stances involving  the  possibility  of  direct  contact  with 
equipment  of  which  the  voltage  does  not  exceed  3300 
volts  to  earth. 

922-1940 — Domestic  Electrical  Refrigerators 

This  Specification  prescribes  the  general  constructional 
requirements,  the  performance  and  the  methods  of  com- 
puting the  capacity  and  food-storage  area  of  domestic 
electrical  refrigerators. 

923-1940 — Impulse-voltage  Testing 

Deals  with  the  general  principles  of  impulse-voltage  tests 
with  the  object  of  determining  the  effect  of  voltage  surges 
of  short  duration  (such  as  are  caused  by  lightning  dis- 
charges) on  electrical  installations  and  on  their  individual 
parts. 

924-1940 — Rubber  Hose  with  Woven  Fabric  Reinforcement 

Provides    for    mandrel-built,    wrap-cured    rubber   hoses 
internally  reinforced  by  plies  of  woven  fabric  for  air,  low 
and  high  pressure  water,  chemical  and  brewers'  maximum 
length  60  feet. 
Prices— No.  436  7/6d  Net.  Post  free  7/10d. 

Remainder  2/-  each  Net.  Post  free  2/3d  each. 

Copies  of  the  new  specifications  may  be  obtained  from  Cana- 
dian Engineering  Standards  Association  79,  Sussex  Street, 
Ottawa,  Ontario. 

CANADIAN  ENGINEERING  STANDARDS 
ASSOCIATION 

NEW  AND  REVISED  STANDARDS 

C.E.S.A.  No. 

C22.2.  No.  1A  1940— Second  Edition.  Power-Operated  Radio 
Devices.  Section  (A)  Inductively-coupled  (Trans- 
former) Type. 


102 


February,  1941     THE  ENGINEERING  JOURNAL 


The  Canadian  Engineering  Standards  Association  an- 
nounces the  revision  of  Specification  C22.2  No.  1 — 
Power  operated  Radio  Devices — which  was  originally 
issued  in  March,  1932,  and  is  now  issued  in  two  sec- 
tions, namely  "Section  (A) — Inductively-coupled 
(Transformer)  type"  and  "Section  (B) — Conductively- 
coupled  (Transformerless)  Type."  Both  sections  are 
Approvals  Specifications  issued  under  Part  11  of  the 
Canadian  Electrical  Code,  the  requirements  of  which 
must  be  met  in  order  to  obtain  C.E.S. A.  approval 
of  the  electrical  equipment  concerned.  Section  (A), 
now  published,  becomes  effective  for  new  produc- 
tion on  the  date  of  publication,  November  30th,  1940, 
and  Section  (B),  which  is  still  in  committee  stage, 
will  be  published  shortly. 
C22.2  No.  35  1940— Second  Edition.  Extra-Low  Potential  Con- 
trol Circuit  Wires  and  Cables. 

The  Canadian  Engineering  Standards  Association 
announces  the  publication  of  a  revised  edition  of 
Specification  C22.2  No.  35— Extra-low  Potential  Con- 
trol-circuit Wires  and  Cables  which  was  originally 
issued  in  December,  1936,  and  is  now  issued  as  an 
Approvals  Specification  under  Part  11  of  the  Cana- 
dian Electrical  Code,  the  requirements  of  which  must 
be  met  in  order  to  obtain  C.E.S. A.  approval  of  the 
electrical  equipment  concerned.  This  specification  is 
effective  as  of  February  15th,  1941,  for  new  production. 
The  requirements  of  the  specification  have  been  mod- 
ernized,  particularly  the  section  dealing  with  insula- 


tion which  has  been  revised  and  extended  to  include 
rubber  insulation.  This  rubber  insulation  is  to  be 
protected  by  a  closely  woven  cotton  braid  covered  with 
a  flame-proofing  compound  to  enable  the  insulation  to 
withstand  the  flame  test.  The  requirement  relative  to 
the  size  of  conductor  has  been  broadened  so  that  either 
No.  18  or  No.  16  B.  &  S.  gauge  copper  wire  can  now  be 
used. 

C22.2  No.  69  1940— Porcelain  Cleats,  Knots  and  Tubes 

The  Canadian  Engineering  Standards  Association 
announces  the  publication  of  a  new  Approvals  Specific- 
ation, C22.2  No.  69-1940— Porcelain  Cleats,  Knobs 
and  Tubes — under  Part  11  of  the  Canadian  Electrical 
Code,  the  requirements  of  which  must  be  met  in  order 
to  obtain  C.E.S.  A.  approval  of  the  electrical  equipment 
concerned.  This  specification  is  effective  as  of  March 
15th,  1941,  for  new  production. 

The  standard  was  prepared  in  collaboration  with  in- 
terested manufacturers  and  industrial  associations,  and 
is  based  on  laboratory  tests  and  record  in  service.  Its 
requirements  apply  to  the  construction  and  test  of 
porcelain  cleats,  knobs  and  tubes  intended  for  the 
support  of  wires  and  cables  in  open-wiring  and  in 
knob-and-tube  work.  Knobs  intended  for  over-surface 
wiring  are  not  within  the  scope  of  this  specification. 

Copies  of  these  Standards  may  be  obtained  from  the  Cana- 
dian Engineering  Standards  Association,  National  Research 
Building,  Ottawa,  price  50  cents  each. 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 
Cofferdams 

By  Lazarus  White  and  Edmund  Astley 
Prentis,  New  York,  Columbia  University 
Press,  1940.  273  pp.,  9Y2  x  6\i  in.,  $7.50. 

Minerals  Yearbook,  1940 

Published  by  the  United  States  Depart- 
ment of  the  Interior,  Bureau  of  Mines. 
Washington,  1940.  1511  pp.,  6  by  9%  in. 

The  Canadian  Almanac,  1941 

Edited  by  Horace  C.  Corner,  Toronto, 
Copp  Clark  Company,  Limited,  6x9  in., 
$7.00. 

TRANSACTIONS,  PROCEEDINGS 
American  Society  of  Civil  Engineers 

Proceedings,  Part  2,  October  1940,  V.  66. 

Institution  of  Naval  Architects 

Transactions  of  the  Institution  of  Naval 
Architects,  1940. 

REPORTS 
Canadian  Broadcasting  Corporation 

Annual  Report  for  the  fiscal  year  ended 
March  31,  1940.  Ottawa,  King's  Printer, 
1940. 

Canadian   Engineering   Standards  Asso- 
ciation 

Canadian  Electrical  Code  Part  2,  Essential 
Requirements  and  Minimum  Standards 
Covering  Electrical  Equipment,  specifica- 
tion No.  35  Construction  and  test  of  extra 
low  potential  control-cii  cuit  wires  and 
cables. 

Canadian  Electrical  Code  Part  2,  Essential 
Requirements  and  Minimum  Standards 
Covering  Electric  Equipment,  specification 
No.  1  Construction  and  test  of  power- 
operated  radio  devices.  Section  (A)  In- 
ductively coupled  (Transformer)  type. 

Cornell   University — Engineering    Exper- 
iment Station 

Ultrasonics  and  Elasticity  by  H.  F. 
Ludloff,  July,  1940. 

The  Engineering  Foundation 

Annual  Repoitfor  1939-1940. 

Institute  of  The  Aeronautical  Sciences 

Bibliography  of  Aeionautics;  part  1, 
Transportation;  part  2,  Meteorology;  part 
3,  Insurance;  part  5,  Seaplanes;  part  6, 


Flying  Boats;  part  7,  Amphibians;  part  8, 
Autogiros;  part  9,  Helicopters;  part  10, 
Cyroplanes;  part  11,  Medicine. 

Ohio  State  University — Engineering  Ex- 
periment Station 

A  merica's  Sources  of  Power  and  National 
Defence,  by  C.  E.  MacQuigg,  November, 
1940.     Circular  No.  38. 

Portland  Cement  Association 

Concrete  Grandstands.  Chicago,  Portland 
Cement  Association. 

U.S.  Department  of  Commerce — Build- 
ing Materials  and  Structures 

Structural  Properties  of  a  Precast  Joist 
Concrete  Floor  Construction  Sponsored  by 
the  Portland  Cement  Association, 
BMS62;  Plumbing  Manual,  report  of 
subcomittee  on  Plumbing,  Central  Housing 
committee  on  research,  design  and  con- 
struction, BMS  66;  Effects  of  wetting  and 
drying  on  the  permeability  of  masonry 
walls,  BMS  55;  A  survey  of  Humidities 
in  residences,  BMS  56;  Roofing  in  the 
United  States — Results  of  a  questionnaire, 
BMS  57;  Properties  of  adhesives  for  floor 
coverings  BMS  59. \ 

University  of  California  Publications 

Phytogeny  of  North  American  Equidae,  by 
R.  A.  Stirton,  Beikley  Univeisity  of 
California  Pi  ess,  1940. 


BOOK  NOTES 

The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engin- 
eering Societies  Library  of  New  York.  As 
yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 

(THE)    AIRCRAFT    PROPELLER,    Prin- 
ciples, Maintenance  and  Servicing. 

By  R.  Markey.  Pitman  Publishing  Corp., 

New  York,  1940.  155  pp.,  illus.,  diagrs., 

charts,  tables,  8x/2  x  5  in.,  cloth,  $1.50. 

This  text  has  been  written  to  explain  the 

workings  of  the  aircraft  propeller  to  student 

pilots,    mechanics   and   laymen.   Elementary 

aerodynamics    and    the    construction    and 

maintenance  of  propellers  are  dealt  with,  and 

separate  chapters  are  devoted  to  description 

of  certain  types  of  constant-speed  and  varia 

able-pitch    propellers.    There    is    a    list    of 

definitions. 


(THE)  AIRPLANE  and  ITS  ENGINE 

By  C.  H.  Chatfield,  C.  F.  Taylor  and  S. 
Ober.  4  ed.  McGraw-Hill  Book  Co.,  New 
York,  1940.  414  PP-,  illus.,  diagrs., 
charts,  tables,  8)A.  x  5%  in.,  cloth  $3.00. 

This  book  is  intended  "for  the  reader  who 
desires  a  sound  knowledge  of  the  basic  prin- 
ciples and  a  broad  view  of  the  present  develop- 
ment of  the  airplane  and  its  power  plant, 
without  giving  to  the  subject  the  intensive 
study  which  is  essential  for  the  designing 
engineer  or  the  expert  mechanic."  The  new 
edition  has  been  carefully  revised  to  cover 
recent  developments  in  all  lines. 

ANNUAL    REVIEWS    of    PETROLEUM 
TECHNOLOGY,   Vol.   5,   1939. 

By  F.  H.  Garner.  Institute  of  Petroleum, 
c/o  The  University  of  Birmingham, 
Edgbaston,  Birmingham  15,  England, 
I94O.  457  pp.,  illus.,  diagrs.,  charts, 
tables,  9Yi  x  6  in.,  cloth,  lis. 

Reviews  by  experts  of  developments 
during  1939  are  contained  in  this  annual 
compilation  covering  the  whole  range  of 
petroleum  technology;  geology,  geophysics, 
drilling  and  production,  transportation  and 
storage,  refining  operations,  gasoline  and  oil 
engines,  lubrication,  analysis  and  testing, 
etc.  A  new  chapter  on  addition  agents  is 
included  in  this  volume.  In  addition  to 
chapter  references  there  is  a  general  review 
of  petroleum  literature  in  1939,  and  the  last 
chapter  furnishes  production  and  commercial 
statistics. 

CATALYSIS,  Inorganic  and  Organic 

By  S.  Berkman,  J.  C.  Morrell  and  G. 
Egloff.  Reinhold  Publishing  Corp.,  New 
York,  1940.  1130  pp.,  illus.,  diagrs., 
charts,  tables,  9%  x  6  in.,  cloth,  $18.00. 

This  extremely  comprehensive  work  dis- 
cusses the  phenomenon  of  catalysis,  describes 
the  various  catalysts  and  the  reasons  for  and 
extent  of  their  activity  and,  in  general,  gives 
a  systematic  presentation  of  the  subject  with 
some  consideration  of  its  historical  evolution. 
Inhibitors,  promoters,  poisons,  carriers  and 
characteristic  catalytic  reactions  in  inorganic 
and  organic  chemistry  are  discussed.  There  is 
a  350  page  classification  of  catalysts  with 
respect  to  type  of  reaction,  and  a  final 
chapter  dealing  with  catalysis  in  the  petro- 
leum industry.  The  work  is  thoroughly 
documented. 


THE  ENGINEERING  JOURNAL     February,  1941 


103 


(THE)    DEVELOPMENT  of  MATHEMA- 
TICS 

By  E.  T.  Bell.  McGraw-Hill  Book  Co., 
New  York  and  London,  1940.  583  pp., 
9)4  x  6  in.,  cloth,  $4.50. 
The  author  presents  a  broad  account  of  the 
part  played  by  mathematics  in  the  evolution 
of  civilization,  describing  clearly  the  main 
principles,  methods  and  theories  of  mathe- 
matics that  have  survived,  from  about  4000 
B.C.  to  1940.  Besides  outlining  the  develop- 
ment of  the  leading  ideas,  the  book  gives  the 
student  a  well-rounded  understanding  of  the 
story  by  explaining  the  mathematics  involved. 
Details  of  antiquarian  interest  are  subor- 
dinated to  a  fuller  exposition  of  things  still 
alive  in  mathematics  than  is  customary  in 
histories. 

DISPLACEMENT,   VELOCITY   and   AC- 
CELERATION FACTORS  for  RECIP- 
ROCATING MOTION 
By  L.  B.  Smith.  P.O.  Box  317,  Hampton, 
Va.,  1940.  17  pp.,  diagn>.,  tables,  9x6  in., 
papei,  S.40  (3  copies,  $1.00) 
The  tables  presented  in  this  pamphlet  are 
intended  for  the  use  by  engineers  and  others 
who  need  to  compute  displacement,  velocity 
and  acceleration  factors  for  a  reciprocating 
motion    controlled    by    a    uniform    angular 
motion.  A  worked-out  example  of  the  proced- 
ure in  using  the  tables    is    given,  and    the 
derivation  of  the  exact  formulas  from  which 
the  tables  were  computed  is  shown  in   the 
appendix. 
FESSENDEN,  Builder  of  Tomorrows. 

By  H.  M.  Fessenden.  Coward-McCann, 

Inc.,   New   York,   1940.   362  pp.,  Mus., 

tables,  9x6  in.,  cloth,  $3.00. 

The  life  and  work  of  one  of  the  well-known 

American   pioneers  in   radio  communication 

are    described    by    his    wife.    His    technical 

achievements,  in  addition  to  his  contributions 

to   this   important   field,   include   submarine 

signalling  and  detection,  the  generation  and 

storage    of    power,    and    many    articles    on 

mathematical,  physical  and  electrical  subjects. 

There  is  also  mention  of  his  researches  on  the 

pre-deluge    civilizations.    A    bibliography    is 

appended. 

FIRE  ASSAYING 

By  O.  C.  Sheperd  and  W.   F.    Dietrich. 
McGraw-Hill  Book  Co.,   New  York  and 
London,    1940.   277  pp.,   Mus.,   diagrs., 
charts.,  tables,  9Yi  x  6  in.,  cloth,  $3.00. 
Designed  for  the  practicing  assayer  as  well 
as  for  the  technical  student,  this  manual  covers 
the  fire  assaying  of  gold,  silver,  the  platinum 
metals,  and  certain  base  metals  in  ores,  metal- 
lurgical products,  bullions  and  solutions.  The 
book    also    contains    material    on    sampling 
methods,    descriptions    and    lists    of    assay 
equipment  and  supplies  and  a  geographical 
list  of  assay  supply  houses. 

GRAPHS,  How  to  Make  and  Use  Them 

By  A.  Arkin  and  R.  R.   Colton.   rev.  ed. 
Harper  &  Brothers,  New  York  and  Lon- 
don, 1940.  236  pp.,  Mus.,  diagrs.,  charts., 
tables,  9lA  x  6  in.,  cloth,  $3.00. 
All  the  usual  methods  of  graphic  represen- 
tation are  clearly  and  simply  explained  in  this 
introductory    work    on    the    subject.     The 
opening  chapters  present  general  principles 
and  proper  equipment  for  graph  construction, 
and    a    wide    variety    of    uses    in    business, 
economics,    engineering   and   other   fields   is 
illustrated  in  the  succeeding  chapters. 

MACHINE  DESIGN 

By  L.  J.  Bradford  and  P.  B.  Eaton.  4th 

ed.  John  Wiley  &  Sons,  New  York,  1940. 

275  pp.,  Mus.,  diagrs.,  charts,  tables,  9x6 

in.,  cloth,  $3.00. 
The  object  of  this  text  is  to  supply  a  brief 
course  which  can  be  covered  in  about  twenty- 
five  lessons,  and  which  will  provide  a  good 
groundwork  of  the  fundamental  facts  and 
processes  of  machine  design.  The  new  edition 
has  been  revised  to  conform  with  recent 
developments,  especially  in  bell  and  roller 
bearings,  gears  and  spring  design. 


MAGNETISM  and  VERY  LOW  TEMPER- 
ATURES 

By  H.   B.  G.  Casimir.   University  Press, 

Cambridge,  England;  Macmillan  Co.,  New 

York,  1940.  93  pp.,  chaits,  tables,  8}4  * 

5]/2  in.,  paper,  $1.40. 

The    material    contained   in    this    booklet, 

presented  originally  in  a  series  of  lectures,  is  a 

systematic  account  of  the  field  of  research 

dealing  with  the  relation  between  magnetism 

and    very    low    temperature    states.    Special 

attention    is    given    to    paramagnetism    and 

adiabatic  demagnetization.  There  is  a  list  of 

references. 

MATERIALS  HANDBOOK 

By  G.  S.    Brady.    4th    ed.    McGraw-Hill 

Book  Co.,  New   York  and  London,  1940. 

591   pp.,  charts,  tables,  9l/>  x  6  in.,  lea. 

cloth,  $5.00. 
The  many  materials  used  in  industry  are 
identified  and  described  in  this  concise 
encyclopedic  reference  book.  Information  is 
given  on  physical  and  chemical  properties, 
constitution  and  uses.  The  materials  vary 
from  such  basic  raw  materials  as  mineral 
ores  and  woods  to  such  products  as  alloy 
steels  and  synthetic  resins.  Intended  primarily 
for  purchasing  agents  and  industrial  execu- 
tives, its  field  is  much  wider  for  reference  use. 
Useful  tables  are  appended. 

MECHANICAL  VIBRATIONS 

By  J.  P.  Den  Hartog.  2  ed.  McGraw-Hill 

Book  Co.,  New  York  and  London,  1940. 

448  pp.,  diagis.,  charts,  tables,  9x/>  x  6  in., 

cloth,  $5.00. 
In  addition  to  the  theoretical  presentation 
of  the  subject,  this  textbook  presents  practical 
applications  to  water  wheels,  steam  turbines, 
automobiles,  airplanes,  Diesel  engines  and 
electrical  machinery.  The  text  has  been 
revised  in  accordance  with  recent  develop- 
ments, many  new  problems  have  been  added 
and  a  comprehensive  list  of  useful  formulas 
has  been  appended.  There  is  a  bibliography. 

PORT    DICTIONARY    of    TECHNICAL 
TERMS 

Compiled  by  Committee  on  Standardiza- 
tion   and    Special    Research.    American 
Association    of    Port    Authorities,    2223 
Short  St.,  New  Orleans,  La.,  1940.  208 
pp.,  9l/2x6in.,  cloth,  $1.50. 
An  enlargement  of  an  earlier  glossary,  this 
technical     dictionary     defines     words     and 
phrases  pertinent  to  all  phases  of  port  and 
harbor  work.   Many  of  the  several  hundred 
definitions  are  of  considerable  length,  where 
special  explanation  was  thought  necessary. 

PUBLIC  UTILITIES  and  the  NATIONAL 
POWER  POLICIES 

By  J.  C.  Bombright.  Columbia  University 

Press,  New  York,  1940.  82  pp.,  9x5l/2  in., 

cloth,  $1.25. 

This  sketch  of  the  New  Deal  power  policies 

discusses  the  control  of  public  utilities,  rate 

regulation,  holding  companies,  etc.,  and  their 

relation  to  the  question  of  public  ownership. 

The  electric  light  and  power  industry  is  used 

as  an  example,  and  the  criticisms  of  present 

government  policy  are  discussed.  Suggestions 

are  given  for  further  reading. 

RADIO  AMATEUR'S  HANDBOOK,  18th 
ed.,  1941 

American    Radio    Relay    League,     West 
Hartford,  Conn.  552  pp.,  Mus.,  diagrs., 
charts,  tables,  10  x  6x/2  in.,  paper,  $1.00, 
buckram,  $2.50. 
This  well-known  manual  covers  comprehen- 
sively   the    amateur    short-wave    field.    The 
fundamental  principles  and  the  design,  con- 
struction and  operation  of  transmitting  and 
receiving  apparatus  are  described  in  detail, 
including   ultra-high    frequency,    emergency, 
and  portable  equipment.  Many  new  illustra- 
tions   and    descriptions    of    new    equipment 
have  been  added,  and  the  catalog  and  manu- 
facturers data  section  has  been  expanded. 


(THE)  RING  INDEX,  a  List  of  Ring  Sys- 
tems Used  in  Organic  Chemistry. 
(American  Chemical  Society  Mono- 
graph No.  84) . 

By  A.  M.  Patteison  and  L.   T.  Capell. 

Reinhold   Publishing   Corp.,    New    York, 

1940.  661  pp.,  diagrs.,  S>4  x  6  in.,  cloth, 

$8.00. 
The  Ring  Index  is  a  collection  of  known 
parent  ring  systems,  arranged  in  order  from 
the  simplest  to  the  most  complex.  It  is  a  com- 
pilation of  structures,  not  of  compounds, 
although  corresponding  compounds  exist  in 
nearly  every  case.  Each  entry  presents  the 
ring  structure,  commonly  used  names,  even 
though  not  formed  according  to  the  system, 
references  to  original  literature  and  to 
"Boilstein's  Handbuch,"  and  a  serial  number 
for  future  reference.  There  is  an  alphabetical 
index  of  names,  and  an  appendix  containing 
the  proposed  international  rules  for  numbering 
ring  systems. 

SALES  ENGINEERING 

By  B.  Lester.  John  Wiley  &  Sons,  New 
York,  1940.  200  pp.,  diagrs.,  9  x  5V2  in., 
cloth,  $2.00. 
Sales  engineering  is  defined  as  the  art  of 
selling  equipment  and  services  which  require 
engineering  skill  in  their  selection,  application 
and  use.  The  author  discusses  the  field  of  sales 
engineering,  describes  the  work  of  the  sales 
engineer  under  current  conditions,  and  in- 
dicates the  training  and  development  of  the 
sales  engineer. 

STATISTICAL  PROCEDURES  and 
THEIR  MATHEMATICAL   BASES 

By  C.  C.  Peters  and  W.  R.  Van  Voorhis. 
McGraw-Hill  Book  Co.,  New  York,  1940. 
516  pp.,  diagrs.,  charts,  tables,  9Y2  x  6  in., 
cloth,  $4.50. 

This  book  is  designed  to  bridge  the  gap 
between  elementary  courses  in  which  the 
formulas  are  given  from  a  purely  authorita- 
tive viewpoint,  and  the  original  monographic 
contributions  which  are  often  so  highly 
mathematical.  The  authors  bring  together 
and  synthesize  the  classical  statistics  and 
certain  new  developments,  explaining  mathe- 
matical derivations  and  their  use  from  the 
viewpoint  of  students  with  little  mathema- 
tical training.  Exercises  and  references  accom- 
pany each  chapter. 

STEAM-TURBINE  PRINCIPLES  and 
PRACTICE 

By  T.  Croft,  revised  by  S.  A.  Tucket,  2  ed. 
McGiaw-HM  Book  Co.,  New  York,  1940. 
298  pp.,  Mus.,  diagrs.,  charts,  tables,  8XA. 
x  6  in.,  cloth,  $3.00. 

This  book  gives  the  operating  engineer,  the 
plant  superintendent  and  the  manager  the 
information  necessary  for  the  successful  and 
economical  selection  and  operation  of  steam 
turbines.  It  covers  installation,  lubrication, 
testing  and  maintenance  with  special  atten- 
tion given  to  the  economics  of  steam-turbine 
operation.  The  new  edition  has  been  generally 
revised  to  conform  to  current  practice  and  has 
a  new  chapter  describing  the  engineering 
principles  involved  in  turbine  selection  and 
heat  balance. 

(THE)  Story  of  SUPERFINISH 

By  A.  M.  Swigert,  Jr.  Lynn  Publishing 
Co.,  Detroit,  Mich.,  1940.  672  pp.,  Mus., 
diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 
$5.00. 

The  equipment,  technique  and  advantages 
of  the  metal  finishing  process  called  "super- 
finish"  are  discussed  at  length.  Other  methods 
for  producing  machined  surfaces  are  described 
in  detail,  all  methods  for  measuring  machined 
surfaces  are  fully  treated,  bearing  materials 
and  design  are  considered,  and  the  metallurgy 
and  lubrication  of  metal  surfaces  are  given 
considerable  attention.  The  book  is  illustrated 
by  a  profusion  of  graphs,  diagrams,  photo- 
graphs  and   photomicrographs. 


104 


February,  1941     THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


January  22nd,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider  the   applications   herein   described   in 
March,  1941. 

L.  Austin  Wright,  General  Secretary. 


♦The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  of  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

de  BONDY— JOSEPH  AGAPIT,  of  Selkirk,  Man.,  Born  at  Sorel,  Que.,  May 
1st,  1895;  Educ:  1905-13,  Mount  St.  Bernard  College,  incl.  chemistry  and  physics. 
Personal  study  and  travel;  1915-16,  lab.  asst.,  Beauchemin  &  Fils  Ltee.,  Sorel,  Que.; 
1916-17,  lab.  chemist  and  asst.  metallurgist,  and  1917-19,  asst.  furnace  operator, 
Canadian  Steel  Foundries  Ltd.,  Montreal.  1919-21,  in  charge  Bessemer  &  Electric 
Steel  Furnaces;  1921-41,  metallurgist,  in  full  charge  of  iron  and  steel  production, 
Manitoba  Steel  Foundries,  Ltd.,  Selkirk,  Man.  (In  charge  production  of  steels, 
synthetic  irons,  alloy  steels  and  irons  of  all  types.  Laboratory,  microscopy,  heat- 
treating,  production  and  quality  of  product).  Member — Amer.  Soc.  for  Metals, 
Amer.  Soc.  for  Testing  Materials.  Has  delivered  papers  before  E.I.C.,  C.I.M.M.  and 
other  societies,  and  written  articles  for  industrial  and  technical  publications. 

References:  J.  W.  Craig,  H.  L.  Briggs,  J.  F.  Cunningham. 

HOLE— WILLIAM  GEORGE,  of  5270  Queen  Mary  Road,  Montreal,  Que.  Born 
at  Edmonton,  Alta.,  Dec.  20th,  1910;  Educ:  B.Sc.  (Civil),  Univ.  of  Alta.,  1933. 
Post-graduate  Btudy,  Univ.  of  London,  England;  1925-33,  Lockerbie  &  Hole,  plumb- 
ing and  heating  contractors;  1934,  Darling  Bros.  Ltd.,  Montreal;  1935,  Warren 
Webster  &  Co.,  Camden,  N.J.;  1936^40,  managing  director,  Warren  Webster  &  Co. 
Ltd.,  London,  England;  At  present,  heating  engr.,  T.  Pringle  &  Sons,  Montreal,  Que. 

References:  H.  R.  Webb,  R.  S.  L.  Wilson. 

HOLLAND— ALWIN,  of  Fort  St.  John,  B.C.  Born  at  Park  Head,  Ont.,  Jan. 
21st.,  1882;  Educ:  1911-14,  articled  ap'ticeship  to  B.C.  land  surveyor.  Final  exam, 
in  math.  B.C.L.S.,  1919;  1914-18,  overseas,  C.È.F.;  Followed  occupation  other  than 
engrg.  for  several  years;  1935-39,  res.  engr.  in  charge  of  constrn.,  B.C.  Dept.  of  Public 
Works;  1939,  surveyor  and  map  maker  for  aerodrome  sites,  Northern  B.C.  and 
Southern  Yukon;  1940-41,  instr'man.,  airport  constrn.,  Civil  Aviation  Divn.,  Dept. 
of  Transport. 

References:  G.  T.  Chillcott,  F.  Young,  F.  H.  Smail,  H.  L.  Hayne. 

LEIPOLDT— EWALD  VAN  NIEKERK,  of  Saraguay,  Que.  Born  at  Cape  of 
Good  Hope,  South  Africa,  March  9th,  1890;  Educ:  1912-13,  Charlottenburg  Tech. 
High  School,  Germany;  1908-11,  4  year  ap'ticeship  course,  English  Electric  Co.  Ltd., 
Stafford,  England;  1911-12,  design  of  D.C.  generators  and  motors,  Siemens  Sch., 
Nuremberg;  1913-14,  preparation  tenders  and  technical  data,  power  and  mining 
dept.,  Siemens,  Berlin;  1914-15,  asst.  to  consltg.  power  engr.,  Chile  Copper  Co., 
N.Y.;  1915-16,  dftsman.,  Shawinigan  Water  &  Power  Company,  Montreal;  1916-20, 
same  work  as  1914-15,  incl.  work  for  Braden  Copper,  American  Smelters,  and  Gug- 
genheim Bros.;  1920  to  date,  electrical  engr.,  Shawinigan  Engineering  Company, 
Montreal.  Supervision  of  electrical  design  of  power  stations,  substations,  and  other 
electrical  works  for  Shaw.  Water  &  Power  Co.,  also  Gatineau  Power  Co.  plants  at 
Chelsea,  Farmers  and  Paugan;  preparation  of  specifications  and  recommendations 
for  purchase  of  electrical  equipment  for  above  plants. 

References:  J.  B.  Challies,  J.  A.  McCrory,  McNeely  DuBose,  J.  Morse,  H.  Massue, 
C.  K.  McLeod,  C.  E.  Sissons,  C.  V.  Christie. 

MacKIMMIE— ROBERT  DUNSTONE,  of  507  King  St.,  Peterborough,  Ont. 
Born  at  Montreal,  Que.;  Nov.  21st,  1915;  Educ:  B.Eng.  (Elec),  McGill  Univ., 
1938;  1938-40,  test  course,  and  at  present  asst.  engr.,  Can.  Gen.  Elec.  Co.  Ltd., 
Peterborough,  Ont. 

References:  A.  L.  Dickieson,  G.  R.  Langley,  V.  S.  Foster,  D.  V.  Canning,  W.  T. 
Fanjoy. 

M  acQUARRIE— ARCHIBALD  HENRY,  of  Windsor,  Ont.  Born  at  Tansley, 
Ont.,  March  9th,  1893;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1914;  R.P.E.  Ont.;  1921- 
22,  lab.  engr.,  Ford  Motor  Co.  of  Canada;  With  the  Canadian  Bridge  Co.  Ltd.,  as 
follows:  1919-21  and  1922-23,  dftsman.,  1923-27,  squad  foreman  i/c  tower  dept. 
dfting.,  1927  to  date,  sales  engr.,  designing,  estimating  and  contracting,  specializing 
;n  transmission  towers  and  substation  structures. 

References:  F.  H.  Kester,  P.  E.  Adams,  J.  C.  Keith,  A.  E.  Davison,  H.  E.  Brandon, 
H.  J.  A.  Chambers,  J.  E.  Sproule,  L.  L.  O'Sullivan. 

M ICHAUD— JOSEPH  SYLVIO  ANDRE,  of  110  Concord  St.,  Ottawa,  Ont. 
Born  at  Sorel,  Que.,  March  22nd,  1913;  Educ:  B.A.Sc,  (CE.),  (Ecole  Polytech- 
nique), Montreal,  1934;  one  year  training  course  at  B.  F.  Sturtevant  main  plant  and 
offices,  Boston;  1934-35,  sales  engrg.,  Humidaire  Company;  1935-36,  training 
course,  1936-39,  sales  engrg.,  supervision  of  installations  (incl.  Royal  York  Hotel 
air  conditioning),  dfting.  specifications  and  plans,  etc.,  for  heating  ventilating  and 
air  conditioning;  B.  F.  Sturtevant  of  Canada  Ltd.;  1939-40,  mining  roads  divn., 
Mine  and  Geology  Branch,  Ottawa,  inspection  of  tenders,  specifications,  contracts, 
statements  of  claims,  etc.  ;  at  present  asst.  engr.,  heating  divn.,  Directorate  of  Works 
and  Bldgs.,  R.C.A.F.,  Dept.  of  National  Defence,  Ottawa. 

References:  W.  H.  Norrish,  C.  F.  Johns,  H.  S.  Grove,  A.  Circe,  A.  Frigon,  O.  O. 
Lefebvre. 

PARKER— WILLIAM  ERNEST  BAIN,  of  216  Deloraine  Ave.,  Toronto,  Ont. 
Born  at  Parkersville,  Ont.,  Oct.  6th,  1912;  Educ:  B.A.Sc,  1935,  M.A.Sc,  1936, 
Univ.  of  Toronto;  1937-38  (intermittent),  Brobst  Forestry  Co.,  Toronto;  1937  (3^ 
mos.),  asst.  engr.,  Ont.  Dept.  of  Health;  1938-39-40  (winters),  demonstrator,  Univ- 
of  Toronto;  1939  (7  mos.),  engrg.  dept.,  Township  of  Scarborough;  May,  1940,  to 
date,  asst.  research  engr.,  H.E.P.C.  of  Ontario. 

References:  C.  R.  Young,  R.  W.  Angus,  A.  E.  Berry,  R.  B.  Young,  W.  P.  Dobson. 

RICHARDS— GEORGE  HENRY,  of  Brantford,  Ont.  Born  at  Willington,  Derby- 
shire, England,  May  25th,  1898;  Educ:  I.C.S.  Mech.  Engr.;  O.L.S.  1923.  R.P.E. , 
Ont.,  1924;  1917-19,  overseas,  R.N.C.V.R.;  1919-24,  articled  ap'tice  with  Lee  and 
Nash,  Civil  Engrs.  and  Land  Surveyors,  Brantford,  Ont.;  1924,  instr'man.  on  town- 
ship surveys,  plans,  descriptions  and  surveys  of  mining  claims,  supervising  constrn. 
of  walks,  walls,  drives,  etc.,  for  landscape  architect;  1921-31,  first  asst.  and  chief 
dftsman.,  Warner  &  Warner,  Regd.  Engrs.,  Detroit,  Mich.;  1932-33,  asst.  county 
engr.  of  Brant;  June,  1933  to  date,  manager,  Lee  &  Nash,  Brantford,  Ont.  Pro- 
fessional Engrs.  and  Ontario  Land  Surveyors. 

References:  F.  P.  Adams,  H.  A.  Lumsden,  F.  H.  Midgley,  S.  Shupe,  E.  G. 
MacKay,  C.  C.  Cariss. 

ROBINSON— CLESSON  THOMAS  MILLER,  of  Corner  Brook,  Nfld.  Born  at 
Knowlton,  Que.,  Aug.  21st,  1910;  Educ:  B.Sc.  (Elec),  Queen's  Univ.,  1937;  sum- 
mer work,  tracer  dftsman.,  electrician's  helper,  control  man.  1937-40,  asst.  elec'l. 
engr.,  hydro-electric  power  station  at  Deer  Lake,  Nfld.;  1940  to  date,  elec,  civil, 
and  mech.  engr.  in  paper  mill,  Nfld.  Pulp  &  Paper  Mills  Ltd.,  Corner  Brook,  Nfld. 

References:  C.  M.  Bang,  D.  M.  Jemmett,  L.  T.  Rutledge. 

SMITH— CLEVE  A.,  of  125  Evelyn  Ave.,  Toronto,  Ont.  Born  at  Cairo,  Ont., 
Sept.  1st,  1888;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1916;  1916-17,  dfting.,  Ontario 
Wind  Engine  &  Pump  Co.;  1917-18,  dfting.,  H.E.P.C.  of  Ontario;  1918-19,  dfting., 
and  acting  chief  dftsman.,  Hollinger  Cons.  Gold  Mines;  1919-23,  engr.  and  estimator, 
Ontario  Wind  Engine  &  Pump  Co.;  1923-28,  struct'l.  designer,  and  inspr.  on  con- 
strn., 1928-39,  chief  dftsman.  (transmission  section,  elec.  engrg.  dept.),  and  July 
1939  to  date,  asst.  engr.  (same  dept),  H.E.P.C.  of  Ontario. 

References:  T.  H.  Hogg,  H.  E.  Brandon,  W.  P.  Dobson,  .1.  W.  Falkner.D.Forgan. 

FOR  TRANSFER  FROM  THE  CLASS  OF  JUNIOR 

NESBITT— MICHAEL  CULLUM,  of  3701  Quadra  St.,  Victoria,  B.C.  Born  at 
Regina,  Sask.,  Oct.  21st,  1908;  Educ:  B.A.Sc,  Univ.  of  B.C.,  1931;  R.P.E.  of  B.C., 

(Continued  on  page  106) 


THE  ENGINEERING  JOURNAL     February,  1941 


105 


Employment  Service  Bureau 


SITUATIONS  VACANT 

ENGINEER  with  pulp  and  paper  experience  to  become 
Assistant  Chief  Engineer  in  a  large  mill.  Either  a 
man  who  can  fit  into  the  position  immediately,  or  a 
younger  man  who  has  the  training  and  ability  to 
work  into  it  gradually.  The  initial  salary  to  be  paid 
will  depend  upon  the  qualifications  of  the  applicant. 
This  position  holds  an  interesting  future  for  the  right 
man.  Send  applications  with  full  particulars  to  Box 
No.  2209-V. 

ENGINEER  for  fabricating  plant,  must  be  experienced 
in  the  detail  and  design  of  structural  steel.  This  is  a 
permanent  position  for  the  man  with  the  necessary 
qualifications.  Apply  to  Box  No.  2234-V. 

RECENT  ENGINEERING  GRADUATE,  preferably 
mechanical,  with  some  drafting  experience.  Work  will 
consist  of  machinery  and  piping  layouts  and  other 
general  engineering  work  in  a  paper  mill  near  Ottawa. 
Permanent  position  and  excellent  prospects  for 
suitable  man.  Men  now  employed  in  war  industry  will 
not  be  considered.  Apply  Box  No.  2245-V. 

MECHANICAL  DRAUGHTSMAN,  for  layout  of 
power  plant  equipment,  piping  systems,  etc.,  prefer- 
ably university  graduate  with  three  or  four  years' 
experience.  State  age,  experience,  salary  desired. 
Location  Toronto.  Apply  to  Box  No.  2247-V. 

REQUIRED  for  large  gold  mining  organization  in 
West  Africa,  Beveral  mill  shiftmen,  mill  men  and 
electricians.  Salaries  up  to  £40,  £32  and  £40  re- 
spectively per  month,  free  living  quarters.  Ocean 
passage  paid  and  three  months'  leave  granted  per 
year  at  half  pay.  Yearly  renewable  contracts.  Defence 
regulations  do  not  permit  wives  to  accompany  hus- 
bands at  this  time.  Apply  Box  No.  2258-V. 


YOUNG  CIVIL  ENGINEER  not  more  than  two 
years  out  of  college,  with  field  and  office  experience, 
involving  computation  and  engineering  analysis. 
Apply  giving  full  particulars  to  Box  No.  2259-V. 

SENIOR  ELECTRICAL  ENGINEER  with  from  five 
to  eight  years  experience  required  by  large  industrial 
concern.  Apply  with  full  details  to  Box  No.  2261-V. 

MECHANICAL  DRAUGHTSMAN  with  some  ex- 
perience immediately  required  by  a  large  industrial 
firm.  Apply  giving  full  particulars  to  Box  No.  2262-V. 


SITUATIONS  WANTED 

CONSTRUCTION  ENGINEER,  University  graduate 
experienced  in  Power  Plants,  Transmission  lines, 
gunite  construction,  etc.  Available  on  short  notice. 
Apply  to  Box  No.  1Ô27-W. 

CIVIL  ENGINEER  AND  SURVEYOR— Experienced 
in  general  building  and  war  plant  construction.  Also 
installation  of  mechanical  equipment.  Immediately 
available.  Apply  to  Box  No.  2153-W. 

ELECTRICAL  ENGINEER,  graduate.  Age  47, 
married.  Experience  covers  draughting,  construction, 
maintenance,  and  operation.  For  the  last  ten  years 
employed  as  electrical  superintendent  in  a  large  in- 
dustrial plant.  Apply  to  Box  No.  1718-W. 

ENGINEER— M.E.I.C.  Age  49.  Desires  change.  Ex- 
perience covers  all  types  structural  steel  and  plate 
work,  rivetted  and  welded  construction,  as  estimator. 
Designing,  shop  drawings.  Available  two  weeks 
notice.  Apply  Box  No.  2208-W. 

MECHANICAL  ENGINEER,  Draughtsman,  Speci- 
fication Writer,  Supervisor,  specializing  in  Heating, 
Ventilating,  Power  Plants  and  Plumbing,  available  im- 
mediately. Will  go  anywhere.  Apply  Box  No.  2285-W. 


CITY  ENGINEER 

The  Corporation  of  the  City  of 
Kingston  requires  an  engineer  to  be 
head  of  the  City  Engineer's  Depart- 
ment, minimum  salary  approximately 
$3,000  with  annual  increments.  Ap- 
plicants should  be  under  forty-five 
years  of  age,  and  should  be  graduates 
in  civil  engineering  (with  sanitary 
engineer  qualifications)  from  a  rec- 
ognized university  or  institution. 
Applicants  should  state  age,  date  of 
graduation  from  university  and  de- 
gree, experience  and  training,  present 
occupation,  when  available,  and  the 
names  of  two  persons  for  confidential 
reference.  Applications  should  be 
sent  to  the  Clerk-Treasurer,  City  of 
Kingston,  marked  "Application  for 
position  of  City  Engineer"  by  March 
15,  1941.  Any  further  information 
may  be  obtained  from  the  Clerk- 
Treasurer. 


ROYAL  CANADIAN  AIR   FORCE 
RADIO  OFFICERS 

1.  Vacancies  exist  for  a  new  category  of  Officers  to  be 
designated  as  Radio  Officers. 

2.  These  officers  will  be  required  to  take  command  of 
special  radio  stations.  Their  duties  will  be  secret  and  cannot 
be  specified  in  detail,  but  the  following  notes  will  serve  as  a 
guide  to  the  qualifications  sought  in  candidates  for  these 
commissions. 

3.  A  candidate  must  be  between  the  ages  of  twenty-one 
and  forty  and  in  good  health. 

4.  Appointment  will  be  in  the  rank  of  Pilot  Officer. 
Appointees  will  be  promoted  to  the  rank  of  Temporary  Fly- 
ing Officer  on  successful  completion  of  a  course  of  training. 

5.  These  officers  will  require  to  be  competent  to  deal  with 
theoretical  and  technical  problems  at  these  special  radio 
stations. 

6.  Candidates  must  have  the  necessary  education  and 
personality  to  constitute  good  officers.  They  should  prefer- 
ably have  a  university  degree  in  physics  or  electrical  engin- 
eering and  a  first  class  knowledge  of  radio,  both  on  the 
theoretical  and  practical  side. 

7.  It  is  desirable,  but  not  essential,  that  they  should 
also  have  had  some  experience  in  short-wave  transmission 
and  reception. 

8.  Here  again  it  is  not  possible  to  make  any  hard  and 


fast  rule.  Professional  experience  in  radio  is  not  essential; 
keen  radio  amateurs  who  have  made  a  study  of  the  theory 
of  radio  as  well  as  the  practice  have  made  excellent  radio 
officers,  as  also  have  patent  barristers  and  doctors  of 
medicine  who  have  made  radio  their  hobby.  Radio  design 
engineers  from  radio  factories  are  specially  suitable  for 
commissions. 

9.  On  the  other  hand,  men  with  these  qualifications  are 
rare,  and  electrical  engineers  with  relatively  little  experience 
of  radio  have  proved  satisfactory  after  training.  The  follow- 
ing may  be  said  to  be  the  minimum  requirements  in  can- 
didates for  commissions  to  enable  them  to  understand  the 
instruction  which  will  be  given. 

A  good  science  degree  (or  even  a  good  law  degree  and 
subsequent  experience  in  patent  work  in  the  radio 
field)  and  a  thorough  knowledge  of  alternating-current 
theory.  Such  men  should  be  absolutely  "sound"  in 
their  theory,  and,  in  particular,  in  their  knowledge  of 
inductance,  capacity,  resistance,  frequency,  phasing  and 
of  acceptor  and  rejector  circuits.  In  addition  they  must 
have  a  fundamental  knowledge  of  radio  transmission 
and  reception. 

10.  Knowledge  of  the  Morse  code  is  not  necessary. 

11.  The  majority  of  these  officers  will  be  required  for 
ground  duties. 

Apply   to   the  nearest  R.C.A.F.  Recruiting  Centre. 


PRELIMINARY  NOTICE  (Continued  from  page  105) 

1936;  1927-28,  B.C.  topographical  work;  1932,  placer  mining;  1933,  bridge  and  crib 
constrn.;  1934,  hydraulic  mining,  drift  placer  mining;  1935-36,  supt.,  Columbia 
Development  Co.  Ltd.,  placer  mining;  1937,  supt.,  Langly  Prairie  Airport;  1937, 
shifter,  Wingdam  Mine;  1938,  supt.,  highway  constrn.  for  Baynes  &  Horie  Ltd.; 
1938,  foreman,  paving  and  highway  constrn.;  1939,  supt.,  highway  constrn.,  H.  R. 
Wade,  contractor;  1939,  i/c  grading,  Patricia  Bay  Airport;  1940  to  date,  supt.  engr., 
Dawson  Wade  &  Co.,  Contractors.  (St.  1928,  Jr.  1936). 

References:  H.  N.  Macpherson,  W.  H.  Powell,  J.  C.  Oliver,  C.  W.  Gamble,  K- 
Reid. 

BONNELL— ALEXANDER  ROBERTSON,  of  Pointe-a-Pierre,  Trinidad,  B.W.I. 
Born  at  Sussex,  N.B.,  April  13th,  1913;  Educ:  B.Sc,  Univ.  of  N.B.,  1935;  193.5-36 
(summers),  paving  inspr.,  Milton  Hersey  Co.,  Geol.  Survey  of  Canada;  1937,  in- 
str'man., 1937-39,  asst.  res.  engr.,  N.B.  Highway  Divn.;  1939,  surveyor,  Port-of- 
Spain,  Trinidad;  1939  to  date,  roads  engr.,  Trinidad  Leaseholds  Ltd.,  i/c  of  layout, 
design,  estimates  and  constrn.  of  roads  of  permanent  and  temporary  nature.  (St. 
1935,  Jr.  1938). 

References:  E.  O.  Turner,  J.  R.  Scanlan,  E.  B.  Allen,  W.  E.  Weatherbie,  R.  W. 
Emery. 

FOR  TRANSFER  FROM  THE  CLASS  OF-  STUDENT 

CAMPBELL— DUNCAN  CHESTER,  of  210  Einston  St.,  West  Saint  John,  N.B. 
Born  at  Saint  John,  April  20th,  1913;  summers,  1932,  asst.  District  Highway  Engr's 
office,  Saint  John.  Student  asst.,  Geol.  Survey  of  Can.;  1935,  transitman,  N.B.  High- 


way Dept.;  1935-36,  piling  and  concrete  inspr.,  Foundation  Co.  of  Canada;  1936-37, 
asst.  engr.,  instr'man.,  and  engr.,  N.B.  Highway  Dept.;  1939-40,  engr.,  Dept.  of 
Transport,  Civil  Aviation  Br.,  Airport  surveys;  1940  to  date,  asst.  engr.  or  instr'man., 
Dept.  of  Transport,  Civil  Aviation  Br.,  Airport  constrn.  and  surveys.  (St.  1935). 

References:  J.  T.  Turnbull.  D.  R.  Smith,  W.  Griesbach,  J.  N.  Flood,  W.  D.  G- 
Stratton,  W.  J.  Lawson,  E.  O.  Turner,  J.  Stephens. 

FORSYTHE— MARSHALL  ANTHONY,  of  3514  Hutchison  St.,  Montreal,  Que. 
Born  at  Bankhead,  Alta..  July  10th,  1912;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta..  1937; 
summer  work,  1934-35.  Marcus  Coal  Mine,  1937,  survey  work;  1937  to  date,  elect'l. 
dftsman.,  Shawinigan  Water  &  Power  Co.  Ltd.,  Montreal,  Que.  (St.  1937). 

References:  R.  E.  Heartz,  A.  B.  Rogers,  J.  Charnley,  W.  E.  Cornish,  R.  S.  L. 
Wilson,  C.  A.  Robb,  E.  W.  Knapp. 

SPENCE— GRAYDON  DILL,  of  St.  Croix,  N.S.  Born  at  St.  Croix,  April  1st 
1910;  Educ:  B.Sc.  (Elec),  N.S.  Tech.  Coll.,  1932;  1928-31  (summers),  rodman 
recorder,  instr'man.;  1932-35,  High  School  teacher;  1936-37,  i/c  of  hydro-electric 
project  for  the  Annapolis  Basin  Pulp  &  Power  Co.  Ltd.,  incl.  layout  of  pipe  line, 
power  house  site  and  tailrace;  1937,  land  surveying  for  the  Minas  Basin  Pulp  & 
Power  Co.  Ltd.;  1937-38,  res.  engr.  during  constrn.  of  Ambursen  Dam  for  the  Minas 
Basin  Pulp  &  Paper  Co.  Ltd.;  1938-39,  special  courses  in  forestry  at  Univ.  of  N.B.; 
1939,  land  surveying;  August,  1939,  to  date,  res.  engr.  in  the  field  on  a  water  diver- 
sion development  for  the  N.S.  Power  Commission.  (St.  1931). 

References:  H.  S.  Johnston,  S.  L.  Fultz,  S.  W.  Gray,  K.  E.  Whitman,  J.  W. 
March,  J.  E.  Clarke. 


106 


February,  1911     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  MARCH  1941 


NUMBER  3 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

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—Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


TOWERS  OF  COMMERCE Cover 

(Photo  by  James  E.   Knutt,   Toronto) 

A  MESSAGE  FROM  THE  PRESIDENT 

Dean   C.  J.  Mackenzie,  M.E.I.C 109 

THE  SECOND  MILE 

William  E.    Wickenden           .........  Ill 

COLUMNS  SUBJECT  TO  UNIFORMLY  DISTRIBUTED  TRANSVERSE 
LOADS — Illustrating  a  New  Method  of  Column  Analysis 

J.  A.    Van  Den  Broek .115 

THE  FIFTY-FIFTH  ANNUAL  GENERAL  MEETING       ....  120 

ABSTRACTS  OF  CURRENT  LITERATURE 128 

FROM  MONTH  TO  MONTH 132 

NEWLY  ELECTED  OFFICERS 138 

INSTITUTE  PRIZE  WINNERS 143 

PERSONALS 147 

Visitors  to  Headquarters        .......-• 

Obituaries        .......••••• 

NEWS  OF  THE  BRANCHES 150 

NEWS  OF  OTHER  SOCIETIES 157 

LIBRARY  NOTES 159 

PRELIMINARY  NOTICE I»2 

EMPLOYMENT  SERVICE 163 

INDUSTRIAL  NEWS 164 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed     in     the     following    pages. 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 

*McNEELY  DuBOSE,  Arvida,  Que. 


"J.  B.   CHALI.IES.   Montreal.  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

*G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.   W.   BUCKLEY,  Sydney,   N.S. 

*J.  M.  CAMPBELL,   Lethbridge,  Alta. 

*A.  L.  CARRUTHERS,  Victoria,   B.C. 

tD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

fi.  M.  FRASER,  Saskatoon,  Sask. 

fj.  H.  FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,   Halifax,   N.S. 


SECRETARY-EMERITUS 

R.   J.   DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.   MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.   CLARK  KEITH,  Windsor,  Ont. 
IdeGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.   W.   McKIEL,  Sackville,  N.B. 

COUNCILLORS 

fj.   G.   HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville,  Ont. 

*J.   L.   LANG,  Sault  Ste.  Marie,  Ont. 

*A.  LARIVIERE,  Quebec,  Que. 

tH.   N.  MACPHERSON,  Vancouver,  B.C. 

*W.  R.  MANOCK,   Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.   F.  MORRISEY,  Saint  John,   N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

tC.   K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,   Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,   N.S. 


IT.  H.  HOGG,  Toronto,  Ont. 


*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.   R.  PERRY,  Montreal,  Que. 

ÎG.  McL.  Pitts,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough.  Ont. 

*C.  E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

tH.  J.  VENNES,  Montreal,  Que. 

*For  1941  tFor  1941-42  {For  1941-42-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal.  Que. 


STANDING  COMMITTEES 


FINANCE 

deG.  BEAUBIEN,  Chairman 

J.   E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.   NEWELL 

J.  STADLER,    Treasurer 


LEGISLATION 

E.   M.   KREBSER,   Chairman 


PAPERS 

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BOARD  OF  EXAMINERS  AND 
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PAST-PRESIDENTS'  PRIZE 

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GZOWSKI  MEDAL 

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INTERNATIONAL  RELATIONS 

C.    R.   YOUNG,   Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone   A    (Western    Provinces) 
Il     N.   Ruttun   Prize 

A.    L.  CARRUTHERS,   Chairman 
/.one    R    (Province  of  Ontario) 
John   Galhraith  Prize 

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Zone  C   (Province  of  Quebec) 
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Zone  D   (Maritime   Provinces) 
Martin   Murphy    Prize 

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WESTERN  WATER  PROBLEMS 

G.   A.  GAHERTY,   Chairman 


RADIO  BROADCASTING 

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DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 


LIST  OF  INSTITUTE  PRIZES 


Sir  John  Kennedy  Prize  .Gold  medal 


.  For  outstanding  merit  or  note- 
worthy contribution  to  sci- 
ence of  engineering,  or  to 
benefit  of  the  Institute. 

Past  President's  Prize $100  cash For  a  paper  on  a  topic  selected 

by  Council. 

Duggan  Prize Medal  and  cash  to 

value  of  $100.  ..  .For  paper  on  constructional 
engineering  involving  the  use 
of  metals  for  structural  or 
mechanical  purposes. 

Gzowski   Prize Gold  medal For    a    paper   contributing    to 

the  literature  of  the  profes- 
sion of  civil  engineering. 

Plummer    Prize Gold  medal For  a  paper  on  chemical  and 

metallurgical  subjects. 


Leonard   Prize. 


Students  and  Juniors. 


University  Students. 


.Gold  medal For  a  paper  on  a  mining  sub- 
ject, open  to  members  of  the 
Canadian  Institute  of  Min- 
ing and  Metallurgy  as  well 
as  The  Engineering  Institute. 

.Books  to  the  value 

of  $2.">  (5  prizes).  For  papers  on  any  subject  pre- 
sented by  Student  or  Junior 
members. 

.$25  in  cash  (11 

prizes) For  the  third  year  student  in 

each  college,  making  the  best 
showing  in  college  work 
and  activities  in  student  or 
local  branch  of  engineering 
society. 


J  08 


March,  1911     THE  ENGINEERING  JOURNAL 


THE    ENGINEERING   JOURNAL 

VOLUME  24  MONTREAL,  MARCH  1941  NUMBER  3 


A   MESSAGE    FROM    THE    PRESIDENT 

To  serve  as  president  of  the  Engineering  Institute  is  one  of  the  greatest  honours  that  can  come  to  a  Canadian 
engineer.  It  gives  him  the  responsibility  of  maintaining  traditions  established  and  strengthened  throughout 
the  years  by  men  whose  lives  were  devoted  to  the  improvement  of  engineering  and  to  building  up  the  engineering 
profession.  Their  high  standard  of  service  constitutes  a  challenge  to  each  successive  incumbent,  a  challenge  which 
it  is  now  my  privilege  to  accept.  It  will  be  my  earnest  endeavour  to  fulfil  worthily  the  obligation  thus  imposed. 

It  has  been  customary  in  the  past  for  an  incoming  president  to  speak  of  Institute  policy  for  the  ensuing  year.  This 
year  there  must  be  only  one  objective:  to  weld  together  all  our  resources,  spiritual  as  well  as  material,  into  an  un- 
breakable instrument  for  winning  the  war.  To  this  task  the  entire  membership  of  the  Institute  is  dedicated. 

In  the  past  years  we  have  been  justly  proud  of  the  service  given  by  the  engineering  profession  in  times  of  national 
peril.  To-day,  at  this  most  critical  moment  in  history,  the  engineers'  war-time  role  is  of  even  greater  importance 
than  in  former  crises.  Engineers  are  now  serving  in  numberless  ways  in  all  the  fields  of  battle — on  land,  in  the  air, 
or  upon  the  high  seas — and  are  also  rendering  indispensable  service  in  non-combatant  duties — many  of  which  are 
extremely  hazardous.  They  are  busy  in  industry,  in  the  designing  office  and  the  workshops,  in  scientific  laboratories, 
in  educational  institutions  and  training  centres,  and  in  public  affairs. 

But  in  addition  to  the  work  accomplished  individually,  by  members,  they  can  do  much  collectively  as  constituting 
a  reputable  and  influential  body.  For  example,  the  Institute,  like  a  number  of  kindred  organizations  is  actually  in 
itself  a  reservoir  of  technically-trained  man-power.  Many  of  its  members  have  special  qualifications  for  particular 
positions;  thus  it  is  gratifying  to  learn  that  progress  is  now  being  made  in  utilizing  the  data  regarding  available 
men  which  exist  in  the  professional  records  of  the  Institute  and  also  in  those  obtained  by  other  leading  Canadian 
technical  associations. 

In  this  colossal  struggle  no  one  group  in  Canada  would  claim  to  be  of  greater  importance  than  another,  but  possibly 
we  engineers,  as  a  body,  realize  more  clearly  than  others  how  much  this  war  is  one  of  machines,  of  mechanics,  of 
industrial  production,  of  scientific  development,  of  engineering  technique  and  organization.  We  are  proud  that 
engineers  are  playing  so  vital  a  part  in  the  conflict — proud,  for  instance,  that  the  commander  of  the  Canadian 
Army  Corps,  Lieutenant-General  McNaughton,  is  an  eminent  and  active  member  of  our  Institute,  that  the  industrial 
organization  of  Canada  is  in  the  capable  hands  of  another  distinguished  member,  the  Hon.  C.  D.  Howe,  and  that 
scores  of  other  members  are  holding  positions  of  great  responsibility. 

Individual  members  of  the  Institute  can  render  important  service,  not  only  in  their  daily  war-work — whatever 
that  may  be — but  also  in  promoting  cool  courage,  quiet  confidence,  and  unbroken  morale  in  those  with  whom  they 
come  in  contact.  We,  who  have  had  an  engineer's  training  and  experience,  should  realize,  better  than  laymen,  the 
harm  done  by  unguarded  talk,  idle  gossip,  and  futile  speculation  based  on  imperfect  or  incorrect  information.  We 
can  do  much  to  impress  upon  those  inclined  to  be  careless  in  these  respects  the  necessity  of  silence  on  all  matters 
which  may  conceivably  give  comfort,  information  or  assistance  to  the  enemy. 

We  should  realize  that  although  in  a  physical  sense  this  is  a  war  of  machines,  no  conflict  in  our  history  has  been 
fought  so  entirely  for  the  survival  of  human  values.  Our  strength  to-day  lies  not  merely  in  our  capacity  to  produce 
and  man  planes  and  tanks,  but  also  in  our  recognition  that  our  way  of  life  is  very  precious,  worth  fighting  for,  worth 
dying  for,  if  need  be. 

Just  as  we  have  huge  arsenals  for  munitions,  so  also  do  we  have,  in  a  very  real  though  intangible  way,  vast  reserves 
of  moral  courage,  capable  of  being  constantly  replenished  by  the  inspirations  of  such  deeds  as  the  boarding  of  the 
Altmark,  the  battle  for  control  of  the  "daylight  air,"  Dunkerque,  and  the  battle  of  Britain.  When  Captain  Fogarty 
Fegen  of  the  Jervis  Bay,  without  a  moment's  hesitation,  signalled  that  he  was  closing  with  the  enemy,  his  contribution 
to  our  cause  could  not  be  measured  in  terms  of  ships  and  cargoes  saved  ;  his  ebbing  life  and  those  of  his  men  became 
the  strength  of  millions — strength  given  to  them  as  if  by  some  gigantic  blood-transfusion. 

As  engineers  we  can  and  will  help  materially  in  winning  the  war — but  we  must  also  dedicate  our  lives  to  main- 
taining that  high  morale  without  which  no  victory  is  possible. 

The  shadow  of  the  swastika  has  fallen  over  nearly  all  the  lands  of  Europe,  blotting  out  in  them  all  hope  of  personal 
liberty,  free  speech,  and  equal  justice.  Without  these  things  we  feel,  as  Britain  does,  that  civilized  life  is  impossible, 
and  barbarism  reigns. 

What  nobler  task  can  there  be  than  to  fight  this  monstrous  doctrine,  to  defend  the  last  stronghold  of  freedom 
in  Europe,  and  to  make  it  impossible  for  Nazi  methods  to  dominate  the  civilized  world  ? 


Ç^jJ.  VvwJ^ 


President 


THE  ENGINEERING  JOURNAL     March,  1941  109 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio) ,  3 .  F.  BRIDGE 

E.  M.  KREBSER 
J.  CLARK  KEITH 

Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 

Chairman,  3.  McMILLAN 
Vice-Chair.,  3.  B.  deHART 
Executive,      F.  K.  BEACH 

H.  B   LeBOURVEAU 
R.  MACKAY 
(Ex-Officio),  G.  P.  F.  BOESE 
S.  G.  COULTIS 
J.  HADDIN 

F.  J.  HEUPERMAN 
Sec.-Treas.,  P.  F.  PEELE, 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     3.  A.  MacLEOD 

Executive.     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio),  I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec.-Treas.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 

Chairman,     E.  NELSON 

R.M.  HARDY 

A.  M.  ALLEN  H.  R.  WEBB 
D.  HUTCHISON  C.  W.  CARRY 
J.  F.  McDOUGALL 

(Ex-Officio),  3.  GARRETT 

C.  E.  GARNETT 

B.  W.  PITFIELD, 
Northwestern  Utilities  Limited, 

10124-104th  Street, 

Edmonton,  Alta. 


Vice-Chair., 
Executive, 


Sec.-Treas., 


HALIFAX 

Chairman, 
Executive, 


S.   L.  FULTZ 
.1.   A.   MacKAY 
A.   E.  CAMERON 
A.  E.  FLYNN 
D.   G.   DUNBAR 
J.   F.   F.   MACKENZIE 
P.  A.   LOVETT 
G.  F.   BENNETT 
(Ex-Officio),  C.  SCRYMGEOUR 

S.   W.  GRAY 
Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 
HAMILTON 

Chairman,     W.  A.  T.  GILMOUR 
Vice-Chair.,  S.  SHUPE 

Executive,      C.   H.  BUTTON         T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 

(Ex-Officio),  ALEX.  LOVE  W.  L.  McFAUL 

Sec.-Treas.,  A.  R.  HANNAFORD, 
354  Herkimer  Street, 
Hamilton,  Ont. 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


T.  A.  McGINNIS 

P.  ROY 

V.  R.  DAVIES 

K.  H.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.   MUNRO 
(Ex-Officio).  G.  G.   M.  CARR-HARRIS 

D.   S.   ELLIS 
Sec.-Treas.,  3.    B.   BATY, 

Queen's  University, 

Kingston,  Ont. 
LAKEHEAD 

Chairman,      H.  G.  O'LEARY 
Vice-Chair.,  B.  A.  CULPEPER 
Executive,      MISS  E.  M.  G.  MacGILL 

H.  H.  TRIPP  W.  H    BIRD 

J.  I.  CARMICHAEL    E.  J.  DAVIES 

h.  os  c  d.  Mackintosh 

J.  S.  WILSON 
(Ex-Officio),  3.  M.  FLEMING 
Sec.-Treas.,  H.  M.  OLSSON, 

380  River  Street, 

Port  Arthur,  Ont. 
LETHBRIDGE 

Chairman,    WM.   MELDRUM 

Executive,     R.  F.  P.  BOWMAN   G.  S.  BROWN 

N.  H.  BRADLEY 

C.  S.  CLENDENING 
(Ex-Officio)  3.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  E.  A.   LAWRENCE, 

207-7th   St.   S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.  T.  JULIAN 
Executive,      V.   A.  McKILLOP 

F.  C.   BALL 

F.   BELL 

T.   L.  McMANAMNA 

R.  S.  CHARLES 
(Ex-Officio),  H.   F.   BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 


MONCTON 

Chairman, 

Vice-Chair., 

Executive, 


Vice-Chair., 
Executive, 


F.  0.  CONDON 
,  C.  S.  G.  ROGERS 

B.  E.  BAYNE  R.  H.  EMMERSON 
G.L.DICKSON  G.E.SMITH 
T.  H.  DICKSON 

(Ex-Officio),  H.  W.  McKIEL 
Sec.-TVea*.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 

Moncton,  N.B. 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
,  J.  A.  LALONDE 
E.  V.  GAGE 
P.  E.  POITRAS 
I.  S.  PATTERSON 
J.   B.  STIRLING 
J.   M.  CRAWFORD 
J.  COMEAU 
(Ex-Officio),}.  B.  CHALLIES 
deG.   BEAUBIEN 
J.  G.  HALL 
H.  MASSUE 

C.  K.  McLEOD 

B.  R.  PERRY 

G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que. 
NIAGARA   PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 

J.  L.  McDOUGALL 
L.  J.  RUSSELL 
J.  H.  TUCK 
G.  F.  VOLLMER 
(Ex-Officio),  W.  R.  MANOCK 

A.  W.  F.  McQUEEN 
Acting-Sec,  GEO.   E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 
OTTAWA 


Chairman, 
Executive, 


Executive, 


W.   H.   MUNRO 

N.  MARR  H.  V.  ANDERSON 

W.  L.  SAUNDERS       J.  H.  IRVINE 
W.  H.  NORRISH 
(Ex-Officio),  3.  H.  PARKIN 

K.  M.  CAMERON 
Sec.-Treas.,  R.   K.  ODELL, 

Dept.  of  Mines  and  Resources, 

Ottawa.  Ont. 
PETERBOROUGH 

Chairman,     R.  L.  DOBBIN 
J.  CAMERON 

0.  J.  FRISKEN 

1.  F.  McRAE 
J.  W.  PIERCE 

(Ex-Officio),  B.  I.  BURGESS 

H.  R. SILLS 
Sec.-Treas.,  A.  L.  MALBY, 

303  Rubidge  St., 

Peterborough,  Ont. 
QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 

,E.  D.  GRAY-DONALD 
T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)   A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs.. 
Quebec,  Que. 
SAGUENAY 

Chairman,  3.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Executive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 
C.  MILLER 

W.  P.  C.  LeBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 
McN.  DuBOSE 
M     G.  SAUNDERS 
'     Sec.-Treas.,  T.  A.  TAYLOR 

Saguenay  Inn,  Arvida,  Qu«. 


Vice-Chair., 
Executive, 


SAINT  JOHN 

Chairman,     JOHN  P.  MOONEY 
Vice-Chair.,  3.  T.  TURNBULL 
Executive,      D.  R.  SMITH 

F.  A.  PATRIQUEN      A.  O.  WOLFF 
(Ex-Officio),  H.  F.  MORRISEY 

Sec.-Treas.,  VICTOR  S.  CHESNUT 
P.O.  Box  1393, 

Saint  John.  N.B. 
ST.  MAURICE  VALLEY 

Chairman,     C.  H.  CHAMPION 
Vice-Chair.,  A.  H.  HEATLEY 
Executive,      R.  DORION 

J.  H.  FREGEAU  V.  JEPSEN 

H.  O.  KEAY  K.  S.  LeBARON 

G.  RINFRET  H.  G.  TIMMIS 
H.  J.  WARD               H.  K.  WYMAN 

(Ex-Officio),  F.  W.  BRADSHAW 

J.  H.  FREGEAU 
Sec.-Treas.,  G.  B.  BAXTER, 

Canadian  International  Paper  Com- 
pany, Three  Rivers,  Que. 
SASKATCHEWAN 


Chairman, 

P.C.PERRY 

Vice-Chair., 

R.  A.  McLELLAN 

Executive, 

I.  M.  FRASER      J.  McD.  PATTON 

C.  J.  McGAVIN                R.J.FYFE 

A.  M.  MACGILLIVRAY 

g.  l.  Mackenzie 

A.  A.  MURPHY 

W.  E. LOVELL 

Sec.-Treas., 

STEWART  YOUNG. 

P.  O.  Box  101, 

Regina,  Sask 

SAULT  STE 

MARIE 

Chairman, 

E.  M.  MacQUARRIE 

Vice-Chair. 

L.  R.  BROWN 

Executive, 

R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 

(Ex-Officio) 

,  J.  L.  LANG 

A.  E.  PICKERING 

Sec.-Treas., 

0.  A.  EVANS. 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 

TORONTO 

Chairman,    NICOL  MacNICOL 
Vice-Chair.,H.  E.  BRANDON 
Executive,     W.  S.  WILSON       G.  W.  PAINTER 
F.  J.  BLAIR  G.  R.  JACK 

W.  H.  M.  LAUGHLIN    D.  FORGAN 
(Ex-Officio)  T.  H.  HOGG 
C.  E.  SISSON 
A.  E.  BERRY 
Sec.-Treas.,  3.  3.  SPENCE. 

Engineering  Building, 
University  of  Toronto, 

Toronto,  Ont. 

VAINCOUVER 

Chairman,    3.  N.  FINLAYSON 

Vice-Chair.,  W.  O.  SCOTT 

Executive,     T.  E.  PRICE         H.  C.  FITZ-JAMES 
J.  R.  GRANT  R.  E.  POTTER 

W.  N.  KELLY  P.  B.  STROYAN 

(Ex-Officio),  C.  E.  WEBB 

H.   N.    MACPHERSON 

Sec.-Treas..  T.  V.  BERRY, 

3007 -36th  Ave.  W.. 

Vancouver,  B  C. 


VICTORIA 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio), 

Sec.-Treas., 


WINNIPEG 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas  . 


G.  M.  IRWIN 

A.  S.  G.  MUSGRAVE 

J.  H.  BI  ARE 

E.  DAVIS 

A.   I..  FORI) 

P.  T.    O'GRADY 

E.  W.   IZARD 

A.  L.  CARRUTHERS 
K.  REID. 

1063  Pentrelew  Place, 

Victoria,  B.<  ' 

V.  MICHIE 

D.  M.  STEPHENS 
C.  V.  ANTENBRING 
H.  B.  BREHAUT 
J.  T.  DYMENT 
H.  W.  McLEOD 
T.  E.  STOREY 
H     L.  BRIGGS 
.1.  Vf.  SANGEK 
C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg.  Mi" 


110 


March,  1911     THE  ENGINEERING  JOURNAL 


THE  SECOND  MILE 

WILLIAM  E.  WICKENDEN 

President,  Case  School  of  Applied  Science,  Cleveland,  Ohio,  U.S.A. 

Address  delivered  al  the  Annual  Banquet  of  The  Engineering  Institute  of  Canada,  Hamilton,  Ont.,  February  7th,  1941. 


"Whosoever  shall  compel  thee  to  go  one 
mile — go  with  him  twain."  I  am  not  sure 
that  I  should  dare  to  choose  this  counsel 
of  perfection  from  the  Sermon  on  the 
Mount  as  a  text  for  a  talk  to  engineers 
south  of  the  border,  such  is  the  present 
state  of  our  biblical  illiteracy.  The  pro- 
fessor of  a  past  generation  who  withered 
a  classroom  disturbance  at  Yale  by  ur- 
banely remarking  "Young  gentlemen,  I 
beg  you  to  restrain  yourselves  until  I 
cast  one  more  pearl,"  would  be  met  to-day 
by  uncomprehending  stares.  Some  one  has 
said  that  the  trouble  with  us  in  the  States 
is  that  we  have  lost  three  pasts;  first  we 
lost  the  classical  past,  next  we  lost  the 
biblical  past,  and  now  we  are  losing  the 
historical  past.  In  Canada  where,  I  be- 
lieve, you  are  much  more  deeply  rooted 
in  piety  and  sound  learning,  you  will 
catch  the  meaning  of  my  text.  Every 
calling  has  its  mile  of  compulsion,  its  daily  round  of  tasks 
and  duties,  its  standard  of  honest  craftsmanship,  its  code 
of  man-to-man  relations,  which  one  must  cover  if  he  is  to 
survive.  Beyond  that  lies  the  mile  of  voluntary  effort,  where 
men  strive  for  excellence,  give  unrequited  service  to  the 
common  good,  and  seek  to  invest  their  work  with  a  wide 
and  enduring  significance.  It  is  only  in  this  second  mile 
that  a  calling  may  attain  to  the  dignity  and  the  distinction 
of  a  profession. 

A  preacher  who  was  once  reproached  for  straying  rather 
widely  from  his  text  replied  "A  text  is  like  a  gate,  it  has  two 
uses;  you  can  either  swing  on  it,  or  you  can  open  it  and  pass 
through."  Let  us  pass  on  through.  There  is  a  school  of 
thought  that  seems  to  hold  that  all  of  the  problems  of  the 
engineering  profession  may  be  solved  by  giving  it  a  legal 
status.  If  only  we  compel  all  who  would  bear  the  name  of 
engineer  to  go  the  mile  of  examination  and  licensure,  we 
shall  have  protection,  prestige  and  emoluments  to  our 
heart's  desire.  They  forget,  perhaps,  that  there  are  many 
useful  callings  which  have  traversed  this  mile  without  find- 
ing the  higher  professional  dignities  at  its  end.  We  license 
embalmers,  chiropodists,  barbers  and  cosmetologists,  but 
we  do  it  for  the  protection  of  the  public,  and  not  to  erect 
them  into  castes  of  special  dignity  and  privilege. 

There  is  an  illusion  abroad  that  any  calling  may  win 
recognition  as  a  profession  by  the  mere  willing  it  so  and  by 
serving  notice  to  that  effect  on  the  rest  of  the  world.  It 
helps  a  lot,  too,  if  you  can  invent  an  esoteric-sounding 
name  derived  from  the  Greek.  One  reads,  for  example,  of  a 
group  of  barbers  who  elect  to  be  known  as  "chirotonsors"  in 
order  to  raise  the  prestige  of  their  "profession."  The  truth 
seems  to  be  that  as  soon  as  any  word  acquires  a  eulogistic 
character,  we  promptly  proceed  to  destroy  it  by  indiscrim- 
inate usage.  When  one  scientist  observed  what  the  adver- 
tising fraternity  has  done  to  the  word  research,  he  remarked 
dryly  that  we  now  use  that  word  to  mean  so  many  things 
we  shall  soon  have  to  invent  another  word  to  mean  research. 
The  ambition  to  dignify  honorable  work  is  laudable,  but 
there  is  much  seizing  after  the  form  and  letting  the  sub- 
stance escape  which  would  be  ludicrous,  if  it  were  not 
pathetic. 

A  prominent  English  churchman  once  remarked  face- 
tiously that  there  were  three  sorts  of  Anglicans — the  low 
and  lazy,  the  broad  and  hazy,  and  the  high  and  crazy.  It 
seems  to  be  much  the  same  among  engineers  in  our  thinking 
about  our  profession.  We  have  a  low  church  party  which  holds 


Dr  W.  E.  Wickenden 


that  status  and  titles  are  of  little  con- 
sequence; so  long  as  the  public  allows  us 
to  claim  them  not  much  else  matters  if 
the  engineer  does  an  honest  day's  work. 
The  broad  church  party  is  all  for  inclu- 
siveness;  if  business  men  and  industria- 
lists wish  to  call  themselves  engineers,  let 
us  take  them  in  and  do  them  good,  not 
forgetting  the  more  expensive  grades  of 
membership.  The  high  church  party  is  all 
out  for  exclusive  definitions  and  a  strictly 
regulated  legal  status;  in  their  eyes,  what 
makes  a  man  a  "professional"  engineer 
is  not  his  learning,  his  skill,  his  ideals,  his 
public  leadership — it  is  his  license  cer- 
tificate. 

In  view  of  these  divided  counsels,  it 
may  not  be  amiss  to  consider  briefly  what 
a  profession  is,  how  it  came  to  be,  why 
it  exists,  how  its  status  and  privileges 
are  maintained  and  what  obligations 
it  entails;  and  finally  to  discuss  a  few  of  our  current  issues 
in  the  light  of  these  backgrounds. 

Of  professions  there  are  many  kinds;  open  professions 
like  music,  to  which  any  man  may  aspire  within  the  bounds 
of  his  talents,  and  closed  professions  like  medicine  which 
may  be  entered  only  through  a  legally  prescribed  process; 
individual  professions  like  painting  and  group  professions 
like  law,  whose  members  constitute  "the  bar,"  a  special 
class  in  society;  private  professions  like  authorship  and 
public  professions  like  journalism;  artistic  professions  like 
sculpture  and  technical  professions  like  surgery;  amelior- 
ative professions  like  the  ministry  and  social  work  and  pro- 
fessions which  achieve  their  ends  by  systematic  destruction 
like  the  army  and  navy.  Despite  all  these  differences  of 
pattern,  there  are  characteristic  threads  which  run  like  a 
common  warp  beneath  the  varying  woof  of  every  type  of 
professional  life  and  endeavor. 

If  one  seeks  definitions  from  various  authorities,  he  finds 
three  characteristic  viewpoints.  One  authority  will  hold  that 
it  is  all  an  attitude  of  mind,  that  any  man  in  any  honorable 
calling  can  make  his  work  professional  through  an  altruistic 
motive.  A  second  may  hold  that  what  matters  is  a  certain 
kind  of  work,  the  individual  practice  of  some  science  or  art 
on  an  elevated  intellectual  plane  which  has  come  to  be 
regarded  conventionally  as  professional.  A  third  may  say 
that  it  is  a  special  order  in  society,  a  group  of  persons  set 
apart  and  specially  charged  with  a  distinctive  social  func- 
tion involving  a  confidential  relation  between  an  agent  and 
a  client,  as  the  bar,  the  bench  and  the  clergy.  Another  source 
of  confusion  arises  from  the  fact  that  some  define  a  profes- 
sion solely  in  terms  of  ideals  professed,  others  solely  in 
terms  of  practices  observed,  and  still  others  in  terms  of 
police  powers  exercised.  All  authorities  recognize  that  some 
of  the  distinguishing  attributes  of  a  profession  pertain  to 
individuals,  while  others  pertain  to  groups,  but  there  is  con- 
siderable variation  in  the  emphasis  given.  Let  us  glance 
briefly  at  these  two  sorts  of  distinguishing  attributes. 

What  marks  off  the  life  of  an  individual  as  professional  ? 
First,  I  think  we  may  say  that  it  is  a  type  of  activity  which  is 
marked  by  high  individual  responsibility  and  which  deals 
with  problems  on  a  distinctly  intellectual  plane.  Second,  we 
may  say  that  it  is  a  motive  of  service,  as  distinct  from  profit. 
Third,  is  the  motive  of  self-expression,  which  implies  a  joy 
and  pride  in  one's  work  and  a  self-imposed  standard  of 
workmanship — one's  best.  And  fourth,  is  a  conscious 
recognition  of  social  duty  to  be  accomplished,  among  other 


THE  ENGINEERING  JOURNAL     March,  1941 


111 


means,  by  guarding  the  standards  and  ideals  of  one's  pro- 
fession and  advancing  it  in  public  understanding  and 
esteem,  by  sharing  advances  in  professional  knowledge  and 
by  rendering  gratuitous  public  service,  in  addition  to  that 
for  ordinary  compensation,  as  a  return  to  society  for  special 
advantages  of  education  and  status. 

Next,  what  are  the  attributes  of  a  group  of  persons  which 
mark  off  their  corporate  life  as  professional  in  character  ?  I 
think  we  may  place  first  a  body  of  knowledge  (science)  and 
of  art  (skill),  held  as  a  common  possession  and  to  be  ex- 
tended by  united  effort.  Next  we  may  place  an  educational 
process  of  distinctive  aims  and  standards,  in  ordering  which 
the  professional  group  has  a  recognized  responsibility. 
Third  in  order  is  a  standard  of  qualifications,  based  on  char- 
acter, training  and  competency,  for  admission  to  the  profes- 
sional group.  Next  follows  a  standard  of  conduct  based  on 
courtesy,  honor  and  ethics,  to  guide  the  practitioner  in  his 
relations  with  clients,  colleagues  and  the  public.  Fifth,  I 
should  place  a  more  or  less  formal  recognition  of  status  by 
one's  colleagues  or  by  the  state,  as  a  basis  of  good  standing. 
And  finally  an  organization  of  the  professional  group  based 
on  common  interest  and  social  duty,  rather  than  economic 
monopoly. 

The  traditional  professions  of  law,  medicine,  and  divinity 
had  a  common  fountain  head  in  the  priestcraft  of  antiquity. 
What  is  professional  in  engineering  and  in  certain  other 
modern  callings  can  be  traced  back  only  so  far  as  the 
mediaeval  merchant  and  craft  guilds.  These  arose  in  the 
period  when  feudal  society  was  breaking  down  and  the 
beginnings  of  the  modern  commercial  and  industrial  era 
were  appearing.  In  this  period  of  disintegration  and  remak- 
ing of  the  social  order,  before  cities  had  grown  strong  and 
central  governments  powerful,  police  powers  had  not  been 
largely  developed  or  protective  services  created  by  the  state. 
Men  who  wished  to  engage  in  far-flung  commerce  or  in  trade 
on  any  extensive  scale  found  it  necessary  to  organize  for 
mutual  protection,  and  this  in  turn  led  to  monopolistic 
control.  In  the  various  crafts  it  was  the  guilds  which  regulated 
by  ordinance  the  hours  of  labor,  the  observance  of  holidays, 
the  length  and  character  of  apprenticeship  and  the  quality 
of  workmanship;  and  it  was  the  guild  which  tested  the  pro- 
gress of  novices,  apprentices  and  journeymen  and  finally 
admitted  them  to  the  ranks  of  the  masters.  When  the  cities 
and  the  states  waxed  powerful,  they  usually  confirmed  the 
monopolies  which  the  guilds  had  gathered  to  themselves  and 
even  incorporated  them  into  the  structure  of  the  munici- 
pality, as  in  the  City  and  Guilds  of  London.  The  church  too 
lent  its  blessing,  since  the  religious  philosophy  of  the  middle 
ages  regarded  society  as  a  commonwealth  divided  into 
divinely  ordained  functions,  and  not  as  a  mere  aggregation 
of  individuals — an  idea  which  recent  Papal  encyclicals  have 
sought  to  reanimate  under  the  name  of  a  corporative 
society.  In  the  spirit  of  the  times,  the  guilds  required  mem- 
bers to  contribute  periodically  to  a  common  fund  for  the 
relief  of  distress,  to  participate  in  certain  religious  observ- 
ances and  to  honor  certain  festivities  and  pageants. 

Many  of  these  features  are  perpetuated  in  the  modern 
professional  body.  The  public  grants  it  more  or  less  tangible 
monopolies  and  self-governing  privileges,  in  consideration 
of  which  it  engages  to  admit  to  its  ranks  only  men  who  have 
proved  their  competency,  to  scrutinize  the  quality  of  their 
work,  to  insist  on  the  observance  of  ethical  relations,  and 
to  protect  the  public  against  extortion  and  bungling.  The 
occasion  which  calls  for  professional  service  is  often  a 
human  emergency  in  which  the  legal  doctrine  of  caveat 
emptor — let  the  buyer  beware — breaks  down.  When  a  baby 
is  about  to  be  born  or  an  appendix  must  be  removed,  you 
want  some  guarantee  that  the  job  is  in  competent  hands. 
The  layman  often  finds  professional  knowledge  and  skill  a 
little  too  esoteric  for  his  judgment.  If  you  have  a  problem  of 
mental  hygiene  in  your  family  you  want  some  guarantee  that 
you  are  dealing  with  a  qualified  psychiatrist  and  not  with  a 
quack.  The  public  wisely  puts  the  burden  of  guaranteeing 
at  least  minimum  standards  of  competency  on  the  profession 


itself.  It  may  implement  this  obligation  through  public 
examinations  and  licensure,  or  it  may  entrust  it  to  a  system 
of  certification  within  the  profession  itself,  but  in  the  end  it 
comes  down  to  the  same  thing — a  profession  must  guarantee 
to  the  public  the  competency  of  its  practitioners.  In  return, 
the  public  protects  the  profession  from  the  incompetent 
judgment  of  the  layman  by  a  privileged  status  before  the 
law. 

Professional  status  is  therefore  an  implied  contract  to 
serve  society,  over  and  beyond  all  duty  to  client  or  employer, 
in  consideration  of  the  privileges  and  protection  society 
extends  to  the  profession.  The  possession  and  practice  of  a 
high  order  of  skill  do  not  in  themselves  make  an  individual  a 
professional  man.  Technical  training  pure  and  simple,  I 
think  we  can  agree,  is  vocational  rather  than  professional 
in  its  character.  The  difference  between  the  two  is  not 
merely  a  matter  of  length  or  one  of  intellectual  levels — it  is 
rather  a  matter  of  spirit  and  ideals  and  partly  an  educational 
overplus  beyond  the  minimum  required  to  master  the  daily 
job.  This  overplus  must  be  sought  largely  through  founda- 
tion studies  which  give  a  deeper  insight  into  underlying 
principles  and  relations  than  the  mere  mastery  of  technique 
requires.  For  the  lawyer  this  means  the  study  of  philosophy, 
history  and  social  institutions;  for  the  physician  a  grounding 
that  is  both  deep  and  broad  in  biology  and  psychology;  and 
for  the  engineer  philosophic  insights  into  the  mathematical 
and  physical  sciences.  This  overplus,  again,  is  partly  a 
matter  of  knowledge  of  social  forces  and  institutions  which 
enables  the  professional  man  to  view  his  work  and  its  con- 
sequences not  only  as  a  service  to  a  client,  but  also  in  terms 
of  its  implications  for  society.  An  engineer,  for  example, 
recommends  the  introduction  of  a  labor-saving  process;  does 
he  see  in  this  only  a  saving  in  the  immediate  cost  of  produc- 
tion, merely  assuming  that  this  is  a  desirable  end  in  itself, 
or  can  he  perceive  the  sequence  of  effects  which  will  be  felt 
in  the  lives  of  individuals,  the  organization  which  employs 
them,  the  community  in  which  it  functions  and  the  wider 
sector  of  society  which  it  serves  ?  In  the  answer  to  this 
question  there  is  wrapped  up  much  of  the  difference  be- 
tween a  high-grade  technician  and  a  man  of  true  profes- 
sional stature. 

Through  all  professional  relations  there  runs  a  three-fold 
thread  of  accountability — to  clients,  to  colleagues,  and  to 
the  public.  Is  business  a  profession  or  can  it  be  made  so  ? 
We  sometimes  hear  it  referred  to  as  the  oldest  of  trades  and 
the  newest  of  professions.  It  seems  clear  that  business  is 
moving  away  from  the  dog-eat-dog  area  to  one  nearer  the 
fringe  of  professional  life.  This  occurs  when  the  direct  mana- 
gement passes  from  the  hands  of  proprietors  to  a  distinct 
administrative  caste  with  little  immediate  stake  in  the 
profits  of  trade.  Business  may  still  be  far  from  a  true  profes- 
sion, but  management  is  well  within  the  pale.  Business  has 
lived  traditionally  from  balance-sheet  to  balance-sheet;  the 
time-span  of  its  thinking  has  often  been  about  three  months; 
the  profit-and-loss  statement  has  been  its  only  yard-stick. 
Professional  managers,  if  assured  of  reasonable  security  of 
tenure,  are  better  able  to  think  and  plan  in  terms  of  long- 
range  prosperity  and  to  act  as  responsible  middle-men 
between  investors,  workers,  customers  and  the  public.  At 
one  time  I  worked  for  the  Bell  Telephone  System,  of  which 
no  individual  owns  as  much  as  one  per  cent.  It  is  the  best 
example  of  manager-operated,  as  distinct  from  owner- 
operated,  business  that  I  know  of  and  the  one  that  comes 
nearest  to  fulfilling  professional  standards. 

All  of  us  can  take  pride  in  this  example,  because  it  is  so 
largely  an  engineer-managed  enterprise.  If  we  were  to 
narrow  our  professional  fellowship  so  as  to  include  only  men 
who  render  technical  service  on  an  individual  agent-and- 
client  basis  and  exclude  all  whose  work  is  primarily  admin- 
istrative, I  feel  that  we  should  do  an  irreparable  injury  both 
to  ourselves  and  to  society.  The  engineer  has  been  the 
pioneer  in  the  professionalizing  of  industry,  and  his  task  is 
only  begun.  Organized  labor,  it  seems,  is  intent  upon  gaining 
a  larger  voice  in  the  councils  of  industry;  it  wants  to  sit  in 


112 


March,  1941     THE  ENGINEERING  JOURNAL 


when  policies  are  made  and  to  share  in  planning  the  sche- 
dules of  production.  This  may  be  its  major  strategy  for  the 
defense  period  ;  witness  the  Knudsen-Hillman  partnership  in 
Washington  and  the  Reuther  plan  for  aircraft  production 
by  the  automobile  industry.  If  any  such  day  is  ahead,  the 
middle-man  of  management  who  can  reconcile  the  stake  of 
the  investor,  the  worker,  the  customer  and  the  public  is 
going  to  be  the  key  man  on  the  team.  For  that  responsibility, 
the  finger  of  destiny  points  to  the  engineer.  This  makes  it 
all  the  more  urgent  that  the  young  engineer,  while  seeking 
in  every  way  to  gain  a  discriminating  and  not  unsym- 
pathetic knowledge  of  the  labor  movement,  should  avoid 
being  sucked  into  it  by  the  lure  of  a  quick  gain  in  income 
and  in  bargaining  power. 

The  ethical  obligations  of  a  profession  are  usually  em- 
bodied in  codes  and  enforced  by  police  powers.  The  physi- 
cian and  lawyer  are  bound  by  explicit  obligations  and  woe 
betide  the  man  who  oversteps  them.  As  engineers,  our 
codes  are  more  intangible,  as  our  duties  are  less  definable. 
In  any  case,  the  obligations  of  a  profession  are  so  largely 
matters  of  attitude  that  codes  alone  do  not  suffice  to  sustain 
them.  Equal  importance  attaches  to  the  state  of  mind 
known  as  professional  spirit  which  results  from  associating 
together  men  of  superior  type  and  from  their  common 
adherence  to  an  ideal  which  puts  service  above  gain,  excel- 
lence above  quantity,  self-expression  above  pecuniary  in- 
centives and  loyalty  above  individual  advantage.  No  pro- 
fessional man  can  evade  the  duty  to  contribute  to  the 
advancement  of  his  group.  His  skill  he  rightly  holds  as  a 
personal  possession,  and  when  he  imparts  it  to  another  he 
rightly  expects  a  due  reward  in  money  or  service.  His 
knowledge,  however,  is  to  be  regarded  as  part  of  a  common 
fund  built  up  over  the  generations,  an  inheritance  which  he 
freely  shares  and  to  which  he  is  obligated  to  add  ;  hence  the 
duty  to  publish  the  fruits  of  research  and  to  share  the 
advances  in  professional  practice.  If  the  individual  lacks  the 
ability  to  make  such  contributions  personally,  the  least  he 
can  do  to  pay  his  debt  is  to  join  with  others  in  creating 
common  agencies  to  increase,  disseminate  and  preserve 
professional  knowledge  and  to  contribute  regularly  to  their 
support. 

There  are  too  many  engineers  with  a  narrow  and  petty 
attitude  on  these  matters;  mature  men  who  complain  that 
the  immediate,  bread-and-butter  value  of  the  researches 
and  publications  of  a  professional  society  are  not  worth 
the  membership  fee,  and  young  men  who  complain  because 
it  does  not  serve  them  as  an  agency  of  collective  bargaining. 
Shame  on  us!  Do  we  look  with  envy  on  the  high  prestige  of 
medicine  and  of  surgery  ?  Then  let  us  not  forget  that  this 
prestige  has  been  won  not  merely  through  personal  skill 
and  service,  but  through  magnificent  contributions  to 
human  knowledge  without  profit  to  the  seekers  and  with 
incalculable  benefits  for  all  mankind.  Do  we  covet  public 
leadership  on  a  par  with  the  legal  profession  ?  Then  we  do 
well  to  remember  that  the  overplus  which  differentiates  a 
profession  from  a  technical  vocation  calls  for  personal 
development  and  for  powers  of  expression  sufficient  to  fit 
a  man  for  a  place  of  influence  in  his  community. 

Measured  by  the  standards  I  have  been  seeking  to  outline, 
many  men  who  call  themselves  engineers  and  who  are  com- 
petent in  accepted  technical  practices  can  scarcely  be  said 
to  have  attained  a  real  professional  stature.  These  are  the 
men  who  have  let  their  scientific  training  slip  away,  who  do 
not  see  beyond  the  immediate  results  of  their  work,  who 
look  on  their  jobs  as  an  ordinary  business  relationship,  who 
contribute  nothing  to  advancement  by  individual  or  group 
effort  and  who  have  little  or  no  influence  in  society.  They 
have  been  unable  to  surmount  routine  in  the  early  stages 
of  experience  and  have  gradually  grown  content  with 
mediocrity.  There  is  much  in  the  daily  work  of  a  physician, 
a  lawyer  and  a  minister  of  religion  which  compels  him  to  be 
a  life-long  student.  In  peace  times  the  army  officer  is  likely 
to  spend  one  year  in  six  going  to  school.  The  student  habit 
is  less  often  a  mark  of  the  engineer,  which  is  natural  per- 


haps in  a  man  of  action  rather  than  one  of  reflection,  but 
far  too  many  seem  to  leave  all  growth  after  their  college 
days  to  the  assimilation  of  ordinary  experience,  without 
deliberate  intellectual  discipline  of  any  kind. 

There  is  a  certain  school  of  thought  which  has  two  quick 
and  ready  remedies  for  all  ills  and  shortcomings  of  the  pro- 
fession. One  is  to  keep  the  boys  longer  in  college  and  to 
compel  them  to  cover  both  the  arts  and  the  engineering 
course;  the  second  is  to  compel  every  engineer  to  take  out  a 
public  license.  One  need  not  quarrel  with  either  the  aims 
or  the  means  ;  so  far  as  they  go  both  are  good,  but  they  cover 
only  the  first  mile.  Registration,  I  believe,  will  always  be  a 
qualifying  standard  rather  than  a  par  standard  for  the 
engineering  profession.  It  will  go  far  toward  keeping  the 
wrong  men  out,  but  will  serve  only  indirectly  to  get  the 
right  men  in.  Beyond  it  lies  a  second  mile  of  growth  and 
advancement  for  which  effective  stimuli,  incentives  and 
rewards  can  be  provided  only  within  the  profession  itself. 
The  riper  experience  of  the  medical  profession  seems  a  safe 
guide.  For  the  protection  of  the  public,  the  law  determines 
who  may  practice  general  medicine;  but  if  a  registered 
physician  wishes  to  qualify  as  an  orthopaedic  surgeon,  he 
submits  to  a  training  prescribed  by  a  voluntary  group  of 
specialists  and  undergoes  an  examination  at  their  hands 
rather  than  those  of  a  public  licensing  board.  Evidences  of 
distinction  are  likewise  a  gift  within  the  sphere  of  the 
profession's  inner  life,  rather  than  the  domain  of  law. 

The  proposal  to  compel  all  engineering  students  to  remain 
six  years  or  more  in  college  and  to  take  both  the  arts  and 
the  engineering  degrees  is  a  counsel  of  perfection,  attractive 
in  theory  and  unworkable  in  practice.  It  has  failed  when 
tried  principally  because  employment  on  attractive  terms  is 
widely  available  to  four-year  graduates,  but  also  because  the 
typical  student  of  engineering  shows  an  unmistakable 
craving  for  action  toward  the  end  of  the  undergraduate 
period  and  becomes  fed  up  for  a  time  with  formal  teaching 
and  study.  All  our  experience  suggests  that  the  further  pos- 
sibilities in  the  mile  of  voluntary  advancement  are  much 
more  hopeful  than  those  in  the  mile  of  compulsory  discipline. 
Growth  in  voluntary  postgraduate  enrollments  has  been 
going  forward  at  a  truly  surprising  pace.  The  most  recent 
summary  shows  that  our  engineering  schools  granted  1,326 
master's  degrees  and  108  doctorates  in  1940  and  that  there 
are  enrolled  in  the  present  year  4,589  candidates  for  the 
former  degree  and  623  for  the  latter.  Equally  encouraging 
are  the  gains  in  liberalizing  the  engineering  curriculum  by 
more  adequate  inclusion  of  studies  in  language  and  liter- 
ature, in  history  and  economics  and  in  psychology  and 
social  institutions — gains  which  are  being  made  possible  by 
the  progressive  transfer  of  specialized  technical  studies  to  the 
graduate  plane.  My  enthusiasm  is  stirred  by  the  rapid  gain 
in  cultural  interest  and  activity  among  engineering  students, 
gains  in  the  reading  of  books,  in  attendance  at  the  theatre, 
in  hearing  and  producing  music  and  in  the  artistic  forms  of 
expression. 

I  am  encouraged  by  these  trends  to  end  on  a  note  of 
prophecy.  You  are  fighting  a  technological  war,  and  we  are 
entering  upon  an  all-out  program  of  technological  defense 
in  which  every  man  under  arms  must  be  backed  by  more 
than  a  dozen  in  industry  and  in  which  only  one  man  in  four 
under  arms  is  expected  to  carry  a  rifle.  This  experience  is 
likely  to  have  a  profound  effect  on  education.  Within  a 
decade  we  are  likely  to  see  technological  education,  both 
at  the  secondary  and  the  higher  levels,  becoming  more  and 
more  the  dominant  type. 

The  climax  of  man's  effort  to  subdue  nature,  shift  labour 
from  muscles  to  machines,  to  make  material  abundance 
available  for  all,  and  to  abolish  poverty  and  disease,  may 
well  fall  in  the  next  fifty  years.  After  that  human  interest 
may  shift  from  work  to  leisure,  from  industry  to  art.  Mean- 
while engineers  will  multiply,  research  will  expand,  and  in- 
dustry will  grow  more  scientific.  Engineers  will  find  their 
way  into  every  field  where  science  needs  to  be  practically 
applied,  cost  counted,  returns  predicted  and  work  organized 


THE  ENGINEERING  JOURNAL     March,  1941 


113 


systematically.  They  will  be  called  upon  to  share  the  con- 
trol of  disease  with  physicians,  the  control  of  finance  with 
bankers,  the  bearing  of  risks  with  underwriters,  the  organ- 
izing of  distribution  with  merchants  and  purchasing  agents, 
the  supplying  of  food  with  packers  and  purveyors,  the  rais- 
ing of  food  with  farmers  and  the  operation  of  the  home  with 
housewives.  In  few  of  these  new  fields,  if  any,  will  engineers 
be  self-sufficient;  to  be  useful  they  must  be  team- workers; 
and  they  must  be  prepared  to  deal  with  "men  and  their 
ways,"  no  less  than  "things  and  their  forces." 

The  engineering  profession  will  exercise  a  far  greater  in- 
fluence in  civic  and  national  affairs.  It  will  probably  never  be 
able  to  define  its  boundaries  precisely,  nor  become  exclus- 
ively a  legal  caste,  nor  fix  a  uniform  code  of  educational 
qualifications.  Its  leaders  will  receive  higher  rewards  and 
wider  acclaim.  The  rank  and  file  will  probably  multiply  more 
rapidly  than  the  elite,  and  rise  in  the  economic  scale  to  only 
a  moderate  degree. 

Engineering  education  must  break  away  from  its  present 
conventional  uniformity.  At  one  extreme,  a  part  of  it  must 
become  more  profoundly  scientific;  at  the  other  extreme,  a 
vast  development  of  practical  technical  education  for 
directing  production  will  be  in  demand.  Engineering  schools 
ought  to  be  less  alike,  less  standardized  by  imitation.  The 
men  who  are  to  lead  the  profession  will  need  a  longer  train- 
ing, and  one  that  is  both  more  broadly  humanistic  and  more 
profoundly  scientific.  Great  numbers  of  workers  in  tech- 
nology could  do  well  with  a  more  intensive  type  of  training. 
For  every  one  who  should  receive  post-graduate  training, 
possibly  four  would  find  the  present  course  sufficient,  and 
ten  would  find  an  intensive  two-year  course  more  suitable. 
The  science  of  economy  needs  to  be  more  strongly  empha- 
sized at  all  levels.  A  science  of  human  work  needs  to  be 
created  and  systematically  taught. 

The  engineer's  job  will  be  so  varied,  and  will  change  so 


fast,  and  his  tools  will  so  increase  in  variety  and  refinement 
with  the  advance  of  science,  that  no  engineer  can  hope  to  get 
a  once-and-for-all  education  in  advance.  We  must  expect  to 
re-educate  engineers  at  intervals  throughout  their  careers. 
The  most  important  development  of  all  may  come  in  after- 
college  education.  In  the  future  we  shall  see  large  numbers 
of  young  engineers  coming  back  to  college,  some  for  full 
time,  some  for  half  time,  some  in  the  evening,  some  in  cor- 
respondence divisions;  some  to  pursue  higher  work  in 
science,  some  for  new  engineering  technique,  some  for  train- 
ing in  economics  and  business,  and  not  a  few  for  broader 
cultural  opportunities.  This  is  as  it  should  be.  We  should 
cease  to  think  of  education  as  a  juvenile  episode.  Once  these 
means  of  adult  education  are  provided  in  ample  degree,  the 
engineering  colleges  could  broaden  the  scientific  and  human- 
istic bases  of  their  curricula,  cut  down  on  early  specializa- 
tion, relieve  over-crowding,  inspire  independent  work,  and 
show  the  world  the  best  balanced  and  best  integrated  of  all 
modern  disciplines. 

We  have  no  quarrel  with  liberal  education,  nor  with  the 
doctrine  that  it  is  best  for  many  young  people  to  lay  first  a 
foundation  of  culture  and  then  to  erect  upon  it  a  super- 
structure of  competency.  But  we  hold  that  there  are  even 
more  young  people  who  will  do  better  to  lay  first  a  founda- 
tion of  competency  and  to  build  upon  it  a  superstructure  of 
culture  and  of  social  understanding.  That  is  precisely  what 
the  enlightened  engineering  school  of  to-day  is  undertaking 
to  do.  It  needs  freedom  from  rigid  prescription  at  the  hands 
of  the  profession  if  it  is  to  succeed  at  all,  but  it  needs  even 
more  the  united  guidance  and  support  of  the  profession  if  it 
is  to  succeed  adequately.  To  our  colleagues  of  Canada,  the 
heartiest  of  welcomes  to  the  Engineers'  Council  for  Profes- 
sional Development  and  to  its  goodly  fellowship  of  the 
second  mile.  "Whosoever  shall  compel  thee  to  go  one  mile — 
go  with  him  twain." 


ENGINEERING  AND  SOCIAL  PROGRESS 

Dr.  KARL  T.  COMPTON 
Excerpts  from  a  Presidential  Address  to  the  Society  for  the  Promotion  of  Engineering  Education. 


"If  the  engineer  is  to  bring  his  influence  to  bear  on  broad 
public  questions  he  must  approach  them,  not  with  technical 
arrogance,  but  with  sympathetic  understanding.  If  he  is  to 
counsel  the  people  he  must  gain  the  confidence  of  the  people, 
and  this  confidence  is  obtained  by  placing  ministry  to  the 
public  above  all  other  considerations.  This  concept  of  min- 
istering to  the  public  welfare,  which  is  the  concept  underly- 
ing the  professional  attitude,  is  the  remaining  principle  that 
needs  to  be  fully  synthesized  with  other  elements  that  have 
been  combined  to  form  the  engineering  philosophy  .   .   . 

"Buttress  by  the  dignity,  altruism,  and  social  responsi- 
bility of  the  true  professional  spirit,  we  can  proceed  with 
greatest  confidence  and  effectiveness  in  applying  engineering 
to  the  solution  of  the  present  urgent  problems  of  our 
national  welfare.  .    .    . 

"Our  people  are  striving  for  an  improvement  in  our  lag- 
ging distribution  system,  for  higher  wages,  shorter  hours  of 
labour,  a  higher  standard  of  living.  Engineering  research 
and  engineering  methods  are  essential  for  the  attainment  of 
these  goals.  Our  people  want  industrial  peace,  and  the  en- 
gineer, because  he  stands,  by  virtue  of  his  professional  status, 
in  an  intermediate  position  between  capital  and  labour,  has 
a  superlative  opportunity  to  create  mutual  trust  between 
these  two  groups.  .    .    . 

"The  impact  of  new  discoveries  sometimes  produces  tech- 
nological unemployment  even  though  new  discoveries  must 
ultimately  increase  employment.  Improperly  used,  the  pro- 
ducts of  engineering  may  promote  unrest,  multiply  hazards, 
increase  congestion,  and  stimulate  materialism  corrosive  to 


the  human  spirit.  Engineering  creates  opportunities  and 
man  may  use  these  opportunities  to  advantage  or  detriment. 

"Let  us,  first  of  all,  lose  no  chance  to  stress  the  scientific 
method  and  its  application  by  the  engineer  to  social  pur- 
poses. The  conviction  that  Nature  is  orderly  and  under- 
standable, the  spirit  of  disinterested  curiosity,  the  passion 
for  truth,  the  subjecting  of  hypotheses  to  the  test  of  irre- 
ducible and  stubborn  facts — these  are  the  elements  of  the 
scientific  method.  Along  with  them  go  an  unwillingness  to 
manipulate  truth  for  the  sake  of  doctrine,  a  realization  that 
it  is  impossible  to  get  something  for  nothing,  and  that  the 
skilful  use  of  Nature's  forces  is  the  way  to  produce  more.  .  .  . 

"Let  us  lose  no  chance  to  emphasize  that  our  modern 
civilization  owes  its  flourishing  to  the  engineering  philos- 
ophy, the  most  fruitful  intellectual  method  and  outlook  in 
the  world's  history,  and  that  a  mis-use  of  it  or  a  departure 
from  it  may  easily  plunge  us  into  a  new  dark  age.  Let  us  also 
emphasize  that  the  contributions  of  engineering  have  not 
been  limited  to  material  accomplishments,  important  as 
they  have  been.  Its  practical  utility  has  been  and  will  be 
of  lesser  consequence  than  its  social  and  philosophical  value. 
It  has  helped  to  make  life  itself  a  better  thing.  Through  the 
moral  values  of  its  method,  it  has  elevated  our  ethical 
standards.  Through  the  effectiveness  of  its  method,  it  has 
promoted  confidence,  giving  us  new  comprehension,  new 
respect  for  mind,  and  greater  power  over  matter  and  the 
unknown  with  a  consequent  enhancement  of  the  dignity  of 
the  human  spirit.  This  dignity  and  self-confidence  is  essen- 
tial if  man  is  not  to  be  a  puppet  but  a  citizen,  free  and 
freedom-loving." 


114 


March,  1941     THE  ENGINEERING  JOURNAL 


COLUMNS   SUBJECT  TO  UNIFORMLY    DISTRIBUTED 

TRANSVERSE  LOADS  -  ILLUSTRATING  A  NEW 

METHOD  OF  COLUMN  ANALYSIS 

J.  A.  VAN  DEN  BROEK, 
Professor  of  Engineering  Mechanics,  University  of  Michigan,  Ann  Arbor,  Mich. 


SUMMARY — This  paper  illustrates  a  new  method  of  column 
analysis.  It  presents  four  formulae  applicable  to  the  pin-ended 
column  with  uniform  E  and  7.  having  at  least  one  axis  of 
symmetry  and  loaded  transversely  with  a  uniformly  distributed 
load  in  a  direction  coincident  with  the  axis  of  symmetry.  Each 
of  these  formulae  has  its  range  of  applicability.  Two  of  them 
(III  and  V)  are  in  the  nature  of  first  approximations;  the  other 
two  (II  and  IV)  are  quite  accurate,  in  fact,  more  accurate  than 
are  the  values  for  E,  I  and  e,  which  are  inevitably  involved.  Of 
the  two  more  accurate  formulae  (II  and  IV),  the  range  of 
applicability  of  one  lies  outside  the  field  of  common  engineer- 
ing experience,  that  of  the  other  effectively  covers  the  cases 
generally  encountered  in  engineering  practice. 

Although  this  method  of  analysis  as  here  illustrated  is 
applied  to  only  one  special  case  of  column  action,  it  is  held 
that  it  may  be  successfully  applied  to  a  variety  of  problems 
involving  stability. 

Discussion 

The  column,  subject  to  uniformly  distributed  transverse 
loads  (Fig.  la),  does  not,  strictly  speaking,  present  a  prob- 
lem in  stability.  That  is,  instead  of  failing  as  the  result  of 
sudden  buckling,  the  column  will  at  all  times  suffer  a 
deflection.  The  deflections  and  stresses  will  vary  with 
changes  in  value  in  either  the  transverse  loads  kw  or  in  the 
axial  load  Q.  However,  such  variations  will  not  be  linear; 
they  will  not  be  proportional  to  the  changes  in  the  value 
of  Q.  In  other  words,  the  principle  of  superposition  does  not 
apply.  In  the  analysis  of  the  beam-column,  even  though  the 
principle  of  superposition  is  inoperative,  the  elasticity 
equations  may  still  be  used  with  confidence  within  certain 
limits. 

If,  in  Fig.  la,  Q  is  finite,  and  kw  approaches  zero  as  a  limit, 
then  the  elastic  curve  of  the  column  will  approach  the  sine 

curve,  y  =  —  A  sin-j-,  as  a  limiting  curve.  If,  on  the  other 

hand,  kw  is  finite  and  Q  approaches  zero  as  a  limit,  then  the 
elastic  curve  will  approach  the  fourth   degree   parabola, 

y  = 3Tj-  (l3x  —  2lxz  +  x4)  as  a  limiting  curve. 

Figure  2  shows  a  number  of  curves  plotted  to  scale.  It 
may  be  observed  that  the  sine  curve  and  the  fourth  degree 
parabola  are  so  nearly  alike  as  to  be  almost  indistinguishable. 
The  true  elastic  curve  will  be  one  which  lies  somewhere 
between  these  two  curves.  Since  we  know  the  limiting  value 
of  the  elastic  curve  and  since  these  limiting  values  are  so 
close  as  to  be  nearly  identical,  we  may  assume  the  elastic 
curve  to  be  either  the  fourth  degree  parabola  or  the  sine 
curve  without  introducing  an  appreciable  error. 

Once  we  accept  the  type  of  elastic  curve  which  the  beam- 
column  will  assume,  we  overcome  the  difficulty  resulting 
from  the  fact  that  the  principle  of  superposition  is  inoper- 
ative.* 

In  the  expression  M  ds 

FA  =  J  — pj — ,  (Formula  I) 

F  (Fig.  lc)  represents  an  auxiliary  load.  It  is  of  finite 
magnitude.  However,  if  we  choose  we  may  conceive  it  to  be 
extremely  small.  The  letter  m  represents  the  bending  moment 
induced  by  the  auxiliary  load  F  (Fig.  Id)  ;  M  represents  the 
bending  moment  induced  by  the  actual  loading  kw  and  Q, 
and  their  reactions;  F  is  assumed  to  be  fully  acting  while  the 
moment  M  is  being  applied;  FA  represents  the  external 
work  done  by  F  as  it  is  being  displaced,  the  displacement 
being  caused  by  the  application  of  the  actual  load.  The 

*  See  "Euler's  Column  Formulae,"  by  J.  A.  Van  den  Broek, 
Michigan  Technic,  April,  1939,  Vol.  LVII,  No.  7. 


expression 


/ 


m  M  ds 

~eT~ 


represents   that   portion   of  the  total 


elastic  energy  growing  out  of  the  fact  that  F  and  its  result- 
ing moment  m  are  fully  acting  while  the  actual  loadings  kw 
and  Q,  their  resulting  reactions,  and  their  bending  moment 
M  are   being    applied.    The    two    expressions,    FA    and 

/VYt  ill   ds 
— pj — ,  are  identical.  This  identity  is  independent  of  the 

principle  of  superposition  and  is  merely  contingent  on  the 
assumption  that  m  remains  constant  and  that  the  material 
is  elastic.  Since  the  bending  moment  M  is  a  function  of  the 
elastic  curve,  the  use  of  Formula  I  would  be  extremely 
involved  if  this  elastic  curve  itself  varied  as  to  type  as  well 
as  in  magnitude.  If,  on  the  other  hand,  we  assume  this 
elastic  curve  for  all  values  of  kw  and  Q  to  be  a  sine  curve, 
then  Formula  I  may  be  easily  integrated: 

nr       •->         kwl  kwx* 

M  =  Qy  +  —  x  - 


2 
QA  sin  -, — f- 


2 
kwlx       kwx2 


2 


2 


m  = 


FA  = 


fl 


m  M  ds 
EI 


However,  due  to  symmetry  of  both  m  and  M  about  the 
centre  of  the  span,  this  equation  can  be  expressed  as: 

'B 


FA  = 


eiJa 


m  M  ds 


If  we  here  introduce  the  two  assumptions  which  are  com- 
monly found  to  be  acceptable,  namely  I  is  constant  and  ds 
=  dx,  then  we  may  write  : 

I 
'B  f2 

EI  FA  =  2  I         m  M  ds  =  2  I       m  M  ds 


2  1         m  M  ds  =  2  I 

Ja  Jo 


and 


l_ 
f2 

'Jo 

EI  A 


Fx  tr.  .  irx        kwl 


kwx"' 


)  dx 


QAl 


384 


kwl* 


or 


<£/-^>A  =  éM' 


(a) 


In  the  case  of  a  sine  curve: 


•    tx 
y  =  —  A  sin  -y- 


dy 
dx 


7rA  TTX 

—  COST 


d2y  w2A     .    ttx 

-  =  +—sinT 

The  curvature,  and  therefore  the  stress  in  a  column  of 
constant  E  and  /,  is  a  maximum  wheiu  x  =  1/2.  The  max- 
imum curvature  in  the  column  then  is: 


THE  ENGINEERING  JOURNAL     March,  1941 


115 


/(W         Iks,   ter  inth 


a — > 


w 


(8) 


Fig.  1 — (a)  Column  with  uniformly  distributed  transverse 

load;  (b)  elastic  curve  of  column;  (c)  auxiliary  load; 

(d)  bending  moment  due  to  auxiliary  load. 


Kdx2> 


max 


7T2A 

p 


The  expression  d2y/dx2  at  any  point  may  be  given  as  f/Ec, 
in  which  /  is  stress  at  the  extreme  fibre  resulting  from  curva- 
ture and  c  is  distance  from  the  neutral  axis  to  the  extreme 
fibre.  The  stress  in  the  extreme  fibre  of  the  midpoint  of  the 
column,  expressed  as  a  function  of  the  curvature,  or  as  a 
function  of  the  maximum  deflection  A,  would  then  be: 

_         d2y       Ectt2A  „. 

J  ~  Ec  -JZl  =  — n —  (b) 


dx2 


P 


As  the  load  Q  is  eccentrically  applied,  relative  to  a  bent 
column,  the  stresses  throughout  the  column  are  augmented 
by  the  factor  Q/A. 

The  expression  for  the  controlling  stress,  the  elastic  limit 
stress  /i,  as  a  function  of  the  curvature  and  of  the  load  Q 
therefore  is: 


or 


= 

w2 

A  Ec 
I2 

Q 

A 

A 

= 

(/!- 

A> 

I2 

TT2EC 

Combining  equations  (a)  and  (c)  we  obtain 

Q 


(EI  -  ®?)  (/, 

IT 


A)=884  kwl^Ec 


(c) 


(d) 


or 


PQ2  -  (Pf,A  +  Elir2)  Q  -  (~  kwlVEc  -  Elf,)  *2A  =  0 

Solving  this  quadratic  equation  we  obtain  : 

Q  =  I  [f,A  +  Pcr±  V  CM  -  Pcr)2  +  5.0784  kwEcA  }   (e) 

We  select  the  —  sign  in  order  to  obtain  the  minimum  value 
for  Q.  Thus: 


1 


Formula 


Q  =  § |M  +  Per  -  V (fiA  -  Pcr) 2  +  5.0734  kwEcA  j 

Q  =  limiting  load  which  induces  elastic  limit  stress 

/i  =  elastic  limit  stress 

A  =  cross  section  area 

w  =  weight  per  unit  length 

A;  =  constant  by  which  w  is  to  be  multiplied  to  arrive 

at  uniformly  distributed  transverse  load 
c  =  distance  from  neutral  axis  to  extreme  fibre. 

_  tEL 

rer  -      p 

At  this  point  the  accuracy  of  Formula  H  may  be  checked 
against  the  known  results  which  we  should  obtain  in  the 


two  limiting  cases:  either  when  Q  is  a  maximum  and  kw  is 
zero,  or  when  kw  is  a  maximum  and  Q  is  zero.  By  making 
kw  =  0,  in  equation  (e),  we  obtain  two  limiting  values  for 
Q,  namely,  Q  =  f,A  and  Q  =  Pcr.  When  on  the  other  hand 
the  length  is  such  that  the  elastic  limit  stress  would  be 
reached  as  the  result  of  the  transverse  loading  only,  then 
Q  =  0,  or,  from  equation  (d) 


kw  = 


7.78  f  J 
cl2 


(f) 


In  case  of  a  simple  beam  subject  to  a  uniformly  distributed 
capacity  load  : 


M  = 


kivl2      fj       .  8fJ 

-r  =  -jorkw  =  ^- 


(g) 


The  discrepancy  between  (f)  and  (g)  is  clearly  the  result  of 
our  assumption  that  the  elastic  curve  is  a  sine  curve, 
whereas,  for  this  limiting  case,  when  Q  =  0,  it  is  a  fourth 
degree  parabola. 

In  case  of  very  slender  beam-columns  we  may  ignore  the 
Q/A  factor,  in  which  case  equation  (d)  appears  as: 


or 


Q  =  Pc 


1.268  kwEc    Formula  III  (for  slender 
/i  beam  columns). 


Development  of  Formulae  IV  and  V 

Had  we  assumed  the  elastic  curve  to  be  the  fourth  degree 
parabola  instead  of  the  sine  curve,  then,  for  M,  we  would 
have  written: 

A/r       16  AQ  n.          „  3    .      ...    kwlx       kwx2 
M  =       _l4     (l3x  -  2lx3  -f-  x4)  H — r 

and  instead  of  equation  (a)  we  would  have  obtained  : 

61  5 

(EI  -  —  QP)  A  =  (EI  -  0.10166  QP)  A  =  —^  kwP  (h) 

For  the  fourth  degree  parabola  the  curvature  is  a  maximum 
when  x  —  1/2  and  equals: 


TABLE  I 

Values  of  Q  (in  lb.)  computed  from  Formulae   II,   III,   IV(a)  and 
V.  Column  is  1  in.  round.  /,  =40,000  lb.  sq.  in.  £  =  40,000,000  lb./sq. 

in.  A  =  %  error  between  II  and  111=  — rj —  x  100;  B  =  %  error  be- 
tween IV(a)  and  V.  C  =  %  difference  between  II  and  IV(a)=II-IV  (a) 
x  100;D  =  II-IV(a).  H 


L/R 


L 

Pcr 

II 

Ill 

A 

IV(a) 

V 

B 

C 

in. 

lb. 

lb. 

lb. 

0/ 

lb. 

lb. 

% 

% 

K=l 


20 

5 

581,370 

31,410 

581,264 

31,411 

579,291 

0 

—  1 

40 

10 

145,341 

31,387 

145,235 

31,388 

144,745 

0 

— 1 

60 

15 

64,598 

31,316 

64,492 

31,318 

64,275 

— 0  01 

—2 

100 

25 

23,255 

22,866 

23.149 

—12 

22,802 

23,073 

—1.2 

+0.3 

+64 

200 

50 

5,814 

5,685 

5,708 

—0.4 

5,669 

5,691 

—0  4 

+0  3 

+  16 

280 

70 

2,966 

2,850 

2,860 

—0.4 

2,843 

2,853 

—0  4 

+0.2 

+  7 

360 

90 

1,794 

1,682 

1,688 

—0  3 

1.680 

1,685 

—0  3 

+0  1 

+  2 

800 

200 

363 

257 

257 

0 

259 

259 

0 

—2 

A'=10 


20 

5 

581,370 

31,356 

580,312 

31,351 

578,369 

0 

—  1 

40 

10 

145,341 

31,125 

144,283 

31,132 

143,822 

-0  02 

—  i 

60 

15 

64,598 

30,443 

63,540 

30,462 

63,352 

— 0  06 

-19 

100 

25 

23,255 

20,272 

22,197 

-9  5 

20,282 

22,150 

—9  2 

— 0  05 

—10 

200 

50 

5,814 

4,576 

4,756 

—3.9 

4,593 

4,768 

—3  8 

—0  4 

—17 

280 

70 

2,966 

1,842 

1,908 

—3  6 

1,866 

1,930 

—3  4 

—1.3 

—24 

360 

90 

1,794 

711 

736 

—3  5 

738 

762 

—3  3 

—3.8 

—27 

480 

120 

1,009 

0 

0 

0 

0 

116 


March,  1941     THE  ENGINEERING  JOURNAL 


TABLE  II 


TABLE  III 


Values  of  Q   (in    Kips)   computed   from    Formulae   II,   III,   IV(a) 
and  V.  Column  is  12"    x  3"  x  25  lb.  channel;  /i  =  40,000  lb./sq.  in.; 

£=40,000,000  lb./sq.  in.  A  =  %  error  between  II  and  III   = 


x  100;  B  =  %  error  between  IV (a)  and  V.  O 

II-IV  (a) 
II  and  I V(a)  = jjp-2  x  100  ;  D  =  II-I V(a) 


II 

%  difference  between 


L  R 

L 

in. 

Per 

kips 

II 

kips 

III 
kips 

A 

,0 

IV(a) 
kips 

V 

kips 

B 

% 

C 

% 

p 

kips 

Values  of  Q  (in  kips)  computed  from  Formulae  II,  III,  IV(a)  and 
V.  Column  is  5%"  x  9J4"  x  40  lb.  subway  column,  /,  =40,000  lb./sq. 

in.;  £  =  30,000,000  lb./sq.  in.  A  =  %  error  between  II  and  III  =  - 


x  100;  B  =  %  error  between  IV(a)  and  V;  C^ 
IlandlV(a)   =  —^—  x  100;  D  =  II-IV  (a). 


II 

%  difference  between 


L  R 


I 

Pcr 

II 

III 

A 

IV(a) 

V 

B 

C 

in. 

kips 

kips 

kips 

% 

kips 

kips 

% 

% 

D 

kips 


20 

15.8 

5.418.43 

292  54 

5,413.75 

292.54 

5,395.48 

0 

0 

40 

31.6 

1,354.60 

291  51 

1,349.93 

291  54 

1,345.47 

— 0  01 

—  .03 

«0 

47.4 

602  06 

288.44 

597  39 

288  53 

595  48 

— 0  03 

—    09 

100 

79  0 

216  74 

201.67 

212.05 

—5  1 

201.43 

211  45 

—5  0 

+0  1 

+    24 

200 

158.0 

54.19 

48.57 

49  50 

—1.9 

48.55 

49.45 

—1.9 

0 

+   .02 

280 

221  2 

27.64 

22  56 

22.95 

—1.7 

22.63 

23.00 

—1.6 

—0.3 

—  .07 

360 

284  8 

16.72 

11  83 

12  03 

—1.7 

11  92 

12.11 

—1.6 

—0  8 

—  .09 

480 

379.2 

9.40 

4.64 

4.71 

—1.5 

4.76 

4.83 

—1.5 

—2.6 

—  .12 

800 

632  0 

3.38 

0 

0 

0 

0 

#=10 

20 

15.8 

5,418.43 

290  14 

5,371.75 

290  20 

5,354.75 

— 0.02 

—  .06 

40 

31  6 

1,354.60 

280.08 

1,307.92 

280.36 

1,304.74 

— 0.1 

— 0  28 

60 

47.4 

602.06 

253.58 

555.38 

254.30 

554.75 

—0.3 

—  .72 

ion 

79.0 

216.74 

131.56 

169.84 

—29.1 

132.79 

170.52 

—28.4 

-0  9 

—1.23 

200 

158.0 

54.19 

6.26 

7.29 

—16.5 

7.36 

8.52 

— 15  8 

—17.6 

—1.10 

20 

48.6 

8,705.01 

469.88 

8,695.90 

469.89 

8,666.59 

0 

—   .01 

40 

97.2 

2,176.24 

467.90 

2,167.12 

467.94 

2,160.02 

-0  01 

—   .04 

60 

145  8 

967.24 

461  92 

958.12 

462.09 

955.11 

-0.04 

—   .17 

100 

243  0 

348.20 

319  74 

339.09 

—6.1 

319.48 

338.18 

—5.9 

+  0  1 

+   .26 

200 

486.0 

87.05 

76.17 

77.94 

—2.3 

76.22 

77.92 

—2.2 

—0.1 

—   .05 

280 

680  4 

44.41 

34.57 

35.30 

—2.1 

34  72 

35.42 

—2.0 

—0.4 

—  .15 

360 

874.8 

26.86 

17.40 

17.75 

—2.0 

17.59 

17.93 

—1.9 

—1.1 

—  .19 

480 

1166.4 

15.11 

5.88 

6.00 

—2.0 

6.11 

6.22 

—1.8 

—3.9 

—  .23 

640 

1555  2 

8.50 

0 

0 

0 

0 

K=W 


20 

48.6 

8,705.01 

465.20 

8,613.92 

465.32 

8,587.09 

—0.03 

—  .12 

40 

97.2 

2,176.24 

445.65 

2,085.14 

446.17 

2,080.52 

—0.1 

—  .52 

60 

145  8 

967.24 

395.47 

876.14 

396.83 

875.61 

—0.3 

—1.36 

100 

243  0 

348.20 

193  39 

257.06 

—32.9 

195.70 

258.65 

—32.2 

—1.2 

—2.31 

200 

486.0 

87.05 

0 

0 

0 

0 

dx2 


9.6  A 
P 


The  curvature  expressed  in  terms  of  the  extreme  fibre  / 
gives  : 

d*y       J_ 

dx2       Ec 


Therefore, 


9.6  A 


or 


P 


f  = 


1 
Ec 


9.6  A  Ec 
P 


(i) 


The  stress  which  controls  the  strength  of  the  column  is 
the  elastic  limit  stress  /i.  If  we  include  the  direct  loading 
effect,  we  obtain: 


h 


9.6  A  Ec       Q 
P  +  A 


or 


A  =  (f  i 


Qs    l2 

i/ 


A'  9.6  Ec 


(J) 


Combining  equations  (h)  and  (j)  we  obtain: 

=  0.125  kwPEc  (k) 

When  we  solve  this  equation  for  Q  we  obtain  : 

Q=  0)_ 

1  (,  .    ,  9.836  EI  .      I  9.836  EI  J 


I  M+^-f— +  VCM 


p 


2  i 

)   +  4.918  kwEcA  \ 


For  the  minimum  value  of  Q  we  have  : 

Q=  . 

1\.  A   ,9.836  EI   ,J  ,,  .        9.836  EL2 

ë\fiA-  — jj—     -  y  (fiA  n      )   +4-918  kwEcA 

Formula  IV  (a) 


When  w  =  0,  then  Q  =  fiA,  or  Q  = 
When  Q  =  0,  then  from  equation  (k) 


P 
9.836  EI 


P 


kw  = 


8JJ 
cP 


(m) 


Comparing  (m)  with  (g)  we  find  that  they  are  identical, 
which  was  to  be  anticipated  since  Formula  IV  (a)  was  derived 
on  the  assumption  that  the  elastic  curve  is  a  fourth  degree 
parabola,  being  the  curve  which  the  beam  would  assume 
under  a  transverse  load  kw  while  Q  is  zero. 

In  case  of  slender  beam-columns  the  factor  Q/A  may  be 
ignored.  Equation  (k)  then  becomes: 

(EI  -  0.101667  QP)  fx  =  0.125  kw  P  Ec 
or 

=  9.836  EI       1.2295  kw  Ec  Formula  V 

^  p  jl  (for  slender  beam- 

columns) 
Table  I  shows  the  values  of  the  limit  load  Q  computed  on 
the  basis  of  Formulae  II,  III,  I V(a)  and  V.  These  values  apply 
to  a  beam-column  consisting  of  a  solid  round  steel  rod  of  one 
inch  diameter.  Table  II  shows  similar  values  for  a  12  in. 
X  3  in.  X  25  lb.  standard  channel,  while  Table  III  shows 
such  values  for  a  b%  in.  X  93^  in.  X  40  lb.  subway  column. 


Fig.  2 — Comparison  of  various  elastic  curves. 

In  Table  I,  Q  is  expressed  in  pounds.  In  Tables  II  and  III, 
Q  is  given  in  kips. 

The  values  recorded  in  the  tables  have  been  computed 
with  greater  accuracy  than  would  be  justified  in  practice. 
However,  this  procedure  is  here  justified  in  that  it  permits 
us  to  confirm  certain  theoretical  conclusions. 

In  comparing  one  with  another  the  results  obtained  by 
means  of  Formulae  II,  III,  IV(a)  and  V  (as  fisted  in  Tables  I, 
II  and  III),  it  should  be  realized  that  Formulae  III  and  V 
give  values  consistently  too  high.  This  is  so  because,  in 


THE  ENGINEERING  JOURNAL     March,  1941 


117 


Fig.  3 — Limit  load  (Q)  computed  by  Formula  IV(a)  for 
12"  x  3"  x  25  lb.  standard  channel. 

their  derivation,  the  factor  Q/A  was  ignored.  The  magnitude 
of  this  error  is  quantitatively  illustrated  in  columns  A  and  B 
in  the  tables.  These  results  bear  out  our  earlier  contention 
to  the  effect  that  for  relatively  slender  columns  and  small 
values  of  k  the  Q/A  effect  on  the  critical  axial  load  Q  is 
negligible.  This  conclusion,  however,  is  only  of  academic 
interest  since  the  engineering  profession  frowns  on  the  use  of 
slender  columns  and  is  in  the  habit  of  ignoring  the  trans- 
verse load  effect  entirely  when  k  is  of  the  order  of  magnitude 
of,  say,  1  or  2.  A  change  in  this  practice  is  not  recommended 
and  we  conclude,  therefore,  that  Formulae  III  and  V  are  not 
to  be  used  for  design  purposes. 

In  comparing  the  results  obtained  by  Formula  II  with 
those  derived  from  Formula  IV(a)  we  find  our  earlier  conten- 
tion confirmed.  We  held  that,  when  the  axial  load  predom- 
inates (that  is,  where  the  values  or  l/r  and  of  k  are  small), 
the  elastic  curve  is  most  nearly  a  sine  curve.  Under  these 
conditions  Formula  II  gives  the  higher  and,  therefore,  the 
more  nearly  correct  result.  (See  Columns  II,  IV(a),  C  and 
D,  Tables  I,  II  and  III). 

It  appears  that,  theoretically,  there  might  be  cases  in 
which  Formula  II  must  be  given  a  slight  preference  over 
Formula  IV(a).  However,  this  is  true  only  when  the  value  of 
kc  is  small.  When  kc  is  of  the  order  of  magnitude  of  unity 
the  engineering  profession  is  in  the  habit  of  disregarding  the 


Limit  Load,  Q,  computed  by  Formula  IV(a) 

for 

5-3/4"  »   9-1/2"  x  40  lb.   Subway  Coluran 


effect  of  transverse  loads  on  columns.  In  the  light  of  this 
analysis  no  change  in  this  practice  is  advocated,  except 
possibly  in  the  case  of  deep  columns.  In  conclusion,  then, 
it  is  recommended  that,  of  the  several  formulae  studied, 
Formula  IV(a)  be  adopted. 

Figures  3  and  4  show  graphically  the  results  obtained  by 
Formula  IV(a)  as  applied  to  the  12  in.  X  3  in.  X  25  lb. 
channel  and  to  the  5%  in.  X  9^  in.  X  40  lb.  subway 
column  respectively. 

Formula  IV (a),  when  divided  through  by  the  cross  sec- 
tion area  of  the  column,  appears  as: 


n        1  [         9.836  E 


1     2 


*f£)H  ms^Mko 


(;) 

r  Formula  IV  (b) 

in  which  w/A  is  weight  per  cubic  inch  of  column.  In  this 
form  it  lends  itself  to  graphical  representation  on  one 
diagram  and  applies  to  columns  of  varying  length,  varying 
cross  section  dimensions  and  varying  intensity  of  transverse 
loading,  but  is  restricted  to  pin-ended  columns  with  at 
least  one  axis  of  symmetry  in  the  direction  of  the  transverse 
load. 

Figure  5  shows  the  graphs  of  Formula  IV  (b)  plotted  for 
varying  values  of  kc  and  for  structural  steel  of  elastic  limit 


Fig.  4 — Limit  load  (Q)  computed  by  Formula  IV(a)  for 
5%"  x  9/^"  x  40  lb.  subway  column. 


Fig.  5 — Average  axial  limit  load  It  I  computed  by  Formula 
IV(b)  for  steel  of  elastic  limit /i  =  36,000  lb.  /  sq.  in. 

/i  =  36,000  lb.  per  sq.  in.,  of  modulus  E  =  29.5  X  106  lb. 
per  sq.  in.,  and  of  unit  weight  w/A  =  0.2833  lb.  per  cu.  in. 

Figure  6  shows  similar  graphs  for  a  steel  of  an  elastic  limit 
of  54,000  lb.  per  sq.  in. 

Figure  7  shows  similar  graphs  for  the  aluminum  alloy 
24S-T,  having  an  elastic  limit  stress  /i  =  30,000  lb.  per 
sq.  in.,  a  modulus  E  =  10.3  X  106  lb.  per  sq.  in.,  and  a  unit 
weight  w/A  =  0.100  lb.  per  cu.  in. 

Figure  8  shows  how  the  average  axial  limit  load  Q/A  is 
affected  by  a  change  in  the  value  of  the  elastic  limit  fu  all 
other  factors  remaining  constant.  It  also  shows  how  the 
value  of  Q/A  is  affected  by  a  change  in  the  modulus  of 
elasticity  E. 

It  is  of  interest  that  whereas  the  graph  for  Euler's  for- 
mula, as  we  are  familiar  with  it,  shows  the  theoretical 
value  Q/A  =  infinity  when  l/r  =  0,  the  graph  for  Euler's 
formula  as  expressed  by  Formula  II  (for  the  case  of  k  =  0) 
or  the  graph  for  Formula  IV  (b)  (for  the  case  of  k  =  0) 
appears  as  a  limiting  curve  with  Q/A  =  f\  for  all  values  of 
l/r  less  than  critical. 

In  structural  engineering  the  effect  of  transverse  loading 
(the  dead  weight  effect  of  a  top  chord  of  a  bridge)  is  gen- 
erally ignored.  The  limit  axial  strength  of  a  column  appears 
to  be  a  function  of  one  of  the  absolute  dimensions  of  the 


118 


March,  1941     THE  ENGINEERING  JOURNAL 


Formula  IV(b) 
K  -  29,500,000  lbs. /in. 
ï  -  0.2833  lbs. /in.3 
f,  -  54,000  lbs. /In.2 


Fig.  6 — Average  axial  limit  load  I  "J  j  computed  by  Formula 
IV (b)  for  steel  of  elastic  limit /,  =54,000  lb.  /  sq.  in. 

column,  namely,  the  value  of  c.  For  a  pin-ended  top  chord, 
having  a  depth  of  40  inches  with  only  the  dead  weight 
acting  (k  =  1)*,  c  would  be  of  the  order  of  magnitude  of  20 
inches  (kc  =  20).  It  appears  from  Fig.  5  that,  for  such  a 
column  of  an  l/r  =  120,  the  value  of  Q/A  is  approximately 
only  60  per  cent  of  Pcr/A.  For  a  12  in.  X  3  in.  X  25  lb. 
channel  in  a  horizontal  position,  with  flanges  upward  of  an 
l/r  =  120,  the  limit  axial  load  is  94  per  cent  of  P„  (see 
Table  II).  While  it  appears  justified  to  ignore  the  dead 
weight  effect  on  a  horizontal  channel  section  subject  to 
compression,  a  similar  dead  weight  effect  on  a  deep  column 
section  is  of  much  greater  significance.  It  would  appear, 
therefore,  that  in  the  design  of  large-size,  horizontal  columns 
the  dead  weight  effect  should  be  taken  into  account. 

In  aero  engineering  the  transverse  air  loading  on  wing 
members  subject  to  compression  is  generally  taken  into 
account.  Every  strut  in  inclined  position,  making  an  angle  a 
with  the  normal  force,  is  subject  to  transverse  inertia  load- 
ing of  kw  sin  a,  in  which  k  represents  the  coefficient  expres- 
sing the  maximum  accelerations  encountered  as  a  multiple 
of  the  accelerations  of  gravity.  It  seems  that  Formula  IVnot 


Foimuln  IV(b) 
2  -   10,300,000  lbs. /in. * 

Ï  =  0.100  lbs. /in.3 
A  ' 

f1   -  30,000   lb3./in.' 


75        90        105      120       135       ISO       165        IBO      135       210       225       UO 


<■/* 


Fig.  7 — Average  axial  limit  loa 


-œ 


computed  by  Formula 


IV(b)  for  aluminum  alloy  24S-T  of  elastic  limit  /i  =  30,000 
lb.  /  sq.  in. 


*Even  without  transverse  loading  other  than  the  dead  weight,  the 
factor  k  should  be  taken  larger  than  unity  in  order  that  it  may  include 
the  inertia  effect  resulting  from  the  vibration  of  the  bridge.  See 
Dynamic  Stress  Analysis  of  Railway  Bridges,  by  R.  K.  Bernhard, 
Proceedings  Am.  Soc.  C.  E.  Jan.  1941. 


only  provides  a  means  of  designing  members  more  effect- 
ively than  is  done  by  present  methods,  but  it  also  offers  a 
convenient  way  of  including  the  inertia  effect  on  airplane 
columns  which  are  more  or  less  perpendicular  to  the  normal 
force. 

It  is  recognized  that  the  perfect  pin-ended  column  is  an 
academic  abstraction.  The  fixed-ended  column,  however,  is 
even  more  fictitious.  Even  as  Euler's  formula  for  pin-ended 
columns,  though  little  used,  serves  as  a  standard  for  other 
column  formulae,  so  Formula  IV,  and  the  method  of  its 
development,  may  well  serve  as  a  standard  for  other 
formulae  which  take  into  account  such  factors  as  varying 
degrees  of  end  fixity,  variations  in  loading,  or  variations  in 
cross  section  dimensions. 

For  example,  a  first  approximation  formula  for  a  fixed- 
ended  column  may  be  derived  by  the  simple  process  of 
changing  the  factor  /  in  Formula  II  to  1/2,  which  gives: 


Q 


or 


UfiA  +  4Pcr  -  VifiA  -  J+P„Y  +  5.0734  kw  Ec  a\ 


Formula  VI  (a) 


4tt2E 


A     '[        (  ) 


V  (/i 


-j-£  )    +  ■J-V'W  -j  E  kc 


to 


Formula  VI  (b) 


St 

V 

S  .  1  [r,  ♦ 
A      2  Li 

*! 

S.B30   E         /,,        9.830   E, 2      4.918  WEkc 
,|)2          /    ,fl           jgl    ''A             J 

4* 

1c  »  constant  by  which  the  weight  per  unit  length 
of   colunn   is  to  be  multiplied   to  arrive   at 
uniformly  distributed  transverse  load. 

c  =  distance  fron  neutral  axis  to  extreme  fiber 
on  cor.presôion   siàe  of   column. 

— 

>  v 

jo 

-5jv 

& 

\ 

0 
2a 

, *r,„ 

\° 

■^T*- 

3 

1         % 

^ 

V     v?> 

1 

\                       \ 

!>  V. 

i. 

\ 

\ 

=> 

x"*N 

^ 

■o0 

"3*.  1.  1 

A 

^ 

^ 

0 

O  IS         30         4S         60         15         SO       IOS       120      135        ISO       16S       160       195      2/o        22  5      240 

—  —  V*  -  — 

(Q\ 

Fig.  8 — Average  axial  limit  load  I  i  I  as  affected  by  change 

in  value  of  elastic  limit  (f\)  or  modulus  E. 

This  formula  involves  the  assumption  that  the  elastic 
curve  of  the  fixed-ended  column  is  a  sine  curve.  This  assump- 
tion is  probably  not  far  from  the  truth.  A  closer  approxim- 
ation formula,  however,  may  be  obtained  by  a  detailed 
study  of  the  shape  which  the  elastic  curve  of  a  fixed-ended 
column  will  assume — when  such  a  column  is  subject  to 
transverse  loading.  The  author  does  not  want  to  undertake 
this  problem  at  this  time  because,  first,  he  does  not  believe 
that  fixed-ended  columns  occur  in  practice,  and,  second,  the 
determination  of  the  degree  of  end-fixity  occurring  in 
practice,  which  the  engineering  profession  would  be  willing 
to  accept  as  being  on  the  safe  side,  is  a  matter  for  detailed 
and  intensive  separate  study. 

It  should  be  pointed  out,  however,  that  where  either 
Formula  II  or  IV,  which  ignore  end  fixity,  give  results  that 
are  on  the  safe  side,  Formula  VI  would  not  give  such  safe 
results.  The  similarity  between  Formulae  II  and  VI  suggests 
that,  if  it  seems  safe  and  desirable  to  include  the  strengthen- 
ing effect  of  the  partial  end-fixity  of  the  column,  this  may 
be  done  by  the  selection  of  suitable  coefficients  in  the  place 
of  the  factor  9.836,  as  given  in  Formula  IV.  Or,  if  we  are  to 


THE  ENGINEERING  JOURNAL     March,  1941 


119 


allow  a  certain  strengthening  effect  due  to  the  partial  fixity 
of  the  ends,  this  may  be  done  by  the  simple  process  of  using 
diagrams  (Fig.  5,  6  or  7),  and  determining  the  value  of 
Q/A  for  an  l/r  which  has  been  reduced  from  the  overall  l/r 
of  the  columnby  a  certain  percentage.  Thus,  a  structural  steel 
12  in.  X  3  in.  X  25  lb.  channel,  loaded  transversely  with  a 
weight  10  times  as  great  as  its  dead  weight,  would  have  a 
factor  c  =  2.367,  and  a  factor  kc  =  23.67.  From  Fig.  5  it 
appears  that  such  a  channel  (of  an  l/r  =  160),  if  pin-ended, 
would  develop  an  average  critical  load:  Q/A  =  4.80  kips 
per  sq.  in.  For  the  same  channel,  having  the  same  overall 
l/r  =  160  and  the  same  kc  =  23.67,  but  with  its  ends  com- 
pletely fixed,  the  average  critical  load  it  could  carry  would 
correspond  to  the  reduced  value  of  l/r   =    80   (Fig.   5), 


namely,  Q/A  =  24  kips  per  sq.  in.  For  the  same  channel, 
again  having  the  same  overall  l/r  and  the  same  kc  =  23.67, 
but  with  its  ends  partially  fixed,  the  average  critical  load  it 
could  carry  would  correspond  to  a  partially  reduced  value 
of  l/r,  say,  l/r  =  140  (Fig.  5),  namely,  Q/A  =  7.5  kips 
per  sq.  in. 

Acknowledgement  is  expressed  to  Mr.  CM.  Goodrich, 
m.e.i. a,  formerly  chief  engineer  of  the  Canadian  Bridge 
Company,  and  to  Professors  Lloyd  H.  Donnell,  of  Armour 
Institute  of  Technology,  and  E.  W.  Conlon,  of  the  Univer- 
sity of  Michigan,  for  their  helpful  suggestions  and  criticisms; 
to  Mr.  A.  G.  Clark  for  his  assistance  in  preparing  tables  and 
graphs;  and  to  the  Horace  H.  Rackham  School  of  Graduate 
Studies  of  the  University  of  Michigan,  for  aid  received. 


THE  FIFTY-FIFTH  ANNUAL  GENERAL  MEETING 

Convened  at  Headquarters,  Montreal,  on  January  23rd,  1941,  and  adjourned  to  the  Royal  Connaught  Hotel, 

Hamilton,  Ontario  on  February  6th,  1941 


The  Fifty-Fifth  Annual  General  Meeting  of  The  Engi- 
neering Institute  of  Canada  was  convened  at  Headquarters 
on  Thursday,  January  twenty-third,  nineteen  hundred  and 
forty-one,  at  eight  fifteen  p.m.,  with  Councillor  J.  L.  Bus- 
field,  M.E.i.c,  in  the  chair. 

The  General  Secretary  having  read  the  notice  convening 
the  meeting,  the  minutes  of  the  fifty-fourth  annual  general 
meeting  were  submitted  and,  on  the  motion  of  I.  S.  Patter- 
son, M.E.i.c,  seconded  by  H.  G.  Angell,  m.e.i. a,  were  taken 
as  read  and  confirmed. 

Appointment  of  Scrutineers 

On  the  motion  of  R.  H.  Findlay,  m.e.i. a,  seconded  by 
L.  H.  Burpee,  m.e.i. a,  Messrs  A.  H.  Chisholm,  M.E.i.c, 
R.  S.  Eadie,  m.e.i. c,  and  I.  S.  Patterson,  m.e.i. c,  were 
appointed  scrutineers  to  canvass  the  Officers'  Ballot  and 
report  the  result. 

There  being  no  other  formal  business,  it  was  resolved, 
on  the  motion  of  R.  E.  Heartz,  M.E.i.c,  seconded  by  J.  W. 
Simard,  M.E.i.c,  that  the  meeting  do  adjourn  to  reconvene 
at  the  Royal  Connaught  Hotel,  Hamilton,  Ontario,  at  ten 
o'clock  a.m.,  on  the  sixth  day  of  February,  nineteen  hundred 
and  forty-one. 

ADJOURNED  GENERAL  MEETING  AT  THE  ROYAL 
CONNAUGHT  HOTEL,  HAMILTON,  ONTARIO 

The  adjourned  meeting  convened  at  eleven  o'clock  a.m., 
on  Thursday,  February  6th,  1941,  with  Vice-President 
J.  Clark  Keith  in  the  chair. 

The  chairman  opened  the  meeting  by  asking  the  General 
Secretary  to  read  a  communication  from  Dr.  Hogg,  in 
which  the  President  expressed  his  regret  at  being  unable 
to  attend  and  his  wishes  for  a  successful  meeting. 

The  chairman  explained  the  President's  enforced  absence, 
and  expressed  the  opinion  of  the  entire  meeting  when  he 
acknowledged  the  successful  year  that  the  Institute  had 
experienced  under  Dr.  Hogg's  guidance.  He  referred  to  the 
agreements  which  had  been  reached  with  two  of  the  pro- 
vincial professional  associations,  the  series  of  radio  broad- 
casts, the  affiliation  with  the  Engineers'  Council  for  Pro- 
fessional Development,  and  the  elimination  of  the  classi- 
fication of  Associate  Member,  all  of  which  had  been  brought 
to  fruition  during  Dr.  Hogg's  period  of  office. 

Past-President  Challies,  following  the  tradition  of  the 
Institute,  paid  a  tribute  to  the  retiring  President,  and  con- 
cluded with  a  resolution,  which  was  seconded  by  Past- 
President  Mitchell,  to  the  effect  that  the  General  Secretary 
should  send  the  President  a  formal  motion  of  appreciation 
for  the  work  which  he  had  done  during  his  term  of  office. 

The  General  Secretary  announced  the  membership  of  the 


Nominating  Committee  of  the  Institute  for  the  year  1941 
as  follows: 

Nominating  Committee — 1941 
Chairman:  R.  A.  Spencer,  m.e.i.c. 
Branch  Representative 

Border  Cities C.  G.  R.  Armstrong 

Calgary H.  B.  LeBourveau 

Cape  Breton S.  C.  Mifflen 

Edmonton C.  E.  Garnett 

Halifax LP.  MacNab 

Hamilton W.  J.  W.  Reid 

Kingston A.  Jackson 

Lakehead E.  L.  Goodall 

Lethbridge C.  S.  Donaldson 

London V.  A.  McKillop 

Moncton R.  H.  Emmerson 

Montreal A.  Duperron 

Niagara  Peninsula A.  W.  F.  McQueen 

Ottawa J.  G.  Macphail 

Peterborough W.  M.  Cruthers 

Quebec A.  O.  Dufresne 

Saguenay J.  R.  Hango 

Saint  John A.  A.  Turnbull 

St.  Maurice  Valley A.  C.  Abbott 

Saskatchewan A.  M.  Macgillivray 

Sault  Ste.  Marie J.  S.  Macleod 

Toronto J.  M.  Oxley 

Vancouver E.  Smith 

Victoria K.  Moodie 

Winnipeg C.  V.  Antenbring 

Awards  of  Medals  and  Prizes 

The  General  Secretary  announced  the  awards  of  the 
various  medals  and  prizes  of  the  Institute  as  follows,  stating 
that  the  formal  presentation  of  these  distinctions  woidd  be 
made  at  the  Annual  Dinner  of  the  Institute  on  Friday 
evening: 

Sir  John  Kennedy  Medal  to  Lieut.-General  A.  G.  L. 
McNaughton,  m.e.i.c. 

Duggan  Medal  and  Prize  to  M.  S.  Layton,  Jr. e. i.e.,  for 
his  paper,  "Coated  Electrodes  in  Electric  Arc  Welding." 

Gzowski  Medal  to  Elizabeth  G.  M.  MacGill,  m.e.i.c, 
for  her  paper,  "Factors  Affecting  the  Mass  Production  of 
Aeroplanes." 

Plummer  Medal  to  O.  W.  Ellis  for  his  paper,  "Some 
Developments  in  Alloys  during  the  last  Twenty  Years." 

Leonard  Medal  to  R.  G.  K.  Morrison,  m.ci.m.m.,  for  his 
paper,  "Points  of  View  on  the  Rock  Burst  Problem." 


120 


March,  1941     THE  ENGINEERING  JOURNAL 


Julian  C.  Smith  Medals  (Inaugural  Awards),  "For 
Achievement  in  the  Development  of  Canada,"  to  W.  D. 
Black,  M.E.i.c,  R.  J.  Durley,  m.e.i.c,  A.  Frigon,  m.e.i.c, 
F.  W.  Gray,  m.e.i.c,  Sir  Herbert  Holt,  m.e.i.c,  R.  S.  Lea, 
m.e.i.c,  Beaudry  Leman,  m.e.i.c,  C.  A.  Magrath,  m.e.i.c 

Students'  and  Juniors'  Prizes 

John  Galbraith  Prize  (Province  of  Ontario),  to  W.  C. 
Moull,  s.e.i. c,  for  his  paper,  "Electrification  of  a  Modern 
Strip  Mill." 

Phelps  Johnson  Prize  (Province  of  Quebec— English),  to 
Léo  Brossard,  s.e.i.c,  for  his  paper,  "Geology  of  the 
Beaufor  Mine." 

Ernest  Marceau  Prize  (Province  of  Quebec — French),  to 
Marc  R.  Trudeau,  s.e.i.c,  for  his  paper,  "Points  Fixes  et 
Lignes  d'Influence." 

Report  of  Council,  Treasurer's  Report,  and  Report 
of  the  Finance  Committee 

On  the  motion  of  F.  P.  Shearwood,  seconded  by  R.  L. 
Dunsmore,  it  was  resolved  that  the  report  of  Council  for 
the  year  1940,  the  Treasurer's  report,  and  the  report  of 
the  Finance  Committee,  as  published  in  the  February,  1941, 
Journal,  be  accepted  and  approved. 

Reports  of  Committees 

On  the  motion  of  A.  W.  Sinnamon,  seconded  by  A.  H. 
Meldrum,  it  was  resolved  that  the  reports  of  the  following 
committees  be  taken  as  read  and  accepted:  Publications; 
Papers;  Training  and  Welfare  of  the  Young  Engineer; 
Library  and  House;  International  Relations;  Professional 
Interests;  Legislation;  Radio  Broadcasting;  Deterioration 
of  Concrete  Structures;  Membership;  Board  of  Examiners 
and  Education;  Employment  Service. 

Branch  Reports 

On  the  motion  of  H.  J.  Vennes,  seconded  by  R.  E. 
Heartz,  it  was  resolved  that  the  reports  of  the  various 
branches  of  the  Institute  be  taken  as  read  and  approved. 

Rewording  and  Rearrangement 
of  the  By-Laws 

Vice-President  Keith  reported  that  in  accordance  with 
Section  75  of  the  By-laws,  the  reworded  and  rearranged 
by-laws  of  the  Institute,  as  published  in  the  August,  1940, 
Journal,  had  been  approved  by  a  majority  of  members 
of  Council  upon  letter  ballot,  and  by  the  resolutions  of  the 
executive  committees  of  a  majority  of  the  Institute  branches, 
and  were  now  presented  for  approval  by  this  annual  general 
meeting. 

Dr.  Challies  drew  attention  to  the  tremendous  amount 
of  work  involved  in  the  complete  rearrangement  of  the 
by-laws  as  now  presented.  Most  of  this  work  had  been 
done  by  Secretary-Emeritus  Durley,  who  was  assisted 
materially  by  Mr.  Gordon  Pitts.  It  was  unanimously  agreed 
that  the  thanks  and  appreciation  of  the  Institute  be  ex- 
tended to  these  two  members. 

On  the  motion  of  E.  P.  Muntz,  seconded  by  L.  F.  Creigh- 
ton,  it  was  resolved  that  the  rewording  and  rearrangement 
of  the  Institute  by-laws,  as  published  in  the  August,  1940, 
Engineering  Journal,  be  approved. 

Election  of  Officers 
The  General  Secretary  read  the  report  of  the  scrutineers 

appointed  by  Council  to  canvass  the  officers'  ballot  for  the 

year  1941,  as  follows: 

President C.  J.  Mackenzie 

Vice-Presidents  : 

Zone  A  (Western  Provinces) A.  L.  Carruthers 

Zone  B  (Province  of  Ontario) K.  M.  Cameron 

Zone  C  (Province  of  Quebec) deGaspé  Beaubien 

Councillors: 

Vancouver  Branch H.  N.  Macpherson 

Edmonton  Branch J.  Garrett 


Saskatchewan  Branch L  M.  Fraser 

Lakehead  Branch J.  M.  Fleming 

Border  Cities  Branch E.  M.  Krebser 

London  Branch J.  A.  Vance 

Toronto  Branch A.  E.  Berry 

Peterborough  Branch H.  R.  Sills 

Kingston  Branch D.  S.  Ellis 

Ottawa  Branch W.  H.  Munro 

Montreal  Branch G.  McL.  Pitts 

H.  J.  Vennes 

Saint  Maurice  Valley  Branch J.  H.  Fregeau 

Saguenay  Branch M.  G.  Saunders 

Saint  John  Branch .- H.  F.  Morrisey 

Halifax  Branch S.  W.  Gray 

On  the  motion  of  J.  A.  McCrory,  seconded  by  H.  G. 
O'Leary,  it  was  resolved  that  the  report  of  the  scrutineers 
be  adopted,  that  a  vote  of  thanks  be  tendered  them  for  their 
services  in  preparing  the  report,  and  that  the  ballot  papers 
be  destroyed. 

Vice-President  Keith  announced  that  the  newly  elected 
officers  would  be  inducted  at  the  Annual  Dinner  on  the 
following  night. 

On  the  motion  of  R.  H.  Findlay,  seconded  by  E.  S.  Mat- 
tice,  it  was  unanimously  resolved  that  a  hearty  vote  of  thanks 
be  extended  to  the  Hamilton  Branch  in  recognition  of  their 
hospitality  and  activity  in  connection  with  the  holding  of 
the  fifty-fifth  Annual  General  Meeting. 

On  the  motion  of  Past-President  S.  G.  Porter,  seconded 
by  L.  A.  Duchastel,  it  was  unanimously  resolved  that  the 
sincere  thanks  of  the  Institute  be  extended  to  the  retiring 
president  and  councillors  in  appreciation  of  the  work  which 
they  have  done  for  the  Institute  during  the  past  year. 

The  General  Secretary  reported  that  the  Institute  had 
been  approached  by  the  Citizens'  Committee  for  Troops  in 
Training,  with  a  suggestion  that  the  Institute,  in  company 
with  certain  other  engineering  organizations,  might  under- 
take to  raise  $760.00  for  the  purchase  of  band  instruments 
for  the  Royal  Canadian  Engineers  at  Petewawa  Camp. 

The  request  had  been  considered  by  Council  at  its  meet- 
ing on  the  previous  day,  and  while  it  was  felt  that  the 
Institute  could  not  officially  participate  in  such  an  en- 
deavour, the  Council  was  entirely  in  sympathy  with  the 
objective,  and  the  suggestion  was  made  that  the  money 
might  be  collected  on  a  voluntary  basis  from  the  members 
attending  the  annual  meeting.  Accordingly,  a  collection  had 
been  taken  up  at  the  Council  meeting,  and  the  General 
Secretary  now  stated  that  he  or  his  assistant  would  be 
glad  to  receive  further  contributions  from  any  members 
who  felt  they  would  like  to  support  this  worthy  object. 

There  being  no  further  business,  the  meeting  adjourned 
at  eleven  thirty-five  a.m. 

THE  GENERAL  PROFESSIONAL  MEETING 

At  the  luncheon  on  Thursday,  the  mayor  of  Hamilton, 
W.  E.  Morrison,  extended  a  hearty  welcome  to  the  members 
and  guests.  His  breezy  remarks  contained  some  good-natur- 
ed references  to  the  plight  of  neighbouring  cities  perhaps 
less  bountifully  endowed  with  natural  beauty  than  is  Ham- 
ilton. He  was  followed  by  W.  D.  Black,  who  spoke  on 
Industrial  Morale  and  its  importance  in  the  war  effort. 
It  is  hoped  to  publish  this  thoughtful  address  in  a  later 
issue  of  the  Journal,  together  with  those  given  later  during 
the  meeting  which  dealt  with  similar  problems  of  engineer- 
ing interest  at  this  time. 

The  special  afternoon  session,  over  which  Vice-President 
deGaspé  Beaubien  presided,  was  devoted  to  a  paper  on 
Technical  Training  for  National  Defence,  prepared  by 
Dean  A.  A.  Potter  of  Purdue  University.  This  was  pre- 
sented by  Dr.  A.  A.  Cullimore  and  was  well  discussed,  to- 
gether with  the  report  of  H.  F.  Bennetts'  Committee  on 
the  Training  and  Welfare  of  the  Young  Engineer. 

That  report  and  notes  of  the  discussions  upon  it  will  be 
published  in  an  early  issue  of  the  Journal. 


THE  ENGINEERING  JOURNAL    March,  1941 


121 


AUTHORS  OF  PAPERS 


Dr.  J.  O.  Perrine 


Dr.  A.  R.  Cullimore 


Dean  A.  A.  Potter 


J.  A.  McCrory,  M.E.I.C. 


A.  S.  Runciman,  M.E.I.C. 


A.  T.  E.  Wanek,  M.E.I.C. 


T.  S.  Mills,  M.E.I.C. 


E.  R.  Jacobsen,  M.E.I.C. 


J.  T.  Thwaites,  M.E.I.C. 


122 


March,  1941     THE  ENGINEERING  JOURNAL 


In  reference  to  the  paper  presented  by  Dr.  Cullimore, 
E.  P.  Muntz  pointed  out  that  Canada's  defence  activities 
would  call  for  at  least  five  thousand  more  technically  trained 
men.  He  urged  prompt  action  on  this  matter.  Professor 
W.  L.  Malcolm,  now  of  Cornell  University,  outlined  the 
courses  established  there  as  an  aid  to  industry.  Dean  Brown 
of  McGill  and  Professor  C.  R.  Young  of  Toronto  referred 
to  the  difficulties  already  caused  in  our  engineering  schools 
by  wartime  exigencies. 

Friday  morning's  Technical  programme  comprised  three 
papers  on  electrical  subjects.  Mr.  McCrory  described  the 
important  hydro-electric  power  development  at  La  Tuque, 
and  noted  that  the  addition  of  almost  200,000  h.p.  to  the 
Dominions  resources  has  been  of  great  value  to  our  war 
effort.  Dean  Brown  gave  interesting  information  regarding 
the  studies  on  which  the  runner  design  for  La  Tuque  was 
based,  obtaining  increased  power  and  avoiding  cavitation 
troubles.  J.  T.  Thwaites  followed  with  a  paper  on  the  use 
of  Ignitron  Rectifiers  in  war  industries,  particularly  where 
electro-metallurgical  processes  are  carried  out.  The  paper- 
by  A.  S.  Runciman  on  Earth  Crust  Resistance  gave  valu- 
able data  on  the  protection  of  transmission  lines  from  light- 
ning damage.  Vice-president  DuBose  was  in  the  chair  during 
this  Session. 

An  address  by  Secretary  George  T.  Seabury  of  the 
American  Society  of  Civil  Engineers  was  the  principal 
feature  at  the  luncheon  on  Friday  when  E.  P.  Muntz  pre- 
sided. He  gave  to  the  members  present  an  interesting  ac- 
count of  the  organization  and  manifold  activities  of  the 
Engineers'  Council  for  Professional  Development,  the 
important  consultative  organization  which  the  Institute  has 
been  privileged  to  join  as  the  first  member  body  located 
outside  the  United  States.  Mr.  Seabury's  remarks  made  it 
clear  that  The  Engineering  Institute  of  Canada  will  re- 
ceive most  valuable  help  from  this  membership  in  dealing 
with  Canadian  professional  problems,  and  that  in  return 
the  Engineers'  Council  will  be  able  to  profit  by  experience 
gained  in  Canada  under  conditions  which  are  necessarily 
somewhat  different  from  those  in  the  United  States. 

Vice-president  J.  Clark  Keith  took  the  chair  at  the  Friday 
afternoon  session  in  the  Starlight  Room,  where  A.  T.  E. 
Wanek  of  the  British  Air  Purchasing  Mission,  New  York, 
gave  a  timely  paper  on  the  estimation  of  production  costs 
of  aircraft. 

Next  on  the  programme  was  a  series  of  excellent  coloured 
moving  pictures  taken  during  a  journey  over  the  Banff -to- 
Jasper  Highway,  illustrating  a  paper  presented  by  T.  S. 
Mills,  which  was  commented  on  by  J.  M.  Wardle,  under 
whose  supervision  much  of  this  scenic  road  was  constructed. 

Meanwhile  in  Dining  Room  "A,"  E.  R.  Jacobsen  gave 
his  paper  on  Moment  Distribution  and  Analysis  of  a  Con- 
tinuous Truss  of  Varying  Depth — K.  M.  Cameron  presid- 
ing. A  five-span  highway  bridge  truss  was  taken  as  an  ex- 
ample of  the  application  of  a  new  method  of  analysis,  for 
which  machine  calculations  are  not  necessary,  which  deter- 
mines the  moments  directly,  and  requires  less  work  than 
the  conventional  method  of  procedure.  The  discussion 
which  followed  was  extensive  and  highly  technical. 

Joint  Meeting 

An  unusual  feature  this  year  was  the  joint  dinner  and 
demonstration  shared  with  the  Niagara  District  Electric 
Club.  This  dinner  was  held  in  the  Starlight  Room  and  over 
six  hundred  were  in  attendance.  The  demonstration  was 
given  in  the  Ball  Room  by  Mr.  J.  O.  Perrine,  assistant  vice- 
president  of  the  American  Telephone  and  Telegraph  Com- 
pany. 

The  principal  feature  of  this  remarkable  performance  was 
"Voder"  an  electrical  mechanism  for  producing  the  sound 
and  formations  of  the  human  voice.  By  means  of  this  appar- 
atus, and  the  skilful  young  lady  who  controlled  the  key- 
board, words  could  be  produced  that  contained  the  identical 


sounds  and  inflections  of  the  human  voice.  "Synthesized 
speech"  is  a  good  description  of  it. 

The  whole  demonstration  was  unusually  interesting,  and 
an  audience  that  exceeded  the  capacity  of  the  room  voiced 
its  approval  in  no  uncertain  terms. 

Another  outstanding  event  of  the  meeting  was  of  course 
the  Annual  Banquet  of  the  Institute.  Everyone  regretted 
that  Dr.  Hogg  could  not  be  in  the  chair,  but  his  place  was 
ably  filled  by  Vice-President  DuBose,  who  presented  the 
various  prizes  and  medals  of  the  Institute.  The  award  of 
the  Gzowski  Medal  to  Miss  Elizabeth  MacGill  in  particular 
met  with  the  enthusiastic  approval  of  the  large  audience. 


The  army  was  well  represented 

The  officers  and  distinguished  guests  at  the  head  table 
included:  Chairman  McNeely  DuBose  and  Mrs.  DuBose; 
Dean  C.  J.  Mackenzie,  president,  The  Engineering  Institute 
of  Canada  and  acting  president,  National  Research  Council, 
and  Mrs.  Mackenzie;  Dr.  Wm.  E.  Wickenden,  president  of 
the  Case  School  of  Applied  Science,  Cleveland,  Ohio; 
George  T.  Seabury,  secretary,  American  Society  of  Civil 
Engineers,  and  secretary,  Engineers'  Council  for  Profes- 
sional Development;  R.  J.  Magor,  chairman  of  the  board 
of  the  Canadian  Chamber  of  Commerce,  and  president, 
National  Steel  Car  Corporation,  Mrs.  Magor  and  John 
Magor;  W.   A.   T.   Gilmour,   chairman   of  the  Hamilton 


A  luncheon  group  made  up  of  Messrs.  Eadie,  Brown,  McCrory, 
Challies,  all  of  Montreal,  and  General  Mitchell  (Toronto) 


Branch  and  Mrs.  Gilmour:  W.  P.  Dobson,  representing  the 
Dominion  Council  of  Professional  Engineers,  and  Mrs. 
Dobson;  Professor  R.  E.  Jamieson,  president  of  the  Cor- 
poration of  Professional  Engineers  of  Quebec;  Burwell  R. 
Coon,  president,  Royal  Architectural  Institute  of  Canada, 
and  Mrs.  Coon;  and  His  Worship  the  mayor  of  Hamilton, 
W.  E.  Morrison. 

The  principal  speaker  was  President  W.  E.  Wickenden 


THE  ENGINEERING  JOURNAL    March,  1941 


123 


W.  D.  Black  (Hamilton)   was  the  luncheon  speaker 

on    Thursday.    McNeely  DuBose  and   H.    A.    Cooch 

were  among  head  table  guests 


The     "Pay-off" — next     day     John 
Dunbar  squares  off  the   hotel   ac- 
count  while   Bill   Brown   gives   his 
approval. 


George  T.  Seabury  (New  York)  tells 
of  the  aims  and  purposes  of  E.C.P.D 
He  is  secretary  of  that  body  and 
also  of  the  American  Society  of 
Civil  Engineers. 


»-*~'^B       ^ 

Evil          fc^   kfl 

^PJB 

■  M 

Dr.  A.  R.  Cullimore  (Newark)  presents 
Dean  Potter's  paper  onTechnical  Train- 
ing for  National  Defense,  and  adds  con- 
siderable material  of  his  own.  De  Caspé 
Beaubien  is  chairman. 


Dean    Brown    (Montreal)    left,    supple- 
ments   the    material    given    in    J.    A. 
McCrory's    paper    on     the    La    Tuque 
Developmen  t . 


An  interesting  "father  and  son"  group. 
R.J.Durley  and  Tom  Durley (Montreal). 


Past  President  F.  P.  Shear- 
wood    (Montreal)    discusses 
the  Jacobsen  paper. 


Jacobsen's  paper  on  Mo- 
ment Distribution  and  the 
Analysis  of  a  Continuous 
Truss  was  discussed  for  over 
two  hours.  Here  is  the 
author. 


Arthur  Runciman  (Mont- 
real) describes  some  new 
things  that  have  been  found 
out  about  "Earth's  Crust 
Resistance  and  Lightning". 


Joe     Thwaites     (Hamilton) 

delivers  his  paper  on 

Ignitrons. 


Chairman    R.    L.    Dunsmore    (Halifax) 

discusses  the  papers  with  A.  T.  Wanek 

(New    York),    left,    and    J.    M.    Wardle 

(Ottawa),  rigbt. 


Between  meetings — left  to  right,  L.  H. 

Robinson  of  Oakville  and  H.  L.  Bucke 

of  Niagara  Falls. 


Left  to  right,  K.  M.  Cameron  (Ottawa), 

Bill  Bonn  (Toronto)  and  John  Stirling 

(Montreal)    ask   the  General   Secretary 

some  questions. 


124 


March,  1941    THE  ENGINEERING  JOURNAL 


Geoffrey  Stead  (Saint  John)  keeps  up  his 

unbroken  string  of  25  annual  meetings, 

while  Marc  Trudeau    (Montreal)    takes 

in  his  first  one. 


Bill  Reid  (Hamilton)  exhibits  his  radio 
personality. 


Dr.  W.  E.  Wickenden  delivers  his  excel- 
lent address. 


of  the  Case  School  of  Applied  Science,  Cleveland.  He  took 
for  his  text  a  verse  from  the  Gospel  according  to  St.  Matthew 
but  his  discourse  was  adorned  with  several  anecdotes  of 
more  worldly  origin.  Its  title  was  The  Second  Mile — a 
reference  to  a  commandment  in  the  Sermon  on  the  Mount 
— which,  according  to  Dr.  Wickenden,  represents  that  volun- 
tary effort,  over  and  above  the  regular  required  task,  which 
distinguishes  the  efficient  and  willing  from  the  mediocre 
performer.  His  address  was  full  of  humour  and  gave  food 
for  much  thought  regarding  professional  status  and  dignity. 

At  the  close  of  the  dinner  the  induction  of  the  newly 
elected  president  took  place,  and  Dean  Mackenzie  gave  a 
brief  message  to  the  Institute. 

The  banquet  was  followed  by  a  dance.  Members  and 
guests  were  received  by  Dean  and  Mrs.  C.  J.  Mackenzie, 
Mr.  and  Mrs.  W.  A.  T.  Gilmour,  and  Mrs.  Hugh  Lumsden. 

On  Wednesday,  previous  to  the  general  activities,  there 
were  two  important  functions,  i.e.,  the  council  meeting  and 
the  president's  dinner. 

Council  Meetings 

As  usual,  incoming  councillors  were  invited  to  this 
Council  meeting,  as  well  as  past-presidents  and  certain  other 
members  whose  interests  and  activities  brought  them  into 
close  contact  with  the  Institute.  In  all,  there  was  an  attend- 
ance of  forty-one.  In  the  absence  of  the  president,  Vice- 
President  Sauder  presided  at  both  the  morning  and  the 
afternoon  sessions.  The  details  of  the  meeting  are  printed 
elsewhere  in  this  number  of  the  Journal. 

The  new  council  met  at  two-thirty  on  the  afternoon  of 
Friday,  with  the  new  president,  C.  J.  Mackenzie,  in  the 
chair.  In  accordance  with  the  usual  custom,  chairmen  of 
standing  and  special  committees  were  appointed  and  other 
routine  business  attended  to.  The  detailed  report  of  this 
meeting  is  also  printed  elsewhere  in  this  Journal. 

President's  Dinner 

The  pleasant  custom  of  the  retiring  president  entertain- 
ing at  dinner,  the  officers  and  councillors  of  the  Institute 
and  certain  other  members  who  have  assisted  him  in  his 
term  of  office,  was  maintained  this  year,  even  though  the 
host  himself  could  not  attend.  It  was  Dr.  Hogg's  firm  desire 
that  his  accident  would  not  rob  the  annual  meeting  of  a 
pleasant  feature  and  deny  him  the  privilege  of  expressing 
in  this  way  his  appreciation  of  the  aid  and  assistance  which 
had  been  given  him  so  generously.  The  dinner  was  held  at 
the  Tamahaac  Club  outside  of  Hamilton. 


J.  M.  R.  Fairbairn  presided,  an  honour  due  him  as  the 
senior  past-president  present.  To  support  him  he  had  at 
the  head  table  Past- Presidents  Porter,  Shearwood,  Lefebvre 
and  Challies,  and  President-Elect  C.  J.  Mackenzie,  Vice- 
Presidents  Sauder,  DuBose  and  Keith.  Mr.  N.  S.  Braden, 
vice-president  of  the  Canadian  Westinghouse  Company, 
was  a  special  guest. 

Mr.  Fairbairn,  after  expressing  his  regret  at  Dr.  Hogg's 
absence,  asked  each  past-president  and  each  new  councillor 
to  make  a  speech.  In  view  of  the  fact  that  absolutely  no 
warning  had  been  given,  the  results  were  extremely  amus- 
ing but  satisfactory.  The  past-presidents  in  particular  ac- 


The  Committee  on   the  Welfare  and  Training  of  the  Young 

Engineer — left  to  right,  Messrs.  R.  F.  Legget  (Toronto),  R.  E. 

Heartz  (Montreal),  Harry  Bennett  (London),  chairman,  A.  E. 

Macdonald  (Winnipeg).  This  is  not  the  Mural  Room. 


quitted  themselves  nobly,  and  indicated  clearly  that  they 
had  not  lost  their  sense  of  humour. 

Dean  Mackenzie  spoke  on  the  future  of  the  Institute 
and  the  profession,  with  particular  reference  to  wartime 
conditions.  He  expressed  his  appreciation  of  his  election 
to  the  presidency,  and  asked  the  support  of  all  councillors 
throughout  what  would  be  a  trying  and  decisive  year. 

The  concluding  feature  of  the  evening  was  the  showing 
of  a  sound  movie  depicting  the  collapse  of  the  Tacoma 
Bridge.  The  party  returned  to  the  hotel  by  bus  to  join  the 
ladies  and  break  up  the  bridge  session  which  was  underway. 


THE  ENGINEERING  JOURNAL     March,  1941 


125 


THE  PRESIDENT'S  DINNER 


Head  table — Chairman  J.  M.  R.  Fair- 
bairn  warns  Jack  Challies  that  he  is 
going  to  be  called  on  for  a  speech.  Other 
past  presidents  are  Sam  G.  Porter  (Cal- 
gary), O.  O.  Lefebvre  (Montreal),  F.  P. 
Shearwood  (Montreal)  just  out  of  the 
camera's  range.  President-elect  C.  J. 
Mackenzie  is  in  the  foreground 


N.  S.  Braden  (Hamilton),  centre,  ex- 
plains on  his  fingers,  much  to  the 
amusement  of  McNeely  DuBose  (Mont- 
real)  and  Clark  Keith  (Border  Cities). 


With      characteristic      gesture,      Geoff 

Gaherty    (Montreal)     tells    Hal    Cooch 

(Hamilton)  something  he  should  know 

about  transformers. 


Even  without  their  hair  you  can  recog- 
nize Gordon  O'Leary  (Lakehead)  "the 
darling  of  the  profession,"  Charlie 
Sisson,  R.  B.  Young  and  Barry  Watson, 
all  of  Toronto. 


Reg  Findlay,  at  the  "low"  end  of  the 

table,   tells  another  one   to  John   Hall 

(left)  and  Harold  Vennes  (right),  all  of 

Montreal. 


The  Ottawa  contingent— right  to  left, 
Messrs.  W.  F.  Bryce,  W.  H.  Munro, 
J.  H.  Parkin  with  Huet  Massue  (Mont- 
real), Harry  Bennett  (London)  and 
D.  S.  Ellis  (Kingston)  in  the  background 


Harry  Bennett  presents  branch  prizes  to  L.  C.  Sentance  and 
to  M.  D.  Stewart. 


Any   paper   that   holds   the  audience  like   this   for   two   hours 
must  be  good. 


The  reception  line — left  to  right,  Mrs.  Hugh  Lumsden,  Mrs. 

Mackenzie,  The  President,  Mrs.   Gilmour  and  W.   A.  T.  Gil- 

in. .in  .  chairman  of  the  branch. 


126 


March,  1941     THE  ENGINEERING  JOURNAL 


A  president  is  installed.  Dean  Mackenzie  takes  over  from  chair- 
man McNeely  DuBose. 

The  Ladies 

A  very  complete  programme  for  the  ladies,  taking  up 
the  better  part  of  three  days,  was  provided  by  the  ladies' 
committee  under  the  chairmanship  of  Mrs.  Hugh  Lumsden. 
Without  having  participated  in  it,  it  is  impossible  to  de- 
scribe every  function,  but  judging  from  the  printed  pro- 


Mies  McGill    (Fort  William)    winner  of  the  Gzowski  Medal, 

George  Seabury  (New  York),  Dr.  Wickenden  (Cleveland)  and 

the  luncheon  chairman  Eric  Muntz. 


J.  J.  Mackay  (Hamilton)  explains  a  serious  point.  Left  to  right, 

J.  A.  Vance  (Woodstock) ,  L.  A.  Fraikin  (Montreal) ,  J.  J.  Mackay, 

D.  L.  Mackinnon  (Montreal). 

gramme  and  from  the  reports  of  those  who  did  take  part, 
everything  was  very  satisfactory. 

On  Wednesday  evening,  while  the  councillors  were  at 
the  Tamahaac  Club,  guests  of  the  president,  the  ladies 
joined  together  for  a  modest  bridge  tournament. 


And  the  ladies  played  bridge — from  left  to  right,  Mrs.  F.  P. 
Shearwood  (Montreal),  Mrs.  C.  J.  Mackenzie  (Ottawa),  Mrs. 
Louis  Trudel  (Montreal),  Mrs.  W.  H.  Munro  (Ottawa),  Mrs. 
G.  Moes  (Hamilton),  but  Mrs.  Hugh  Lumsden  (Hamilton) 
would  not  face  the  camera. 

On  Thursday  afternoon  it  was  the  ladies'  turn  to  visit 
the  Tamahaac  Club,  where  tea  was  served.  The  same  night 
a  special  dinner  was  arranged  for  them  at  the  Wentworth 
Arms  Hotel. 

Friday  morning  saw  several  ladies  embarking  on  a  pre- 
arranged shopping  tour.  Others  visited  certain  industries 
in  the  locality,  and  all  returned  in  time  for  lunch  at  the 
hotel.  All  ladies  were  guests  of  the  Hamilton  Branch  for 
both  luncheons,  and  for  tea  and  dinner  as  well — a  very 
much  appreciated  innovation. 

The  Hamilton  ladies  made  a  splendid  showing  in  their 
part  as  hostesses.  Mrs.  Hugh  Lumsden  gathered  together 
a  competent  and  enthusiastic  group  that  contributed  much 
towards  the  success  of  the  whole  meeting. 


THE  ENGINEERING  JOURNAL    March,  1941 


127 


Abstracts  of  Current  Literature 


RAILWAYS  AND  THE  WAR 

From  The  Railway  Magazine,  (London),  December,  1940 

Twelve  months  have  passed  since  we  published  an  article 
under  the  title  of  "Railways  and  the  War."  The  previous 
instalment  concluded  by  pointing  out  that,  as  we  have 
readers  in  all  parts  of  the  world,  we  are  naturally  sensible 
to  the  necessity  for  maintaining  perspective,  and  bear  in 
mind  that  the  incidence  of  war  upon  railways,  as  upon  the 
lives  of  individuals,  is  important,  but  not  all-embracing. 
From  time  to  time,  therefore,  we  have  made  references  to 
the  war  as  it  has  affected  railways  and  now  propose  to  give 
a  general  review  of  some  of  the  more  important  events  of 
1940. 

In  Great  Britain  the  events  of  last  winter  may  be  sum- 
marized as  comprising  the  reduction  of  passenger  services 
and  their  subsequent  part-restoration,  the  difficulties  of 
travellers  due  to  the  imposition  of  severe  blackout  restric- 
tions; the  giving  of  preference  to  freight  traffic  over  pas- 
senger traffic;  and  the  coincidence  of  very  severe  weather 
conditions  with  war  conditions.  By  the  early  spring,  shaded 
white  light  had  been  gradually  restored  to  most  passenger 
trains,  and  practically  all  are  now  so  equipped,  although 
the  supply  of  current  through  the  switch  in  the  guard's 
control  depends  upon  whether  or  not  the  passengers  keep 
the  blinds  drawn. 

The  withdrawal  of  the  B.E.F.  and  large  numbers  of  the 
French  Forces  from  Northern  France  through  Dunkerque, 
provided  the  British  railways,  and  the  Southern  in  par- 
ticular with  an  extraordinary  test  of  organization  and  initia- 
tive in  transporting  some  320,000  from  the  Channel  ports. 
It  fell  to  the  lot  of  the  Southern  Railway  Company  to 
initiate  the  arrangements,  and  all  four  railways  contributed 
their  quota  of  trains,  of  which  186  were  used.  A  detailed 
report  of  this  movement  was  given  in  The  Railway  Magazine 
for  July.  It  will  also  be  recalled  that  during  the  period  of 
intensive  B.E.F.  evacuation,  the  British  railways  carried 
in  addition  some  20,000,000  passengers  and  6,000,000  tons 
of  freight.  In  the  middle  of  the  year  the  Minister  of  Trans- 
port decided  that  to  conserve  steel  for  essential  war  pur- 
poses, the  new  works  of  the  London  Passenger  Transport 
Board  in  conjunction  with  the  G.W.R.  and  the  L.N.E.R. 
should  be  suspended.  About  the  same  time  the  Ministry 
of  Home  Security  defined  certain  districts  of  the  country  as 
defence  areas  into  which  movement  was  restricted.  Persons 
wishing  to  enter  the  specified  areas  for  business  purposes 
were  not  prevented  from  doing  so,  but  holiday  and  pleasure 
visits  were  banned.  Later  these  areas  were  subject  to  con- 
siderable extension,  and  roughly  comprised  a  strip  of  vary- 
ing width  inland  from  the  coast  from  Berwick-on-Tweed 
to  Weymouth.  Suspension  of  free  movement  into  these  areas 
naturally  occasioned  a  considerable  reduction  in  travel  on 
certain  sections  of  lines. 

After  the  withdrawal  of  the  British  Forces  from  France 
and  the  subsequent  movement  to  the  French  coast  of  the 
Germany  army,  the  Local  Defence  Volunteer  corps  was 
formed  for  home  defence  purposes.  Railway  units  of  this 
force  were  formed  by  all  the  main-line  companies,  and  these 
have  done  much  valuable  work  in  the  general  guarding  of 
premises  and  key  points  on  the  systems.  Later  in  the  year 
the  title  of  Local  Defence  Volunteer  was  changed  to  the 
more  appropriate  one  of  Home  Guard.  In  October,  the 
Ministry  of  Transport  announced  that  railway  station  names 
which  early  in  the  war  had  been  obliterated  or  greatly  re- 
duced in  visibility  might  be  displayed  more  freely.  The 
object  of  the  removal  of  names  had  been  to  avoid  giving 
indications  of  the  area  concerned  to  low-flying  aircraft,  or 
to  parachute  troops.  The  Minister's  intimation  in  the 
autumn  of  this  year  was  to  the  effect  that  names  might  be 
displayed  more  freely  provided  they  could  not  be  read  from 
a  highway  or  by  low-flying  aircraft. 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


In  the  various  parts  of  this  country  and  also  abroad, 
derelict  tunnels  have  been  made  available  as  air  raid  shel- 
ters, and  with  the  intensification  of  the  war  in  the  air,  have 
become  of  increasing  value  to  the  public.  Examples  of  tun- 
nels put  to  this  use  are  those  at  Southwark  and  King 
William  Street,  London,  and  at  Dundee,  Harrogate,  Edin- 
burgh and  Ramsgate.  Abroad  an  outstanding  example  of 
tunnel  shelters  is  provided  by  Malta. 

Air  raids  on  London,  which  first  began  on  an  intensive 
scale  on  September  7,  occasioned  a  certain  amount  of  dis- 
organization to  the  transport  services  of  all  kinds.  Railway 
targets  naturally  proved  attractive  to  the  enemy,  and  on 
some  occasions  it  has  been  necessary  to  divert  or  suspend 
the  train  services,  although  usually  the  periods  involved 
have  been  very  brief.  A  special  group  of  buses  has  been 
formed  to  replace  train  services  interrupted  between  cer- 
tain points  in  the  Metropolitan  area.  Repairs  to  damaged 
lines  have  been  quickly  undertaken,  and  services  restored 
with  a  minimum  of  delay.  Notwithstanding  the  difficult 
conditions  under  which  operations  have  been  conducted 
on  many  occasions,  traffic  in  general  has  been  kept  moving 
with  remarkable  freedom.  The  work  of  the  engineers  indeed 
speaks  well  not  only  for  the  enterprise  of  individuals  in  the 
engineering  departments  when  faced  with  emergencies,  but 
also  for  the  preparatory  measures  which  had  been  taken 
by  the  railways  in  anticipation  of  troubles  the  exact  nature 
of  which,  could,  of  course,  not  be  foreseen.  The  easiest 
type  of  damage  to  repair  is  the  straight-forward  bomb  crater. 
Where  a  bomb  falls  clear  of  the  tracks,  it  may  affect  their 
alignment  and  level,  and  cover  them  with  debris.  The  repair 
is  then  merely  a  matter  of  clearing  and  re-adjusting.  Should 
a  bomb  fall  upon  the  track  it  may  necessitate  bringing  to 
the  site  material  for  filling  the  crater  and  relaying  the  dam- 
aged lines.  Cables,  both  traction  and  signal,  and  conductor 
rails,  not  to  mention  telegraph  wires,  may  have  been  dam- 
aged and  these  also  have  to  be  repaired.  Traffic  may,  how- 
ever, be  resumed  under  hand  signalling  pending  the  re- 
establishment  of  the  normal  controls.  Delayed  action  bombs 
may  cause  but  small  damage  immediately,  but  until  they 
are  extracted  and  removed,  a  proceeding  which  has  proved 
possible  in  many  instances,  they  inevitably  cause  traffic 
interruption.  Station  buildings  have  been  the  victims  of 
aerial  bombardment,  but  restoration  has  been  astonishingly 
rapid  and  in  some  instances  train  service  is  only  very  slightly 
interrupted. 

The  greatest  problems  both  in  nature  and  magnitude 
have,  of  course,  been  presented  by  damage  to  bridges  and 
viaducts,  and  the  ingenuity  displayed  in  devising  means 
of  restoration,  as  well  as  the  concentrated  hard  work  which 
has  gone  to  its  realization,  has  astonished  many  who  have 
had  the  opportunity  of  seeing  what  has  had  to  be  tackled. 
One  instance  of  quick  repair  may  be  mentioned.  A  bomb 
fell  on  a  brick  arch  viaduct  supporting  eight  running  lines 
carrying  an  intensive  traffic.  It  penetrated  through  the  brick 
arch  and  exploded  with  great  violence  wrecking  several 
arches  and  shattering  everything  within  a  large  radius. 
Traffic  had  to  be  suspended  on  all  lines,  and  it  was  decided 
that  the  quickest  method  of  restoration  was  to  build  re- 
taining walls  at  each  side  of  the  viaduct,  demolish  the 
worst  of  the  wrecked  masonry  and  fill  in  and  consolidate 
the  whole  formation.  Filling,  consisting  of  quarry  refuse 
which  packs  quickly  and  solidly,  was  brought  to  the  site 
in  trains  of  hopper  wagons.  Two  of  the  tracks  were  re- 
opened to  traffic  within  eight  days,  two  more  ten  days  later, 
and  a  further  two  very  soon  afterwards.  Here  and  there 
fire  has  been  a  trouble,  and  there  is  an  instance  of  an  im- 
portant station  carried  on  a  steel  viaduct  in  which  the 


128 


March,  1941     THE  ENGINEERING  JOURNAL 


terminal  ends  of  all  but  one  platform  were  badly  damaged 
before  the  conflagration  could  be  extinguished.  Trains  which 
were  standing  at  the  platforms  at  the  time  were  attacked 
by  the  flames,  but  all  were  removed  before  extensive  damage 
had  been  done,  except  one  with  wooden-centred  wheels 
which,  when  burnt,  let  the  axles  drop.  These  vehicles  thus 
became  immovable  and  were  destroyed.  The  scene  immedi- 
ately after  this  fire  was  one  of  desolation,  but  nevertheless 
so  quickly  and  methodically  was  the  wreckage  handled  that 
within  48  hours  it  was  possible  to  work  trains  in  and  out 
of  one  platform.  Five  days  later  two  more  platforms  were 
again  in  use  providing  sufficient  accommodation  for  the 
traffic. 

MODERN  PROBLEMS  IN  HIGHWAY 
CONSTRUCTION 

CHARLES  M.  BASKIN 
Asphalt  Technologist,  Imperial  Oil  Limited,  Toronto,  Ont. 

Abstract  of  paper  delivered  before  the  Toronto  Branch  of  the 
Engineering  Institute  of  Canada,  November  21st,  1940. 

Road  construction  to-day  is  more  of  a  problem  than  it 
ever  was  in  pre-modern  times.  The  principal  reason  for  this 
is  that  we  are  inclined  to  regard  every  road  job  as  a  stand- 
ardized task.  Actually,  the  modern  motor  road  is  a  com- 
bined social,  economic  and  technical  problem. 

Taking  the  railway  as  a  basis  for  comparison,  the  speaker 
stated  that  the  railway  developed  along  standardized  lines 
with  little,  if  any,  confusion,  principally  because,  as  a  pri- 
vate enterprise,  it  tended  towards  massive  unit  construction 
and  concentration  in  the  most  populated  areas.  Under  these 
circumstances  there  was  little  incentive,  on  the  part  of  the 
privately-owned  railway,  to  pioneer  in  localities  of  doubtful 
return.  Moreover,  there  is  a  definite  minimum  standard 
and,  therefore,  minimum  cost  of  railway  per  mile,  beyond 
which  one  cannot  go.  This  minimum  cost  was  still  economic- 
ally impossible  for  low  revenue  areas.  But  there  can  be  a 
multitude  of  types  of  roads — from  the  massive  four-lane 
highway  to  the  graded  earth  road.  Yet  the  heaviest  motor 
vehicles  can  negotiate  the  earth  road  during  relatively  dry 
periods;  hence  the  confusion  in  standards  and  specifications 
in  highway  construction  as  contrasted  with  the  railway. 

In  a  sense,  roads  are  like  a  consumable  commodity,  where 
capacity  to  consume  is  always  greater  than  ability  to  supply. 
The  motorist's  demand  is  both  for  mileage  and  for  quality 
— mileage  to  get  ever  farther  away  from  the  over-concen- 
trated areas — quality  in  form  of  safety,  comfort  and  reduc- 
tion of  wear  on  the  motor  vehicle.  The  primary  demand, 
however,  is  for  mileage  and  this  always  outstrips  the  revenue 
that  can  be  exacted  from  the  motorist.  Under  such  circum- 
stances, the  engineer  followed  the  most  obvious  procedure. 
Where  traffic  was  low,  he  tried  to  get  by  with  the  old  time 
low-cost  construction  methods,  resulting  in  a  road  of  low 
bearing  capacity.  Where  traffic  was  high,  he  based  his  de- 
sign on  the  assumption  that  the  pavement  alone  will  have 
to  support  the  total  traffic  load  as,  at  certain  times  of  the 
year,  the  supporting  value  of  the  subgrade  may  be  nil. 

Demand  for  road  mileage  not  only  outstripped  increase 
in  revenue,  but  was  considerably  ahead  of  technological 
developments  on  how  to  build  a  structurally  adequate  road 
at  a  cost  compatible  with  available  funds  and  mileage  re- 
quired. The  speaker  emphasized  that  lack  of  fundamental 
data  on  causes  of  road  failures  has  driven  us  to  massive 
construction  which,  in  itself,  is  only  a  temporary  palliative. 
It  is  only  recently  that  systematic  investigations  have 
yielded  data  on  behaviour  of  soils  in  presence  of  water. 
Effect  of  water  has  been  the  chief  cause  of  most  of  our 
road  failures. 

He  then  expounded  the  theory  of  design  of  roads  as  a 
composite  structure  of  several  layers,  consisting  of  the  soil 
subgrade,  the  base  course  and  the  wearing  surface,  each 
layer  intended  to  have  and  to  retain  a  certain  minimum 
bearing  capacity,  the  sum  total  of  which  is  adequate  to 
support  the  heaviest  wheel  loads.  In  this  connection,  he 
outlined  the  newly  developed  methods  of  base  course  con- 


struction using  natural  clay  as  binder  and  gravel  and  sand 
as  aggregate.  Admixture  of  extremely  small  quantities  of 
bitumen  makes  such  masses  of  clay  cemented  aggregates 
water-repellent,  thereby  retaining  the  clay  bond. 

He  further  pointed  out  that  such  methods  of  base  course 
construction  have  widened  enormously  the  range  of  aggre- 
gates that  can  be  used,  thereby  reducing  costs  and  obtaining 
bases  several  times  the  structural  strength  of  the  unscien- 
tifically constructed  macadam  or  gravel  base.  Add  to  this 
the  mechanically  improved  road  bed,  and  the  combined 
bearing  capacity  of  such  composite  structure  (soil  road  bed 
and  base)  is  more  than  adequate  to  support  the  heaviest 
traffic.  This  type  of  design  obviates  the  necessity  of  massive 
pavements.  A  thin  resilient  wearing  course  is  entirely  satis- 
factory— hence  the  all-weather,  high  bearing  capacity  road 
at  a  low  cost. 

He  further  emphasized  that  even  with  massive  pavements, 
we  shall  have  to  go  to  more  scientific  methods  of  drainage, 
soil  compaction  and  construction  of  mechanically  water- 
proofed base  courses,  otherwise  our  maintenance  bills  will 
continue  to  mount. 

Our  need  for  road  mileage  is  increasing  at  a  far  greater 
rate  than  our  revenues  from  motor  vehicles.  We  are,  in 
addition,  faced  with  increasing  weaknesses  and  even  failure 
of  both  expensive  and  low-cost  roads  constructed  over  un- 
stable soil  and  poorly  designed  bases.  It  is,  therefore, 
essential  that  we  constantly  keep  in  mind  that  the  only 
manner  in  which  we  will  ever  balance  our  budget  is  to 
have  the  scientific  theories  of  to-day  developed  and  made 
into  the  practice  of  to-morrow. 

GAS 

From  Aeronautics,  (London),  December,  1940 

Ashes  to  ashes  and  dust  to  dust;  and  gas  to  sewage  and 
sewage  to  gas.  Something  of  that  kind,  seems  to  be  the 
fundamental  process  underlying  the  cycle  of  nature.  Dr. 
Lawrie,  in  an  important  book  which  is  reviewed  in  our 
book  page,  directs  attention  at  the  possibilities  of  using 
methane,  or  marsh  gas,  as  a  fuel  for  internal  combustion 
engines.  According  to  his  examination  of  the  problem  we 
could  find  in  this  country  a  sufficient  supply  of  methane  to 
reduce  markedly  our  imports  of  fuel. 

The  gas  is  given  off  when  sewage  is  being  treated  by  the 
bacterial  method.  At  present  we  secure  our  supplies  of 
aviation  spirit  through  the  good  offices  of  the  Navy,  and 
the  Royal  Air  Force  does  not  forget  that  it  owes  its  success 
to  the  Navy,  for  without  the  constant  stream  of  tankers 
reaching  our  ports  it  would  not  be  able  to  take  off.  But  any- 
thing that  can  reduce  that  burden  on  our  shipping  is  of 
immediate  value. 

Some  might  argue  that  the  war  has  progressed  so  far 
that  the  introduction  of  new  sources  of  fuel  supply  would 
come  too  late  to  be  of  value.  But  this  is  a  false  view,  for  if 
we  can  provide  some  of  our  own  fuel  we  gain  in  peace  as 
well  as  in  war.  Moreover  the  cyclic  principle  is  gaining 
ground  as  the  basic  principle  which  should  guide  all  human 
proceedings,  agricultural  and  other.  It  is  from  the  rotting 
leaf  that  the  best  fertilizer  comes.  Sewage  undoubtedly  con- 
tains material  that  is  more  valuable  than  gold.  In  the  past 
the  procedure  was  usually  to  throw  it  away.  Now  a  wiser 
view  tends  to  prevail  and  there  is  a  better  understanding 
of  the  cyclical  processes  which  go  to  renew  life  and  energy. 

That  we  should  take  our  aviation  spirit  from  sewage  is 
in  train  with  this  application  of  the  cyclical  principle.  Dr. 
Lawrie 's  book  deserves  the  closest  attention  from  all  those 
who  are  dealing  to-day  with  the  problems  of  the  nation's 
supplies. 

A  NEW  INDUSTRY  IN  SWEDEN 

Abstracted  by  Emil  Skaein,  m.e.i.c. 

Producer  gas,  made  directly  from  either  charcoal  or  wood, 
is  rapidly  substituting  gasoline  as  fuel  for  the  motor  vehicle 
traffic  in  Sweden. 

The  war  has  necessitated  this  change.  When  hostilities 


THE  ENGINEERING  JOURNAL     March,  1941 


129 


broke  out  in  September,  1939,  Sweden  had  in  operation 
280,000  motor  vehicles  of  all  types.  The  greater  portion  of 
these  had  to  be  laid  up  for  lack  of  gasoline.  There  being  no 
restriction  on  the  use  of  wood  or  charcoal,  many  trucks 
resorted  to  the  use  of  producer  gas,  derived  from  charcoal, 
as  was  done  in  the  first  great  war. 

Charcoal  is  made  from  wood,  both  assiduous  and  dissid- 
uous  wood,  preferably  in  dry  condition.  In  Sweden,  fairly 
large  quantities  are  produced  each  year,  usually  from  slabs, 
tree  tops,  and  waste,  surrounding  the  lumber  industry. 
When  charcoal  was  again  required  as  fuel  for  the  motor 
vehicles,  the  supplies  were  soon  exhausted,  and  no  cheap, 
dry  wood  supply  was  readily  available.  Nothing  else  was 
left  except  plain  green  wood. 

The  equipment  used  in  the  first  great  war,  to  facilitate 
the  use  of  producer  gas,  had  in  the  meanwhile  been  greatly 
improved.  It  was  soon  found  that  wood,  cut  into  small 
cubes  of  about  two  inches,  served  almost  equally  as  well, 
though  the  rate  of  burning  was  more  difficult  to  control. 

The  use  of  wood  directly  is  the  outstanding  and  rather 
startling  development,  there  being  no  scarcity  of  wood,  and, 
furthermore,  useless,  crooked  and  twisted  pieces  could  be 
used.  Already  35,000  motor  vehicles,  mostly  trucks,  have 
been  equipped  for  use  of  producer  gas  as  fuel.  Many  more 
are  ready  to  become  so,  as  soon  as  equipment  can  be  got 
ready.  To  serve  these  with  supplies  of  wood,  or  charcoal, 
new  depots  are  springing  up  all  over  the  country  along 
the  highways,  and  a  great  number  of  people  are  finding 
new  and  profitable  employment. 

The  equipment  consists  in  the  main  of  a  pot,  or  retort, 
placed  on  a  trailer  behind  the  vehicle.The  retort,  somewhat 
similar  to  the  tub  of  a  washing  machine,  though  larger,  has 
on  top  a  refueling  lid  which  is  kept  tight.  There  is  a  slow 
draft  allowed  from  the  bottom,  and  the  gas  and  smoke  pro- 
duced from  the  burning  of  the  wood  or  charcoal  in  the 
retort  is  sucked  into  the  engine  by  way  of  a  tube.  Evidently 
the  only  change  to  the  engine  equipment  is  a  new  or  altered 
carburettor.  The  retort  has  to  be  cleaned  out  once  in  a 
while,  like  any  other  stove  or  furnace  must  be. 

The  above  information  is  gathered  from  articles  appear- 
ing in  a  Swedish  road  journal  called  "Svenska  Vagforenin- 
gens  Tidakrift."  In  one  of  these  articles,  Sten  Gyllensverd, 
Civil  Engineer,  describes  a  trip  by  car,  using  charcoal  as 
fuel,  in  which  he  himself  took  part. 

The  trip  was  made  in  the  summer  of  1940,  in  an  ordinary 
six-cylinder,  two-door  car,  with  three  passengers  and  one 
dog.  The  journey  started  from  Halmstad  in  the  south,  and 
contacted  Trollhtâtan,  Karlstad,  Rattvik,  Falun,  Orebro, 
Jonkoping  and  back  to  Halmstad,  a  total  distance  of  1,859 
kilometers,  or  1,161  miles.  The  fuel  consumption  for  this 
distance  was  24^  hectolitres  of  charcoal,  or  75  kilometers 
per  hectolitre  of  fuel.  One  hectolitre  is  100  liters,  and  one 
gallon  is  4.54  litres.  Thus  one  hectolitre  is  about  22  gallons, 
or  almost  three  bushels,  since  one  bushel  is  eight  gallons. 

The  cost  of  charcoal  was  five  kroner  per  hectolitre,  or  in 
Canadian  money  $1.25.  This  averaged  to  6.67  ore  per  Kilo- 
meter, or  2.6  cents  per  mile.  The  gasoline  would  have  cost 
at  the  then  prevailing  prices  in  Sweden,  about  26  per  cent 
more.  It  may  be  mentioned  that  a  six-cylinder,  light  car, 
can  be  operated  here  in  western  Canada  for  from  2  to  2J^ 
cents  per  mile  for  gasoline,  at  32  cents  per  gallon. 

In  addition  to  the  above  data,  the  author  of  the  article 
states  that  no  discernible  quantity  of  lubricating  oil  had 
been  used  on  the  trip,  since  a  very  small  quantity  of  oil  is 
required  with  producer  gas  as  fuel.  The  retort  was  cleaned 
twice  on  the  trip.  Best  results  were  obtained  when  the  retort 
was  kept  well  filled  with  fuel.  Each  filling  required  from 
one  to  three  hectolitres,  and  thirteen  fillings  were  made. 
Rough  roads,  with  downhill  slopes  helped  the  burning  of 
the  fuel  and  thus  increased  the  effective  power  of  the  en- 
gine. The  average  speed  made  was  46.4  kilometers  per  hour, 
or  29  miles. 

From  the  above  we  may  conclude  that  very  shortly  other 
combustible  material  such  as  weed,  brush,  and  perhaps 


straw,  can  be  adopted  to  fuel  for  farm  tractors  and  trucks 
hauling  in  far-off  places.  As  indicated  before,  the  really 
big  step  in  the  improvement  of  equipment,  was  made  when 
it  was  possible  to  substitute  wood  for  charcoal.  With  this 
advance  made,  it  should  be  possible,  with  some  further 
improvements,  to  regulate  the  burning  of  other  material 
as    indicated. 

BRITAIN  AFTER  THE  WAR 

From  Robert  Williamson,  London,  Eng. 

British  scientists  are  working  hard  for  the  day  when  the 
sound  of  the  builder's  hammer  will  succeed  the  thud  of 
the  bomb. 

'*Z  At  the  Building  Research  Station,  Watford,  near  London, 
they  are  looking  ahead  to  peace  time  when  Britain  will 
multiply  by  many  times  the  £200,000,000  which  she  used 
to  spend  on  building  in  a  year.  Their  work  ranges  over 
materials,  for  quality  and  suitability;  over  design,  for  light 
and  warmth.  They  can  tell,  by  consulting  their  Electric 
Man  whether  any  given  room,  because  of  the  materials  of 
walls  and  ceiling,  requires  much  heating  or  little. 

This  Electric  Man  is  a  cylinder  with  the  same  surface 
as  an  average  human  body.  An  electric  current  keeps  him 
at  body  heat  and  a  thermostatic  control  keeps  this  tempera- 
ture constant.  He  is  wheeled  into  a  room  and  his  consump- 
tion of  electricity  shows  how  much  of  it  is  needed  to  keep 
this  constant. 

And  they  have  a  section  of  the  universe  itself  set  up  in 
miniature  in  their  laboratory  at  Watford.  An  artificial  sun 
is  slotted  in  a  vertical  column  and  set  at  the  appropriate 
altitudes  of  the  changes  of  the  seasons.  A  six-inch  house 
model  on  a  disc  swung  on  pivots  is  orientated  to  season, 
latitude,  and  time  of  day. 

So  the  helidon,  this  ingenious  instrument  showing  the 
earth  moving  round  the  sun,  tells  the  architect  how  the 
shadows  will  actually  fall  upon  his  finished  house  and 
show  him  where  he  may  amend  his  design  to  get  all  the 
sunshine  there  may  be. 

WATER  POWER  IN  THE  PHILIPPINES 

By  Filemon  C.  Rodriguez,  Chief  Engineer, 
National  Power  Corporation 

From  The  Philippine  Engineering  Record  (Manila)  4th  Quarter  1940. 

There  is  nothing  on  record  to  show  when  water  power 
was  first  introduced  in  the  Philippines,  but  it  is  known  that 
during  the  time  of  Spanish  rule  over  these  islands  water 
power  was  made  use  of  in  little  mills  for  the  grinding  of 
grain,  for  the  pressing  of  sugar  cane,  for  pumping  water, 
and  for  other  purposes.  The  remains  of  some  of  these  crude, 
simple  water  wheels,  mostly  undershot  and  breast  wheels, 
can  still  be  seen  in  many  parts  of  the  Philippines,  and  some 
of  them  are  still  in  use  to  this  day. 

Since  the  American  occupation,  some  progress  has  been 
made  in  the  development  of  water  power.  A  number  of 
projects  of  small  to  moderate  size  have  been  built,  and  im- 
proved design  and  manufacture  have  been  adopted  not  only 
in  the  wheels  but  in  the  plants  themselves.  Hydro-electric 
plants  were  put  up  and  the  power  has  been  made  available 
to  farther  places  than  was  possible  under  the  direct  drive 
system  that  was  used  before. 

It  is  to  be  noted  that  only  a  total  of  33,481.1  hp.  has  so 
far  been  developed,  of  which  the  Botocan  hydro-electric 
plant  of  the  Manila  Electric  Company  has  22,800  hp.  or 
68  per  cent  of  the  whole.  It  could  therefore  be  stated  that 
outside  of  the  Botocan  plant  there  has  been  no  hydro-elec- 
tric development  of  consequence  that  has  been  undertaken. 

That  hydro-electric  development  throughout  the  Philip- 
pines has  been  very  slow  can  be  shown  by  a  comparison 
with  the  development  in  other  countries.  Assuming  a  popu- 
lation of  16,000,000,  the  developed  horse  power  per  1,000 
population  in  the  Philippines  amounts  to  2.12.  The  cor- 
responding figures  in  some  of  the  other  countries  for  1934 
are  as  follows  : 


130 


March,  1941     THE  ENGINEERING  JOURNAL 


Country  Hp.  per  1000  Population 

Alaska 617 

Canada 727 

Mexico 27 . 2 

Newfoundland 561 

United  States 131 

Brazil 15.5 

Chile 26.6 

Austria 134 

Finland 104 

France 103 

Germany 30 . 0 

Italy 48 

Norway 855 

Spain 48.7 

Switzerland 566 

Soviet  Russia 6.5 

Japan 60 . 5 

New  Zealand 100 

Tasmania 350 

The  growth  of  hydro-electric  development  in  the  Philip- 
pines and  the  growth  of  the  electric  power  industry  have 
not  fully  kept  pace  with  the  growth  of  the  other  industries. 
If  the  Botocan  plant  which  was  financed  by  the  Associated 
Gas  and  Electric  System  is  not  included,  we  would  have 
only  10,242  hp. 

Potential  Power  Resources 

The  estimate  given  in  the  Almanac  for  the  potential 
water  power  resources  of  the  Philippines  is  1,500,000  hp. 
There  has  been  no  investigation  of  the  potential  water 
power  possibilities  of  the  country,  and  there  is,  there- 
fore, no  way  by  which  an  intelligent  and  accurate  inventory 
of  the  power  sites  in  the  Philippines  capable  of  successful 
development  can  be  made.  However,  it  should  be  stated 
that  certain  general  conditions  favouring  the  economic 
utilization  of  water  power  are  present  in  the  Philippines, 
and  a  successful  large  scale  development  of  our  water  power 
resources  may  be  undertaken. 

The  record  of  the  Weather  Bureau  shows  that  no 
droughts  of  dangerous  proportions  have  visited  this  country. 
At  the  beginning  of  every  dry  season,  the  ground  water 
storage  of  our  watersheds  is  always  filled  to  capacity  from 
the  rains  during  the  preceding  rainy  season  so  that  the  flow 
of  the  streams  during  the  dry  season,  though  reduced,  is 
more  or  less  constant  from  year  to  year,  thus  making  the 
prime  power  available  therein  also  practically  uniform  from 
year  to  year. 

Most  of  the  larger  islands  composing  the  Archipelago 
have  mountain  areas  and  upland  regions  where  the  rain 
falls  with  greater  intensity  and  from  which  the  rivers  orig- 
inate and  flow  down  the  mountains  in  varying  slopes  through 
winding  channels  down  to  the  oceans  passing  through  the 
lowlands  and  valleys  on  which  population  has  been  con- 
centrated. The  steep  slopes  of  these  rivers  as  they  emerge 
from  the  mountains  into  the  lowlands  provide  a  drop  which 
could  be  utilized  for  power  development.  According  to  the 
data  furnished  by  the  Coast  and  Geodetic  Survey,  the  total 
land  area  of  the  Philippines  is  296,000,000,000  sq.  m.  and 
the  average  elevation  of  this  land  area  above  sea  level  is 
about  580  meters.  From  a  rainfall  map  of  the  Philippines 


prepared  from  data  gathered  by  the  Weather  Bureau,  the 
average  total  amount  of  rain  that  falls  over  the  Philippines 
in  one  year  is  about  670,740,000  cu.m.  If  it  is  conservatively 
considered  that  about  40  per  cent  of  this  volume  of  water 
flows  through  our  streams,  the  maximum  estimated  poten- 
tial water  power  available  in  this  country  can  be  placed 
at  342,000,000,000  kwh.  a  year.  It  is  admitted  that  this 
figure  presupposes  complete  regulation  of  all  river  systems 
and  utilization  of  all  available  head  which  is  beyond  the 
realm  of  human  capacity.  It  is  merely  noted  here  to  serve 
as  a  limit  for  any  guess  that  may  be  given  of  the  power 
resources  of  the  country.  If  it  is  assumed  that  the  utilizable 
power  of  the  streams  is  only  2  per  cent,  then  the  ultimate 
goal  that  might  be  set  for  hydro-electric  development  could 
be  placed  at  6,800,000,000  kwh.  a  year. 

VOCATIONAL  INSTRUCTION  DURING 
MILITARY  SERVICE 

From  the  Journal  of  the  Institution  of  Civil  Engineers  (London), 
December,  1940 

The  Board  of  Education  having  expressed  the  desire  of 
the  Army  Council  for  the  establishment  of  courses  for  per- 
sons under  training  for  various  professions  in  civil  life  who 
wish  to  continue  their  studies  while  temporarily  serving 
in  His  Majesty's  Forces,  the  Institution  of  Civil  Engineers, 
together  with  the  Institutions  of  Mechanical  and  Electrical 
Engineers,  is  co-operating  with  the  Board  of  Education 
and  the  Advisory  Council  for  Education  in  the  Forces  in 
the  organization  of  courses  in  engineering  subjects. 

During  the  last  war  there  was  a  break  in  the  studies  of 
a  whole  generation  of  engineers,  with  serious  consequences 
to  the  profession;  many  on  attempting  to  rejoin  it  had 
difficulty  in  resuming  their  studies  and  in  passing  exam- 
inations, and  were  consequently  handicapped  in  completing 
their  professional  qualifications.  The  Council  will  regard  it 
as  an  immense  benefit  if  this  experience  could  be  avoided 
in  the  present  war  and  consider  that  the  provision  of  courses 
of  engineering  study  will,  should  the  conditions  of  the  war 
allow  a  measure  of  study,  help  those  whose  engineering 
training  has  been  interrupted  to  keep  in  touch  with  tech- 
nical knowledge,  and  in  some  cases  to  complete  a  portion 
of  their  engineering  qualifications  whilst  so  serving. 

It  is  hoped  that  it  will  be  found  possible  to  allow  students 
to  attend  evening  classes  at  a  technical  college  where  one 
is  within  convenient  reach,  but  where  the  distance  is  too 
great  it  may  be  found  possible  when  a  sufficient  number  of 
students  come  forward  in  large  camps,  to  arrange  for  the 
delivery  of  regular  courses  of  lectures  by  qualified  teachers. 
There  must,  however,  remain  a  large  number  of  cases,  such 
as  those  of  outlying  and  small  stations,  in  which  courses 
of  private  study,  either  by  guided  reading  or  a  modified 
form  of  correspondence  course,  would  be  the  only  possible 
method. 

Any  student  of  the  Institution  of  Civil  Engineers  or 
approved  candidate  for  election  to  Corporate  Membership 
who  wishes  to  prepare  himself  for  Section  A  and  B  of  the 
Associate  Membership  Examination  of  The  Institution 
under  this  scheme  should  apply  to  his  Commanding  Officer 
or  to  the  Unit  educational  officer  for  information  as  to  the 
method  of  procedure  and  for  copies  of  the  curricula. 


THE  ENGINEERING  JOURNAL    March,  1941 


131 


From  Month  to  Month 


ANNUAL  MEETING 


Another  Annual  Meeting  has  come  and  gone,  and  left 
behind  it  a  splendid  record  of  achievement.  With  a  regis- 
tration of  over  five  hundred  and  a  banquet  attendance  of 
about  the  same  figure,  with  well  attended  and  thoroughly- 
discussed  technical  meetings,  with  speakers  of  the  highest 
order,  and  an  excellent  spirit  of  friendliness  over  all,  Council 
and  the  Hamilton  Branch  may  well  feel  pleased  and 
satisfied. 

This  year's  meeting  was  the  third  occasion  on  which  the 
Hamilton  Branch  has  acted  as  the  host  of  the  Institute 
members  and  guests  for  the  principal  gathering  of  the 
Institute  year.  The  assembly  which  has  just  concluded  fully 
maintained  the  Branch  reputation  for  effective  organization, 
unstinted  hospitality,  and  the  efficient  preparatory  staff 
work  on  which  the  success  of  such  an  affair  depends. 

The  attendance  was  unusually  large,  particularly  as  re- 
gards the  members  of  the  many  neighbouring  branches  in 
south-western  Ontario.  The  technical  sessions  dealt  with  a 
variety  of  matters  of  timely  interest  which  led  to  active 
discussion.  At  several  of  the  sessions,  at  the  luncheons  and 
at  the  banquet  the  speakers'  addresses  were  devoted  to 
various  aspects  of  the  great  problem  which  now  confronts 
the  engineering  profession  in  Canada,  namely,  how  best  to 
ensure  that  continuous  and  ample  supply  of  trained  en- 
gineers and  technicians  which  is  essential  in  the  present 
war,  how  to  develop  and  maintain  their  efficiency  and 
morale,  and  how  to  bring  these  needs  into  line  with  the 
orderly  progress  of  the  profession  as  a  whole. 

An  unusually  high  note  was  struck  by  the  banquet 
speaker,  Dr.  Wm.  E.  Wickenden,  whose  address  is  printed 
as  the  leading  article  in  this  number  of  the  Journal.  Dr. 
Wickenden's  pleasant  delivery  and  the  excellence  of  his 
material  marked  the  high  spot  of  the  whole  programme.  It 
is  to  be  hoped  that  this  thought  provoking  and  inspirational 
address  may  come  to  the  attention  of  every  member  of  the 
profession  in  Canada. 

At  our  Annual  Meetings  it  is  always  a  pleasure  to  wel- 
come so  many  distinguished  visitors  from  the  United  States. 
This  year,  in  addition  to  Dr.  Wickenden,  we  were  happy 
to  have  Mr.  Seabury  with  us  again,  and  to  receive  the  im- 
portant data  contained  in  his  address.  Further,  Dr.  Culli- 
more  and  Dr.  Perrine  were  able  representatives  of  the 
educational  and  technological  sides  of  present-day  engin- 
eering. 

A  review  or  a  commentary  on  the  meeting  could  not  be 
complete  without  mention  of  the  absence  of  the  retiring 
president,  Dr.  Hogg.  Only  the  good  news  of  his  excellent 
recovery  made  possible  the  pleasant  and  cheerful  tone  of 
the  whole  meeting.  At  every  function  he  was  referred  to, 
and  many  messages  of  appreciation  are  recorded  in  the 
several  minutes.  It  is  regrettable  that  he  could  not  be 
present  to  see  the  culmination  of  his  successful  year  of 
office,  and  to  receive  in  person  the  praise  and  thanks  of 
the  many  members. 

The  invitation  of  the  Montreal  Branch  to  hold  the  1942 
meeting  in  Montreal  was  accepted  by  the  new  Council,  and 
already  the  committee  is  discussing  ways  and  means  of 
maintaining  the  standards  set  by  previous  gatherings.  The 
branch  is  greatly  encouraged  by  the  success  of  the  Hamilton 
meeting,  and  is  looking  forward  with  pleasurable  anticipa- 
tion to  being  host  to  the  Institute  early  in  1942. 

THE  SECOND  MILE 

So  much  favourable  comment  has  been  received  about 
Dr.  Wm.  E.  Wickenden's  address  at  the  annual  banquet 
that  special  attention  is  called  to  the  fact,  that  it  is  repro- 
duced herewith  in  full.  Members  are  recommended  to  read 
it  even  though  they  attended  the  banquet.  It  is  one  of 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


those  addresses  that  merits  reading  and  study  over  and 
over  again.  It  is  one  of  the  soundest,  best  reasoned  and 
most  thoughtful  talks  that  have  been  heard  in  Canada  for 
a  long  time.  It  is  a  clear,  intelligent  call  to  the  highest 
things  in  the  profession. 

Believing  that  messages  of  this  kind  are  good  for  the 
whole  profession,  copies  of  Dr.  Wickenden's  address  have 
been  sent  by  Headquarters  to  many  Canadian  publications, 
in  an  endeavour  to  get  the  widest  possible  distribution  for 
it.  Reprints  are  in  stock  and  can  be  obtained  by  members 
from  Headquarters. 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Under  this  title  the  Minister  of  Labour  at  Ottawa  re- 
cently announced  the  creation  of  an  organization  whose 
purpose  was  to  find  technically  trained  persons  who  could 
fill  the  wartime  needs  of  industry,  government  and  the 
active  service  forces. 

This  announcement  marked  the  culmination  of  over  two 
years  interest  in  such  a  proposal  by  the  technical  societies 
themselves.  In  December,  1938,  at  the  request  of  the 
Minister  of  Defence,  a  survey  was  made  by  the  Canadian 
Institute  of  Mining  and  Metallurgy,  the  Canadian  Institute 
of  Chemistry,  and  the  Engineering  Institute  of  Canada,  and 
from  the  information  gathered  a  file  was  established  and 
turned  over  to  the  government. 

The  present  proposal  goes  much  further  than  the  previous 
one,  due  to  the  fact  that  the  situation  is  much  clearer  now 
and  the  needs  much  more  apparent  than  they  were  in  1939. 
The  Department  of  Labour  has  estimated  the  needs  for 
skilled  and  unskilled  help  for  1941,  and  from  these  figures 
can  estimate  the  needs  for  technical  help  for  the  same 
period.  It  was  evident  that  some  additional  assistance  would 
be  necessary  if  these  requirements  were  to  be  met.  Hence 
the  establishment  of  the  Bureau. 

The  request  for  co-operation  came  to  the  three  national 
institutes  from  the  Minister  of  Labour.  A  series  of  meetings 
in  Ottawa  led  to  the  acceptance  of  the  responsibility  by 
the  institutes  and  within  a  short  time  this  responsibility 
will  be  passed  on,  through  several  additional  organizations, 
to  engineers  and  chemists  throughout  Canada. 

The  Bureau  is  to  be  operated  by  a  Director  selected  by 
the  societies  themselves.  It  is  a  very  fortunate  circumstance 
that  makes  it  possible  to  secure  the  services  of  E.  M.  Little, 
b.a.sc,  who  is  referred  to  elsewhere  in  this  issue,  for  this 
important  task.  Mr.  Little  will  establish  a  Board  repre- 
sentative of  the  various  co-operating  organizations,  which 
will  assist  him  on  matters  of  policy  and  in  direct  dealing 
with  the  societies.  The  Headquarters  of  the  Bureau  will  be 
at  Ottawa,  although  it  may  be  necessary  to  establish  offices 
in  Toronto,  Montreal  and  elsewhere. 

It  is  an  important  matter  for  all  engineers  that  the  gov- 
ernment has  come  to  the  engineers  themselves  for  this 
assistance.  It  is  both  a  compliment  and  a  challenge.  To  do 
this  work  to  the  satisfaction  of  everyone  involved,  and  to 
the  best  interests  of  the  war  endeavours,  is  a  task  of  no 
mean  dimensions.  It  can  be  accomplished  only  if  all  engi- 
neering organizations  and  industry  pull  together  as  a  team, 
determined  that  it  shall  be  accomplished.  Herein  lies  an 
opportunity  for  every  member  of  the  engineering  profession 
— every  chemist — to  organize  his  profession  on  a  national 
basis  and  to  support  his  government  in  its  endeavour  to 
utilize  technical  man  power  to  the  utmost — and  incidentally 
to  prove  that  the  greatest  things  are  possible  only  by  co- 
operation. 


132 


March,  1941     THE  ENGINEERING  JOURNAL 


The  Engineering  Journal  in  company  with  the  regular 
publications  of  the  other  societies,  will  endeavour  to  keep 
the  profession  well  informed  of  the  developments  within 
the  Bureau.  It  is  felt  that  as  this  activity  belongs  to  the 
whole  profession,  every  effort  should  be  made  to  keep  the 
members  in  close  touch  with  it.  It  is  intended  that  every 
technical  man  in  Canada  shall  be  communicated  with 
shortly  by  direct  mail,  and  that  subsequent  contacts  shall 
be  maintained  principally  through  the  technical  journals 
and  the  press. 

ELLIOTT  MENZIES  LITTLE 

Director  of  The  Wartime  Bureau  of 

Technical  Personnel 

The  recent  announcement  by  the  Minister  of  Labour  of 
the  setting  up  of  this  Bureau  brings  to  the  forefront  of 
wartime  activity  the  name  of  another  engineer.  Mr.  Little 
is  one  of  the  outstanding  figures  in  the  pulp  and  paper 
field,  and  is  well  known  to  many  engineers  across  Canada. 


E.  M.  Little 

His  appointment  to  this  position  was  made  upon  the 
recommendation  of  the  Canadian  Institute  of  Mining  and 
Metallurgy,  the  Canadian  Institute  of  Chemistry,  and  the 
Engineering  Institute  of  Canada.  The  Minister's  decision 
to  hand  over  to  the  engineers  the  operation  of  the  Bureau 
began  with  the  appointment  of  a  Director  of  their  own 
choosing,  authorized  to  set  up  his  own  organization.  As  all 
engineers  and  chemists  will  be  hearing  about  and  from  Mr. 
Little,  the  Journal  feels  that  some  biographical  informa- 
tion will  be  interesting  and  appropriate. 

Mr.  Little  was  born  in  Beachburg,  Ontario,  in  1899,  but 
when  he  was  three  years  old  his  parents  moved  to  Hailey- 
bury.  It  was  here  that  he  attended  public  and  high  school. 
In  1914  he  began  his  successful  career  in  the  paper  business 
with  the  Abitibi  Power  and  Paper  Co.  Limited,  at  Iroquois 
Falls,  where  he  started  at  the  bottom  as  office  boy. 

For  about  fourteen  years  he  remained  with  the  com- 
pany, going  through  every  department  in  the  business, 
including  office  and  mill,  and  finishing  up  as  assistant  mill 
manager. 

His  service  with  Abitibi  was  interrupted  early  in  1918 
when  he  joined  the  Air  Force,  enlisting  at  Montreal.  After 
demobilization  in  1919  he  entered  the  Faculty  of  Applied 
Science  and  Engineering  at  the  University  of  Toronto, 
and  was  graduated  as  a  b.a.sc.  in  electrical  engineering  in 
1925,  having  been  out  one  year  because  of  a  death  in  the 
family.  Upon  graduation  he  returned  to  the  Abitibi  Com- 
pany as  plant  electrical  engineer  and  remained  there  until 
1932,  at  which  time  he  joined  the  Anglo-Canadian  Pulp 
and  Paper  Mills  at  Quebec  City.  In  1933  he  was  made 
general  superintendent  of  this  company,  and  in  1937  he 
became  associated  with  the  Gaspesia  Sulphite  Company — 
an  affiliated  organization.  He  is  now  general  manager  of 
both  companies. 


Mr.  Little  has  taken  a  leading  part  in  the  affairs  of  the 
Canadian  Pulp  and  Paper  Association,  being  a  member  of 
the  Executive  Committee,  and  vice-chairman  of  the  joint 
administrative  committee  in  charge  of  research  in  the  in- 
dustry. He  has  also  been  chairman  of  the  technical  section 
of  the  Association. 

His  residence  is  in  Quebec,  and  his  services  are  made 
available  to  the  government  through  the  generosity  of  the 
officers  of  the  two  companies  by  which  he  is  employed. 

REGISTRATION  IN  THE  FACULTIES  OF  APPLIED 

SCIENCE  OR  ENGINEERING  IN  CANADIAN 

UNIVERSITIES,  SESSION  1940-1941 

By  direction  of  Council,  enquiries  have  been  addressed 
to  the  engineering  schools  in  Canada,  asking  for  particu- 
lars of  their  undergraduate  registration  for  the  current  year 
in  the  various  branches  of  engineering. 

The  following  table  has  been  compiled  from  the  informa- 
tion furnished  in  reply. 


University 

3 

m 

1 
o 
O 
"3 

hi 

S 

o 

h. 

3 
■*» 

3 
o 

u 

< 

03 
U 

o 
a 

V 

13 
a 

u 

< 

o 

S 

03 

O 

|.s 

W  S 
_  4» 

.20 
O 

O 

"3 
1 

3 

>> 

S 

1 

■g  à 
§.2 
>>g 
S  c 

8  si 
o 

"3 
'3 

01 

8 

S 

>> 

51 

jj 
o 

M 

'S 

bi 

S) 
S 
ta 

n 

"3 

Nova  Scotia 

Technical 

College. . . . 

1st 
2nd 
3rd 
4th 

i 

_i_ 

7 
4 

11 

10 
6 

16 

iè 

10 
26 

2 
5 

7 

35 
26* 

Total 

l 

61 

New 
Brunswick 

1st 
2nd 
3rd 
4th 

9 
19 

7 
18 

25 

22 

20 

9 

17 
22 
14 
12 

51 
63 
11 

39* 

Total 

53 

76 

65 

194 

Ecole  Poly- 
technique 
de  Mont- 
real. 

1st 
2nd 
3rd 
4th 
5th 

107 
69 
40 
45 
33 

107 
69 
40 
45 
33* 

Total 

294 

294* 

McGill 

1st 
2nd 
3rd 
4th 
5th 

142 

74 

14 
3 
3 
1 

6 

27 

30 
26 
19 

75 

11 
6 

17 

24 
12 

36 

36 
27 

63 

ii 

8 
19 

ii 

9 
26 

156 
107 
128 
82* 
6* 

Total 

216 

479 

Queens 

1st 
2nd 
3rd 

4th 

167 
164 

31 
29 

60 

8 
17 

25 

is 

16 
31 

i 

2 
3 

30 
16 

46 

17 
14 

31 

23 
29 

52 

i 

6 

7 

167 
164 
126 
129* 

Total 

331 

586 

Toronto 

1st 
2nd 
3rd 
4th 

5th 

7 
9 
9 
2 
2 

29 

4 
2 
2 

8 

95 
65 
42 
38 

240 

48 
30 
18 
22 

118 

45 
42 
24 
32 

143 

_!_ 

1 
3 

5 

7 

16 

75 
54 
39 
34 

202 

13 
21 
23 
15 

72 

20 
24 
19 
27 

90 

30 
15 
12 
9 

66 

338 
265 
193 
186* 
2* 

Total     . 

984 

Manitoba 

1st 
2nd 
3rd 
4th 

86 
53 





16 
12 

28 

16 
15 

31 

8 
4 
5» 

17 







94 
57 
37 
27* 

Total 

139 

215 

Saskatche- 
wan 

1st 
2nd 
3rd 

4th 

175 

8 
8 

4 

20 

— — 

5 

1 
7 

13 

16 
15 
9 

40 

24 
13 
19 

56 

— 

é 

7 
8 

18 

55 
48 
26 

129 

— — 

— 

9 
4 
6 

19 

175 
120 

96 

79* 

Total 

175 

470 

Alberta 

1st 
2nd 
3rd 

4th 

115 
72 

14 

17 

31 

14 
6 

20 

8 
11 

19 

— — 

53 
18 

71 

4 
1 

5 

115 
72 
93 
53* 

Total 

187 

333 

British 
Columbia 

2nd 
3rd 
4th 
5th 

176 
103 

26 
19 

45 

6 
6 

12 

15 
13 

28 

9 
4 

13 

10 
8 

18 

19 
18 

37 

3 
4 

7 

ii 

10 
24 

176 
103 
102 
82* 

Total 

279 

463 

Grand  Total 

1622 

20 

56 

21 

491 

340 

380 

78 

72 

503 

129 

270 

97 

4079 

•Indicates  those  graduating  in  the  spring  of  1941 — Total  744. 


THE  ENGINEERING  JOURNAL    March,  1941 


133 


DEAN  C.  J.  MACKENZIE,  M.C.,  M.C.E.,  M.E.I.C. 

PRESIDENT  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA,  1941 


The  following  chronological  account  of  the  career  of  the 
new  president  will  indicate  immediately  the  outstanding 
contribution  he  has  made  to  the  literature  and  to  the  de- 
velopment of  the  profession  in 
Canada.  Consultant,  lecturer, 
teacher,  public  servant  and 
leader,  he  has  been  a  strong 
figure  in  Western  Canada  for 
thirty  years,  and  has  given 
sympathy  and  aid  to  every 
worthwhile  proposal  that  has 
come  to  him.  He  is  a  note- 
worthy example  of  the  broad 
minded,  public  spirited  type 
of  engineer  of  which  so  much 
has  been  written  and  heard  in 
recent  years. 

Chalmers  Jack  Mackenzie 
was  born  in  St.  Stephen,  N.B., 
and  received  his  b.e.  from  Dal- 
housie  in  1909  and  his  m.c.e. 
from  Harvard  in  1915.  He  be- 
gan his  professional  career  in 
the  Maritimes,  but  as  early  as 
1910  he  had  moved  west  as 
resident  engineer  in  charge  of 
the  construction  of  three  muni- 
cipal electric  plants.  In  1912- 
13,  during  the  winter  months, 
he  inaugurated  the  engineering 
courses  at  the  University  of 
Saskatchewan,  and  was  ap- 
pointed Professor  of  Civil  En- 
gineering in  1915. 

When  the  war  broke  out  he 
was  also  a  member  of  the  firm 
of  consulting  engineers  of  Maxwell  and  Mackenzie  at  Ed- 
monton, designing  and  building  numerous  structures  such 
as  waterworks  and  sewage  systems  and  sewage  disposal 
plants,  electric  power  plants,  etc. 

From  1916  to  1918  he  was  overseas  with  the  54th  Bat- 
talion, C.E.F.,  and  was  awarded  the  Military  Cross. 

From  1919  to  1939,he  carried  on  a  great  variety  of  activi- 
ties, including  his  university  work  and  a  consulting  practice. 
During  this  time  he  took  charge  of  the  design  and  con- 
struction of  the  two  large  reinforced  concrete  bridges  over 
the  North  and  South  Saskatchewan  Rivers  at  Saskatoon. 
He  was  also  chairman  of  the  City  of  Saskatoon  City 
Planning  Commission,  and  directed  the  work  of  formu- 
lating the  City  Planning  and  Zoning  By-laws  which  were 
adopted. 


Dean  C.  J.  Mackenzie,  M.C.,  M.C.E.,  M.E.I.C. 


In  1921  he  was  appointed  Dean  of  College  at  Saskatoon, 
and  since  that  time  has  set  up  a  remarkable  record  for  growth 
and  stability  of  an  educational  institution.  In  twenty  years 

the  attendance  has  gone  from 
forty  to  almost  five  hundred. 
In  1935  he  was  appointed  to 
the  Advisory  Council  of  the 
National  Research  Council, 
and  in  1939  was  made  Acting 
President  when  Lieutenant 
General  McNaughton  was 
given  charge  of  the  Canadian 
Active  Service  Force  over- 
seas. 

Besides  the  several  accom- 
plishments which  have  been 
referred  to,  Dean  Mackenzie 
has  held  the  following  offices: 
1925  Chairman  of  the  Sas- 
katchewan Branch  of 
the  Institute; 
1929-30  Vice-President  of  the 

Institute  ; 
1930        President,      Associa- 
tion  of   Professional 
Engineers  of  Sas- 
katchewan ; 
1921-39   Member,  Saskatche- 
wan Council  of  Public 
Health  ; 
1929-30   Alderman,     City    of 

Saskatoon  ; 
1930-31   Member  Advisory 
Board,    Royal    Mili- 
tary College  ; 
Member      S  a  s  - 


1931-34 

katchewan  Drought  Commission; 
1937-39   Chairman  Board  of  Directors,  Saskatoon  City 

Hospital; 
1937  to  date     Director,  Canadian  Geographical  Society. 

Dean  Mackenzie  has  presented  many  papers  to  scientific 
and  engineering  societies  in  Canada  and  the  United  States, 
and  over  twenty-five  have  been  published  in  the  organs 
of  the  societies.  He  has  already  spoken  to  many  branches 
of  the  Institute  and  to  many  public  bodies.  He  is  well 
known  in  all  parts  of  Canada,  and  his  elevation  to  the 
presidency  of  the  Engineering  Institute  of  Canada  places 
him  in  a  position  to  carry  on  to  an  even  greater  extent  his 
activities  on  behalf  of  the  profession. 

He  joined  the  Institute  as  a  Junior  in  1911,  transferred 
to  Associate  Member  in  1914,  and  to  Member  in  1920. 


134 


March,  1941     THE  ENGINEERING  JOURNAL 


CORRESPONDENCE 

The  Canadian  Government  Trade  Commissioner 

Melbourne,  Australia, 
January  17th,  1941. 
L.  Austin  Wright,  Esq.,  m.e.i.c, 
Editor, 

"The  Engineering  Journal," 
2050  Mansfield  St., 
Montreal,  Quebec. 

Dear  Sir, 

I  am  sure  you  will  be  interested  in  the  attached  copy  of 
a  letter  which  I  have  received  from  Captain  E.  C.  Johnston, 
Assistant  Director-General  of  the  Commonwealth  Civil 
Aviation  Department,  Melbourne.  Captain  Johnston's  letter 
refers  to  the  article  commencing  on  page  452  of  the  Novem- 
ber, 1940,  issue  of  your  Journal,  which  I  send  to  him  for 
perusal. 

With  best  wishes  to  The  Engineering  Institute  of  Canada 
for  1941,  I  am 

Yours  very  truly, 

(Signed)  Frederick  Palmer,  m.e.i.c. 
Canadian  Trade  Commissioner. 

Commonwealth  of  Australia 
Department  of  Civil  Aviation 

Melbourne,  C.I., 

8th  January,  1941. 
Dear  Mr.  Palmer, 

Thank  you  for  sending  me  the  November  issue  of  "The 
Engineering  Journal."  I  have  read  the  article  by  Wilson 
with  very  much  interest.  Certainly  your  people  have  done 
a  wonderful  job  on  these  aerodromes  under  the  very  difficult 
conditions  that  prevail,  particularly  as  regards  the  winter 
months.  I  am  dropping  a  note  to  Wilson  to  congratulate 
him  on  the  job  and  on  his  excellent  account  of  it. 

As  the  article  will  be  of  interest  to  several  other  senior 
officers  of  this  Department,  I  am  taking  the  liberty  of 
passing  the  Journal  around  to  them  before  I  return  it  to 
you.  I  hope  you  don't  mind  this  but  I  will  see  that  it  is 
returned  to  you  within  a  few  days. 

With  all  best  wishes  for  1941,  I  am 

Yours  sincerely, 

(Signed)  E.  C.  Johnston. 

MEETINGS  OF  COUNCIL 

Minutes  of  a  meeting  of  the  Council  of  the  Institute 
held  at  the  Royal  Connaught  Hotel,  Hamilton,  Ontario, 
on  Wednesday,  February  5th,  1941,  at  ten-thirty  a.m. 
with  Vice-President  P.  M.  Sauder  (Edmonton)  in  the  chair. 
There  were  also  present  Past-President  J.  B.  Challies 
(Montreal);  Vice-Presidents  McNeely  DuBose  (Province 
of  Quebec),  and  J.  Clark  Keith  (Province  of  Ontario); 
Councillors  G.  P.  F.  Boese  (Calgary),  W.  F.  M.  Bryce 
(Ottawa),  R.  H.  Findlay  (Montreal),  J.  G.  Hall  (Montreal), 
W.  R.  Manock  (Niagara  Peninsula),  H.  Massue  (Montreal), 
W.  L.  McFaul  (Hamilton),  C.  K.  McLeod  (Montreal),  J.  H. 
Parkin  (Ottawa),  B.  R.  Perry  (Montreal),  H.  R.  Sills 
(Peterborough),  C.  E.  Sisson  (Toronto),  and  J.  A.  Vance 
(London);  Treasurer  deGaspé  Beaubien,  Secretary-Emer- 
itus R.  J.  Durley,  General  Secretary  L.  Austin  Wright,  and 
Louis  Trudel,  Assistant  to  the  General  Secretary;  Past- 
Presidents  J.  M.  R.  Fairbairn  (Montreal),  O.  O.  Lefebvre 
(Montreal),  S.  G.  Porter  (Calgary),  and  F.  P.  Shearwood 
(Montreal);  President-Elect  C.  J.  Mackenzie;  Councillors- 
Elect  E.  M.  Krebser  (Windsor),  W.  H.  Munro  (Ottawa), 
and  H.  J.  Vennes  (Montreal). 

The  following  were  also  present  by  invitation:  S.  R. 
Frost,  president,  and  M.  B.  Watson,  registrar,  of  the  Associ- 
ation of  Professional  Engineers  of  Ontario;  C.  C.  Kirby, 
honorary  president  of  the  Dominion  Council  of  Professional 
Engineers  and  secretary  of  the  Association  of  Professional 


Engineers  of  New  Brunswick;  G.  A.  Gaherty,  chairman  of 
the  Committee  on  Western  Water  Problems;  H.  F.  Bennett, 
chairman,  and  D.  S.  Ellis,  R.  E.  Heartz  (also  chairman, 
Montreal  Branch),  R.  F.  Legget,  and  A.  E.  Macdonald, 
members  of  the  Committee  on  the  Training  and  Welfare 
of  the  Young  Engineer,  and  the  following  branch  chairmen  : 
R.  L.  Dobbin  (Peterborough),  W.  A.  T.  Gilmour  (Hamil- 
ton), and  H.  G.  O'Leary  (Lakehead). 

The  general  secretary  reported  that  President  Hogg  was 
making  satisfactory  progress,  which  was  noted  with  much 
gratification  by  all  present. 

On  taking  the  chair,  Mr.  Sauder  extended  a  welcome  to 
all  councillors  and  guests,  and  introduced  each  person 
present  to  the  meeting. 

The  report  of  the  Committee  on  Western  Water  Prob- 
lems was  presented  and  accepted  by  Council,  and  a  com- 
mittee was  appointed  to  see  what  further  action  could  be 
taken. 

There  was  a  general  expression  of  appreciation  of  the 
excellent  work  done  by  the  committee,  which  finally  re- 
sulted in  the  unanimous  approval  of  a  motion  that  Council 
place  itself  on  record  as  passing  a  vote  of  thanks  to  the 
committee  and  the  sub-committee  for  the  tremendous 
amount  of  work  which  they  had  completed  and  for  the 
excellence  of  their  conclusions  and  recommendations. 

The  general  secretary  pointed  out  that  in  view  of  the 
fact  that  the  Council's  final  policy  had  not  yet  been  deter- 
mined the  report  should  be  kept  strictly  confidential. 

The  general  secretary  reported  that  Professor  C.  R. 
Young  had  accepted  appointment  as  the  Institute's  repre- 
sentative on  the  E.C.P.D.  Committee  on  Professional 
Ethics.  This  was  noted  with  satisfaction. 

The  general  secretary  presented  a  letter  from  Squadron 
Leader  A.  J.  Taunton  advising  that  in  view  of  the  pressure 
of  his  present  work  he  found  it  necessary  to  resign  as  coun- 
cillor representing  the  Winnipeg  Branch.  This  resignation 
was  accepted  with  regret,  and  on  the  recommendation  of 
the  Winnipeg  Branch  it  was  unanimously  RESOLVED  that 
J.  W.  Sanger,  m.e.i.c,  be  appointed  as  councillor  to  repre- 
sent the  Winnipeg  Branch  until  the  1942  annual  elections. 

The  secretary  read  a  letter  from  the  Steel  Controller 
pointing  out  that  under  the  stimulus  of  wartime  consump- 
tion by  industry,  Canadian  steel  mills  are  faced  with  the 
necessity  of  greatly  expanding  their  production  of  rolled 
steel  products  while  simultaneously  meeting  urgent 
demands  for  early  deliveries.  To  meet  this  situation  the 
mills,  with  the  approval  of  the  Department  of  Munitions 
and  Supply,  have  embarked  upon  a  programme  of  standard- 
ization of  all  rolled  products  for  the  duration  of  the  war. 
Continuing  the  progress,  and  turning  their  attention  to  re- 
inforcing steel,  the  Department  proposes  to  adopt  as  stand- 
ard those  sizes  concurrently  established  as  such  by  the 
Canadian  Engineering  Standards  Association.  The  Steel 
Controller  asked  for  the  approval  of  the  Institute  with 
regard  to  the  adoption  of  these  standards  throughout 
Canada. 

After  considering  the  proposals  in  detail,  it  was  unani- 
mously RESOLVED  that  the  Institute  support  these 
recommendations. 

The  general  secretary  reported  that  the  Deputy  Minister 
of  Labour,  Dr.  Bryce  Stewart,  had  approached  the  three 
national  Institutes,  which  had  drawn  up  a  register  of  tech- 
nically trained  men  in  1938  and  1939,  to  ask  if  they  would 
take  over  the  handling  of  this  register  and  the  placing  of 
technical  personnel  for  the  duration.  Subsequently,  a  meet- 
ing was  held  with  the  Deputy  Minister  at  Ottawa,  at  which 
the  presidents  and  secretaries  of  the  three  Institutes  were 
present.  The  outcome  of  this  conference  was  that  a  direct 
proposal  was  made  to  the  Department.  Mr.  Wright  now 
reported  that  in  a  telephone  conversation  the  day  previous 
to  the  Council  meeting  the  Deputy  Minister  had  informed 
him  that  the  proposal  had  been  accepted  and  that  an 
Order-in-Council  had  been  passed  giving  authority  for  the 
work  and  providing  the  necessary  funds. 


THE  ENGINEERING  JOURNAL     March,  1941 


135 


The  Deputy  Minister  had  recommended  that  the  three 
Institutes  select  a  representative  who  could  be  installed  as 
director  or  controller  and  be  responsible  to  the  government 
for  the  conduct  of  the  work.  The  general  secretary  explained 
that  a  gentleman  had  been  agreed  upon  between  the  three 
organizations,  but  that  final  acceptance  had  not  been  re- 
ceived, although  it  was  expected  this  detail  would  be  fixed 
up  within  a  very  few  days. 

It  was  explained  that  this  gentleman  had  requested  the 
Institute  to  make  available  to  him  the  part  time  services 
of  the  general  secretary  in  order  to  assist  him  in  the  opera- 
tions of  the  Technical  Bureau.  After  some  discussion,  par- 
ticipated in  by  Messrs.  Challies,  Hall,  Mackenzie  and 
Vance,  it  was  agreed  that  Council  was  prepared  to  co- 
operate with  the  Department  of  Labour  to  the  full  extent 
of  its  ability,  and  that  the  Finance  Committee  be  authorized 
to  do  whatever  is  necessary  to  make  Mr.  Wright's  services 
available  to  the  Minister. 

The  general  secretary  reported  that  President  Hogg  had 
intended  to  discuss  with  the  Hon.  Mr.  Howe  the  desir- 
ability of  appointing  an  engineer  to  fill  the  vacancy  on  the 
International  Joint  Commission,  but  had  unfortunately 
been  unable  to  do  so.  It  was  pointed  out  that  Mr.  C.  A. 
Magrath,  an  eminent  engineer,  had  acted  as  chairman  of 
the  Canadian  Section  for  a  great  many  years,  and  it  was 
considered  very  desirable  that  an  engineer  should  now  be 
appointed  to  fill  the  present  vacancy.  After  some  discussion, 
it  was  unanimously  agreed  that  Dr.  Challies  and  Dr. 
Lefebvre  be  appointed  a  committee  to  make  inquiries  and 
appropriate  representations  to  the  government  on  behalf 
of  the  Institute. 

Mr.  C.  C.  Kirby,  representing  the  Dominion  Council  of 
Professional  Engineers,  explained  that  a  resolution  had  been 
passed  at  a  meeting  of  the  Council  held  in  Toronto  on 
January  20th  and  21st,  with  respect  to  the  co-ordination 
of  the  engineering  societies  in  Canada,  and  it  was  hoped 
that  it  would  be  favourably  received  by  the  Engineering 
Institute  and  the  other  societies. 

Following  some  discussion,  it  was  unanimously  RE- 
SOLVED that  the  resolution  be  referred  to  the  Commit- 
tee on  Professional  Interests  for  consideration  and  report. 

The  general  secretary  presented  a  letter  from  the  Citizens' 
Committee  for  Troops  in  Training  suggesting  that  the  Insti- 
tute might  contribute  towards  a  fund  for  the  purchase  of 
band  instruments  for  the  Royal  Canadian  Engineers  now 
training  at  Petawawa. 

It  was  pointed  out  that  the  Institute  had  no  funds  that 
could  be  appropriated  for  such  a  purpose,  but  the  members 
present  felt  that  it  would  be  very  desirable  to  help  in  this 
worthy  object  if  at  all  possible.  It  was  finally  decided  to 
take  up  a  voluntary  collection  from  members  of  Council 
present,  and  also  from  members  attending  the  Annual 
General  Meeting. 

Mr.  Harry  Bennett,  chairman  of  the  Institute's  Com- 
mittee on  the  Training  and  Welfare  of  the  Young  Engineer, 
reported  that  his  committee  had  been  meeting  all  day,  and 
was  now  prepared  to  report  to  Council.  He  pointed  out 
the  importance  to  the  profession  and  to  the  Institute  of 
the  selection  and  guidance  of  engineering  students  and  the 
training  of  the  young  engineer.  It  was  the  opinion  of  the 
committee  that  the  Institute,  with  its  many  branches  across 
Canada,  had  a  splendid  opportunity  of  assisting  the  educa- 
tionalists. He  pointed  out  the  good  work  that  could  be  done 
by  bringing  to  the  attention  of  prospective  students  some 
of  the  characteristics  necessary  to  success  in  the  profession. 
He  mentioned  that  this  matter  had  been  discussed  at  a 
meeting  of  the  Dominion  Council  of  Professional  Engineers, 
which  he  had  been  invited  to  attend,  and  that  the  Dominion 
Council  had  indicated  that  they  were  ready  to  assist  his 
committee  in  this  work  if  such  co-operation  could  be  of 
benefit.  Accordingly,  Mr.  Bennett's  committee,  by  resolu- 
tion, proposed  that  Council  shall  invite  the  Dominion 
Council  to  co-operate  with  the  Institute's  committee  to 
the  fullest  extent. 


Mr.  Bennett  referred  to  the  recent  report  of  his  com- 
mittee which  appeared  with  the  annual  report  of  Council. 
He  explained  that  this  was  not  as  complete  as  he  would  like 
to  have  seen  it,  but  that  it  was  a  further  step  along  the  way. 
He  dwelt  on  the  student  activities  within  the  branches, 
and  explained  that  after  to-day's  meeting  his  committee 
was  ready  to  present  to  the  branches  a  scheme  of  counsel- 
ling whereby  members  of  the  Institute  would  make  their 
services  available  for  the  guidance  of  the  student  and  the 
young  engineer. 

Mr.  Bennett  also  referred  to  the  manuscript  for  the  new 
booklet  which  is  to  be  printed  by  the  Engineers'  Council 
for  Professional  Development  (E.C.P.D.).  His  committee 
thought  this  booklet  could  be  revised  to  a  considerable  ex- 
tent, but  that  as  the  material  had  been  prepared  for  some 
time  and  was  already  in  the  hands  of  the  printers,  it  would 
be  difficult  to  make  the  desired  changes.  He  pointed  out 
that  his  committee  was  recommending  that  a  smaller 
pamphlet  be  prepared  which  would  be  definitely  Canadian, 
and  which  would  have  more  direct  application  to  the  situa- 
tion in  this  country.  He  also  thought  that  a  certain  number 
of  copies  of  the  more  complete  booklet  prepared  by  E.C.P.D. 
should  be  secured  for  distribution  to  the  libraries  and  the 
heads  of  educational  institutions.  He  wanted  to  see  a  pub- 
lication in  Canada  that  would  readily  indicate  that  the 
Institute  is  willing  and  prepared  to  promote  and  advance 
the  welfare  of  the  profession  of  engineering. 

He  explained  that  the  problem  of  what  the  Institute 
could  do  for  the  young  man  after  graduation  still  required 
a  lot  of  thought  and  attention.  He  believed  that  if  pre- 
engineering  guidance  were  available  so  that  contacts  would 
be  established  with  the  students,  it  would  be  easier  to  carry 
on  the  work  after  graduation. 

Mr.  Bennett  also  touched  on  the  question  of  engineering 
education,  explaining  that  his  committee  had  made  a  study 
of  the  recent  report  issued  by  the  Society  for  the  Promotion 
of  Engineering  Education.  Their  investigation  confirmed 
the  original  belief  that  the  most  important  element  was  a 
sound  fundamental  training  and  the  inclusion  of  certain 
of  the  humanities  or  cultural  subjects.  He  again  empha- 
sized the  importance  of  the  branches  keeping  in  touch  with 
the  student  and  the  young  engineer. 

A  very  thorough  discussion  followed  Mr.  Bennett's  re- 
port, and  finally,  it  was  moved  that  the  recommendation 
of  the  committee  concerning  the  booklet  be  accepted,  in- 
volving the  revision,  if  possible,  of  the  E.C.P.D.  booklet 
"Engineering  as  a  Career,"  and  the  provision  of  a  booklet 
prepared  by  the  Institute  to  cost  not  more  than  $250.00. 
This  was  approved  unanimously. 

Council  then  dealt  with  the  recommendation  of  the  com- 
mittee that  the  offer  of  the  co-operation  of  the  Dominion 
Council  be  accepted.  Accordingly,  it  was  moved  that  the 
offer  of  the  Dominion  Council  be  accepted.  Following  this 
resolution,  Mr.  Bennett  requested  Council  to  add  Mr. 
Kirby's  name  to  the  membership  of  his  committee.  This 
was  agreed  to  unanimously. 

By  virtue  of  the  co-operative  agreement  with  the  Associ- 
ation of  Professional  Engineers  of  Alberta,  the  following 
number  of  members  of  the  Association,  having  indicated 
their  desire  to  become  members  of  the  Institute,  have  been 
admitted  to  the  classifications  indicated: 

Admissions 

Members 20 

Students 11 

Transfers 

Junior  to  Member 1 

Student  to  Member 1 

Student  to  Junior 1 

Student  membership  in  the  Institute  for  one  year,  in- 
cluding the  Journal  subscription,  has  been  awarded  to  the 


136 


March,  1941    THE  ENGINEERING  JOURNAL 


six  successful  contestants  at  the  Annual  Students  Night  of 
the  Toronto  Branch,  held  on  January  16th,  1941: 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Member 1 

Juniors 3 

Affiliate 1 

Students 12 

Transfers 

Junior  to  Member 6 

Student  to  Member 1 

Student  to  Junior 5 

The  Council  rose  at  five-thirty  p.m. 


Minutes  of  a  meeting  of  the  Council  of  the  Institute  held 
at  the  Royal  Connaught  Hotel,  Hamilton,  Ontario,  on  Fri- 
day, February  7th,  1941,  at  two-thirty  p.m.,  with  President 
C.  J.  Mackenzie  in  the  chair.  There  were  also  present, 
Vice-Presidents  deGaspé  Beaubien,  K.  M.  Cameron,  and 
McNeely  DuBose;  Councillors  G.  P.  F.  Boese,  J.  G.  Hall, 
E.  M.  Krebser,  W.  R.  Manock,  H.  Massue,  W.  H.  Munro, 
J.  H.  Parkin,  G.  McL.  Pitts,  H.  R.  Sills,  C.  E.  Sisson,  J.  A. 
Vance  and  H.  J.  Vennes;  Past-Vice-Presidents  E.  P.  Muntz 
and  P.  M.  Sauder;  Past  Councillors  W.  F.  M.  Bryce,  P.  E. 
Doncaster  and  O.  Holden;  H.  G.  O'Leary,  chairman  of  the 
Lakehead  Branch;  Secretary-Emeritus  R.  J.  Durley  and 
General  Secretary  L.  Austin  Wright. 

On  the  motion  of  Mr.  Vance,  seconded  by  Mr.  Sisson, 
it  was  unanimously  RESOLVED  that  L.  Austin  Wright 
be  reappointed  general  secretary  of  the  Institute. 

On  the  motion  of  Mr.  Cameron,  seconded  by  Mr.  Vennes, 
it  was  unanimously  RESOLVED  that  Mr.  John  Stadler  be 
appointed  treasurer  of  the  Institute. 

On  behalf  of  the  Striking  Committee,  consisting  of  Dean 
C.  J.  Mackenzie,  R.  J.  Durley,  0.  Holden  and  C.  E.  Sisson, 
appointed  at  the  last  meeting  of  Council  to  make  recom- 
mendations regarding  the  chairmen  of  the  various  Institute 
committees  for  the  year  1941,  Mr.  Holden  presented  the 
committee's  recommendations,  which  were  unanimously 
approved  and  adopted  as  follows: 

Chairman 

Finance  Committee deGaspé  Beaubien 

Library  and  House B.  R.  Perry 

Papers J.  A.  Vance 

Publication C.  K.  McLeod 

Legislation E.  M.  Krebser 

Board  of  Examiners R.  A.  Spencer 

Past-Presidents'  Prize R.  DeL.  French 

Gzowski  Medal H.  O.  Keay 

Leonard  Medal A.  D.  Campbell 

Plummer  Medal J.  F.  Harkom 

Duggan  Medal F.  P.  Shearwood 

International  Relations C.  R.  Young 

Professional  Interests J.  B.  Challies 

Western  Water  Problems G.  A.  Gaherty 

Radio  Broadcasting G.  M.  Pitts 

Deterioration  of  Concrete  Structures. . .  .R.  B.  Young 

Membership H.  N.  Macpherson 

The  Young  Engineer H.  F.  Bennett 

At  the  request  of  Mr.  Beaubien,  the  members  of  last 
year's  Finance  Committee  were  reappointed  as  follows: 
deGaspé  Beaubien,  chairman;  J.  E.  Armstrong,  G.  A. 
Gaherty,  J.  A.  McCrory,  F.  Newell. 

An  invitation  to  hold  the  1942  Annual  Meeting  in 
Montreal  was  presented  from  the  Montreal  Branch. 

After  some  discussion,  it  was  unanimously  RESOLVED 
that  the  invitation  of  the  Montreal  Branch  be  accepted, 
and  that  no  decision  be  made  at  the  present  time  as  to 
the  detailed  plans  for  the  meeting,  in  view  of  war  conditions. 


Mr.  Pitts  referred  to  the  establishment  of  the  Bureau  of 
Technical  Personnel  by  the  Department  of  Labour,  and 
suggested  that  the  man  who  was  appointed  as  director 
should  be  acceptable  to  the  various  co-operating  organiza- 
tions. The  general  secretary  explained  that  the  Deputy 
Minister  had  asked  the  three  Institutes  to  select  some  per- 
son acceptable  to  all  of  them  whom  he  could  appoint  as 
director  or  controller.  The  gentleman  who  had  been  selected 
was  known  to  the  officers  of  the  three  societies,  and  to  the 
Deputy  Minister  himself,  and  his  suitability  to  the  task 
was  agreed  to  by  all.  Mr.  Wright  also  explained  that  it 
was  intended  to  set  up  a  Board  or  Advisory  Committees 
which  would  be  representative  of  the  various  co-operating 
organizations.  Mr.  Pitts  indicated  that  the  architects  might 
be  interested  in  joining  with  the  engineers  in  such  a  Bureau. 
The  general  secretary  explained  that  there  had  already  been 
some  discussions  with  the  architects,  and  there  appeared 
to  be  no  reason  why  they  could  not  participate  if  they  so 
desired. 

On  the  motion  of  Mr.  Massue,  seconded  by  Mr.  Vennes, 
it  was  unanimously  RESOLVED  that  a  hearty  vote  of 
thanks  be  extended  to  the  Hamilton  Branch  for  their  hos- 
pitality, and  for  the  very  efficient  manner  in  which  the 
annual  general  meeting  had  been  conducted. 

On  the  motion  of  Mr.  Boese,  seconded  by  Mr.  Vennes, 
it  was  unanimously  RESOLVED  that  the  thanks  of  Council 
be  extended  to  the  retiring  President  and  councillors  for 
their  efforts  during  the  past  year;  much  valuable  time  had 
been  given  to  committee  meetings  and  to  meetings  of 
Council,  all  of  which  had  been  very  greatly  appreciated. 

It  was  left  with  the  president  and  the  general  secretary 
to  decide  on  the  date  for  the  next  meeting  of  Council. 

The  Council  rose  at  three  thirty  p.m. 

COMING  MEETINGS 

Canadian  Region  of  the  Illuminating  Engineering 
Society,  Toronto — First  Annual  Convention,  March  19th. 

Corporation  of  Professional  Engineers  of  The  Province 
of  Quebec — Annual  Meeting,  Montreal,  2050  Mansfield 
St.,  March  29th.  Registrar  C.  L.  Dufort,  354  Ste-Catherine 
St.  East,  Montreal. 

American  Society  of  Tool  Engineers — 1941  Annual 
Meeting  and  Machine  Tool  Progress  Exhibition,  Fort 
Shelby  and  Book-Cadillac  Hotels,  Detroit,  Mich.,  March 
24th  to  29th. 

American    Society    of    Mechanical    Engineers — 1941 

Spring  Meeting,  Hotel  Biltmore,  Atlanta,  Ga.,  March  31st 
to  April  3rd. 

Midwest  Power  Conference — Sponsored  by  Illinois  Insti- 
tute of  Technology  and  seven  nationally  known  midwest 
colleges  and  universities,  Palmer  House,  Chicago,  April  9th 
to  10th.  Alexander  Schreiber,  Illinois  Institute  of  Tech- 
nology, Chicago. 

Electrochemical  Society — 79th  Annual  Meeting  to  be 
held  at  the  Hotel  Cleveland,  Cleveland,  Ohio,  April  16th 
to  19th. 

American  Institute  of  Electrical  Engineers — Summer 
Convention,  Royal  York  Hotel,  Toronto,  Ont.,  June  16th 
to  20th.  National  Secretary,  H.  H.  Henline,  33  West  39th 
St.,  New  York,  N.Y. 

American  Water  Works  Association — Annual  Conven- 
tion, Royal  York  Hotel,  Toronto,  Ont.,  June  22nd  to  26th. 
Secretary,  Harry  E.  Jordan,  22  E.  40th  St.,  New  York. 

Canadian  Section,  American  Water  Works  Associa- 
tion— Annual  Meeting,  Royal  York  Hotel,  Toronto,  Ont., 
June  23rd.  Secretary  Dr.  A.  E.  Berry,  Ontario  Dept.  of 
Health,  Parliament  Buildings,  Toronto,  Ont. 

Canadian  Electrical  Association — 51st  Annual  Conven- 
tion, Seigniory  Club,  Quebec,  June  25th  to  26th.  Secretary, 
B.  C.  Fairchild,  804  Tramways  Building,  Montreal,  Quebec. 


THE  ENGINEERING  JOURNAL     March,  1941 


137 


NEWLY  ELECTED  OFFICERS  OF  THE  INSTITUTE 


DeGaspé  Beaubien,  M.E.i.c,  consulting  engineer  of 
DeGaspé  Beaubien  and  Company,  Montreal,  is  the  newly 
elected  vice-president  for  the  province  of  Quebec.  He  is 
joint  chairman  of  the  National  War  Savings  Committee, 
member  of  the  Electrical  Commission  of  Montreal  and 
director  of  several  industrial  firms.  He  is  president  of 
the  Rotary  Club  of  Montreal,  and  immediate  past-presi- 
dent of  the  Canadian  Club  of  Montreal.  He  was  born  in 
Outremont,  Que.,  the  son  of  the  Hon.  Louis  Beaubien 
of  Montreal.  Upon  his  graduation  from  McGill  University 
in  1906  with  the  degree  of  b.sc,  Mr.  Beaubien  became 
demonstrator  at  that  university.  In  1908  he  entered  the 
Westinghouse  Electric  and  Manufacturing  Company  at 
East  Pittsburgh,  having  obtained  experience  with  the 
Montreal  Light,  Heat  and  Power  as  early  as  1903.  From 
1908  until  1922  he  was  in  practice  as  consulting  engineer 
in  his  own  name,  then  under  the  name  of  Beaubien, 
Busfield  and  Company,  from  1922  until  1929  when  the 
present  firm  was  established. 

Mr.  Beaubien  joined  the  Institute  as  a  Student  in  1903, 
becoming  an  Associate  Member  five  years  later,  and  be- 
ing elected  a  Member  in  1921.  For  the  last  three  years 
Mr.  Beaubien  had  been  treasurer  of  the  Institute,  as 


chief  engineer  of  the  department  in  1918  and  was 
appointed  chief  engineer  in  1923. 

Mr.  Cameron  joined  the  Institute  as  a  Student  in  1901 
being  transferred  to  Associate  Member  in  1907  and  be- 
coming Member  in  1920. 

A.  L.  Carruthers,  m.e.i.c,  is  the  newly  elected  vice- 
president  for  the  western  provinces.  He  is  bridge  engineer 
with  the  Department  of  Public  Works  of  the  Province 
of  British  Columbia  at  Victoria,  B.C.  He  was  born  in 
Sarnia  Township,  Ont.,  and  was  educated  at  the  Univer- 
sity of  Toronto.  In  1904  he  joined  the  Canadian  Northern 
Railway  and  was  employed  as  an  instrumentman,  bridge 
inspector,  resident  engineer,  and  from  1911  until  1917 
as  a  divisional  engineer.  At  that  time  he  became  district 
engineer  for  the  Department  of  Public  Works  of  British 
Columbia  at  Prince  Rupert,  B.C.  He  was  appointed 
bridge  engineer  of  the  department  at  Victoria  in  1923. 

Mr.  Carruthers  joined  the  Institute  as  an  Associate 
Member  in  1915  and  he  became  a  Member  in  1921. 

John  Stadler,  m.e.i.c,  has  been  appointed  treasurer  of 
the  Institute.  Born  in  Bavaria,  he  is  a  graduate  in  en- 
gineering from  the  Polytechnical  Institute  at  Munich.  After 


deGaspé  Beaubien,  M.E.I.C. 


K.  M.  Cameron,  M.E.I.C. 


John   Stadler,  M.E.I.C. 


well  as  its  representative  on  the  executive  committee  of 
the  Canadian  Chamber  of  Commerce. 

K.  M.  Cameron,  m.e.i.c,  chief  engineer  of  the  Depart- 
ment of  Public  Works  of  the  Dominion  at  Ottawa,  is 
the  newly  elected  vice-president  for  Ontario.  He  was 
born  in  western  Ontario  and  received  his  early  education 
at  the  Strathroy  Collegiate  Institute  and  at  London. 
After  matriculating,  Mr.  Cameron  went  to  the  Royal 
Military  College  at  Kingston,  from  which  he  was  gradu- 
ated in  1901  with  honours  and  with  the  silver  medal  for 
general  proficiency.  In  April  of  the  following  year  he  re- 
ceived from  McGill  University  the  degree  of  b.sc.  in  civil 
engineering.  Then  for  two  years  he  was  office  and  in- 
specting engineer  with  the  Canadian  Niagara  Power 
Company  at  Niagara  Falls.  From  1905  to  1906  he  lec- 
tured at  McGill  University  in  surveying  and  geodesy.  In 
1906  Mr.  Cameron  went  to  the  States  and  was  engaged 
on  various  engineering  projects  until  1908  when  he  re- 
turned to  Canada  to  work  for  Smith,  Kerry  and  Chace, 
consulting  engineers  of  Toronto.  Shortly  after  he  joined 
the  Department  of  Public  Works  of  the  Dominion,  being 
first  located  in  London,  Ont.,  and  later  in  Sherbrooke, 
Que.  He  came  to  Ottawa  as  senior  assistant  in  the  dredg- 
ing branch  of  the  department  in  1912.  He  became  assistant 


a  few  years  with  Helios  Company,  of  Cologne,  as  field 
engineer  on  construction  of  hydro-electric  and  industrial 
plants,  he  came  to  the  United  States  of  America  in  1902. 
In  1905  he  joined  the  staff  of  the  Shawinigan  Water  and 
Power  Company;  he  was  superintendent  of  the  Shawinigan 
Falls  power  house  until  1906  when  he  joined  the  Belgo- 
Canadian  Pulp  and  Paper  Company,  as  plant  engineer  in 
full  charge  of  design  and  construction.  In  1913  he  became 
assistant  manager  of  the  company,  and  occupied  that  posi- 
tion until  1924  when  he  went  with  the  Newfoundland  Power 
and  Paper  Company  at  Cornerbrook.  In  1927  he  was  ap- 
pointed general  manager  of  the  Lake  St.  John  Power  and 
Paper  Company.  Since  1929  Mr.  Stadler  carries  a  successful 
consulting  practice  in  Montreal,  specializing  in  pulp,  paper 
and  power.  Mr.  Stadler  is  a  recognized  authority  in  the 
pulp  and  paper  industry. 

A.  E.  Berry,  m.e.i.c,  is  the  newly  elected  councillor  rep- 
resenting the  Toronto  Branch.  He  was  born  at  St.  Mary's, 
Ont.,  and  was  educated  at  the  University  of  Toronto, 
where  he  was  graduated  in  civil  engineering  with  honours 
in  1917.  Four  years  later  he  received  the  degree  of  m.a.sc. 
and  in  1923  he  was  awarded  the  degree  of  ce.  in  the 
University  of  Toronto.  He  obtained  his  Ph.D.  degree  in 
1926.  Following  his  graduation  in  1917  he  was  employed 


138 


March,  1941     THE  ENGINEERING  JOURNAL 


A.  E.  Berry,  M.E.I.C. 


D.  S.  Ellis,  M.EI.C. 


J.  M.  Fleming,  M  E.I.C. 


I.  M.  Fraser,  M.E.I.C. 


J.  H.  Fregeau,  M.E.I.C. 


J.  Garrett,  M.E.I.C. 


S.  W.  Gray,  M.E.I.C. 

THE  ENGINEERING  JOURNAL     March,  1941 


E.  M.  Krebser,  M.E.I.C. 


H.  N.  Macpherson,  M.EJ.C. 


139 


H.  F.  Morrisey,  M.E.I.C. 


W.  H.  Munro,  M.E.I.C. 


G.  McL.  Pitts,  M.E.I.C. 


with  the  Ontario  Department  of  Health  for  a  short  period, 
after  which  he  went  overseas  and  served  with  the  Royal 
Engineers.  On  his  return  to  Canada  he  joined  the  en- 
gineering staff  of  the  Department  of  Health  and  in  Sep- 
tember, 1919,  he  became  assistant  sanitary  engineer.  In 
1926  Dr.  Berry  became  director  of  the  Sanitary  Engineer- 
ing Division  of  the  Ontario  Department  of  Health,  a 
position  which  he  still  holds. 

D.  S.  Ellis,  M.E.i.c,  is  the  newly  elected  councillor  rep- 
resenting the  Kingston  Branch.  He  was  born  at  Cobourg, 
Ont.,  and  received  his  education  at  Queen's  University 
where  he  was  graduated  in  1910.  In  1911  he  became  em- 
ployed with  the  International  Waterways  Commission. 
During  1913  and  1914  he  was  engineer  for  the  Commis- 
sion on  St.  Lawrence  Ship  Channel.  During  the  war  1914 
to  1918  he  served  with  the  6th  Field  Company,  Royal 
Canadian  Engineers.  In  1918  he  was  lieutenant-colonel 
and  chief  instructor  at  the  Canadian  School  of  Military 
Engineering.  Mr.  Ellis  was  appointed  assistant  professor 
of  civil  engineering  at  Queen's  University  in  1919,  later 
becoming  professor.  Last  year  he  was  appointed  head 
of  the  department  of  civil  engineering  at  Queen's. 

J.  M.  Fleming,  M.E.i.c,  the  newly  elected  councillor 
for  the  Lakehead  Branch,  was  born  at  Winnipeg,  Man., 
and  received  his  education  at  the  University  of  Manitoba. 
Upon  his  graduation  in  1921  he  became  a  designer  with 
the  Manitoba  Power  Company  on  the  Great  Falls  devel- 
opment, and  in  1923  he  was  resident  engineer  on  the 
construction  of  the  Tulsa  aqueduct,  in  Oklahoma,  U.S.A. 
In  1924  he  joined  the  staff  of  C.  D.  Howe  and  Company, 
consulting  engineers,  Port  Arthur,  Ont.,  as  a  structural 
designer,  engaged  on  the  construction  of  grain  elevators, 
docks  and  heavy  structures.  In  1933  he  was  appointed 
chief  engineer  and  since  1936  he  is  the  president  and 
general  manager  of  the  firm. 

I.  M.  Fraser,  m.e.i.c,  professor  of  mechanical  engineer- 
ing at  the  University  of  Saskatchewan,  is  the  newly  elect- 
ed councillor  for  the  Saskatchewan  Branch.  He  was  born 
at  Pictou,  N.S.,  and  was  educated  at  Dalhousie,  and  at 
McGill  University  where  he  received  the  degree  of  bache- 
lor of  science  in  1919.  In  1920  he  was  a  lecturer  at  McGill 
University,  and  the  following  year  he  worked  as  a 
draughtsman  on  the  staff  of  the  Dominion  Engineering 
Works  Limited  at  Montreal.  In  1921  he  was  appointed 
assistant  professor  of  mechanical  engineering  at  the  Uni- 
versity of  Saskatchewan,  becoming  professor  in  1926.  He 
is,  at  present,  head  of  the  department  at  the  University 
of  Saskatchewan. 

J.  H.  Fregeau,  m.e.i.c,  has  been  elected  councillor  to 
represent  the  St.  Maurice  Valley  Branch.  He  was  born 
at  Beebe  Plain,  Que.,  and  received  his  education  at  McGill 


University.  Upon  his  graduation  in  1910  he  joined  the 
staff  of  Shawinigan  Water  and  Power  Company  and  has 
always  remained  with  the  firm.  From  1911  to  1914  he 
was  in  charge  of  the  electrical  installations  at  various 
stations.  From  1915  to  1923  he  was  in  charge  of  the 
construction  of  transmission  lines.  In  1923  he  was  trans- 
ferred to  Three  Rivers  as  superintendent  and  in  1927  he 
became  divisional  manager,  a  position  which  he  still  holds. 
Since  1939  Mr.  Fregeau  is  also  manager  of  the  St.  Maurice 
Transport  Company. 

Julian  Garrett,  m.e.i.c,  is  the  newly  elected  councillor 
for  the  Edmonton  Branch.  He  was  born  at  Hyde  Park, 
Mass.,  U.S.A.,  and  received  his  education  at  Harvard  Col- 
lege and  Lawrence  Scientific  School.  Upon  his  graduation 
in  1924  he  became  engaged  in  railway  engineering  work  in 
the  States.  From  1906  he  was  resident  engineer  for  the 
Grand  Trunk  Pacific  Railway  After  a  number  of  years, 
during  which  time  he  was  not  connected  with  engineering 
work,  he  became  secretary-treasurer  of  the  Northwestern 
Utilities  Limited  at  Edmonton,  Alta.,  in  1924.  Since  1928 
he  is  manager  of  the  company  in  charge  of  the  operation 
of  the  Natural  Gas  System. 

S.  W.  Gray,  m.e.i.c,  is  the  newly  elected  councillor  for 
the  Halifax  Branch.  He  was  born  at  Westville,  N.S.,  and 
was  educated  at  the  Nova  Scotia  Technical  College  where 
he  was  graduated  with  the  degree  of  b.sc.  in  civil  engineer- 
ing in  1914.  From  1914  to  1916  he  was  engaged  in  railway 
work  and  from  1916  to  1919  he  was  on  active  service  in 
Canada,  England  and  France.  After  some  time  spent  as 
industrial  surveyor  with  the  Department  of  Soldiers  Civil 
Re-establishment  at  Halifax,  he  joined  the  Nova  Scotia 
Power  Commission  in  1924,  and  has  been  with  this  organ- 
ization ever  since.  He  is,  at  present,  assistant  hydraulic 
engineer. 

E.  M.  Krebser,  m.e.i.c,  has  been  elected  councillor  repre- 
senting the  Border  Cities  Branch.  He  was  born  at  Cam- 
bridge, Vermont,  U.S.A.,  and  was  educated  at  the  Univer- 
sity of  Vermont  where  he  received  the  degree  of  bachelor 
of  science  in  1924.  In  1925  he  joined  the  staff  of  the  Can- 
adian Bridge  Company  Limited  at  Walkerville,  Ont.,  as  a 
draughtsman.  In  1929  he  was  appointed  assistant  to  the 
operating  manager  and  in  1930  he  became  assistant  shop 
superintendent.  He  is,  at  present,  superintendent  of  Plant 
No.  2  of  the  company. 

H.  N.  Macpherson,  m.e.i.c,  is  the  newly  elected  council- 
lor representing  the  Vancouver  Branch.  He  was  born  at 
Carleton  Place,  Ont.,  and  was  educated  at  the  University 
of  Toronto.  Upon  his  graduation  in  1914  he  entered  the 
Highways  Department  of  Saskatchewan  in  the  bridge 
branch.  During  1915  and  1916  he  was  shell  examiner  with 
the  Imperial  Ministry  of  Munitions.  In  1917  he  was  located 


140 


March,  1911     THE  ENGINEERING  JOURNAL 


M.  G.  Saunders,  M.E.I.C. 


H.  R.  Sills,  M.E.I.C. 


J.  A.  Vance,  M.E.I.C. 


at  Edmonton  as  chief  examiner  and  in  1918  and  1919  he 
was  assistant  inspector  of  shells  at  Montreal.  In  1920  he 
was  chief  engineer  of  O'Connor  Bros.  Ltd.,  road  contractors, 
Montreal.  From  1921  to  1923  he  did  contracting  work  on 
bridges  in  Saskatchewan.  In  1926  he  was  manager  in  Regina 
of  Regina  Creosoted  Products  Ltd.,  and  from  1927  to  1931 
he  was  engineer  and  sales  manager  with  the  Alberta  Wood 
Preserving  Company  Ltd.,  at  Calgary.  Since  1931  he  has 
been  the  general  manager  of  Permanent  Timber  Products 
Ltd.,  at  Vancouver,  B.C. 

Mr.  Macpherson  has  been  a  member  of  the  executives 
of  the  Saskatchewan,  Calgary  and  Vancouver  Branches  of 
the  Institute. 

H.  F.  Morrisey,  m.e.i.c,  the  newly  elected  councillor  of 
the  Saint  John  Branch,  is  district  engineer  with  the  Depart- 
ment of  Transport  at  Saint  John.  He  was  born  at  Saint 
John,  N.B.,  and  was  educated  at  the  University  of  New 
Brunswick  where  he  received  the  degree  of  b.sc.  in  1912. 
He  was  awarded  the  m.sc.  degree  in  1915.  From  1912  to 
1920  he  was  assistant  engineer  on  the  River  St.  Lawrence 
Ship  Channel  except  for  the  time  when  he  was  overseas. 
In  1920  he  became  district  engineer  of  the  Marine  Depart- 
ment at  Saint  John  and  was  engaged  in  the  construction 
and  maintenance  of  wharves.  He  has  been  with  the  Depart- 
ment of  Marine,  and  later  the  Department  of  Transport, 
ever  since. 

W.  H.  Munro,  m.e.i.c,  is  the  newly  elected  councillor 
representing  the  Ottawa  Branch.  He  was  born  in  Peter- 
borough, Ont.,  and  was  educated  at  the  University  of 
Toronto,  where  he  was  graduated  in  1904.  For  two  years 
after  graduation  he  travelled  in  the  States  visiting  industrial 
firms  and  studying  shop  methods.  In  1907  he  joined  the 
staff  of  J.  B.  McRae,  consulting  engineer,  Ottawa,  and  was 
engaged  on  the  design  and  supervision  of  the  construction 
of  hydro-electric  power  plants.  In  1909  and  1910  he  did 
the  same  kind  of  work  with  Smith,  Kerry  and  Chace,  con- 
sulting engineers,  Toronto.  From  1910  to  1915  he  was 
manager  of  the  Peterborough  Light,  Power  and  Gas  Com- 
pany. He  went  overseas  in  1915  as  a  workshop  officer,  and 
he  was  later  appointed  officer  commanding  the  3rd  Canadian 
Ammunitions  Sub  Park.  Upon  demobilization  in  1919heheld 
the  rank  of  Major.  He  stayed  in  England  and  joined  the  s!;aff 
ofVickers  Limited,  London,  in  the  hydro-electric  department 
later  becoming  senior  hydraulic  engineer  and  chief  of  the 
department.  He  returned  to  Canada  in  1925  as  sales  man- 
ager of  Canadian  Vickers  Ltd.,  at  Montreal.  From  1926 
to  1928  he  was  manager  of  the  Nova  Scotia  Tramways  and 
Power  Company  Ltd.,  at  Halifax.  In  1928  he  joined  the 
staff  of  the  Montreal  Engineering  Company  Limited  and 
the  following  year  he  was  appointed  manager  of  the  Bolivian 
Power  Company  Limited  at  La  Paz,  Bolivia.  In  1933  he 
joined  the  Ottawa  Electric  Company  at  Ottawa.    In  1935 


he  became  general  manager  of  the  Ottawa  Electric  Com- 
pany and  the  Ottawa  Gas  Company.  In  1939  he  was  elected 
to  the  Board  of  Directors  of  each  of  these  companies. 

G.  McL.  Pitts,  m.e.i.c,  one  of  the  newly  elected  council- 
lors representing  the  Montreal  Branch,  is  an  engineer  and 
architect.  A  native  of  Fredericton,  N.B.,  Mr.  Pitts  was 
graduated  from  McGill  University  in  1908  with  the  degree 
of  b.sc,  and  in  1909  received  the  degree  of  m.sc.  In  1916  he 
received  the  degree  of  B.Arch.  In  1906  Mr.  Pitts  was  an 
engineer  on  construction  with  the  Canadian  Pacific  Rail- 
way and  in  1908  was  a  senior  draughtsman  with  the  Trans- 
continental Railway  at  Ottawa,  Ont.  In  1909  he  joined 
the  staff  of  P.  Lyall  and  Sons  Construction  Co.  Ltd.,  as 
engineer  and  superintendent,  and  in  1912  was  supervising 
engineer  for  the  construction  of  the  Montreal  High  School 
for  the  Protestant  Board  of  School  Commissioners.  He  was 
assistant  to  John  A.  Pearson,  architect  for  the  Parliament 
Buildings  at  Ottawa.  In  1919  he  joined  the  firm  of  Edward 
and  W.  S.  Maxwell,  architects  of  Montreal,  forming  the 
firm  of  Maxwell  and  Pitts  in  1923,  thereby  maintaining 
one  of  the  oldest  architectural  practices  in  Canada. 

Mr.  Pitts  is  a  past  president  of  the  Province  of  Quebec 
Association  of  Architects.  He  is,  at  present,  honorary  treas- 
urer of  the  Royal  Architectural  Institute  of  Canada  and 
president  of  the  McGill  University  Graduates'  Society.  He 
has  always  been  very  active  in  Institute  affairs,  particu- 
larly as  chairman  of  the  Committee  on  Consolidation  and 
chairman  of  the  Radio  Broadcasting  Committee. 

M.  G.  Saunders,  m.e.i.c,  has  been  elected  the  councillor 
representing  the  Saguenay  Branch.  He  was  born  at  Elgin, 
N.B.,  and  educated  at  Acadia  University  and  at  the  Nova 
Scotia  Technical  College.  During  the  last  war  he  served 
overseas  with  the  Royal  Canadian  Engineers  and  with  the 
Royal  Air  Force.  From  1923  to  1926  he  was  instructor  in 
engineering  at  Acadia  University  and  in  1926  he  became 
assistant  professor  in  engineering.  In  1927  he  joined  the 
staff  of  the  Aluminum  Company  of  Canada  Limited,  at 
Arvida,  as  a  mechanical  engineer.  In  1931  he  was  appointed 
mechanical  superintendent,  a  position  which  he  holds  at 
the  present  time. 

H.  R.  Sills,  m.e.i.c,  is  the  newly  elected  councillor  repre- 
senting the  Peterborough  Branch.  He  was  born  at  Kingston, 
Ont.,  and  was  educated  at  Queen's  University.  Upon  his 
graduation  in  1921  he  joined  the  Canadian  General  Electric 
Company  and  has  remained  with  the  firm  ever  since.  In 
1922  he  became  engaged  in  the  design  of  synchronous  motor 
and  A.C.  generators  and  has  now  specialized  in  the  design 
of  such  machinery. 

J.  A.  Vance,  m.e.i.c,  was  re-elected  councillor  to  represent 
the  London  Branch.  He  was  born  in  the  County  of  Oxford, 
Ont.,  and  was  educated  at  the  University  of  Toronto.  On 


THE  ENGINEERING  JOURNAL     March,  19il 


141 


Vermes,  M.E.I.C. 


the  death  of  his  father  in  1914  he  took  over  the  contracting 
business  and  became  responsible  for  the  administration, 
engineering  and  construction  of  steel  and  concrete  highway 
bridges.  From  1919  the  business  grew  to  include  the  design 
and  construction  of  factory  buildings,  sewers,  dams  and 
various  concrete  and  steel  structures.   Mr.   Vance  is,  at 


present,  the  proprietor  and  engineer  of  the  firm  of  J.  A. 
Vance,  contractor,  at  Woodstock,  Ont. 

H.  J.  Vennes,  m.e.i.c,  has  been  elected  councillor  to 
represent  the  Montreal  Branch.  He  has  long  been  an  active 
member  of  the  Institute  and  on  several  occasions  has  de- 
livered papers  on  various  advanced  subjects,  some  of  which 
have  been  published  in  the  Journal.  Born  in  Norway,  Mr. 
Vennes  came  to  the  United  States  in  1892.  He  was  graduated 
from  the  University  of  Minnesota  in  1916  with  a  b.a.  degree, 
and  spent  five  years  at  the  Bell  Telephone  Laboratories  in 
New  York.  Coming  to  Canada  from  New  York  in  1921, 
when  the  first  carrier  current  telephone  systems  were  being 
installed  here,  he  remained  in  this  country  ever  since,  be- 
coming a  Canadian  citizen  and  an  outstanding  communi- 
cations engineer.  He  has  had  much  to  do  with  the  design 
and  installation  of  the  many  carrier  current  telephone  and 
telegraph  systems,  radio  broadcasting  stations,  sound  pic- 
tures and  public  address  systems  in  this  country  since  their 
introduction,  and  was  largely  responsible  for  the  many 
allied  developments  of  Northern  Electric  in  this  country 
including  the  famous  first  radio  "Peanut"  tube  and  radio 
receivers  in  which  it  was  used,  and  also  other  electrical 
devices  now  so  generally  used  in  communication  systems, 
motion  picture,  aviation  radio  devices  and  the  Hammond 
electric  organ.  He  is,  at  present,  special  products  engineer 
with  the  company  in  Montreal. 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  February  5th,  1941,  the  following 
elections  and  transfers  were  effected: 

Member 
Anderson,  Harry  Clyde,  district  engr.,  Dept.  of  Public  Works,  Prov. 
of  B.C.,  New  Westminster,  B.C. 

Juniors 
Bridge-water,  Albert  William,  b.sc,  m.sc.  (Univ.  of  Sask.),  struct'l. 

designer,  Defence  Industries  Limited,  Montreal,  Que. 
Glenn,  John  B.,  B.sc.  (Mech.),  (Univ.  of  Sask).  engr.,  Link  Belt  Ltd., 

Toronto,  Ont. 
Raynor,  Warren,  b.sc.  (Mech.),  (Queen's  Univ.),  jig  and  tool  designer, 

Canadian  Car  &  Foundry  Co.  Ltd.,  Fort  William,  Ont. 

Affiliate 
Gung,  Simon  Fenwick,  chief  dftsman.,  engrg.  dept.,   I)e  Havilland 
Aircraft  of  Canada  Ltd.,  Toronto,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Bentley,  Kenneth  E.,  B.Sp.  (Civil),  (N.S.  Tech.  ("oil.),  mtce.  engr., 
Imperial  Oil  Limited,  Dartmouth,  N.S. 

Booth,  Keith  Alexander,  b.sc  (Elec),  (Univ.  of  Man.),  B.Eng. 
(Mech.),  (McGill  Univ.),  engr.  i/c  operating  records  dept.,  Keno- 
gami  newsprint  mill,  Price  Bros.  &  Co.  Ltd.,  Kenogami,  Que. 

Boucher,  Raymond,  b.a.Sc,  ce.  (Ecole  Polytechnique),  M. Se.  (Mass. 
Inst.  Tech.),  associate  professor  of  hydraulics,  Kcole  Polytechnique, 
Montreal,  Que. 

Colpitis,  Gordon  L.,  b.sc.  (Mech.),  (N.S.  Tech.  Coll.),  chief  engr., 
Barranca  Bermeja  refinery,  Tropical  Oil  Company,  Colombia,  S.A. 

Henson,  George  Stanley  Gordon,  b.sc.  (Elec),  (Univ.  of  Man.),  asst- 
engr.,  real  estate,  taxes,  insurance  dept.,  Winnipeg  Electric  Com- 
pany, Winnipeg,  Man. 

Wilson,  Thomas  Whiteside,  b.a.sc.  (Univ.  of  Toronto),  Lieut.,  R.C.E., 
Petawawa  Military  Camp,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 
Moore,  Robert  Hugh,  b.sc.  (C.E.  and  E.E.),  (Univ.  of  Man.),  mech. 


designer  and  machine  erector,  Hudson  Bav  Mining  &  Smelting  Co. 
Ltd.,  Flin  Flon,  Man. 

Transferred  from  the  class  of  Student  to  that  of  Junior 
Beach,  John   Edward,   b.sc.    (Elec),    (Univ.   of   Alta.),   asst.   engr., 

Trinidad  Leaseholds  Ltd.,  Pointe-a-Pierre,  Trinidad,  B.W.I. 
Delisle,  Lucien,  b.a.Sc,  ce.  (Ecole  Polytechnique),  divn.  engr.,  Dept- 

of  Roads,  Prov.  of  Quebec,  Waterloo,  Que. 
Hammond,   Rowland  Ernest,   b.a.sc,   m.a.sc.    (Univ.   of  Toronto), 

engr.,  Northern  Electric  Co.  Ltd.,  Montreal,  Que. 
Loomis,   James   Gordon   Mann.,    B.Eng.    (Mech.),    (McGill   Univ.), 

engrg.  dftsman.,  Cand.  International  Paper  Co.,  Gatineau  Mills, 

Que. 
McMillan,  Colin  Brock,  b.sc.   (Civil),   (Queen's  Univ.),  civil  engr., 

Saguenay  Power  Co.  Ltd.,  Arvida,  Que. 

Students  Admitted 

Cole,  Robert  Arnold  (Univ.  of  N.B.),  52  Shore  St.,  Fredericton,  N.B. 

Collins,  Kenneth  Fawcett  (Queen's  Univ.),  19(5  University  Ave., 
Kingston,  Ont. 

Courtright,  James  Milton  (Queen's  Univ.),  44  Second  Ave.,  Ottawa» 
Ont. 

Itou  m  ma  it.  Bernard  Hugh  Courtenav  (Univ.  of  N.B.),  Fredericton, 
N.B. 

Hamilton,  Harry  Irwin  (Queen's  Univ.),  47  Clergv  St.,  Kingston, 
Ont. 

Heppner,  Selwyn  Alexander  (Univ.  of  Man.),  22  The  Roslyn  Apts., 
Winnipeg,  Man. 

Heron,  Alexander  de  Forest  (McGill  Univ.),  433  Laird  Blvd.,  Town 
of  Mount  Roval,  Que. 

kinghom,  William  Wallace  (Univ.  of  N.B.),  206  Smythe  St.,  Fred- 
ericton, N.B. 

knights,  Kenneth  Ronald  (Univ.  of  Man.),  135  Maryland  St.,  Win- 
nipeg, Man. 

McDougall,  William  Allan  Jr.  (Univ.  of  N.B.),  685  Charlotte  St., 
Fredericton,  N.B. 

Tkacz,  William  (Queen's  Univ.),  178  Johnson  St.,  Kingston,  Ont. 

Van  Damme,  Joseph  (Queen's  Univ.),  Arvida,  Que. 


ANNUAL  FEES 

Members  are  reminded  that  a  reduction  of  one  dollar  is 
allowed  on  their  annual  fees  if  paid  on  or  before  Mareh  31st 
of  the  current  year.  The  date  of  mailing,  as  shown  by  the 
postmark  on  the  envelope,  is  taken  as  the  date  of  payment. 
This  gives  equal  opportunity  to  all  members  wherever  they 
are  residing,  . 


142 


March,  I9tl     THE  ENGINEERING  JOURNAL 


INSTITUTE  PRIZE  WINNERS 


Lieutenant-General  A.  G.  L.  McNaughton,  m.e.i.c,  is 
the  recipient  of  the  Sir  John  Kennedy  Medal  for  1940. 
General  McNaughton  was  born  at  Moosomin,  Sask.  He 
was  educated  at  McGill  University,  receiving  the  degrees 
of  b.sc.  in  1910  and  of  m.sc  in  1912.  After  a  few  years  on 
the  teaching  staff  in  the  department  of  electrical  engineer- 
ing at  the  University,  he  entered  private  engineering  prac- 
tice for  a  brief  period  in  1914. 

At  the  outbreak  of  the  first  Great  War,  he  organized  the 
4th  Battery,  Canadian  Field  Artillery,  which  formed  part 
of  the  2nd  C.F.A.  Brigade  of  the  First  Canadian  Division. 
He  was  wounded  at  the  second  battle  of  Ypres  in  April, 
1915,  but  returning  to  France,  commanded  the  21st  Howit- 
zer Battery  of  the  Second  Canadian  Division.  Promoted  to 
lieutenant-colonel  in  March,  1916,  he  took  over  the  11th 
Brigade,  C.F.A. ,  of  the  3rd  Canadian  Division  and  com- 
manded it  through  the  battles  of  the  Somme  and  until 
February,  1917,  when  he  was  appointed  counter-battery 
staff  officer  of  the  Canadian  Corps.  After  recovering  from 
wounds  received  at  Soissons,  General  McNaughton  con- 
tinued to  carry  out  his  duties  until  October,  1918,  when  he 


in  the  July,  1940,  issue  of  The  Engineering  Journal.  Miss 
MacGill  was  born  at  Vancouver,  B.C.  She  is  a  bachelor 
of  applied  science  in  electrical  engineering  from  the  Univer- 
sity of  Toronto,  1927,  a  master  of  science  in  engineering 
from  the  University  of  Michigan,  and  has  taken  two  years 
post  graduate  study  at  the  Massachusetts  Institute  of 
Technology  leading  towards  a  doctorate  degree.  She  now 
occupies  the  position  of  chief  aeronautical  engineer  of  the 
Canadian  Car  and  Foundry  Company,  and  is  located  at 
Fort  William,  Ont. 

She  is  the  daughter  of  the  late  J.  H.  MacGill,  M.A., 
barrister  of  Vancouver.  Her  mother  is  Judge  of  the  Juvenile 
court,  holder  of  an  Honorary  LL.D.  of  the  University  of 
British  Columbia,  and  a  bachelor  of  Music  of  the  Univer- 
sity of  Toronto. 

Miss  MacGill  has  made  previous  contributions  to  the 
art  and  science  of  flying.  Four  years  ago,  for  instance, 
before  the  Ottawa  Branch  of  the  Royal  Aeronautical  Society 
she  read  a  paper  on  "Simplified  Performance  Calculations 
of  Airplanes"  which  was  valued  for  its  practical  applica- 
tion to  a  complicated  subject.  She  has  also  contributed 


Lieut. -General  A.  G.  L.  McNaughton, 
M.E.I.C. 


E.  M.  G.  MacGill,  M.E.I.C. 


O.  W.  Ellis 


became  General  Officer  Commanding  the  Canadian  Corps 
heavy  artillery.  He  was  mentioned  three  times  in  dispatches, 
was  awarded  the  D.S.O.  and  was  made  a  C.M.G.  Upon 
his  return  to  Canada  in  May,  1919,  he  served  with  the 
Department  of  National  Defence  in  numerous  positions 
until  1929,  when  he  was  appointed  to  the  highest  military 
office  in  Canada  and  served  four  years  as  Chief  of  the 
General  Staff. 

General  McNaughton  temporarily  retired  from  the  active 
list  of  the  Canadian  Militia  to  become  president  of  the 
National  Research  Council  on  June  1st,  1935.  As  head  of 
the  Council,  he  was  primarily  responsible  for  building  up 
an  electrical  engineering  laboratory,  especially  for  high 
voltage  work,  a  subject  in  which  he  had  done  post-graduate 
work  at  McGill  University.  He  was  also  directly  responsible 
for  development  of  the  aeronautics  laboratory  and  the 
cathode  ray  direction  finder.  In  the  summer  of  1939  he 
accompanied  a  delegation  of  Canadian  industrialists  to 
Great  Britain  in  connection  with  war  supply  contracts. 

At  the  outbreak  of  the  present  war,  General  McNaughton 
was  appointed  officer  commanding  the  first  division  of  the 
Canadian  Active  Service  Force,  and  went  overseas  late  in 
1939.  Last  summer  he  was  promoted  to  the  rank  of  Lieuten- 
ant-General, and  appointed  to  command  an  army  corps  in 
England. 

Elizabeth  M.  G.  MacGill,  m.e.i.c,  has  been  awarded  the 
Gzowski  Medal  for  1940,  for  her  paper,  "Factors  Affecting 
the  Mass  Production  of  Aeroplanes,"  which  was  published 


several  papers  before  various  branches  of  the  Institute. 
Last  year  she  delivered  a  paper  at  the  Annual  Meeting  in 
Toronto.  Miss  MacGill  is  an  Associate  Fellow  of  the  Royal 
Aeronautical  Society. 

R.  G.  K.  Morrison,  m.c.i.m.m.,  has  been  awarded  the 
Leonard  Medal  for  1940  for  his  paper  on  "Points  of  View 
on  the  Rock  Burst  Problem"  which  was  published  in  the 
August,  1939,  issue  of  the  Canadian  Mining  Bulletin.  Mr. 
Morrison  is  a  graduate  of  the  University  of  Toronto  in 
mining  engineering,  from  the  class  of  1923.  For  a  few  years 
after  graduation  he  was  engaged  in  surveying  and  mining 
construction  work  in  central  Manitoba.  In  1928  he  went 
to  India  as  chief  assistant  surveyor  with  the  Oorgaum  Gold 
Mining  Company.  From  May,  1923,  to  November,  1936, 
he  was  underground  superintendent  of  the  Mysore  Gold 
Mining  Company,  and  since  November,  1936,  to  date  he 
has  been  superintendent  of  the  Nundydroog  Mines  Ltd. 
During  the  summer  of  1940  Mr.  Morrison  acted  in  a  con- 
sulting capacity  to  various  Ontario  mining  companies 
deeply  concerned  with  the  problem  of  rock  burst.  These 
companies  were  unanimous  in  their  appreciation  of  his 
services. 

Mr.  Morrison  resides  at  Oorgaum,  South  India. 

O.  W.  Ellis  is  the  recipient  of  the  Plummer  Medal  for  1940 
for  his  paper  presented  at  the  Annual  Meeting  of  the  Insti- 
tute last  year  at  Toronto  on  "Some  Developments  in  Alloys 
during  the  Last  Twenty  Years."  After  serving  an  appren- 


THE  ENGINEERING  JOURNAL     March,  1941 


143 


Léo  Brossard,  S.E.I.C. 


C.  Moull,  S.E.I.C. 


Marc  R.  Trudeau,  S.E.I.C. 


ticeship  in  England  he  came  to  Canada  h\  1910  and  joined 
the  Canadian  Pacific  Railway  Company.  In  1911  he  entered 
the  Department  of  Metallurgy  at  the  University  of  Birming- 
ham, England,  and  received  his  degree  of  B.Sc.  in  metallurgy 
in  1914.  During  the  war  1914  to  1918  he  worked  as  a  metal- 
lurgist in  the  Royal  Ordnance  Factories.  In  1916  he 
received  the  degree  of  M.Sc.  from  the  University  of  Birming- 
ham. At  the  end  of  the  war  he  was  appointed  chief  metallur- 
gist at  the  Royal  Laboratory  Department  of  the  Royal 
Ordnance  Factories,  and  in  1920  he  was  called  upon  to  re- 
organize all  the  metallurgical  laboratories  of  the  Factories. 
In  1921  he  returned  to  Canada  as  an  assistant  professor  of 
metallurgical  engineering  at  the  University  of  Toronto,  a 
position  which  he  retained  until  1925.  At  that  date  he  was 
appointed  an  Industrial  Fellow  at  the  Mellon  Institute  of 
Industrial  Research,  University  of  Pittsburgh,  where  he 
carried  out  work  on  metals  for  bearings.  From  1926  to  1929 
he  was  in  the  research  department  of  the  Westinghouse 
Electric  and  Manufacturing  Company.  In  1929  he  was 
appointed  to  his  present  position  as  Director  of  Metallurgi- 
cal Research  at  the  Ontario  Research  Foundation,  Toronto. 
Mr.  Ellis  is  the  author  of  numerous  papers  on  metallurgical 
subjects,  both  ferrous  and  non-ferrous.  He  is  a  contributor 
to  the  National  Metals  Handbook.  His  prize  winning  paper 
was  published  by  the  Institute  in  July  1940  as  a  technical 
supplement  to  The  Engineering  Journal. 

M.  S.  Layton,  jr.  E.I.c,  is  the  recipient  of  the  Duggan 
Medal  and  Prize  for  1940,  for  his  paper  "Coated  Electrodes 
for  Electric  Arc  Welding".  He  was  born  at  Bury-St .-Ed- 
muds,  England,  in  1914  and  was  educated  at  McGill  Uni- 
versity where  he  was  graduated  in  1935.  Upon  graduation 
he  joined  the  staff  of  the  Steel  Company  of  Canada  at 
Montreal.  He  resigned  the  position  of  assistant  chemical 
engineer  to  enlist  with  the  R.C.A.F.  last  October.  He  is  at 


present  located  in  Toronto.  Mr.  Layton 's  paper  was  pub 
lished  in  the  July  1940  issue  of  the  Journal. 
Léo  Brossard,  s.E.i.c,  has  been  awarded  the  Phelps  John- 
son Prize  for  1940,  for  his  paper  entitled  "Geology  of  the 
Beaufor  Mine".  He  was  born  at  Laprairie,  Que.,  in  1912. 
He  received  his  early  education  at  the  Collège  de  Montréal, 
and  in  1931  entered  the  Ecole  Polytechnique  where  he 
obtained  the  degree  of  b.sc.a.  in  1936.  Upon  graduation 
he  engaged  in  geological  surveys  and  prospecting  in  northern 
Quebec.  Returning  to  Montreal  in  1938,  he  became  attached 
to  the  teaching  staff  at  the  Ecole  Polytechnique.  In  1939 
he  was  geologist  with  the  Cournor  Mining  Company, 
Perron,  Que.  Last  year,  Mr.  Brossard  did  post  graduate 
work  at  McGill  University,  and  received  his  m.sc.  degree 
in  geology. 

W.  C.  Moull,  s.E.i.c,  is  the  recipient  of  the  John  Galbraith 
Prize  for  1940,  for  his  paper  "Electrification  of  a  Modern 
Strip  Mill".  He  was  born  at  Seaforth,  Ont.,  in  1916.  and 
received  his  early  education  at  the  Collegiate  Institute  of 
Owen  Sound,  Ont.  He  entered  the  University  of  Toronto 
in  1935,  and  obtained  his  degree  of  b.a.Sc.  in  electrical 
engineering  in  1939.  Since  graduation  he  has  been  with  the 
Canadian  General  Electric  Company,  and  is,  at  present, 
located  in  Toronto. 

Marc  R.  Trudeau,  s.E.i.c,  has  been  awarded  the  Ernest 
Marceau  Prize  for  1940,  for  his  paper  "Points  Fixes  et 
Lignes  d'Influence".  He  was  born  at  Montreal,  Que.,  in 
1915,  and  received  his  early  education  at  the  Collège  de 
Montréal.  He  entered  the  Ecole  Polytechnique  of  Montreal 
in  1935,  and  was  graduated  with  honours  in  1940.  He  also 
holds  the  b.a.  degree  from  the  University  of  Montreal. 
Since  graduation,  Mr.  Trudeau  has  been  connected  with 
the  firm  of  Lalonde  and  Valois,  consulting  engineers  of 
Montreal. 


ANNUAL  FEES 

Members  are  reminded  that  a  reduction  of  one  dollar  is  allowed 
on  their  annual  fees  if  paid  on  or  before  March  31st  of  the 
current  year.  The  date  of  mailing,  as  shown  by  the  postmark 
on  the  envelope,  is  taken  as  the  date  of  payment.  This  gives 
equal  opportunity  to  all  members  wherever  they  are  residing. 


144 


March,  1941     THE  ENGINEERING  JOURNAL 


JULIAN  C.  SMITH  MEDALLISTS 


WILLIAM  DUNCAN  BLACK 

An  engineer  of  high  standing,  William  Duncan  Black 
throughout  his  career  has  been  on  the  lookout  for  opportu- 
nities to  render  service  to  the  Canadian  public  and  to  his 
fellow  members  of  the  engineering  profession.  After  building 
up  an  important  heavy  manufacturing  industry,  he  is  now 
at  the  head  of  a  Canadian  company  which  is  actively 
devoting  its  equipment,  plant  and  organization  to  vital 
munitions  work.  When  president  of  the  Industrial  Relations 
Committee  of  the  Canadian  Manufacturers'  Association,  he 
was  appointed  employers'  delegate  to  the  International 
Labour  Conference  held  in  Geneva  in  1934;  later  he  served 
as  president  of  that  Association. 

In  these  and  other  activities  he  has  taken  effective  part 
in  guiding  Canadian  industry.  As  a  director  of  the  Bank  of 
Canada  he  shares  responsibility  for  the  financial  policy  of 
the  Dominion. 

RICHARD  JOHN  DURLEY 

A  mechanical  engineer — a  Whitworth  Scholar — his  career 
has  included  service  as  professor  of  mechanical  engineering 


the  Mining  Society  of  Nova  Scotia,  and  a  past  councillor 
of  the  Engineering  Institute  of  Canada,  and  a  member  of 
the  Institution  of  Mining  Engineers  (Gt.  Britain). 

After  long  residence  in  the  Maritimes,  he  holds  a  consul- 
tative and  advisory  position  in  one  of  the  most  important 
industries  of  that  region.  His  breadth  of  view,  technical 
knowledge  and  power  of  expression  and  industrial  leadership 
have  gained  for  him  an  enviable  reputation  throughout  the 
Dominion. 

SIR  HERBERT  SAMUEL  HOLT 

A  member  of  the  Institute  for  fifty-three  years,  Sir 
Herbert  Holt's  long  and  successful  experience  in  civil  engi- 
neering, in  industrial  administration,  and  then  in  finance, 
has  qualified  him  for  the  prominent  position  he  has  so  long 
held  in  the  industrial  and  banking  worlds.  He  has  played 
a  principal  part  in  the  industrial  and  commercial  develop- 
ment which  has  carried  Canada  forward  so  rapidly  during 
the  last  forty  years.  At  the  head  of  a  great  public  utility 
and  a  leading  bank,  he  has  found  time  for  activity  on  the 
councils  of  two  great  hospitals  and  a  great  university.  His 


W.  D.   Black,  M.E.I.C. 


R.  J.   Diirley,  M.E.I.C. 


A.   Frigon,   M.E.I.C. 


in  McGill  University,  as  consulting  engineer,  and  in  muni- 
tions inspection.  He  was  the  first  secretary  of  the  Canadian 
Engineering  Standards  Association.  After  thirteen  years  as 
secretary  of  the  Engineering  Institute  of  Canada,  he  now 
occupies  a  less  onerous  but  more  sedate  position  as  its 
secretary-emeritus. 

A  former  councillor  of  the  Institute,  he  has  just  been 
honoured  by  election  as  the  Canadian  member  of  the 
Council  of  the  Institution  of  Civil  Engineers. 

AUGUSTIN  FRIGON 

After  obtaining  scientific  training  and  engineering  expe- 
rience in  France  and  the  United  States  as  well  as  in  Canada, 
Augustin  Frigon,  at  the  head  of  the  Ecole  Polytechnique, 
Montreal,  led  in  placing  the  engineering  education  of 
French-Canadian  youth  on  a  firm  basis.  His  public  services 
have  also  included  membership  in  many  important  govern- 
ment commissions;  he  has  served  on  the  Council  of  the 
Institute.  He  now  occupies  a  prominent  and  responsible 
position  in  the  Canadian  Broadcasting  Corporation,  to 
whose  success  he  has  materially  contributed. 

FRANCIS  WILLIAM  GRAY 

A  Yorkshireman  by  birth,  who  is  at  the  same  time  an 
author,  an  artist  and  an  authority  on  undersea  coal  mining, 
Francis  William  Gray  has  long  been  a  staunch  supporter 
of  professional  engineering  bodies.  He  is  a  past  president  of 
the  Canadian  Institute  of  Mining  and  Metallurgy,  and  of 


unobtrusive  benefactions  are  administered  by  the  founda- 
tion which  bears  his  name. 

RICHARD  SMITH  LEA 

An  educationalist  and  consultant  who  is  internationally 
known  as  an  authority  in  the  field  of  hydraulic  engineering, 
Richard  S.  Lea  is  a  native  of  "The  Island,"  which  has  given 
Canada  so  many  distinguished  sons.  He  was  for  some  years 
assistant  professor  of  civil  engineering  and  lecturer  in 
mathematics  at  McGill  University.  Later,  in  his  extensive 
practice  as  consulting  engineer,  he  had  to  deal  with  many 
of  the  different  problems  which  have  presented  themselves 
during  the  rapid  growth  of  Canada's  urban  populations. 
His  ability  and  technical  knowledge  of  these,  and  of  river 
questions  generally,  have  led  to  his  being  retained  as  adviser 
to  federal  and  provincial  Government  departments — in- 
cluding the  Hydro-Electric  Power  Commission  of  Ontario 
— as  well  as  to  municipalities  and  several  of  the  principal 
hydro-electric  companies  in  Canada. 

BEAUDRY  LEMAN 

Seldom  does  an  engineer  engaged  in  hydro-electric  de- 
velopments and  municipal  engineering  become  president  of 
the  Canadian  Bankers'  Association.  But  this  has  happened 
in  the  career  of  Beaudry  Leman. 

Born  in  Montreal,  he  studied  engineering  in  France  and 
in  Canada,  graduating  at  McGill  University  in  1900.  He 
has  been  a  member  of  the  Engineering  Institute  for  over 


THE  ENGINEERING  JOURNAL     March,  1941 


145 


F.   W.   Cray,   M.E.I.C. 


Sir  Herbert  S.  Holt,  M.E.I.C. 


R.   S.   Lea,  M.E.I.C. 


Beaudry   Léman,  M.E.I.C. 


C.   A.    Magrath,   M.E.I.C. 


forty  years.  In  1912,  he  transferred  his  activities  to  the  art 
or  science  of  banking.  His  early  technical  training  has 
enabled  him  to  serve  on  Royal  Commissions  such  as  the 
Canadian  Advisory  Committee  on  the  St.  Lawrence  Water- 
way in  1927-28,  on  the  Railways  and  Transportation  Com- 
mission in  1931-32  and  latterly  on  the  Allied  War  Supplies 
Corporation. 

His  influence  and  counsel  have  been  sought  in  the  solution 
of  public  and  municipal  financial  problems  as  well  as  in  the 
administration  of  many  companies  of  which  he  is  a  director. 
As  president  of  a  great  Canadian  bank  he  occupies  an  out- 
standing position  in  the  realm  of  finance. 

CHARLES  ALEXANDER  MAGRATH 

A  pioneer  in  the  development  of  the  West,  a  surveyor 


qualified  to  practise  in  every  province,  and  an  expert  in  the 
conservation  and  use  of  water  resources,  Charles  Alexander 
Magrath  in  the  long  past  was  a  member  of  the  Territorial 
Assembly  at  Regina,  and  later  of  the  Dominion  Parliament. 
He  took  an  important  part  in  the  work  of  the  International 
Joint  Commission  as  chairman  of  the  Canadian  Section. 
He  succeeded  the  late  Sir  Adam  Beck  as  chairman  of  the 
Hydro-Electric  Power  Commission  of  Ontario.  During  the 
last  war  he  was  Fuel  Controller  of  Canada,  and  among  other 
deliberative  bodies  on  which  he  has  served  may  be  men- 
tioned the  War  Trade  Board,  the  Patriotic  Fund  executive, 
and  the  Newfoundland  Royal  Commission.  Throughout  his 
long  career  he  has  made  a  special  study  of  questions  con- 
nected with  Canada's  growth  and  development,  particularly 
in  the  western  provinces. 


JANUARY  JOURNALS  REQUIRED 

There  has  been  an  unusual  demand  for  extra  copies  of  the 
January  1941  issue  of  the  Engineering  Journal  and  it  would 
be  appreciated  if  members  who  do  not  retain  their  copies 
would  return  them  to  Headquarters,  at  2050  Mansfield  Street, 
Montreal,  Que. 


146 


March.   1941     THE  ENGINEERING  JOURNAL 


Personals 


Dr.  T.  H.  Hogg,  m.e.i.c,  has  recovered  sufficiently  from 
the  injuries  suffered  in  a  recent  accident  that  he  has  been 
able  to  leave  the  hospital.  He  is  now  convalescing  at  Nassau, 
Bahamas,  and  is  expected  back  at  his  office  in  Toronto 
early  in  April. 


Lieut.  Commander  C.  P.  Edwards,  M.E.I.C. 

Lieutenant  Commander  C.  P.  Edwards,  O.B.E.,  m.e.i.c, 
has  recently  been  appointed  Deputy  Minister  of  the  Depart- 
ment of  Transport  at  Ottawa.  The  position  was  left  vacant 
by  the  death  of  Colonel  V.  I.  Smart,  m.e.i.c,  last  fall.  Com- 
mander Edwards  is  chiefly  known  for  his  work  in  radio  and 
wireless  telegraphy,  and  played  a  large  part  in  building  up 
Canada's  networks  of  radio  and  wireless  facilities.  A  Welsh- 
man, he  has  spent  the  greater  part  of  his  life  in  Canada. 
He  first  entered  the  field  of  wireless  communication  in  1903 
when  Guglielmo  Marconi  erected  a  demonstration  station 
at  Chester,  Eng.,  just  over  the  Welsh  border  from  Dodle- 
ston,  Cmdr.  Edwards's  birthplace.  Through  his  work  with 
that  pioneer  wireless  station  he  became  a  junior  technical 
assistant  on  Marconi's  staff,  and  in  1904  came  to  Canada 
to  supervise  the  construction  of  stations  at  Camperdown, 
N.S.,  and  on  Sable  Island.  His  appointment  as  radio  director 
in  the  Marine  Department  came  in  1909  and  he  took  charge 
of  all  wireless  and  radio  activities.  Cmdr.  Edwards  has  been 
the  Dominion's  representative  at  practically  all  the  inter- 
national and  North  American  radio  conferences  held  since 
1912.  He  was  chairman  of  the  committee  which  drew  up 
regulations  for  the  compulsory  equipment  of  ships  with 
radio  at  the  International  Conference  for  the  Safety  of 
Life  at  Sea  in  1929,  and  since  1936  has  been  chief  of  Can- 
adian air  services. 

As  Deputy  Transport  Minister  he  will  have  charge  of 
civilian  aviation  under  direction  of  Hon.  C.  D.  Howe, 
Minister  of  Munitions  and  Supply,  and  in  the  transport 
division  he  will  operate  under  the  authority  of  the  Trans- 
port Minister,  the  Hon.  P.  J.  A.  Cardin. 

H.  E.  T.  Haultain,  m.e.i.c,  who  resigned  from  his  position 
as  professor  of  mining  engineering  at  the  University  of 
Toronto,  two  and  a  half  years  ago,  was  granted  laboratory 
facilities  for  continuing  his  research  work  by  President  Cody 
and  the  Board  of  Governors.  He  is  actively  continuing  his 
work  not  only  in  the  University  laboratories,  but  in  co- 
operation with  some  of  the  mines.  Two  of  his  instruments 
have  become  well  known  as  the  Superpanner  and  Infrasizer. 
The  Superpanner  is  a  piece  of  laboratory  apparatus  for 
concentrating  small  batches  of  ore  for  testing  purposes  and 
makes  separations  according  to  difference  of  specific  gravity 
of  finer  particles  and  with  less  differences  of  specific  gravity 
than  any  other  instrument.  The  Infrasizer  is  also  a  piece 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


of  laboratory  apparatus  and  is  used  for  the  size  analysis 
of  particles  finer  than  the  finest  wire  sieves.  Professor 
Haultain  has  undertaken  the  distribution  of  these  instru- 
ments not  as  a  commercial  proposition  but  under  a  sense 
of  professional  obligation  to  supply  them  to  those  who  really 
need  them.  They  are  manufactured  in  Toronto  for  him  under 
his  personal  supervision.  There  has  been  no  advertising  or 
selling  campaign  and  yet  one  or  both  of  these  instruments 
have  been  sold  to  all  parts  of  the  world.  Most  recent  orders 
for  these  instruments  have  come  from  Ecuador  and  Russia. 
Professor  Haultain  continues  to  develop  the  applications 
of  these  instruments  and  is  also  actively  engaged  on  other 
research  work  on  aids  to  the  milling  problems. 

W.  A.  Newman,  m.e.i.c,  was  recently  appointed  general 
manager  of  Federal  Aircraft  Limited,  a  Crown  company 
handling  much  of  Canada's  war-time  aircraft  production. 
Mr.  Newman  is  the  chief  mechanical  engineer  of  the 
Canadian  Pacific  Railway  Company.  He  was  graduated 
from  Queen's  University  in  1911  and  entered  the  service 
of  the  Canadian  Pacific  Railway  Company  upon  graduation. 
In  1913  he  became  lecturer  in  mathematics  at  Queen's  and 
then  from  1914  to  1916  he  was  assistant  professor  in  mechan- 
ical engineering.  Mr.  Newman  returned  with  the  Canadian 
Pacific  Railway  in  1916  and  successively  occupied  the  posi- 
tions of  assistant  mechanical  engineer,  engineer  of  locomo- 
tive construction,  mechanical  engineer,  and  since  1928, 
chief  mechanical  engineer. 

Major  W.  G.  Swan,  m.e.i.c,  is  now  district  engineer  officer 
for  M.D.  No.  11  at  Victoria,  B.C.  At  the  outbreak  of  war 
he  was  director  of  construction  of  the  War  Supply  Board. 

Huet  Massue,  m.e.i.c,  has  been  elected  on  the  Council 
of  the  Chambre  de  Commerce  du  District  de  Montréal. 
Mr.  Massue,  who  is  on  the  staff  of  the  Shawinigan  Water 
and  Power  Company  at  Montreal  is  a  councillor  of  the 
Institute. 

J.  A.  Baird,  m.e.i.c,  is  now  on  the  executive  staff  of  the 
Union  Gas  Company  of  Canada  Limited,  at  Chatham,  Ont. 
A  graduate  of  the  University  of  Toronto,  Mr.  Baird  has 
for  a  number  of  years  carried  a  consulting  practice  as  an 
engineer  and  surveyor  at  Sarnia,  Ont. 

H.  C.  Beck,  m.e.i.c,  has  relinquished  his  position  as  man- 
ager of  the  Substation  Department  of  the  English  Electric 
Company,  Stafford,  England,  to  become  personal  assistant 
to  the  chief  electrical  engineer  of  the  Southern  Railway  at 
Dorking,  Surrey,  England. 

Squadron  Leader  C.  W.  Crossland,  m.e.i.c,  is  now  locat- 
ed at  Trenton,  Ont.,  at  No.  6  Repair  Depot,  R.C.A.F.  He 
was  graduated  from  McGill  University  in  1931,  and  after 
taking  a  post  graduate  course  in  aeronautical  engineering 
at  the  Massachusetts  Institute  of  Technology  obtained  the 
degree  of  m.sc.  After  spending  a  few  years  in  England  with 
aircraft  manufacturing  firms  he  returned  to  Canada  and 
became  assistant  engineer  in  the  aeronautical  branch  of  the 
Department  of  National  Defence  at  Ottawa.  He  joined  the 
R.C.A.F.  last  year.  In  1933,  Squadron-Leader  Cross  was 
awarded  the  John  Galbraith  Prize  of  the  Institute  for  his 
paper  on  "The  Rationalization  of  Load  Factors  for  Aero- 
plane wings." 

H.  B.  Dickens,  m.e.i.c,  has  returned  to  Canada  after  hav- 
ing filled  a  two  year  appointment  with  the  British  War 
Office  at  Woolwich  Arsenal,  Woolwich,  England.  He  is,  at 
present,  attached  as  a  consultant  to  the  General  Engineering 
Company  at  Toronto. 


THE  ENGINEERING  JOURNAL     March,  1911 


147 


K.  Y.  Lockhead,  m.e.i.c,  has  received  an  appointment  in 
the  aeronautical  engineering  branch  of  the  R.C.A.F.  He 
was  previously  located  at  Vancouver  with  the  Hudson's 
Bay  Company. 

J.  B.  Nelson,  m.e.i.c,  has  been  appointed  sales  engineer 
with  the  London  Structural  Steel  Company  Limited  at 
London,  Ont.  He  was  lately  chief  engineer  of  Plate  and 
Structural  Steel  Products  Company,  Toronto,  and  for- 
merly with  the  Hamilton  Bridge  Company. 

W.  B.  Crombie,  m.e.i.c,  has  left  the  Great  Lakes  Power 
Company,  Sault  Ste.  Marie,  to  accept  a  position  with  the 
Hydro-Electric  Power  Commission  of  Ontario  as  chief  resi- 
dent engineer  on  the  Ogoki  Diversion  project.  He  is  now 
located  at  Ferland,  Ont. 

K.  A.  Truman,  m.e.i.c,  is  now  located  at  Nelson,  N.B., 
with  the  Canadian  Pacific  Railway  Company.  He  was  pre- 
viously located  at  Regina,  Sask. 

J.  G.  D'Aoust,  m.e.i.c,  has  left  his  position  with  the  Powell 
River  Company  Limited,  at  Powell  River,  B.C.,  and  is  now 
employed  with  Defence  Industries  Limited,  Montreal.  He 
was  graduated  from  the  University  of  British  Columbia  in 
1927  and  joined  the  Powell  River  Company  as  a  mechanical 
draughtsman  in  1934. 

J.  R.  Carter,  m.e.i.c,  has  been  transferred  from  the  head 
office  of  Canadian  Industries  Limited,  Montreal,  to  the 
Nylon  Division,  Kingston,  Ont.  He  was  graduated  from 
the  University  of  Toronto  in  1931. 

A.  H.  Douglas,  m.e.i.c,  has  been  appointed  pilot  officer  in 
the  aeronautical  engineering  branch  of  the  R.C.A.F.  He 
was  previously  in  the  Department  of  Highways  of  Sas- 
katchewan at  Regina  as  an  assistant  bridge  engineer. 

Paul  Vincent,  m.e.i.c,  has  been  appointed  chief  engineer 
of  works  in  the  Department  of  Colonization  of  the  Province 
of  Quebec.  He  has  been  with  the  Department  since  1937 
when  he  joined  as  district  engineer  for  the  roads  and  bridge 
division.  Last  year  he  had  been  appointed  chief  of  the 
technical  section  in  the  Department.  Mr.  Vincent  is  the 
secretary-treasurer  of  the  Quebec  Branch  of  the  Institute. 

C.  A.  Norris,  m.e.i.c,  has  joined  the  staff  of  the  Montreal 
Locomotive  Works  at  Montreal.  He  was  previously  editor 
of  the  Engineering  and  Contract  Record  at  Toronto,  Ont. 

A.  N.  Gunter,  jr.E.i.c,  has  been  transferred  from  McMas- 
terville,  Que.,  to  the  Nobel,  Ont.,  plant  of  Defence  Indus- 
tries Limited.  He  was  graduated  in  chemical  engineering 
from  the  University  of  Alberta  in  1938. 

F.  J.  Has  tie,  Jr.E.i.c,  is  now  with  the  East  Kootenay  Power 
Company  at  Coleman,  Alta.  Upon  graduation  in  electrical 
engineering  from  the  University  of  Alberta  in  1936  he  joined 
the  Canada  Packers  Limited  at  Edmonton,  Alta.,  as  an 
assistant  engineer.  In  1939  he  became  shift  engineer. 

J.  R.  C.  Macredie,  Jr.E.i.c,  is  now  employed  with  the 
Department  of  Defence  at  Ottawa  as  structural  draughts- 
man. He  was  graduated  from  the  University  of  New  Bruns- 
wick in  1931  and  for  several  years  was  employed  with  the 
Department  of  Highways  at  New  Brunswick. 

C.  B.  McMillan,  jr.E.i.c,  is  now  employed  with  the 
Canadian  National  Railways  at  Montreal.  Upon  gradua- 
tion in  civil  engineering  from  Queen's  University  in  1936 
he  went  with  the  Ontario  Paper  Company  at  Baie  Comeau, 
Que.  The  following  year  he  joined  the  staff  of  the  Aluminum 
Company  of  Canada  Limited,  as  a  junior  engineer  at  Arvida, 
Que.  In  1938  he  was  transferred  to  the  staff  of  the  Saguenay 
Power  Company,  at  Arvida,  and  remained  in  that  position 
until  the  end  of  last  year. 

W.  E.  Seely,  jr.E.i.c,  is  now  assistant  engineer  in  the  works 
and  building  division  of  the  R.C.A.F.  at -Montreal.  He  was 
graduated  in  civil  engineering  from  the  University  of  New 


Brunswick  in  1930  and  has  since  been  employed  on  several 
construction  projects. 

Squadron-Leader  M.  M.  Hendrick,  Jr.E.i.c,  is  now 
located  at  No.  3  Wireless  School  at  Winnipeg,  Man. 

J.  E.  Thorn,  ji-.e.i.c,  has  joined  the  staff  of  Defence  In- 
dustries Limited,  in  Montreal.  He  was  previously  located 
at  Regina,  Sask. 

F.  C.  Morrison,  Jr.E.i.c,  is  sales-combustion  engineer  with 
the  Dominion  Steel  and  Coal  Corporation  Ltd.,  at  Halifax, 
N.S.  Mr.  Morrison  joined  the  company  upon  his  graduation 
in  electrical  engineering  from  Nova  Scotia  Technical  Col- 
lege in  1936.  Lately  he  was  located  with  the  Dominion  Coal 
Company  Ltd.,  a  subsidiary,  at  Montreal. 


H.   M.    Howard,   S.E.I.C. 

H.  M.  Howard,  s.e.i.c,  has  accepted  a  position  as  metal- 
lurgical sales  engineer  with  E.  Long,  Limited,  at  Orillia, 
Ont.  He  was  graduated  in  mining  engineering  from  the 
University  of  Toronto,  in  1940  and  spent  several  months 
with  Fraser-Brace  Engineering  Company  at  Nobel,  Ont. 

W.  L.  Garvie,  s.e.i.c,  has  been  transferred  from  Peter- 
borough to  the  Davenport  electric  works,  Canadian  General 
Electric  Company  Ltd.,  Toronto,  Ont.  He  was  graduated 
from  the  University  of  British  Columbia  in  1939. 

Second-Lieutenant  W.  J.  Milhausen,  s.e.i.c,  has  re- 
ceived a  commission  with  the  Royal  Canadian  Engineers 
and  is  stationed  at  the  Petawawa  Military  Camp.  He  was 
graduated  in  civil  engineering  from  the  University  of 
Manitoba  in  1940. 

A.  K.  Cameron,  s.e.i.c,  is  now  located  at  Brownsburg, 
Que.,  with  Canadian  Industries  Limited.  He  was  graduated 
in  mechanical  engineering  from  McGill  University  in  1938. 
Lately  he  was  connected  with  F.  S.  B.  Heward  &  Company 
Ltd.,  at  Toronto,  Ont. 

W.  F.  Jarrett,  s.e.i.c,  has  joined  the  staff  of  the  Saguenay 
Power  Company,  as  a  junior  engineer  at  Arvida,  Que. 
Upon  graduation  from  the  University  of  Manitoba  in  1939 
he  joined  the  Manitoba  Power  Commission  as  a  draughts- 
man at  Winnipeg. 

ERRATUM 

In  reporting  the  appointment  of  C.  J.  Jeffreys,  m.e.i.c, 
to  the  staff  of  Allied  War  Supplies  Corporation  in  Montreal, 
it  was  erroneously  stated  that  Mr.  Jeffreys  had  been,  for 
the  past  two  years,  resident  engineer  at  Powell  River,  B.C., 
with  Powell  River  Company,  Limited.  On  checking  over 
the  record  we  find  that  he  was  assistant  engineer  and  that 
Mr.  Neville  Beaton,  m.e.i.c,  who  is  now  the  resident 
engineer  has  occupied  that  position  for  the  past  seven  years. 


148 


March,   1941     THE  ENGINEERING  JOURNAL 


VISITORS   TO   HEADQUARTERS 

Past-President  A.  J.  Grant,  M.E.I. c,  from  St.  Catharines, 
Ont.,  on  January  28th. 

John  E.  Cade,  m.e.i.c,  assistant  chief  engineer,  Fraser 

Companies  Limited,  from  Edmundston,  N.B.,  on  January 

29th. 

H.  B.  Dickens,  m.e.i.c,  Royal  Ordnance  Factory,  from 

South  Wales,  England,  on  January  29th. 

Geoffrey  Stead,  m.e.i.c,  from  Saint  John,  N.B.,  on  Feb- 
ruary 5th. 

J.  E.  Gill,  m.e.i.c,  resident  engineer,  Rapid  No.  7,  Quebec 
Streams  Commission,  from  Cadillac,  Que.,  on  February  5th. 

W.  R.  C.  Taylor,  jr. e. i.e.,  from  Winnipeg,  Man.,  on  Feb- 
ruary 6th. 

Major  G.  G.  M.  Carr-Harris,  m.e.i.c,  d.o.m.e.,  m.d.  no. 
11,  from  Esquimalt,  B.C.,  on  February  7th. 
W.  J.  Piercy,  jr.E.i.c,  O'Brien  Gold  Mines  Limited,  from 
Kewagama,  Que.,  on  February  13th. 
R.  J.  Askin,  m.e.i.c,  manager,  Thunder  Bay  Paper  Com- 
pany Ltd.,  from  Port  Arthur,  Ont.,  on  February  17th. 
H.  B.  Stuart,  m.e.i.c,  field  engineer,  Hamilton  Bridge 
Co.  Ltd.,  from  Toronto,  Ont.,  on  February  17th. 
P.  Codd,  s.E.i.c,  from  Moose  Jaw,  Sask.,  on  February  24th. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

Edgar  Thomas  John  Brandon,  m.e.i.c,  died  at  his  home 
in  Toronto  on  September  23rd.  1940.  He  was  born  at  Toronto 
on  December  20th,  1880,  and  was  educated  at  the  School 
of  Practical  Science  of  the  University  of  Toronto,  where 
he  was  graduated  in  1902.  He  was  then  employed  until 
1905  with  the  Ontario  Power  Company  at  Niagara  Falls. 
From  1905  until  1908  he  was  in  the  States  working  on  the 
design  of  power  developments.  In  April,  1908,  he  joined 
the  Hydro-Electric  Power  Commission  of  Ontario  as  a  de- 
signer and  rose  to  the  position  of  chief  electrical  engineer. 


E.  T.   J.   Brandon,  M.E.I.C. 

Owing  to  ill  health  he  had  retired  from  active  duties  late 
in  1938. 

Mr.  Brandon  joined  the  Institute  as  a  Student  in  1904, 
transferring  to  Associate  Member  in  1911. 

Edgar  Murray  McCheyne  Hill,  m.e.i.c,  died  at  Winni- 
peg, Man.,  on  August  14th,  1940.  He  was  born  at  Guelph, 
Ont.,  on  October  13th,  1882.  He  was  educated  at  the 
University  of  Toronto  where  he  was  graduated  in  1904, 
from  the  School  of  Practical  Science.  His  entire  professional 


career  was  spent  in  the  service  of  what  is  now  the  Canadian 
National  Railways  in  the  west.  Upon  graduation  he  joined 
the  company  as  a  resident  engineer  on  the  construction  of 
the  main  line  at  Battleford,  Sask.,  and  at  Edmonton,  Alta. 
In  1907  he  became  in  charge  of  location  parties,  west  of 
Edmonton.  From  1911  to  1914  he  carried  out  reconnaisance 
and  exploration  work  in  connection  with  possibilities  of 
railway  development  in  northern  Alberta.  In  1914  he  was 
divisional  engineer  in  charge  of  construction  of  the  Calgary- 
MacLeod  branch.  From  1914  to  1916  he  carried  out  loca- 
tion work  in  Alberta.  He  enlisted  with  the  Royal  Canadian 
Engineers  in  1916  and  was  transferred  to  the  Royal  Engi- 
neers in  1917  and  served  until  1919  attaining  the  rank  of 
captain.  Upon  demobilization  he  returned  to  the  Canadian 
National  Railways  at  Winnipeg.  In  1932  he  was  appointed 
engineer  of  construction  and  in  1935  he  also  took  over 
the  duties  of  regional  right-of-way  agent.  On  January  1st, 
1940,  he  was  appointed  chief  engineer  with  Headquarters 
at  Winnipeg,  Man. 

Mr.  Hill  joined  the  Institute  as  a  Student  in  1907  and 
he  was  transferred  to  Member  in  1919. 

William  Cooper  Lumbers,  m.e.i.c,  died  on  August  29th, 
1940.  He  was  born  at  Toronto  on  March  5th,  1887.  He 
was  educated  at  Jarvis  Collegiate  and  University  of  Toronto, 
graduating  from  the  School  of  Practical  Science  in  1901. 
From  1902  to  1907  he  was  employed  with  the  Canadian 
Pacific  Railway.  From  1907  to  1912  he  was  employed  with 
F.  A.  James,  Toronto,  and  from  1912  to  1916  he  was  with 
Frank  Barber,  civil  engineer,  Toronto.  After  some  time 
spent  on  inspection  work  on  munitions  in  1916  he  returned 
with  Mr.  Barber,  and  stayed  with  the  firm  until  1923.  He 
joined  the  staff  of  the  Hydro-Electric  Power  Commission 
of  Ontario  in  March,  1924.  At  the  time  of  his  death  he  was 
employed  in  the  transmission  section  of  the  electrical  en- 
gineering department. 

Mr.  Lumbers  joined  the  Institute  as  an  Associate  Mem- 
ber in  1921. 

William  Henry  Sullivan,  m.e.i.c,  for  twenty  years  prin- 
cipal assistant  engineer  in  charge  of  the  Welland  Ship  Canal, 
died  at  his  residence  at  St.  Catharines,  Ont.,  on  January 
20th,  after  a  brief  illness.  He  was  born  at  Kingston,  Ont., 
on  August  23rd,  1871,  the  son  of  the  late  Senator  Michael 
Sullivan,  M.D.,  of  Kingston.  He  was  educated  at  private 
schools,  and  at  the  Kingston  Collegiate  Institute.  He  en- 
tered the  Royal  Military  College  of  Canada  in  September, 
1888,  graduating  in  June,  1892,  when  he  was  commissioned 
as  an  officer  in  the  Royal  Canadian  Engineers.  He  entered 
the  Canadian  Government  service  in  September,  1892,  be- 
ing first  engaged  on  the  Ontario  St.  Lawrence  Canal,  later 
being  appointed  assistant  engineer  in  charge  of  the  Corn- 
wall Canal  enlargement.  In  September,  1900,  he  was  trans- 
ferred to  the  Prince  Edward  Island  Railway  as  principal 
assistant  engineer  in  charge  of  construction  of  the  Hills- 
boro  bridge  and  Murray  Harbour  bridge  and  railway,  and 
in  1904  was  appointed  engineer  in  charge  of  that  work.  In 
October,  1905,  Mr.  Sullivan  was  transferred  to  the  position 
of  assistant  superintending  engineer  of  the  Welland  Canal 
at  St.  Catharines,  Ontario,  and  was  promoted  to  super- 
intending engineer  on  January  1st,  1912.  In  November, 
1913,  he  was  appointed  principal  assistant  engineer  in  charge 
of  the  Welland  Ship  Canal  construction,  of  which  the  late 
Mr.  J.  L.  Weller  was  then  engineer  in  charge.  Mr.  Sullivan 
retained  this  position  until  December  31,  1923,  when  he 
retired  because  of  ill  health. 

In  November,  1901,  Mr.  Sullivan  married  Miss  Adele 
Marion,  eldest  daughter  of  the  late  Sir  William  Sullivan, 
then  Chief  Justice  of  Prince  Edward  Island,  who  survives 
him,  together  with  four  sons:  Lieutenant  Michael  V.  Sul- 
livan, R.C.N.V.R.,  Halifax,  N.S.,  Gerald  F.  Sullivan  of 
Toronto,  William  W.  Sullivan  and  Philip  H.  Sullivan  of 
St.  Catharines,  and  two  sisters,  Mrs.  C.  J.  Crookall  of 
Brooklyn,  N.Y.,  and  Miss  Frances  Sullivan  of  Kingston,  Ont. 

Mr.  Sullivan  joined  the  Institute  as  an  Associate  Member 


THE  ENGINEERING  JOURNAL    March,  1941 


149 


in  1899,  becoming  a  Member  in  1920.  He  had  been  made 
a  Life  Member  shortly  after  his  retirement  in  1924. 

W.  Dixon  Craig,  k.c,  who  passed  away  at  Edmonton, 
Alta.,  on  January  27th,  1941,  was  born  in  Toronto,  son 
of  the  late  T.  Dixon  Craig,  M.P.,  for  many  years  member 
for  East  Durham.  After  taking  a  brilliant  course  in  Arts 
and  Science  at  the  University  of  Toronto  (class  '97),  he 
went  to  Midland,  Ont.,  as  mining  geologist  and  metal- 
lurgist for  the  Canada  Iron  Corporation  of  Montreal.  In 
1913  Mr.  Craig  left  the  east  and  made  his  home  in  Edmon- 
ton, where  he  began  the  study  of  law  at  the  University  of 
Alberta,  graduating  with  distinction   (Chief  Justice  Gold 


Medal)  in  1917.  He  immediately  joined  the  law  firm  of 
Woods,  Field,  Craig  and  Hyndman.  However,  Mr.  Craig 
always  kept  a  live  interest  in  his  former  profession.  He  was 
a  member  of  the  Association  of  Professional  Engineers  of 
Alberta,  member  of  the  Canadian  Institute  of  Mining  and 
Metallurgy,  vice-consul  of  the  Netherlands,  member  of  the 
Faculty  of  Law,  University  of  Alberta.  He  held  many 
prominent  offices  in  the  Church  of  England,  and  for  many 
years  was  Chancellor  of  the  Diocese  of  Edmonton,  and 
Registrar  of  the  Diocese  of  Athabasca.  Mr.  Craig  is  sur- 
vived by  his  wife  and  two  daughters,  Mrs.  F.  E.  L.  Priestly 
of  Vancouver  and  Mrs.  Joseph  Fisher  of  Toronto. 


News  of  the  Branches 


BORDER  CITIES  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


W.  P.  Augustine,  m.e.i.c 
J.  B.  Dowler,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  first  meeting  of  the  Border  Cities  Branch  in  the  new 
year  was  held  in  the  Prince  Edward  Hotel  on  January  14th. 
The  meeting  was  presided  over  by  the  newly-elected  chair- 
man, George  E.  Medlar.  After  dinner  and  a  short  business 
meeting,  J.  F.  Bridge  introduced  the  speaker  of  the  even- 
ing, Mr.  R.  K.  Scales  of  the  research  department  of  the 
Ethyl  Gasoline  Corporation  of  Detroit.  The  subject  of  the 
address  was  Fuels  and  Engines  of  the  Future. 

The  future,  Mr.  Scales  said,  is  a  very  dangerous  subject; 
predictions  can  only  be  based  on  past  performances.  How- 
ever, the  aviation  industry  may  be  said  to  be  pioneering 
for  the  automotive  industry  so  that  some  basis  for  predic- 
tion may  be  established.  This  is  because  the  great  expanse 
of  the  aviation  engine  allows  room  for  the  most  advanced 
engineering. 

Over  the  past  ten  years  the  average  size  of  the  automo- 
tive engine  has  become  relatively  smaller  while  the  horse- 
power and  compression  ratio  have  gone  up.  The  compression 
ratio  is  controlled  by  the  anti-knock  qualities  of  the  fuels 
available.  The  octane  (anti-knock)  number  of  fuels  com- 
mercially sold  today  is  on  the  average  ten  points  higher 
than  in  1940.  The  petroleum  industry  strives  at  all  times 
to  make  the  best  fuel  commercially  possible.  The  automo- 
tive industry  at  the  same  time  strives  to  improve  engine 
design  to  take  full  advantage  of  improved  fuels. 

Some  extravagant  claims  have  been  made  as  to  the  octane 
rating  of  some  commercial  gasolines.  But  there  are  several 
methods  devised  by  research  engineers  for  obtaining  the 
octane  rating  and  these  methods  do  not  all  agree.  There- 
fore, the  only  fair  rating  is  when  the  fuel  has  been  tested 
by  the  different  methods  and  the  results  averaged.  Aviation 
fuels  of  ten  years  ago  had  an  octane  rating  of  73.  This  last 
year  it  was  92  for  airlines.  For  military  pursuit  planes, 
100  octane  fuel  is  used.  Experimental  fuels  have  octane 
number  of  over  100  and  up  to  128. 

This  matter  of  high  octane  number  is  very  important  to 
military  aviation.  High  octane  gasoline  reduces  the  bom- 
ber's fuel  load,  increases  the  engine  power  and  reduces  the 
take-off  run  needed  by  as  much  as  45  per  cent. 

One  of  the  bottlenecks  of  German  bomber  operations 
would  seem  to  be  the  necessity,  because  of  long  take-off 
runs,  of  large  numbers  of  airfields.  The  longer  a  bomber 
must  wait  in  the  air  for  the  squadron  to  assemble  the  less 
its  final  effectiveness.  Thus,  the  lower  octane  rating  of  the 
German  gasoline  has  cut  down  the  number  of  planes  which 
can  take  part  in  a  raid  on  England  at  any  one  time.  Some 
idea  of  the  time  it  takes  to  put  planes  into  the  air  may  be 
obtained  when  it  is  realized  that  one  of  the  largest  airports 
in  the  United  States  can  handle  only  280  planes  per  day. 

A  few  years  ago  crude  oils  which  were  free  of  gum  and  so 
useful  for  aviation  gasoline  were  very  scarce.  However,  with 
recent  developments  in  refining  methods  and  in  the  use  of 


blending  agents,  almost  any  crude  may  be  used.  Some 
blending  agents  used  now  are  iso-octane,  iso-pentane  and 
neo-hexane  with  a  small  quantity  of  tetra-ethyl  lead.  Avia- 
tion gasoline  may  contain  as  high  as  40  per  cent  blending 
agent  and  60  per  cent  gasoline  with  3  cc.  per  gallon  of 
tetra-ethyl  lead. 

Of  course,  advantage  of  high  octane  fuels  cannot  be  ob- 
tained without  supercharging.  The  whole  trend  seems  to  be 
towards  more  powerful,  smaller  engines  with  superchargers. 

Up  to  the  present  time  the  public  has  been  satisfied  with 
present  day  highways  and  speeds.  However,  as  more  super- 
highways are  built,  the  public  will  demand  more  powerful, 
more  truly  streamlined  cars  which  may  call  forth  some  of 
the  developments  in  aviation  engines  and  their  application 
to  automobiles. 

The  meeting  closed  with  a  somewhat  spirited  discussion 
period,  the  subject  of  Mr.  Scales'  address  being  of  great  in- 
terest to  the  automotive  engineers  among  the  members. 

EDMONTON  BRANCH 


B.  W.  PlTFIELD,  Jr.E.I.C. 
J.  F.  McDoUGALL,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


Mr.  E.  A.  Hardy,  professor  of  agricultural  engineering 
at  the  University  of  Saskatchewan,  addressed  the  fifth  din- 
ner meeting  of  the  1940-41  session  on  the  evening  of  Jan- 
uary 14,  1941.  Professor  A.  R.  Greig  introduced  the  speaker. 
Mr.  Hardy's  topic  was  the  Development  of  the  Combus- 
tion Chamber  of  the  Diesel  Engine. 

In  his  paper,  which  he  supplemented  with  slides,  Mr. 
Hardy  described  several  types  of  combustion  chambers 
which  have  been  used  by  the  designers  of  diesel  engines. 
He  stressed  particularly  the  problem  these  designers  have 
encountered  in  obtaining  complete  combustion  of  a  low 
grade  fuel  which  is  not  volatile,  and  causes  smoky  exhaust 
as  the  engine  operates  near  full  load. 

An  interesting  and  lengthy  discussion  period  followed 
the  paper,  after  which  Mr.  R.  M.  Dingwall  moved  a  hearty 
vote  of  thanks  to  the  speaker. 

Twenty-four  were  present  for  dinner  and  an  additional 
sixteen  heard  the  paper.  Among  the  guests  present  was 
Squadron-Leader  Berven  of  the  Elementary  Flying  Train- 
ing School. 

Professor  R.  M.  Hardy  acted  as  chairman  in  the  absence 
of  Branch  Chairman  E.  Nelson. 

The  Engineering  Students  Society  of  the  University  of 
Alberta  invited  the  Edmonton  Branch  of  the  Institute  to 
be  guests  at  their  meeting  on  the  evening  of  January  27th, 
1941. 

At  this  meeting  was  shown  a  United  States  Bureau  of 
Mines  motion  picture  entitled  The  Making  and  Shaping 
of  Steel.  The  film  was  composed  of  seven  reels  and  dealt 
very  fully  with  the  following  topics: 


150 


March,  1941     THE  ENGINEERING  JOURNAL 


Reel  1 — Open  pit  and  underground  mining  of  iron  ore. 
The  mining  of  limestone.  The  making  of  coal  into  coke. 
The  operation  of  a  blast  furnace  was  shown  in  detail  by 
means  of  animated  drawings  and  the  reel  ended  with  molten 
iron  being  transported  to  another  shop  for  refining  into 
steel. 

Reel  2 — The  open-hearth  and  Bessemer  process  were 
shown.  The  closing  scenes  showed  the  removal  of  moulds 
from  ingots  after  the  steel  had  solidified  and  the  transfer 
of  the  ingots  to  soaking  pits  to  attain  uniform  temperature 
for  rolling. 

Reel  3 — Flat  rolled  products;  Reel  4 — Bars  and  structural 
shapes;  Reel  5 — Rails,  wheels  and  axles;  Reel  6 — Wire  and 
wire  products;  Reel  7 — Pipe  and  tube  manufacture. 

The  entire  film  had  excellent  continuity  and  although  it 
went  into  complete  detail  of  the  various  phases  of  steel 
manufacture,  it  maintained  the  interest  of  the  meeting 
throughout. 

Immediately  after  the  film,  E.  Nelson  presented  Charles  A. 
Stollery,  winner  of  the  1940  Engineering  Institute  of  Canada 
Prize  for  the  University  of  Alberta,  with  an  engrossed  cer- 
tificate. 

HALIFAX  BRANCH 


L.  C.  Young,  m.e.i.c. 
G.  V.  Ross,  m.e.i.c.  - 


-  Secretary-Treasurer 

-  Branch  News  Editor 


On  January  23rd,  the  members  of  the  Halifax  Branch 
of  the  Institute  and  of  the  Association  of  Professional 
Engineers  of  Nova  Scotia,  and  friends  gathered  at  the 
Nova  Scotian  Hotel  for  the  annual  joint  banquet.  The  at- 
tendance of  240  was  an  increase  of  43  over  last  year's  record 
and  included  many  men  from  outside  the  Halifax  area. 

After  the  toast  to  the  King,  Captain  J.  I.  Hallett,  d.s.o., 
E.N.,  delivered  a  strong  straightforward  talk  encouraging 
Canadians  to  realize  the  dangers  of  the  present  time. 
"Britain  needs  your  money  for  planes,  guns  and  supplies. 
You  are  like  boxers  still  lounging  on  the  ropes,  waiting  for 
the  bell.  You  should  be  up  on  your  toes  as  they  are  in  the 
Old  Country."  Captain  Hallett  was  introduced  by  Rear 
Admirals.  S.  Bonham  Carter,  c.v.o.,  d.s.o.,  r.n.,  Command- 
ing 3rd  Battle  Squadron. 

The  toast  to  the  Services,  proposed  by  Ira  P.  Macnab, 
was  responded  to  by  Brigadier  General  C.  E.  Connolly, 
d.s.o.,  Officer  Commanding  Military  District  No.  6.  Mr. 
F.  A.  Bowman,  senior  engineer  of  Nova  Scotia,  responded 
to  the  toast  to  the  engineering  profession  proposed  by  Mr. 
E.  J.  Cragg,  commissioner  of  the  N.S.  Power  Commission. 

Guests  of  the  Institute  and  the  Association  included 
Commodore  G.  C.  Jones,  r.c.n.,  commanding  officer, 
Atlantic  Command,  Air  Commodore  N.  R.  Anderson, 
officer  commanding,  Eastern  Air  Command  R.C.A.F.,  Pre- 
mier, A.  S.  MacMillan,  Mayor  W.  E.  Donovan,  and  Ameri- 
can Consulate  General  Clinton  E.  MacEachran.  The  branch 
chairman,  S.  L.  Fultz,  and  the  Association  president, 
J.  Lome  Allan,  alternated  as  chairman  during  the  evening. 

A  splendid  entertainment  programme  under  the  direction 
of  Harry  Cochrane  was  provided  by  the  Canadian  General 
Electric  Company  and  the  Northern  Electric  Company, 
K.  L.  Dawson,  acting  as  master  of  ceremonies. 

Favours  were  donated  to  everyone  present  by  Imperial 
Oil  Company,  Moloney  Electric  Company,  Canada  Cement 
Company,  Canadian  Westinghouse  Company,  N.S.  Power 
Commission,  N.S.  Department  of  Highways  and  Mr. 
Donald  C.  Keddy. 

After  the  meeting,  Mr.  Ira  Macnab  conducted  a  sale  of 
war  savings  stamps  which  netted  about  $400.00. 

LAKEHEAD  BRANCH 

H.  M.  Olsson,  m.e.i.c.  -    Secretary-Treasurer 
W.  C.  Byeks,  jr.e.i.c.  -    Branch  News  Editor 

The  Lakehead  Branch  held  a  Dinner  Meeting  at  the 
Royal  Edward  Hotel,  in  Fort  William,  at  7  p.m.  on  January 
15th.  There  were  37  members  and  guests  present.  The 
chairman,  Mr.  H.  G.  O'Leary,  presided  at  the  meeting.  He 


mentioned  how  that,  purely  by  accident,  he  had  met  the 
General  Secretary  Emeritus  at  the  railroad  depot  and  that 
he  had  expressed  his  desire  to  be  remembered  to  all  the 
members  of  the  Branch. 

The  chairman  then  called  on  Mr.  J.  I.  Carmichael,  of 
the  Canadian  Car  &  Foundry,  who  spoke  on  the  subject: 
Some  Problems  in  Aircraft  Production. 

The  basic  problems  to  be  coped  with  are  :  purchasing  the 
required  material  ;  finding  a  suitable  supply  of  labour,  both 
skilled  and  unskilled  ;  obtaining  tools  necessary  for  fabrica- 
tion; organizing  for  production;  marketing  and  financing; 
organizing  for  production  being  the  most  serious  problem 
to  the  manufacturer,  the  remaining  problems  being  external. 

The  policy  of  the  designer  is  to  obtain  the  highest  possible 
performance.  Having  established  the  requirements,  the  type 
of  structure  is  selected  from  among  semi-monocoque,  geo- 
detic, welded  tubular,  tube  and  gusset  or  other  less  popular 
types.  However,  the  semi-monocoque  is  the  most  common 
type  used  today.  The  design  must  maintain  interchange- 
ability  of  important  components.  The  Hawker  "Hurricane" 
is  an  example  of  mixed  type  of  construction.  The  wings 
are  of  stressed  skin  type  and  the  remainder  bolted  tube 
and  gusset  construction.  On  the  "Hurricane"  there  are 
about  6,000  detail  parts.  This  type  of  construction  requires 
rigid  material  specification,  special  shapes,  low  manufac- 
turing tolerances,  large  number  of  detail  parts  and  critical 
inspection. 

An  embargo  was  placed  on  export  of  aircraft  material 
from  England,  so  supplies  had  to  be  located  in  America  to 
meet  the  requirements  of  the  British  Air  Commission.  When 
the  supplier  had  proved  his  ability  to  produce  the  material 
of  the  required  specification  he  was  then  placed  on  the  ap- 
proved list  and  went  into  production. 

Limitations  in  the  rate  of  expansion  of  industry  are  set 
by  the  rate  at  which  the  necessary  material  can  be  supplied 
and  the  necessary  labour  can  be  absorbed.  There  is  shortage 
of  skilled  labour  so  there  is  some  delay  while  suitable  labour 
is  trained.  Under  good  conditions  it  is  possible  to  employ 
female  labour  to  the  extent  of  30  per  cent  of  the  total  staff. 

The  machine  tool  industries  in  both  the  United  States 
and  Canada  have  been  operating  to  capacity,  thus  the 
manufacturer  is  forced  to  sub-contract  a  large  portion  of 
this  machine  work.  The  manufacturer  must  supply  the 
sub-contractor  with  all  necessary  data,  supervision  and 
raw  material  with  all  possible  assistance  to  ensure  deli- 
very in  the  required  time. 

The  Inspection  Department  sees  that  only  proper  ma- 
terials are  used,  standard  manufacturing  procedures  fol- 
lowed, workmanship  is  good  and  drawing  dimensions  fol- 
lowed. 

The  Stores  Department  stores  finished  parts  and  is 
supervised  by  the  Inspection  Department. 

The  duties  of  the  Shop  are  to  maintain  discipline,  to 
train  new  men,  and  to  assemble  the  aircraft  after  complet- 
ing competent  parts. 

The  Production  Department  sees  that  all  necessary 
steps  are  taken  to  complete  the  programme  on  time  with 
maximum  efficiency. 

The  Planning  Department  is  responsible  for  getting  the 
required  parts  in  the  correct  place  at  the  right  time.  It  in- 
vestigates new  programme  feasibility. 

The  Material  Control  Department  supervises  the  dis- 
tribution of  all  material  from  external  sources  and  its 
efficient  operation  is  of  vital  importance. 

The  duties  of  the  Control  Department  are  to  dispatch 
and  record  production  orders,  to  route  parts  in  the  Shop 
and  to  supervise  progress  and  to  correct  if  necessary. 

In  the  automobile  industry,  assembly  proceeds  without 
fitment  with  minimum  skill  and  the  assembly  line  opera- 
tions are  in  units  so  that  a  continuous  operation  is  achieved. 
In  aircraft  industry  the  main  components  are  built  in  jigs 
with  a  large  number  of  parts,  most  of  which  are  incomplete 
and  remain  to  be  completed  on  assembly,  thus  producing 
an  intermittent  operation  of  assembly  procedure. 


THE  ENGINEERING  JOURNAL     March,  1941 


151 


"Thus  with  present  design,  continuous  manufacturing 
operations  cannot  be  used  except  in  the  case  of  detail  parts 
where  a  saving  of  only  ten  per  cent  has  been  anticipated. 
Therefore,  with  the  exception  of  this  ten  per  cent  saving, 
mass  production  methods  will  give  little  assistance  to  air- 
craft production." 

P.  E.  Doncaster  gave  a  vote  of  thanks  to  the  speaker 
and  mentioned  how  engineering  had  changed  from  railway 
construction  in  1912  to  aeronautical  engineering  in    1941. 

R.  B.  Chandler  seconded  the  vote  of  thanks  and  expressed 
interest  in  several  statements  made  by  the  speaker. 

David  Boyd,  Works  Manager  of  the  Aircraft  Division, 
and  E.  J.  Soulsby,  Superintendent  of  Aircraft,  both  cor- 
roborated the  statements  made  by  the  speaker  and  paid 
tribute  to  the  work  he  is  doing  at  the  plant  to  accelerate 
the  production  of  aircraft. 

Several  aircraft  inspectors  from  the  Canadian  Car  & 
Foundry  were  present  at  the  meeting. 

LETHBRIDGE  BRANCH 


E.  A.  Lawrence,  s.e.i. c. 
A.  J.  Branch,  m.e.i.c. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


On  Wednesday,  January  15th,  1941,  the  Lethbridge 
Branch  of  the  Institute  held  its  regular  meeting  in  the 
Marquis  Hotel. 

At  7.30  p.m.  the  corporate  members  of  the  branch  met  to 
transact  the  routine  business  and  at  8  p.m.  the  regular 
meeting  was  opened  by  Wm.  Meldrum,  who  called  upon 
A.  J.  Watson,  to  introduce  the  speaker  of  the  evening,  J.  H. 
Ross  of  Calgary,  director  of  the  Dominion-Provincial  Youth 
Training  for  Alberta. 

The  speaker  described  the  steady  expansion  of  the  youth 
training  movement  from  its  early  stages. 

The  early  aims  of  the  scheme  were  to  prepare  young 
people  physically,  mentally  and,  if  possible,  vocationally 
for  jobs.  The  object  was  to  refresh  minds  which  had  been 
depressed  by  years  of  unemployment  but,  as  the  scheme 
continued  trainees  were  fitted  for  work  and  placed  in  in- 
dustry. 

To  train  young  people  for  industry  efforts  were  made  to 
discover  inclinations  of  persons  and  then  training  along 
this  line  followed.  Many  were  placed  to  learn  the  occupa- 
tions with  employers  who  generally  placed  trainees  on  their 
staffs  when  they  had  learned  enough  to  be  valuable. 

At  the  request  of  the  federal  government  the  scheme 
undertook  the  training  of  mechanics  in  hand  skills.  Women 
are  also  being  taught  for  jobs  in  war  industry. 

The  training  scheme  is  now  producing  many  valuable 
men  for  industry  who  are  highly  developed  in  performing 
work;  requiring  exacting  precision.  This  is  enabling  fac- 
tories to  continue  to  gear  up  production  of  war  materials 
for  the  Dominion. 

A  question  period  followed  the  address;  then  Lieut. -Col. 
G.  S.  Brown,  with  a  few  well  chosen  remarks  moved  a 
hearty  vote  of  thanks  to  the  speaker  in  which  all  concurred. 

The  meeting  closed  with  the  singing  of  the  National 
Anthem.  Refreshments  were  then  served. 

LONDON  BRANCH 


H.  G.  Stead,  jr. e. i.e.  - 

A.  L.  FURANNA,  S.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  annual  dinner  meeting  of  the  London  Branch  of 
the  Institute  was  held  on  Wednesday,  January  15th,  1941, 
at  the  Grange  Tea  Room. 

The  retiring  chairman,  Mr.  H.  F.  Bennett,  presided  over 
a  business  meeting  at  which  the  auditor,  Mr.  F.  Ball, 
presented  the  financial  statement  for  1940.  Officers  were 
elected  for  1941. 

The  guest  speaker  of  the  evening  was  Mr.  R.  E.  Laidlaw, 
K.C.,  assistant  regional  counsel  for  the  Canadian  National 
Railways.  His  subject  was  The  Machinery  of  the  Law. 
Mr.  Laidlaw  described  the  functions  of  the  various  courts 
from  the  daily  police  courts  to  the  Dominion's  last  Court 


of  Appeal,  the  Privy  Council  of  England.  The  intricate 
proceedings  of  the  law  were  illustrated  by  the  speaker  as 
he  led  the  meeting,  step  by  step,  through  the  imaginary 
case  of  one  charged  with  homicide.  All  through  the  address 
it  was  emphasized  how  the  seemingly  slow  and  tedious 
ceremony  of  the  courts  was  desgined  for  the  protection  and 
assurance  of  justice  to  the  accused.  In  his  concluding  words, 
Mr.  Laidlaw  indicated  the  development  of  justice  in  the 
courts  to  its  present  perfection,  by  comparing  actual  cases 
of  crimes  and  the  pronounced  sentences  in  the  days  of 
Bonnie  Prince  Charlie  with  those  of  today.  However,  in 
spite  of  this  quality  of  justice,  those  present  were  cautioned 
against  any  acts  or  circumstances  which  might  bring  the 
law  to  bear  upon  them. 

Concluding  the  meeting,  Mr.  E.  V.  Buchanan  proposed 
and  Mr.  J.  A.  Vance  seconded  a  vote  of  thanks  to  Mr. 
H.  F.  Bennett  for  his  services  as  branch  chairman  for  the 
past  two  and  a  half  years.  Mr.  Bennett  was  also  congratu- 
lated on  his  work  as  chairman  of  the  Committee  on  the 
Training  and  Welfare  of  the  Young  Engineer. 

There  were  fifty-six  members  and  guests  in  attendance 
at  dinner. 

MONCTON  BRANCH 
V.  C.  Blackett,  m.e.i.c.    -    Secretary-Treasurer 

A  dinner  meeting  of  Moncton  Branch  was  held  on  Decem- 
ber 19,  1940,  in  the  Palm  Room  of  the  Brunswick  Hotel. 
F.  0.  Condon,  chairman  of  the  branch,  presided.  During 
the  course  of  the  dinner  the  chairman  introduced  E.  L. 
Miles,  a  member  who  has  recently  come  to  Moncton,  J.  E. 
Gibault,  Assistant  General  Manager,  Canadian  National 
Railways.  The  guest  speaker  of  the  evening  was  Mr.  E.  C. 
Percy,  Assistant  District  Airways  Engineer,  who  read  a 
paper  prepared  by  Mr.  J.  A.  Wilson,  Controller  of  Civil 
Aviation,  entitled  Aerodrome  Construction  for  the 
British  Commonwealth  Air  Training  Plan.  The  paper 
was  illustrated  with  lantern  slides.  The  speaker  was  called 
upon  to  answer  numerous  questions,  and  a  lengthy  discus- 
sion followed.  A  vote  of  thanks  was  extended  Mr.  Percy 
on  motion  of  C.  S.  G.  Rogers,  seconded  by  Dean  H.  W. 
McKiel. 

MONTREAL  BRANCH 

L.  A.  Duchastel,  m.e.i.c.    -     Secretary-Treasurer 

On  November  21st,  1940,  the  Branch  held  its  Annual 
Student  Night.  A  good  attendance  (240)  was  noted  and 
four  excellent  papers  were  presented  on  a  competitive  basis. 
The  papers  and  speakers  were  as  follows:  Manufacture  of 
Modern  Refrigerators,  by  V.  G.  Griffin,  (McGill); 
Utilization  and  Disposal  of  Cannery  Wastes,  by 
Bernard  Beaupré,  (Ecole  Polytechnique);  Construction 
of  Boulder  Dam,  by  W.  C.  Brown,  (McGill);  Nomo- 
graphy,  by  Roger  Lessard,  (Ecole  Polytechnique). 

All  four  competitors  were  given  student  memberships  for 
the  year  1941  and  cash  prizes  were  awarded  to  Bernard 
Beaupré  and  V.  G.  Griffin  for  the  best  and  second  best 
papers.  While  the  judges  were  arriving  at  a  decision  a 
motion  picture  entitled  Liquid  Air  was  shown  through  the 
courtesy  of  the  Canadian  General  Electric  Company.  Re- 
freshments were  served  after  the  meeting. 

The  Romance  of  Water  was  the  title  of  a  paper  given 
by  Mr.  Norman  J.  Howard,  F.C.I.C.  on  November  28th, 
1940.  Mr.  Howard  is  director  of  water  purification  for  the 
City  of  Toronto,  and  president-elect  of  the  American  Water 
Works  Association.  The  paper  dealt  with  the  progress  made 
in  water  purification  and  analysis  during  the  past  century. 
The  subject  of  taste  and  colour  was  also  touched  by  Mr. 
Howard  who  is  a  specialist  on  the  matter.  The  paper  was 
illustrated  with  lantern  slides  and  preceded  by  a  courtesy 
dinner  at  the  Windsor  Hotel. 

On  December  5th,  Mr.  A.  Van  Winson  gave  a  talk  on 
Metalizing  which  was  followed  by  very  interesting  demon- 
strations showing  the  possibilities  of  metal  spraying.  A 
courtesy  dinner  was  held  at  the  Windsor  Hotel  before  the 
meeting. 


152 


March,  1911     THE  ENGINEERING  JOURNAL 


Hydraulic  Model  Experiments  was  the  title  of  an  in- 
teresting talk  given  on  December  12th  by  Dr.  Kenneth  C. 
Reynolds  on  the  newer  phases  of  hydraulic  experimentation. 
Dr.  Reynolds  is  a  professor  at  the  Massachusetts  Institute 
of  Technology  and  has  made  intensive  studies  of  the  flow 
of  water  in  open  channels.  His  paper  was  illustrated  by  a 
coloured  motion  picture  and  lantern  slides  and  was  pre- 
ceded by  a  courtesy  dinner  at  the  Windsor  Hotel. 

On  December  19th,  Mr.  J.  J.  Taylor  gave  a  paper  entitled 
High  Voltage  Insulators  which  was  illustrated  with  slides 
and  a  motion  picture  showing  dancing  conductors.  A  cour- 
tesy dinner  was  held  at  the  Windsor  Hotel. 

The  Annual  Meeting  of  the  Branch  was  held  on  January 
9th,  1941.  The  report  of  the  retiring  executive  and  the 
financial  statement  were  given.  The  scrutineers  presented 
their  report  and  the  results  of  the  election  were  announced. 

After  the  meeting  a  film  on  the  British  Navy  was  shown 
and  refreshments  were  served. 

On  January  16th,  Mr.  George  S.  Mooney  gave  a  paper 
entitled  Our  Cities — Their  Role  in  the  National 
Economy,  and  discussed  cities  as  centres  of  industry,  trade, 
transportation  and  culture. 

Professor  Louis  E.  Endsley  spoke,  on  January  23rd,  on 
Diesel  Electric  Locomotives  and  included  comparisons 
between  the  diesel  electric  and  the  steam  locomotive  as 
to  fuel  cost  and  repairs.  A  courtesy  dinner  was  held  at  the 
Windsor  Hotel. 

Prior  to  the  Branch  meeting,  the  Annual  General  Meeting 
of  the  Institute  for  1941  convened  for  transaction  of  formal 
business  and  was  adjourned  to  Hamilton  on  February  6th. 

On  January  30th,  the  Branch  held  its  Annual  Smoker 
at  the  Ritz  Carlton  Hotel.  The  attendance  was  over  500 
and  the  entertainment  was  given  in  a  gay  90's  atmosphere, 


everyone  being  provided  with  a  paper  moustache.  The 
Atterbury  players  provided  a  drama  and  members  of  the 
Montreal  Repertory  Theatre  furnished  several  short  songs 
and  dances.  A  very  enjoyable  evening  was  enjoyed  by 
everyone. 

On  February  3rd,  a  meeting  was  held  in  the  Bell  Tele- 
phone Auditorium  to  hear  Dr.  J.  O.  Perrine  speak  on 
Energy,  Frequencies  and  Noise  Relations  in  Line  and 
Amplifiers  of  Coaxial  Cables  and  other  Multi-channel 
Telephone  Systems.  Members  of  the  Institute  of  Radio 
Engineers  were  invited  to  attend  the  meeting  which  was 
preceded  by  a  courtesy  dinner  at  the  Windsor  Hotel. 

Through  the  courtesy  of  J.  L.  Busfield  the  members  of 
the  Branch  were  invited  to  attend  a  luncheon  of  the  Rotary 
Club  of  Montreal  on  February  11th,  to  hear  the  Hon.  C.  D. 
Howe  give  his  first  public  address  since  his  return  from 
England.  The  Branch  is  indebted  to  Mr.  Busfield  for  the 
opportunity  afforded  the  membership  to  attend  this  im- 
portant luncheon. 

On  February  13th,  Mr.  Gerald  N.  Martin  gave  a  paper 
entitled  Recent  Installations  of  Large  Power  Boilers 
in  England.  The  paper  was  a  descriptive  outline  of  recent 
trends  in  this  field  and  an  account  of  the  visits  made  by 
the  speaker  to  some  of  Britain's  latest  power  plants. 

Junior  Section 

On  November  21st,  the  Annual  Student  Night  was  held 
as  described  above. 

Mr.  Georges  L.  Archambault,  s.e.i.c,  gave  a  talk,  on 
December  2nd,  on  Automatic  Controls  in  Air  Condi- 
tioning. 

On  February  10th,  Mr.  Jacques  Hurtubise,  Jr. e. i.e.,  gave 
a  paper  on  Experimental  Research  on  Soil  Stabilization. 


MONTREAL 
BRANCH 
SMOKER 


Max  Sauer  tells  it  to  Lyman 
Playfair 


From  left   to  right:  Richard  L.  Hearn,  H.  C.  Fitz- 

James    (Vancouver),    A.    C.    D.    Blanchard,    Eric   P. 

Muntz,  G.  E.  Templeman. 


Well  posed  by  Messrs.  Jamieson,  Heartz,  Brown  and 
Laporte. 


From  left  to  right:  D.  R.  Eastwood,  Charles  Morri- 
son, Walter  Griesbach,  A.  G.  Sullivan. 


THE  ENGINEERING  JOURNAL    March,  1941 


153 


NIAGARA  PENINSULA  BRANCH 


Geo.  E.  Griffiths,  m.e.i.c. 
C.  G.  Cline,  m.e.i.c. 


Acting  Secretary-Treasurer 
Branch  News  Editor 


On  January  24th,  the  Branch  held  a  dinner  meeting  at 
the  Leonard  Hotel,  St.  Catharines,  with  an  attendance  of 
45.  In  the  absence  of  the  branch  chairman,  C.  H.  McL. 
Burns,  the  vice-chairman,  A.  L.  McPhail,  presided. 

The  speaker  of  the  evening  was  R.  W.  Angus,  professor 
of  mechanical  engineering  at  the  University  of  Toronto. 
He  was  introduced  by  J.  B.  McAndrew.  The  subject  was 
The  History  of  the  Development  of  Water  Turbines 
and  Pumps.  Professor  Angus  began  with  an  interesting 
account  of  the  pioneers  in  hydraulics.  Archimedes  (287- 
212  B.C.)  developed  the  science  of  hydrostatics  and  also 
made  use  of  the  block  and  tackle,  the  screw  and  the  lever. 
Vitruvius  (85  B.C.)  and  Frontinus  (35  A.D.)  helped  to 
build  and  operate  the  nine  aqueducts  at  Rome  and  have 
left  us  interesting  accounts  of  their  work.  Leonardo  da  Vinci 
(1452-1519  A.D.)  was  a  versatile  genius,  being  at  once  artist, 
sculptor  and  engineer.  In  New  York  city  there  is  a  display 
of  models  made  from  the  drawings  preserved  in  his  note- 
books, including  canals,  churches,  double-acting  pumps, 
gear  wheels,  guns,  a  flying  machine,  parachute,  air-pump 
and  saw-mill. 

This  introduction  was  followed  by  a  set  of  lantern  pic- 
tures, including  early  examples  of  undershot,  overshot  and 
breast  water  wheels,  with  both  straight  and  curved  vanes; 
Fourneyron  and  Francis  turbines;  propeller  and  Kaplan 
type  runners;  and  Pelton  wheels.  Also,  there  were  views 
of  a  number  of  modern  power  plants  in  both  Europe  and 
North  America  which  had  been  visited  by  the  speaker.  He 
showed  also  a  shorter  series  of  pictures  illustrating  in  a 
similar  manner  the  development  of  the  pump. 

A  vote  of  thanks  to  the  speaker  was  moved  by  W.  R. 
Manock. 

OTTAWA  BRANCH 
R.  K.  Odell,  m.e.i.c.    -    Secretary-Treasurer 

The  annual  meeting  of  the  Ottawa  Branch  was  held  on 
Thursday  evening,  January  9,  1941,  at  the  auditorium  of 
the  National  Research  Council  building,  Sussex  Street. 
Reports  for  the  past  year  were  presented  and  officers  elected 
for  the  forthcoming  year.  W.  H.  Munro,  retiring  chairman, 
presided  and  in  his  retiring  address  referred  to  the  branch 
having  had  a  most  successful  year. 

W.  L.  Saunders  reported  for  the  membership  committee. 

The  report  of  the  Proceedings  Committee,  by  W.  H. 
Norrish,  stated  that  twelve  meetings,  including  the  annual 
meeting  of  the  branch,  were  held  during  the  year.  Of  these, 
eight  were  luncheon  meetings,  one  of  which  was  held  at 
the  Ottawa  Technical  High  School.  Of  the  evening  meet- 
ings, two  were  held  jointly  with  the  Ottawa  Branch  of  the 
Canadian  Institute  of  Mining  and  Metallurgy.  The  average 
attendance  for  all  meetings  was  107  and  many  outside  en- 
gineers temporarily  stationed  in  Ottawa  were  freely  wel- 
comed to  the  luncheons  and  other  meetings. 

L.  A.  Wright  of  Montreal,  general  secretary  of  the 
Institute,  was  present  at  the  meeting  and  spoke  briefly.  He 
referred  to  the  steady  increase  in  membership  of  the  Insti- 
tute, stating  it  was  now  the  highest  in  fifteen  years. 

After  the  business  of  the  annual  meeting  proper  was 
concluded,  Dr.  Charles  A.  Robb,  professor  of  mechanical 
engineering  of  the  University  of  Alberta  at  the  time  of  the 
outbreak  of  the  present  war,  and  now  power  consultant 
of  the  Munitions  Branch,  Department  of  Munitions  and 
Supply,  gave  an  address  on  Gauges  for  Mass  Production. 

Through  the  courtesy  of  Dean  C.  J.  Mackenzie,  acting 
president  of  the  National  Research  Council,  the  members 
inspected  the  gauge  laboratory  where  some  of  the  methods 
of  testing  gauges  were  explained. 

At  the  close  of  the  meeting  light  refreshments  were 
served. 

At  the  noon  luncheon  at  the  Chateau  Laurier  on  Thurs- 
day, January  30,  Alan  Hay,  engineer  of  the  Ottawa  Subur- 


ban Roads  Commission  and  consulting  engineer  for  the 
Federal  District  Commission,  told  of  the  organization  so 
far  undertaken  in  Ottawa  and  vicinity  in  the  matter  of 
Air  Raid  Precautions.  The  luncheon  was  under  the  chair- 
manship of  W.  H.  Munro,  immediate  past  chairman  of  the 
branch. 

In  Canada  air  raid  precaution  work  is  being  carried  on 
through  national,  provincial  and  local  committees,  mostly 
on  a  voluntary  basis  so  as  to  ensure  a  normal  or  nearly 
normal  functioning  of  life  and  services  in  the  case  of  emerg- 
ency. It  is  the  aim  in  carrying  out  these  precautions  to 
maintain  the  morale  of  the  public,  to  keep  down  panic, 
to  educate  the  average  individual  how  he  can  protect  him- 
self, and  to  allow  certain  individual  volunteers  to  take 
training  to  fit  themselves  for  greater  service. 

A  national  committee  under  the  chairmanship  of  Dr.  R.  E. 
Wodehouse,  deputy  minister  of  the  Department  of  Pensions 
and  National  Health,  has  been  actively  engaged  in  this 
work  for  the  past  two  years,  with  parallel  efforts  undertaken 
by  the  Saint  John  Ambulance  Association  which  has  trained 
a  great  many  people  so  that  they  may  be  available  as  in- 
structors. Actually,  two  or  three  weeks  before  the  war, 
officials  from  the  Department  travelled  from  coast  to  coast 
in  the  interests  of  air  raid  precaution  work,  particularly 
in  connection  with  the  coast  cities,  so  that  immediately 
war  was  declared  some  of  them  could  have  readily  carried 
out  blackout  operations.  Some  of  these  cities,  stated  Mr. 
Hay,  have  now  reached  a  stage  of  preparation  quite  com- 
parable to  that  of  most  cities  in  the  British  Isles. 

The  organization  for  the  Ottawa  district  is  somewhat 
different  from  that  of  some  of  the  other  cities  on  account 
of  the  individual  conditions  prevailing  here,  including 
the  fact  that  it  is  the  seat  of  the  federal  government  and 
also  lies  astride  an  inter-provincial  boundary  between  two 
provinces.  The  federal  location  accordingly  extends  on  both 
sides  of  the  Ottawa  river  including  Britannia,  Deschenes, 
Hull  cement  works  to  the  Gatineau  Mills,  Rockcliffe  air- 
port, the  National  Research  Council  location  on  the  Mont- 
real Road,  and  Billings  Bridge,  or  55  square  miles  in  all.  A 
main  committee  on  policy  for  the  district  includes  the  heads 
of  the  various  municipalities  embraced,  as  well  as  others 
prominent  in  municipal  life,  with  Fred  Bronson,  chairman 
of  the  Federal  District  Commission,  as  chairman  of  the 
committee.  Working  committees  under  this  main  committee 
look  after,  respectively,  municipal  engineering,  fires,  police 
duties,  medical  health,  and  public  utilities,  with  a  sixth 
committee  consisting  of  the  chairman  of  the  other  five  to 
prevent  duplication  of  effort  and  to  co-ordinate  the  work. 
Mr.  Hay  himself  is  chairman  of  this  sixth  committee. 

Mr.  Hay  detailed  the  duties  of  these  various  committees. 
The  municipal  engineering  committee,  for  instance,  is  in 
charge  of  ordinary  repair  services  and  has  to  consider  ways 
and  means  of  restoring  services  that  may  be  affected.  Under 
the  fire  chief's  committee,  consideration  is  being  given  to 
the  use  of  small  type  apparatus  for  the  fighting  of  small 
fires.  For  instance,  small  fires  can  be  fought  with  a  pail  of 
sand  and  a  small  shovel,  and  in  England  such  equipment  is 
practically  a  household  necessity.  Also  there  are  pumps 
that  can  be  carried  by  hand  and  used  from  any  emergency 
water  source,  even  to  a  bucket  of  water. 

Regarding  the  efficacy  of  different  types  of  shelters  Mr. 
Hay  could  not  speak  from  first  hand  knowledge.  He  felt, 
however,  that  Canada's  geographical  situation,  the  more 
open  dispersal  of  population  in  the  Canadian  cities,  the 
backyards  and  front  lawns,  and  the  type  of  construction  of 
Canadian  homes  rather  favoured  the  people  of  this  country. 
Shelters  naturally  fell  into  two  types  of  design,  (1)  conceal- 
ment and  (2)  protection.  Concealment  may  be  effected  by 
taking  advantage  of  natural  topography  such  as  an  erec- 
tion against  a  hillside,  in  the  shadow  of  trees,  or  by  decen- 
tralizing plants  so  that  individual  units  are  in  out-of-the- 
way  places.  Another  idea  here  in  factory  construction  is 
the  "Ribbon"  principle  following  the  production  line,  so 
that  if  one  part  is  hit  production  may  be  detoured.  Regard- 


154 


March,  19 HI     THE  ENGINEERING  JOURNAL 


ing  protection  there  has  been  considerable  controversy  on 
the  relative  merits  of  large  and  small  shelters.  The  large 
shelter  can  be  built  at  a  lower  cost  per  individual,  and  keeps 
up  morale  in  affording  opportunity  for  community  efforts 
and  singsongs.  But  to  be  safe  it  should  be  50  feet  under- 
ground or  have  a  three-feet  thick  roof.  For  economic  reasons 
large  shelters  in  most  Canadian  cities  would  be  far  apart 
and  so  small  shelters  would  also  have  to  be  built. 

Relative  danger  during  air  raids  has  been  worked  out  as 
follows:  outside  and  standing  up  in  the  open,  100  per  cent 
danger;  outside  and  lying  down  in  the  open,  50  per  cent; 
in  a  frame  house,  30  per  cent;  in  a  protected  brick  house, 
12  per  cent;  in  a  reinforced  basement,  5  per  cent;  in  an 
Anderson  shelter,  2  per  cent;  and  in  a  heavy  concrete 
shelter,  no  danger. 

After  Mr.  Hay's  address  was  concluded,  Acting  Chair- 
man W.  H.  Munro  called  on  Dr.  R.  E.  Wodehouse,  who  was 
present,  to  address  the  meeting  briefly.  Dr.  Wodehouse  re- 
ferred to  the  plight  of  localities  that  had  believed  that 
"it  can't  happen  here"  and  indicated  the  course  of  pre- 
parations in  this  country.  Incidentally  he  mentioned  that 
underground  shelters  should  have  zigzag  entrances.  "A 
direct  entrance  invites  trouble,"  he  stated.  Also,  already 
England  has  made  over  sixty  million  gas  masks.  Interest  in 
gas  masks  over  there  had  waned  for  a  time  but  now  with 
the  threat  of  invasion  and  the  possibility  of  gas  being  in- 
cluded, it  has  revived  greatly. 

QUEBEC  BRANCH 

Paul  Vincent,  m.e.i.c.    -    Secretary-Treasurer 

Lundi  soir,  le  27  janvier,  nous  avions  le  plaisir  d'entendre 
Monsieur  Robert  Dorion,  m.e.i.c,  nous  parler  de  L'Admin- 
istration Municipale  par  un  Ingénieur-Gérant. 

Depuis  la  crise  économique  de  1929,  commença  le  confé- 
rencier, les  principales  cités  et  villes  ouvrières  de  la  province 
de  Québec  ont  subi  l'assaut  du  chômage  avec  un  déplorable 
résultat  sur  leurs  finances  et  leur  administration.  Après  dix 
ans  de  ce  système  plus  ou  moins  néfaste,  dit-il,  les  corps 
publics  en  sont  venus  à  se  demander  quel  serait  le  meilleur 
mode  d'administration  permettant  d'éviter  et  de  corriger 
si  possible  les  abus  et  les  excès  du  passé. 

Monsieur  Dorion  nous  prouva  que  le  meilleur  système 
administratif  des  cités  et  villes  est  bien  celui  de  la  gérance, 
surtout  par  un  ingénieur.  L'ingénieur-gérant  est  un  officier 
exécutif;  c'est  lui  qui  fait  exécuter  les  règlements  passés  au 
Conseil.  Le  gérant  exécute  et  le  Conseil  légifère.  Le  gérant 
est  aussi  l'agent  de  liaison  entre  les  membres  du  Conseil  et 
les  différents  corps  publics.  Il  s'intéresse  au  budget,  il  vérifie 
les  dépenses  et  les  revenus. 

Dans  la  province  de  Québec,  15  villes  ont  adopté  le 
système  de  gérance.  Ce  sont:  Westmount,  Outremont, 
Verdun,  Mont-Royal,  Lachine,  Montréal-Est,  St-Lambert, 
Arvida,  La  Tuque,  Grand'Mère,  Shawinigan  Falls,  Valley- 
field,  Val  d'Or,  Baie  Comeau  et  Témiscamingue. 

Il  est  intéressant,  dit  le  conférencier,  de  noter  que  pas 
une  de  ces  villes  ayant  adopté  l'administration  par  gérant 
ne  l'a  abandonnée.  Aux  Etats-Unis  ce  système  de  gérance 
fut  inauguré  en  1908;  aujourd'hui  on  compte  516  villes 
ainsi  administrées. 

L'ingénieur-gérant,  dit  en  terminant  M.  Dorion,  doit 
être  un  administrateur,  non  un  dictateur. 

Le  conférencier  répondit  avec  plaisir  aux  questions  que 
lui  posèrent  quelques-uns  des  membres  dans  l'auditoire. 

Monsieur  Adhémar  Laframboise  avait  présenté  M. 
Dorion,  et  il  fut  remercié  par  Monsieur  Lucien  Trempe. 
Monsieur  L.  C.  Dupuis,  président  de  la  Section  de  Québec, 
occupait  le  siège  présidentiel. 

The  successful  social  gathering  innovated  last  year  was 
repeated  this  year  in  a  more  formal  way. 

The  Quebec  Branch  held  a  ball  at  the  Quebec  Winter 
Club  on  Saturday  evening,  February  8th.  At  this  Fête 
Annuelle,  various  forms  of  entertainment  were  provided 
throughout  the  evening  and  the  guests  danced  to  the  or- 


Quehec  Branch  annual  dance,  Quebec  Winter  Club. 

chestra  of  Georges  Amyot.  For  those  who  did  not  dance, 
there  was  bridge  in  the  card  room. 

Through  the  fine  collaboration  of  Messrs.  Alex.L  ariviere, 
Léo  Roy,  Gerald  Molleur,  Roland  Lemieux,  Chas.  H. 
Boisvert  and  Gustave  St-Jacques,  the  success  of  this  formal 
gathering  exceeded  that  of  last  year.  One  hundred  and 
seventeen  people  kept  their  gay  spirit  all  evening  and  they 
went  home  with  reluctance. 

During  the  buffet  served  in  the  lounge  of  the  club,  Messrs. 
L.  C.  Dupuis  and  E.  D.  Gray-Donald,  respectively  chair- 
man and  vice-chairman  of  the  branch,  thanked  the  members 
for  their  fine  co-operation. 

All  present  expressed  their  enchantment  and  their  desire 
of  making  this  kind  of  activity  an  annual  affair. 

SAULT  STE.  MARIE  BRANCH 


C.  A.  Evans,  Jr.  e.i.c. 
N.  C.  Cowie,  Jr.  E.I.C. 


Secretary-  Treasurer 
Branch  News  Editor 


The  first  general  meeting  for  the  year  1941  was  held  in 
the  Grill  Room  of  the  Windsor  Hotel  at  6.45  p.m.  on  Friday, 
January  31st,  1941,  when  24  members  and  guests  sat  down 
to  dinner.  The  business  portion  of  the  meeting  began  at 
8.00  p.m.  with  Chairman  E.  M.  MacQuarrie  occupying 
the  chair.  The  minutes  of  the  Annual  Meeting  were  read 
and  adopted. 

The  chairman  then  called  upon  T.  F.  Rahilly,  general 
manager  of  the  Algoma  Steel  Corporation,  to  introduce  the 
speaker  of  the  evening,  Mr.  L.  F.  McCaffery  of  the  Algoma 
Steel  Corporation.  Mr.  Rahilly  in  a  few  words  told  of  Mr. 
McCaffery's  fitness  to  talk  on  the  subject,  The  Installa- 
tion and  Operation  of  Continuous  Strip  Mills,  as  the 
speaker  had  charge  of  some  of  the  biggest  plants  in  America. 
Mr.  McCaffery's  address  was  illustrated  with  motion 
pictures. 

At  the  conclusion  of  the  showing  of  the  films,  the  secre- 
tary was  asked  to  write  the  United  Engineering  Company 
of  Pittsburgh,  Pennsylvania  and  thank  them  for  their 
courtesy  in  supplying  us  with  the  films. 

TORONTO  BRANCH 


J.  J.  Spence,  m.e.i.c. 

D.  FORGAN,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


Students'  Night  has  been  a  successful  feature  on  the 
programmes  of  the  Toronto  Branch  for  several  years  past. 
This  year  it  was  held  during  the  meeting  of  January  16th, 
which  took  place  in  Hart  House.  As  has  been  the  case  in 
previous  Student  Nights,  the  meeting  was  principally  de- 
voted to  the  presentation  of  papers  by  members  of  the 
student  body.  This  one  was  no  exception  to  the  general 
run,  and  displayed  a  high  level  of  excellence  in  the  subject 
matter  and  in  the  presentation  of  the  individual  papers. 

About  forty  members  of  the  branch  assembled  to  hear 
the  six  prize-winning  papers  which  had  been  selected  out 


THE  ENGINEERING  JOURNAL     March,  1941 


155 


of  a  much  larger  number  of  contestants  by  the  Engineering 
Society.  Experience  has  shown  that  more  than  this  number 
cannot  properly  be  presented  in  the  time  normally  available 
for  a  Branch  meeting. 

The  branch  chairman,  Nicol  MacNicol,  presided  and  in- 
troduced the  speakers,  whose  subjects  were:  J.  W.  Ames — 
Future  Trend  in  Aircraft  Design;  B.  Etkin — Estima- 
tion of  Aircraft  Performance;  W.  D.  Ramore — A  Modern 
Method  of  Placing  Concrete;  P.  B.  Smith — Relay  Pro- 
tection of  Transformers;  G.  M.  Nixon — The  Co- Axial 
Cable  in  Telephone  Transmission;  D.  P.  MacVannell — 
Wind  Tunnel  Testing. 

At  the  conclusion  of  the  papers  and  while  the  judges 
(Messrs.  A.  B.  Cooper,  J.  Grieve,  D.  G.  Geiger)  were  con- 
sidering the  relative  merits  of  the  papers,  moving  pictures 
were  shown,  the  principal  of  these  being  a  film  in  techni- 
colour  showing  the  manufacture  of  nylon,  rayon,  and  sim- 
ilar products.  Just  previous  to  this  the  Institute  prize 
awarded  to  the  best  third  year  man  was  presented  by  Mr. 
Smithers  to  the  winner,  B.  K.  Smith. 

One  outstanding  feature  of  the  programme  was  the  large 
proportion  of  the  papers  devoted  to  aeronautical  subjects, 
an  indication  perhaps  of  present  trends  and  of  the  future 
direction  of  much  engineering  practice.  Another  was  the 
manner  in  which  the  papers  were  presented  by  their  authors. 
Ease,  confidence  and  clarity  characterized  the  delivery  of 
each  contestant,  and  the  use  of  notes  was  practically  negli- 
gible. In  his  concluding  remarks  the  chairman  voiced  the 
feeling  of  many  of  the  older  engineers  in  regard  to  the  im- 
pressions they  received,  comparing  the  present  training  and 
capabilities  of  students  along  these  lines  to  those  generally 
prevailing  in  the  days  when  the  old  timers  attended  uni- 
versity. 

VANCOUVER  BRANCH 


T.  V.  Berry,  m.e.i.c. 
A.  Peebles,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


A  programme  meeting  of  the  Vancouver  Branch  was  held 
on  Monday,  January  20th,  at  the  University  of  British 
Columbia.  Addresses  were  given  by  two  members  of  the 
university  faculty,  F.  A.  Forward,  associate  professor  of 
metallurgy,  and  W.  O.  Richmond,  assistant  professor  of 
mechanical  engineering. 

Professor  Forward  spoke  on  The  Heat  Treatment  of 
Steel.  He  dealt  chiefly  with  the  structure  of  metals  and 
alloys  and  the  principles  which  govern  heat  treating  tech- 
niques, rather  than  with  the  techniques  themselves;  point- 
ing out  that  an  understanding  of  these  principles  is  pre- 
requisite to  the  development  of  successful  alloying  or  heat 
treating  processes. 

All  metals  are  crystalline  in  structure,  and  the  nature 
of  the  crystals  determines  the  physical  properties  which 
the  metal  will  develop.  Changes  take  place  in  the  size  and 
alignment  of  the  crystals  when  a  metal  is  heated  or  when 
it  is  worked  by  rolling,  and  some  of  these  changes  are  stable 
while  others  will  revert  when  the  metal  returns  to  normal 
temperatures.  The  crystal  structure  of  irons  and  steels  is  a 
simple  one,  while  that  of  most  non-ferrous  metals  is  more 
complex  and  in  the  case  of  alloys  the  structure  is  highly 
intricate.  Some  crystals  are  cubic  in  form,  that  is,  the  atoms 
are  arranged  in  a  manner  which  builds  into  a  cube-shaped 
crystal,  in  some  cases  large  enough  to  be  identified  through 
the  microscope.  The  atomic  arrangement  varies  within  the 
cube  in  different  metals  but  the  cubic  crystal  remains.  Other 
metals  may  have  hexagonal  crystals,  or  still  more  complex 
shapes. 

Those  metals  exhibiting  a  simple  crystal  form  are  soft 
and  malleable,  while  those  of  a  complex  nature  are  hard 
and  brittle. 

Alloys  are  of  three  general  types,  a  mechanical  mixture, 
metals  mutually  soluble  in  one  another,  or  chemical  com- 
pounds. The  resulting  crystal  formation  and  physical  prop- 
erties are  determined  by  the  type  of  alloy,  according  to 
this  grouping.  The  grain  size  of  a  metal  is  also  related  to 


its  physical  properties.  In  general,  fine-grained  metals  are 
hard  and  brittle.  At  high  temperatures,  the  grains  of  metal 
will  grow  in  some  cases,  so  that  grain  size  control  is  an 
important  element  in  the  treatment  of  steel.  Rolling  will 
control  the  grain  size  to  a  considerable  extent. 

The  rate  of  cooling  of  a  metal  from  high  temperatures  is 
very  important  in  hardening  and  tempering  processes.  The 
effect  of  the  cooling  rate  can  be  modified  by  alloying  with 
other  metals,  in  some  instances  slowing  the  cooling  changes 
down  to  a  rate  which  permits  certain  working  of  the  metal 
while  it  is  in  some  desirable  but  unstable  crystalline  form. 

The  speaker  illustrated  the  above  material  with  lantern 
slides  showing  typical  eutectoid  curves  and  photo-micro- 
graphs of  iron  and  steel  in  some  of  their  many  forms. 

Professor  Richmond's  subject  was  The  Application  of 
Material  Tests  to  Design.. 

There  are  three  forms  of  loading  which  are  considered 
when  designing  structures  and  structural  parts.  These  are 
the  static  load,  the  variable  load,  and  the  impact  load.  In 
testing,  the  tensile  strength  test  is  used  for  static  loading. 
From  this  a  stress  strain  curve  is  obtained  which  serves  as 
a  basis  for  determining  design  stresses.  In  iron  and  steel,  a 
well  defined  yield  point  is  apparent,  but  in  other  metals 
the  curve  will  be  smooth  with  no  clearly  defined  point  be- 
yond which  permanent  deformation  occurs.  In  such  cases 
it  is  difficult  to  select  a  working  stress  limit.  In  most  non- 
ferrous  metals  some  permanent  strain  occurs  as  soon  as 
load  is  applied,  and  if  an  unloading  curve  is  plotted  it  will 
not  be  coincident  with  the  loading  curve  but  parallel  to  it. 
A  common  method  of  selecting  the  design  stress  is  to  use 
the  point  on  the  loading  curve  from  which  an  unloading 
curve  when  projected  bjick  would  show  a  permanent  strain 
of  0.2  per  cent  of  the  original  length  of  the  specimen. 

In  testing  for  variable  loading,  rapid  cycles  of  a  reversed 
bending  stress  are  used.  Fatigue  failure  results  from  the 
development  of  a  small  crack  or  fissure  between  the  grain 
clusters  in  the  metal,  and  the  gradual  spread  of  this  crack 
to  the  point  where  rupture  occurs.  Metals  do  not  crystal- 
lize due  to  reversed  stresses,  since  they  are  always  crystal- 
line in  structure.  This  is  an  erroneous  idea  rather  widely 
held. 

Dean  J.  N.  Finlayson,  branch  chairman,  presided  over 
the  meeting,  and  a  vote  of  thanks  was  tendered  by  W.  0. 
Scott,  vice-chairman.  About  sixty  members  and  guests  at- 
tended. Following  adjournment  in  the  lecture  room,  the 
party  was  conducted  through  the  mining  and  metallurgical 
laboratories  where  they  saw  demonstrations  of  equipment 
used  in  studying  the  structure  and  properties  of  metals. 

VICTORIA  BRANCH 

Kenneth  Reid,  m.e.i.c.    -    Secretary-Treasurer 

The  annual  meeting  of  the  Victoria  Branch  was  held  at 
Spencer's  Dining  Room,  Victoria,  on  January  17th,  1941, 
with  E.  W.  Izard  presiding.  The  meeting  was  preceded  by 
the  usual  dinner  at  6.30  p.m. 

Following  the  dinner  the  presentation  of  the  annual 
reports  and  the  financial  statement  were  made  by  the  chair- 
man and  the  secretary.  These  showed  the  branch  to  be  in 
a  very  healthy  state  with  a  small  surplus  over  operating 
expenditure  in  spite  of  considerable  increased  activity  in 
the  way  of  branch  meetings  during  the  past  year. 

The  election  of  officers  for  the  year  1941  resulted  in  the 
election  of  G.  M.  Irwin,  Victoria  City  engineer  as  chairman 
and  A.  S.  G.  Musgrave,  engineer  of  the  Municipality  of 
Oak  Bay,  as  vice-chairman.  Kenneth  Reid,  engineer  with 
the  Victoria  City  Light  Department,  was  returned  as  sec- 
retary-treasurer for  the  seventh  consecutive  term.  Other 
members  elected  to  the  executive  committee  were  J.  H. 
Blake,  Provincial  Forestry  Department,  A.  L.  Ford,  (re- 
tired), and  B.  T.  O'Grady,  of  the  Provincial  Department, 
of  Mines. 

Following  the  meeting  the  members  of  the  branch  were 
entertained  by  Mr.  D.  S.  Scott  with  several  reels  of  motion 


156 


March,   1941     THE  ENGINEERING  JOURNAL 


pictures,  one  on  the  sinking  of  the  Graf  Spee,  and  others 
depicting  the  nesting  habits  of  wild  fowl  around  Victoria 
and  vicinity,  including  sea-gulls  and  cormorants,  which 
proved  most  interesting.  At  the  conclusion  of  the  meeting 
a  hearty  vote  of  thanks  was  extended  Mr.  Scott  for  his 
very  fine  pictures. 

WINNIPEG  BRANCH 

C.  P.  Haltalin,  m.e.i.c.    -    Secretary-Treasurer 

The  annual  meeting  of  the  Winnipeg  Branch  of  the  Insti- 
tute was  held  on  February  6th,  1941. 

After  the  chairman's  address  the  various  committee  re- 
ports were  read  and  approved. 

Professor  G.  H.  Herriott  moved  a  hearty  vote  of  thanks 


to  the  retiring  chairman,  Mr.  H.  L.  Briggs,  for  his  excellent 
work  for  the  Branch  during  the  year. 

The  scrutineers'  report  showed  the  following  branch  offi- 
cers elected  for  the  year  1941 — Immediate  Past  Chairman: 
H.  L.  Briggs;  Chairman:  V.  Michie;  Secretary-Treasurer: 
C.  P.  Haltalin;  Executive  Committee:  C.  V.  Antenbring, 
H.  B.  Brehaut,  J.  T.  Dyment,  H.  W.  McLeod,  T.  E. 
Storey;  Chairman  of  the  Membership  Committee:  Mr.  E.  S. 
Braddell;  Chairman  of  the  Programme  Committee:  Mr. 
S.  G.  Harknett. 

At  the  conclusion  of  the  business  of  the  annual  meeting 
a  sound  film  entitled  "There  is  a  Difference"  was  shown  by 
courtesy  of  Mr.  L.  A.  Rodgers  of  the  Winnipeg  District 
Office  of  the  Canadian  General  Electric  Company. 

Refreshments  were  served  following  the  adjournment. 


News  of  Other  Societies 


ASSOCIATION  OF  PROFESSIONAL  ENGINEERS  OF 
THE  PROVINCE  OF  ONTARIO 

The  seventh  general  meeting  of  the  Association  of  Pro- 
fessional Engineers  of  the  Province  of  Ontario  was  held  in 
the  Roof  Garden  of  the  Royal  York  Hotel,  Toronto,  on 
Saturday  afternoon,  January  18th,  1941.  The  retiring  presi- 
dent, Mr.  J.  W.  Rawlins,  occupied  the  chair. 

In  a  few  brief  remarks  the  chairman  welcomed  not  only 
the  members  of  the  Association,  but  also  the  members  of 
the  Dominion  Council  of  Professional  Engineers  who  were 
present.  He  called  upon  Mr.  D.  A.  R.  McCannel  of  Regina, 
president  of  the  Dominion  Council,  to  introduce  the  mem- 
bers of  his  Council  to  the  gathering.  Mr.  J.  C.  Oliver, 
registrar  of  the  British  Columbia  Association  of  Professional 
Engineers,  was  also  welcomed  to  the  meeting. 

Mr.  Rawlins  briefly  reviewed  the  activities  of  the  Associa- 
tion during  the  past  year,  mentioning  the  fact  that  the  net 
increase  in  membership  for  the  year  was  124,  while  the  in- 
crease in  recorded  engineers-in-training  was  133.  He  further 
stated  that  the  Association  had  granted  bursaries  to  the 
value  of  $100.00  each  at  the  University  of  Toronto  and  at 
Queen's  University.  Detailed  reports  were  given  by  the 
chairmen  of  the  various  committees  of  Council. 

Mr.  S.  R.  Frost,  president-elect,  reported  that  the 
Association  had,  after  consideration  by  a  special  committee 
of  Council,  offered  its  assistance  to  the  Royal  Society  of 
Canada  in  making  a  survey  of  the  resources  of  our  country. 

In  the  absence  of  Dr.  A.  H.  Harkness,  chairman  of  the 
Committee  of  Consultants,  his  report  was  presented  by 
E.  A.  Cross;  after  which  Professor  L.  T.  Rutledge  presented 
the  report  of  the  Committee  on  the  Recording  of  Engineers- 
in-T raining.  He  pointed  out  that  provisions  were  being  made 
for  the  recording  as  engineers-in-training  of  graduates,  under- 
graduates and  students  serving  under  articles  who  have 
insufficient  experience  to  be  granted  registration. 

Mr.  S.  R.  Frost  presented  the  report  of  the  Finance  Com- 
mittee which  indicated  the  healthy  financial  position  of  the 
Association. 

The  report  of  the  Publicity  Committee  was  presented  by 
Mr.  R.  A.  Elliott;  Mr.  W.  C.  Miller  presented  the  report 
of  the  Legislation  Committee;  Mr.  J.  Clark  Keith,  the  report 
of  the  Committee  on  By-Laws  and  Code  of  Ethics;  and 
Mr.  N.  G.  McDonald,  the  report  of  the  Board  of  Examiners. 
Mr.  D.  A.  R.  McCannel  briefly  reviewed  the  activities  of 
the  Dominion  Council  during  the  past  year. 

The  highlight  of  the  meeting  was  the  report  presented  by 
Mr.  W.  P.  Dobson,  chairman  of  the  special  committee  on 
the  remuneration  of  salaried  engineers.  In  this  report,  the 
committee  requested  that  the  Association  recommend  the 
principle  "Job  Evaluation"  as  a  fair  criterion  in  determin- 
ing the  salaries  of  employees  and  render  every  assistance 
possible  to  corporations  endeavouring  to  use  this  principle 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


in  their  plants.  Mr.  J.  0.  Arrowsmith,  explained  the  mean- 
ing of  "Job  Evaluation"  and  used  lantern  slides  for  illus- 
tration. 

Mr.  A.  E.  MacRae  of  Ottawa  moved  a  vote  of  thanks 
to  the  1940  Council  for  the  excellent  report  which  they 
gave  of  their  activities  and  stated  that  the  membership 
was  indebted  to  them  for  the  time  they  had  devoted  to 
the  affairs  of  the  Association.  He  paid  particular  tribute 
to  Mr.  Rawlins,  the  past-president  who  had  been  a  member 
of  Council  since  1926. 

In  closing,  Mr.  Rawlins  introduced  the  1941  Council  to 
the  members. 

Approximately  250  members  were  present  at  the  dinner 
which  immediately  followed  when  Mr.  George  C.  Bateman, 
president  of  the  Canadian  Institute  of  Mining  and  Metal- 
lurgy and  Metals  Controller  of  Canada  spoke  on  the  sub- 
ject, The  Role  of  the  Engineer  in  Peace  and  War. 

Mr.  J.  W.  Rawlins,  retiring  president,  occupied  the  chair. 
Grace  was  asked  by  Canon  H.  J.  Cody,  president  of  the 
University  of  Toronto.  A  toast  to  the  sister  professions  was 
proposed  by  Mr.  D.  A.  R.  McCannel,  president  of  the 
Dominion  Council  of  Professional  Engineers  and  replied  to 
by  Dr.  A.  B.  Whytock,  president  of  the  Ontario  Medical 
Association. 

The  speaker  of  the  evening  was  introduced  by  the  Hon. 
Charles  McCrae,  former  Minister  of  Mines  for  Ontario. 
Others  at  the  head  table  were:  Mayor  F.  J.  Conboy,  repre- 
senting the  City  of  Toronto;  A.  J.  Hazelgrove,  representing 
the  Ontario  Association  of  Architects;  Peter  White,  K.C., 
representing  the  Law  Society  of  Upper  Canada;  J.  Clark 
Keith,  representing  the  Engineering  Institute  of  Canada; 
G.  E.  Berkeley,  representing  the  Ontario  Land  Surveyors; 
F.  W.  MacNeill,  representing  the  Association  of  Professional 
Engineers  of  British  Columbia;  C.  C.  Kirby,  representing 
the  Association  of  Professional  Engineers  of  New  Bruns- 
wick; Major  F.  S.  Milligan,  District  Engineering  Officer, 
M.D.  No.  2;  Professor  R.  E.  Jamieson,  representing  the 
Corporation  of  Professional  Engineers  of  Quebec;  E.  P. 
Muntz,  representing  the  National  Construction  Council; 
R.  C.  Poulter,  representing  the  Affiliated  Engineering  & 
Allied  Societies  in  Ontario;  S.  R.  Frost,  president-elect; 
W.  C.  Miller,  vice-president-elect;  W.  P.  Dobson,  a  past- 
president  of  the  Association;  and  Lieut. -Col.  A.  D.  Le  Pan 
also  a  past-president  of  the  Association. 

Certificates  were  presented  by  the  Chairman  to  the  two 
students  who  had  won  the  bursaries  of  the  Association  in 
1940:  Mr.  V.  M.  Wallingford  of  the  University  of  Toronto 
and  Mr.  Norman  Grandfield  of  Queen's  University. 

Mr.  J.  W.  Rawlins,  the  retiring  president,  installed  into 
office  Mr.  Stanley  R.  Frost,  the  incoming  president. 


THE  ENGINEERING  JOURNAL     March,  1941 


157 


Meeting  of  the  Dominion  Council  of  Professional  Engineers 
held  at  the  Royal  York  Hotel,  Toronto,  on  January  20th  and 
21st,  1941;  From  left  to  right— J.  W.  Rawlins,  Past-President 
of  the  Ontario  Association;  Prof.  II.  R.  Webh,  representing 
the  Alberta  Association;  P.  Rurke-Gaffney,  representing  the 
Manitoba  Association;  J.  C.  Oliver,  Registrar  of  the  Rritish 
Columbia  Association;  F.  W.  MacNeill,  representing  the 
Rritish  Columbia  Association;  M.  Rarry  Watson,  Secretary- 
Treasurer;  I).  A.  R.  McCannel,  representing  the  Saskatchewan 
Association;  C.  C.  Kirby,  representing  the  New  Rrunswick 
Association;  F.  W.  W.  Doane,  representing  the  Nova  Scotia 
Association;  Prof.  R.  E.  Jamieson,  representing  the  Quebec 
Corporation  and  W.  P.  Dobson,  representing  the  Ontario 
Association. 

ASSOCIATION  OF  PROFESSIONAL  ENGINEERS  OF 
NOVA  SCOTIA  1941  ANNUAL  MEETING 

The  1941  Annual  Meeting  of  the  Association  of  Profes- 
sional Engineers  of  Nova  Scotia  was  held  in  the  Mechanical 
Laboratory  Building  of  the  Nova  Scotia  Technical  College, 
Halifax,  N.S.,  on  Thursday,  January  23rd,  1941,  commenc- 
ing at  2.30  p.m. 

The  president,  Mr.  R.  B.  Stewart,  was  in  the  chair  and 
about  fifty  members  were  present. 

The  president  reported  that  during  the  year  past  four 
meetings  of  the  Council  had  been  held  at  which  the  usual 
committees  had  been  appointed,  applications  for  member- 
ship considered  and  routine  business  discussed. 

The  agreement  between  the  two  engineering  bodies  of 
the  province,  which  had  been  consumated  at  the  1940  joint 
banquet  had  resulted  in  a  very  close  co-operation  of  the 
two.  Of  our  present  membership  of  232,  some  199  are  mem- 
bers of  both  the  Institute  and  the  Association,  and  some 
33,  of  which  12  are  outside  of  the  province  and  not  eligible 
for  membership  in  the  Nova  Scotia  branches  of  the  Insti- 
tute, are  members  of  the  Association  only. 

The  question  of  bringing  the  graduate  engineers,  who  are 
not  as  yet  eligible  for  membership,  more  closely  in  touch 
with  the  activities  of  the  Association  was  given  a  good  deal 
of  attention  during  the  year.  A  by-law  with  this  in  view 
drafted  by  a  special  committee  and  approved  by  Council 
was  submitted  to  the  Association  by  letter  ballot  at  the 
end  of  the  year. 

In  conclusion,  the  president  thanked  the  members  of 
Council  for  their  help  and  co-operation  during  the  year 
and  especially  the  past  president,  Mr.  Gray,  and  President- 
Elect  Allan  for  their  valuable  help  on  Council. 

The  registrar  reported  a  total  membership  of  231. 

Members  of  Association  only  in  the  province 18 

Members  of  Association  outside  of  the  province 12 

Members  of  Association  and  E.I.C 201 

231 

Of  the  total  joint  members,  14  were  admitted  by  direct 
application  to  the  Association  and  36  were  admitted  by 
application  through  the  E.I.C.  branches  during  the  year. 
79  Association  members  took  advantage  of  the  co-operative 
agreement. 

Professor  Copp  asked  the  opinion  of  the  meeting  regard- 
ing the  appointment  of  a  central  examining  board  as  pro- 


posed by  the  Dominion  Council.  In  this  connection  the 
president  read  F.  W.  W.  Doane's  report  of  proceedings  at 
the  last  Dominion  Council  meeting  as  published  in  the 
Association's  1939  Year  Book,  which  showed  that  Mr. 
Doane  did  not  look  very  favourably  on  the  proposition. 
Considerable  discussion  ensued  and  the  consensus  of  opinion 
expressed  seemed  to  indicate  that  our  Association  could  not 
see  the  necessity  for  the  appointment  of  a  central  exam- 
ining board. 

The  financial  statement  showed  income  during  the  year 
of  $2,850.86.  Expenditures  amounted  to  $2,585.51  leaving 
a  balance  for  the  year  of  income  over  expenditure  of  $265.35 
which  included  dues  paid  in  advance  of  $130.00.  The  balance 
carried  from  1939  amounted  to  $994.50  making  a  deposit 
in  the  bank  of  $1,259.85  at  December  31st,  1940. 

Assets  including  investments,  accrued  interest  and 
amounts  outstanding  estimated  collectable  $6,179.00  and 
liabilities  nil. 

The  scrutineers  reported  on  amendments  to  by-laws  as 
follows: 

For  the  amendment,  97;  against  the  amendment,  3; 
spoiled  ballots,  1;  for  officers  of  the  Association,  the  scru- 
tineers reported  as  follows: 

President,  J.  L.  Allan;  Vice-President,  D.  G.  Dunbar; 
Councillors:  Dr.  A.  E.  Cameron,  Professor  W.  P.  Copp, 
J.  R.  Morrison  and  J.  K.  McKay. 

President  Stewart  thanked  the  retiring  councillors  for 
their  support  and  warmly  welcomed  the  newly  elected  presi- 
dent and  officers  of  the  Association. 

Mr.  Allan  then  took  the  chair  and  expressed  the  hope 
that  he  and  the  newly  elected  officers  would  be  able  to 
carry  on  the  business  of  the  Association  as  successfully  as 
the  retiring  president  and  1940  officers  had  done. 

The  joint  banquet  which  followed  is  reported  in  the  news 
of  the  branches  section  of  this  issue,  under  Halifax  Branch. 

ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  ALBERTA 

In  accord  with  the  by-laws,  the  Nominating  Committee 
appointed  following  the  Annual  Meeting  on  March  30, 
1940,  has  nominated  the  following  slate  for  the  vacancies 
to  be  filled  on  Council: 

President:  W.  E.  Cornish;  Vice-Presidents:  S.  G.  Coultis, 
L.  C.  Stevens;  Civil  Councillors:  G.  P.  F.  Boese,  C.  S. 
Clendening;  Electrical  Councillors:  W.  I.  McFarland,  R.  D. 
Wagner;  Mechanical  Councillors:  R.  R.  Couper,  W.  S. 
White;  Mining  Councillors:  C.  S.  Donaldson,  A.  C.  Dunn. 

Annual  Meeting 

The  Annual  Meeting  will  be  held  on  March  22,  1941, 
so  nominations  made  under  this  clause  should  be  in  the 
hands  of  the  Registrar  on  or  before  February  10,  1941. 

Ballot  on  Classification 

The  Engineering  Profession  Act  of  the  Province  of  Alberta 
divides  the  membership  for  voting  purposes  and  for  elec- 
tion of  councillors,  into  four  groups,  namely  :  civil,  electrical, 
mechanical  and  mining  engineering.  Modern  engineering 
embraces  so  many  additional  branches  as  well  as  specialized 
subdivisions  of  these  four  main  classifications,  that  many 
members  felt  that  they  were  wrongly  classified.  A  committee 
was  appointed  to  study  the  question  and  the  recommenda- 
tion was  to  the  effect  that  steps  be  taken  to  have  the  Act 
amended  to  abolish  all  such  classification  of  members  and 
that  Council  should  be  nominated  from  the  membership 
at  large. 

On  receipt  of  this  report  the  20th  Annual  Meeting,  held 
in  March,  1940,  felt  that  it  was  a  matter  on  which  all 
members  should  express  an  opinion  and  that  a  ballot  should 
therefore  be  sent  out  to  obtain  the  views  of  all  members. 

The  results  of  the  ballot,  canvassed  last  December,  show 
that  131  members  voted  in  favour  of  the  abolition  of  the 
classification  and  16  were  against  such  amendment. 


158 


March,   1941     THE  ENGINEERING  JOURNAL 


Library  Notes 

ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 


Analytical  Mechanics  for  Engineers: 

By  Fred  B.  Seely  and  Newton  E.  Ensign, 
New  York,  John  Wiley  &  Sons,  1941. 
450  pp.,  6   x  9H  in.  $3.75. 

Experimental  Electrical  Engineering: 

By  V.  Karapetoff  revised  by  Boyd  C.  Den- 
nison.  4th  éd.,  New  York,  John  Wiley  & 
Sons,  1941.  814  pp.,  6  x9}4  in.  $7.50. 

Mastering  Momentum: 

By  Lewis  K.  Sillcox,  New  York,  Simmons- 
Boardman  Publishing  Corporation,  1941. 
274  pp.,  6\i  x  9\i  in.  $2.50. 

Metallurgy  of  Deep  Drawing  and  Pressing 

By  J .  Dudley  Jevons,  New  York,  John 
Wiley  &  Sons,  1940.  699  pp.,  10  x  6  in., 
$10.00. 

Practical  Solution  of  Torsional  Vibration 
Problems: 

By  W.  Ker  Wilson,  New  York,  John  Wiley 
&  Sons,  1940.  731  pp.,  8%x5y2  in.,  $8.00. 

Simplified  Design  of  Roof  Trusses  for 
Architects  and  Builders: 

By  Harry  Parker,  New  York,  John  Wiley 
&  Sons,  1941.  195  pp.,  5x8  in.  $2.75. 

Storage  Batteries: 

By  George  Wood  Vinal,  New  York,  John 
Wiley  &  Sons,  1940.  464  pp.,  6  x  9\i  in. 

PROCEEDINGS,  TRANSACTIONS 

Institution  of  Mechanical  Engineers: 

Proceedings,  Vol.  143,  1940. 
Junior  Institution  of  Engineers: 

Journal  and  Transactions,  Vol.  50,  1939- 
1940. 

REPORTS 
Bell  Telephone  System: 

Co-ordination  of  Power  and  Communica- 
tion Circuits  for  Low-fi  equency  Induc- 
tion; Feedback  Amplifier  Design;  Cross- 
talk between  Coaxial  Conductors  in  Cable; 
Analysis  of  the  Ionosphere;  Crosstalk  in 
Coaxial  Cables;  Compressed  Powdered 
Molybdenum  Permalloy;  High  Accuracy 
Heterodyne  Oscillators;  High-gain  Ampli- 
fier for  150  Megacycles;  Sound  Measure- 
ment Objectives  and  Sound  Level  Meter 
Performance;  Helium  the  Superfluid; 
Rectilinear  Electron  Flow  in  Beams;  Tem- 
perature Effects  in  Secondary  emission; 
X-ray  Examination  of  Polyisobulylene; 
The  Subjective  Sharpness  of  Simulated 
Television  Images;  Cross-modulation  in 
Multichannel  Amplifiers;  Manufacture  of 
Quartz  Crystal  Filters;  The  Carrier  Nature 
of  Speech  Radio  Extension  Links  to  the 
Telephone  System;  Results  of  the  World's 
Fair  Hearing  Tests;  Equilibrium  Relations 
in  the  Solid  State  of  iron-cobalt  System; 
Studies  in  Boundary  Lubrication-1  ;  Ultra- 
short-wave  Transmission  over  a  39  Mile 
"Optical"  Path. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey  Memoirs: 

Geology  of  the  Southern  Alberta  Plains  by 
L.  S.  Russell  and  R.  W.  Landes,  Ottawa, 
1940.  Memoir  221. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey  Papers: 

Preliminary  Map  George  Creek,  Alberta, 
Paper  40-1 7;  Preliminary  Report  Natural 
Gas  in  Brantford  Area,  Ontario,  Paper 
40-22. 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of  New    Books    and    Publications 


Canadian  Engineering  Standards  Associ- 
ation : 

Standard  Specification  for  Western  Red 
Cedar  Poles,  C  15  (B),  1940;  Standard 
Specifiction  for  Creosote  Preservative 
Treatment  of  Red,  Jack  and  Lodgepole  Pine 
Poles  and  Reinforcing  Stubs  by  Pressure 
Process  C  15  (D),  1940;  Standard  Speci- 
fication for  Red,  Jack  and  Lodgepole  Pine 
Timber  for  Poles  and  Reinforcing  Stubs 
C  15  (C),  1940. 

Electrochemical  Society — Preprints  : 

High  Temperature  Metallic  Résister  Fur- 
naces; The  Photovoltaic  Effect;  The  Con- 
stitution and  Properties  of  Cyanide  Plating 
Baths;  Investigation  of  Lead  Anodes  in 
the  Electrolysis  of  Zinc  Sulfate  Solutions; 
Preprints  No.  79-5  to  79-8. 

Metropolitan  Water  District  of  Southern 
California  : 

Annual  Report  for  the  Period  July  1, 1938, 
to  June  30,  1940. 

Montreal  Light  Heat  &  Power: 

Twenty-fourth  Annual  Report,  1940. 
National  University  of  Ireland: 

Calendar  for  the  Year  1939. 

U.S. Department  of  Commerce — Building 
Materials  and  Structures: 

Structural  Properties  of  Two  Nonrein- 
forced  Monolithic  Concrete  Wall  Construc- 
tions, BMS  61. 

U.S.   Department  of  the   Interior — Geo- 
logical Survey  Bulletin: 

Subsurface  Geology  and  Oil  and  Gas  Re- 
sources of  Osage  County,  Oklahoma,  900-E; 
Tungsten  Deposits  of  the  Atolia  District 
San  Bernardino  and  Kern  Counties,  Cali- 
fornia, 922-H;  Antimony  Deposits  of  a 
Part  of  the  Yellow  Pine  District  Valley 
County,  Idaho,  922-1;  Antimony  Deposits 
of  the  Wildrose  Canyon  Area,  Inyo 
County,  California,  922-K;  Tin  Deposits 
of  the  Black  Range  Catron  and  Sierra 
Counties,  New  Mexico,  922-M. 

U.S.   Department   of  the   Interior — Geo- 
logical Survey  Water  Supply  Paper: 

Ohio  River  Basin,  Pt.  3,  Paper  853. 

BOOK  NOTES 

The  following  notes  on  new  books  ap- 
pear here  through  the  courtesy  of  the 
Engineering  Societies  Library  of  New 
York.  As  yet  the  books  are  not  in  the 
Institute  Library,  but  inquiries  will  be 
welcomed  at  headquarters,  or  may  be 
sent  direct  to  the  publishers. 

A.S.T.M.   STANDARDS  ON  COAL  AND 
COKE 

Prepared  by  Committee  D-5  on  Coal  and 
Coke,  December,  1940.  American  Society 
for  Testing  Materials,  Phila.,  Pa.  126  pp., 
Mus.,   diagrs.,   charts,  tables,  9x6  in., 
paper,  $1.25. 
The  various  A.S.T.M.  methods  of  testing, 
definitions  and  specifications  for  coal  and  coke 
are  brought  together  in  convenient  form,  to- 
gether  with  the   standard  specifications  for 
the  classification  of  coal  according  to  rank  and 
grade.  Among  the  thirty-four  standards  given 
is  one  covering  the  sieves  used  for  testing. 

A.S.T.M.   VISCOSITY  INDEX  TABLES. 

31  pp.,  50c. 
A.S.T.M.    CONVERSION    TABLES    FOR 
KINEMATIC   AND   SAYBOLT  UNI- 
VERSAL VISCOSITIES.  10  pp.,  25c. 

American  Society  for  Testing  Materials, 
Phila.,  Pa.,  tables,  9x6  in.,  paper. 


The  viscosity  tables,  which  are  based  on 
the  tentative  method  for  calculating  the  vis- 
cosity index,  provide  a  tabulation  of  the  index, 
calculated  from  basic  Saybolt  universal  vis- 
cosity, against  Saybolt  at  100  seconds  under 
Saybolt  values  at  210  degrees  fahrenheit  for 
40  seconds  to  161  seconds. 

The  conversion  tables,  which  are  based  on 
the  standard  method  for  the  conversion  of 
kinematic  viscosity  to  Saybolt  universal  vis- 
cosity, provide  a  quick  conversion.  The  tables 
range  from  2.00  to  330.0  centistokes  by  incre- 
ments of  0.01,  0.02,  0.10  and  0.20,  depending 
on  the  range. 

The  two  tables  are  particularly  of  interest 
in  the  field  of  petroleum  products  and  lubri- 
cants. 

AIRPLANE  METAL  WORK.  Vol.  2:  Air- 
plane Sheet  Metal  Shop  Practice. 

By  A.  M.  Robson.  D.  Van  Nostrand  Co., 
New  York,  1940. 109  pp.,  Mus.,  blueprints, 
tables,  10  x  7  in.,  paper,  $1.25. 

This  book  is  intended  for  mechanics  actively 
engaged  in  the  aircraft  industry  and  for  pro- 
spective mechanics  in  training.  Following  a 
general  discussion  of  work  habits  and  conduct, 
the  author  presents  practical  information 
about  specific  job  operations  and  shop  prac- 
tices, including  questions  and  answers.  There 
is  also  a  full  list  of  tool  and  miscellaneous 
equipment  and  other  supplies  for  the  airplane 
sheet-metal  shop. 

APPLIED  CHEMISTRY  FOR  ENGIN- 
EERS 

By  E.  S.  Gyngell.  Edward  Arnold  &  Co., 
London;  Longmans,  Green  &  Co.,  New 
York,  1940.  328  pp.,  Mus.,  diagrs.,  charts, 
tables,  9  x  5lA  in.,  cloth,  $4.00. 

The  chemistry  of  materials  and  processes 
used  by  the  engineer  is  dealt  with  in  a  prac- 
tical manner.  Major  topics  discussed  are  fuels 
and  combustion,  metallic  corrosion,  paints  and 
varnishes,  water  treatment  and  sewage  dis- 
posal, cements,  and  lubrication.  Metallurgy 
is  omitted  because  of  its  large  scope  and  good 
coverage  elsewhere.  No  details  are  given  of 
methods  of  analysis  or  testing,  but  books 
covering  these  phases  are  included  in  the 
selected  bibliographies. 

AUDEL'S  SHIPFITTER'S  HANDY  BOOK 

By  R.  Newstead.  Theo.  Audel  &  Co.,  New 
York,  1940.  252  pp.,  Mus.,  diagts.,  charts, 
tables,  7x5  in.,  cloth,  $2.00. 

This  practical  treatise  on  steel  shipbuilding 
and  repairing  is  presented  in  simple  form  for 
the  benefit  of  the  average  ship  worker.  All 
phases  of  ship  construction  are  covered,  in- 
cluding production  planning  and  modern 
welding  practice.  There  are  a  glossary  of 
marine  and  shipbuilding  terms,  a  list  of  terms 
and  abbreviations  for  marking  plates  and 
templates,  and  many  helpful  illustrations. 

(The)  AXIAL  ADJUSTMENT  OF  DEEP- 
WELL  TURBINE  PUMPS.  (Univer- 
sity of  California  Publications  in 
Engineering,  Vol.  4,  No.  2,  pp.  19-26) 

By  M.  P.  O'Brien  and  R.  G.  Folsom. 
University  of  California  Press,  Berkeley 
and  Los  Angeles,  Calif.,  1940.  25  pp., 
Mus.,  diagrs. k  charts,  tables,  11  x  18  in., 
paper,  25  cents. 

The  effect  of  axial  adjustment  on  deepwell 
turbine  pumps  is  considered  to  depend  upon 
the  impeller  design.  Results  of  experimental 
investigations  are  presented  showing  the  effect 
and  reactions  with  both  semi-open  and  closed 
impellers. 


THE  ENGINEERING  JOURNAL     March,  1941 


159 


COFFERDAMS 

By  L.  White  and  E.  A.  Prentis.  Columbia 
University  Press,  New  York,  1940.  273  pp., 
Mus.,  diagrs.,  charts,  maps,  tables,  9%  x 
6  ins.,  cloth,  $7.50. 
Based  largely  on  experience  gained  by  the 
authors  during  several  years  of  work  along 
the  Mississippi  River,  this  practical  manual 
contains  the  essentials  of  scientific  cofferdam 
construction.   Hydrodynamic  considerations, 
erosion  and  earth  pressures  are  discussed  as 
well   as   the    construction    of    representative 
types.  The  book  is  well  illustrated  and  con- 
tains a  brief  glossary  and  a  bibliography. 

(The)  DESIGN  OF  HIGH  PRESSURE 
PLANT  AND  THE  PROPERTIES  OF 
FLUIDS  AT  HIGH  PRESSURES 

By  D.  M.  Newitt.  Clarendon  Press,  Ox- 
ford, England;  Oxford   University  Press, 
New  York,  1940.  491  pp.,  Mus.,  diagrs., 
charts,  tables,  10  x  6  in.,  cloth,  $10.00. 
The  first  part  of  this  book  is  devoted  to 
the  kinds  and  properties  of  materials  used 
in  the  construction  of  high-pressure  plant  and 
equipment,  the  calculation  of  the  stresses  and 
strains  which  must  be  dealt  with,  practical 
design   data  and  the   measurement  of   high 
pressures.    In    part    II  the  pressure-volume- 
temperature  relationships  of  gases  and  liquids, 
the  equation  of  state  problem  and  the  influ- 
ence of  pressure  upon  such  properties  as  vis- 
cosity,   solubility    and   refractivity    are    dis- 
cussed. Details  of  experimental  methods  and 
procedure    are   given    where   necessary,    and 
numerous  illustrations  and  tables  of  data  are 
included  in  the  text  and  in  appendixes. 

ELECTRICAL  MEASUREMENTS  AND 
MEASURING  INSTRUMENTS 

By  E  W.  Golding.  3  ed.  Sir  Isaac  Pitman 
&    Sons,    London;    Pitman    Publishing 
Corp.,  New  York,  1940.  828  pp.,  Mus., 
diagrs.,  charts,  tables,  9  x  5l/2  in.,  cloth, 
$7.50. 
Originally  designed  to  cover  the  knowledge 
required  for  certain  British  examinations,  this 
textbook  has  been  expanded  to  meet  the  re- 
quirements of  electrical  engineers  in  general. 
The  theory  and  use  of  all  types  of  electrical 
measuring  instruments  and  methods  are  com- 
prehensively covered,   including  the   mathe- 
matical derivations  for  wave-forms  and  tran- 
sient   phenomena.    Reference    bibliographies 
appear  at  the  ends  of  the  chapters,  and  there 
is  a  large  group  of  examination  questions  with 
answers. 

ELECTROMAGNETIC  THEORY 

By  J.  A.  Stratton.  McGraw-Hill  Book  Co., 

New   York  and  London,   1941-  615  pp., 

diagrs.,  charts,  tables,  9x6 in.,  cloth,  $6.00. 

In   this  advanced  text  the  author  places 

primary  emphasis  on   dynamic  rather   than 

static    field    theory,    postulating    Maxwell's 

equations  from  the  outset.   A   mathematical 

formulation  of  the  general  theory  is  followed 

by  a  comprehensive  investigation  of  energy 

and  stress  relations.  The  properties  of  static 

fields  are  then  discussed,  and  the  rest  of  the 

book  is  devoted  to  the  propagation  of  plane, 

cylindrical  and  spherical  waves,  the   theory 

of  radiation,  and  boundary-value  problems. 

There  are  groups  of  illustrative  problems. 

ELEMENTARY    ENGINEERING    THER- 
MODYNAMICS 

By  V.  W.  Young  and  G.  A.  Young.  2  ed- 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1941-    243   pp.,    diagrs.,    charts, 
tables,  9%  x  6  in.,  cloth,  $2.75. 
This    textbook    presents    the    fundamental 
theoretical  basis  for  an  accompanying  course 
in  practical  heat  engineering.   All  important 
topics  are  covered  in  a  simple,  concise  man- 
ner, with  many  illustrative  examples.  The  new 
edition  make?  use  of  the  more  modern  Keenan 
and  Keyes  steam  tables,  which  were  not  avail- 
able for  the  first  edition. 

EXPLORATION  GEOPHYSICS 

By  J.  J.  Jakosky.   Times-Mirror  Press, 


Los  Angeles,  Calif.,  1940.  786  pp.,  Mus., 
diagrs.,  charts,  tables,  9x6 in.,  cloth,  $8.00. 
The  chief  object  of  this  book  is  to  describe 
the  fundamental  theories,  equipment  and  field 
techniques  of  the  recognized  exploratory  geo- 
physical methods,  and  to  illustrate  their  appli- 
cation to  problems  of  economic  geology.  An 
early  chapter  presents  the  geologic  and 
economic  background,  and  succeeding  chap- 
ters deal  respectively  with  magnetic,  gravi- 
tational, electrical,  siesmic,  geochemical  and 
geothermal  methods.  Drill  hole  investigations 
and  oil  well  production  problems  are  also 
considered.  In  addition  to  literature  references 
in  the  text  there  is  a  patent  bibliography  ap- 
pended to  each  chapter. 

EXTERIOR  BALLISTICS,  a  reprint  of 
Chapters  X  and  XII  from  "Elements 
of  Ordnance" 

By  T.  J .  Hayes.  John  Wiley  &  Sons,  New 
York,  1940.  98  pp.,  Mus.,  diagrs.,  charts, 
tables,  9x6  in.,  paper,  $1.00. 
This  pamphlet   contains  two   chapters  of 
Hayes's  "Elements  of  Ordnance",  the  text- 
book used  by  cadets  at  West  Point.  These 
chapters   deal   with   Exterior   Ballistics   and 
Bombing   from    Airplanes,    two    subjects   of 
direct  interest  in  courses  of  study  connected 
with  the  national  defense  programme.  The 
reprint  makes  the  text  available  at  a  modest 
price. 

GEAR  DESIGN  SIMPLIFIED 

By  F.  D.  Jones.  2  ed.  Industrial  Press, 
New  York,  1940.  139  pp.,  diagrs.,  charts, 
tables,  1114x8%  in.,  cloth,  $3.00. 
The  book  consists  of  a  series  of  charts  which 
illustrate,  by  simple  diagrams  and  examples, 
the  solution  of  practical  problems  of  gear  de- 
sign. The  types  included  are  spur,  straight- 
tooth  and  spiral-bevel,   helical,   herringbone 
and  worm  gears.  Information  is  also  provided 
upon  the  determination  of  gearing  ratios  and 
speeds  and  on  the  power-transmitting  capacity 
of  gears.  This  second  edition  also  contains 
definitions,  a  method  for  checking  spur  gears, 
and  a  table  of  steels  for  industrial  gearing. 

GEOPHYSICAL  EXPLORATION 

By  C.  A.  Heiland.  Prentice-Hall,  New 
York,  1940.  1,013  pp.,  Mus.,  diagrs., 
charts,  tables,  9%  x  6  in.,  cloth,  $10.00. 
This  book  is  intended  as  a  comprehensive 
survey  of  the  entire  field  of  geophysical  ex- 
ploration, emphasizing  the  relations,  differ- 
ences, common  features  and  fundamentals  of 
geophysical  methods.  The  elementary  first 
part  describes  working  principles  and  geo- 
logical applications  for  those  not  directly  con- 
cerned with  field  or  laboratory  operations. 
The  second  and  major  part  discusses  the  sub- 
ject from  an  engineering  viewpoint,  presenting 
theory,  field  technique,  laboratory  procedure 
and  geological  interpretations  for  gravitational 
magnetic,  seismic  and  electrical  methods. 
Consideration  is  also  given  to  minor  methods 
and  to  geophysical  well  testing. 

HIGH  POLYMERS.  Vol.  2.  PHYSICAL 
CHEMISTRY  OF  HIGH  POLY- 
MERIC SYSTEMS 

By  H.  Mark.  Interscience  Publishers,  New 
York,  1940.  345  pp.,  diagrs.,  charts,  tables, 
9\i  x  6  in.,  cloth,  $6.50. 
This  book  gives  a  survey  of  the  physical 
and   chemical   methods   which   have   proved 
necessary   and  effective  in   the   preparation, 
purification,  examination  and  elucidation  of 
the  structure  of  the  high  polymers.    It  shows 
how  and  with  what   restrictions  the  funda- 
mental laws   of    physical   chemistry    can    be 
applied  to  this  group  of  chemical  compounds 
which  play  such  an  important  role  in  science 
and  industry  as  plastics,  proteins,  rubber,  etc. 
The  text  material  is  well  documented. 

HISTORY  OF  GEOMETRICAL 
METHODS 

By  J .  L.  Coolidge.  Clarendon  Press,  Ox- 
ford, England;  Oxford  University  Press, 
New  York,  1940.  451  pp.,  diagrs.,  tables, 
10  x  6  in.,  cloth,  $10.00. 


The  methods  which  men  have  invented 
throughout  the  centuries  to  deal  with  geo- 
metrical questions  are  considered  under  three 
main  headings:  synthetic  geometry,  the  earli- 
est type  which  considers  figures  directly; 
algebraic  geometry,  including  co-ordinate 
systems  ;  and  differential  geometry.  The  work 
of  the  important  pioneers  in  each  field  has 
been  emphasized.There  is  a  large  bibliography. 

HOISTING  MACHINERY 

By  W.  H.  Atherton.  Technical  Press,  Lon- 
don, 1940.  314  PP-,  Mus.,  diagrs.,  charts, 
tables,  10  x  6  in.,  cloth,  32s.  6d. 

This  practical  volume  deals  with  the  design, 
construction,  maintenance  and  uses  of  the 
types  of  material  handling  equipment  which 
perform  intermittent  short-range  movements: 
cranes,  derricks,  grabs,  skip  hoists,  stackers, 
telphers  and  transporters.  There  are  many 
helpful  illustrations,  and  literature  references 
appear  both  in  the  text  and  in  a  brief  bibli- 
ography at  the  end. 

HOUSING  FOR  DEFENSE 

By  M.  L.  Colean.  Twentieth  Century  Fund, 
330  West  42nd  St.,  New  York,  1940.  198 
pp.,  diagrs.,  tables,  charts,  maps,  9%  x  6 
in.,  paper,  $1.50. 
The  problems  and  experience  with  regard 
to  housing  during  the  last  war  are  described, 
with  considerable  attention  to  the  resulting 
government  policies.  The  present  situation  is 
compared  with  the  past.  The  relation  between 
housing  and  the  location  of  defense  activities 
is  emphasized,  and  community  problems  are 
discussed.  The  final  chapters  deal  with  the 
construction  and  financing  of  new  housing, 
the  relative  parts  to  be  played  by  private  and 
governmental  agencies,  and  the  recommenda- 
tions of  the  housing  committee. 

INTRODUCTION     TO     THE     KINETIC 
THEORY  OF  GASES 

By  Sir  J.  Jeans.  The  Macmillan  Co.,  New 
York;  University  Press,  Cambridge,  Eng- 
land, 1940.  311  pp.,  diagrs.,  charts,  tables, 
9  x  5Y2  in.,  cloth,  $3.50. 
This  book  provides  such  knowledge  of  the 
kinetic  theory  as  is  required  by  the  serious 
student  of  physics  and  physical  chemistry. 
In  the  discussions  of  pressure  in  a  gas,  mole- 
cular  collisions,   viscosity,   heat  conduction, 
diffusion,  etc.,  the  emphasis  is  on  the  physi- 
cist's needs  although  the  mathematical  stu- 
dent will  find  the  necessary  basic  material 
from  which  to  proceed  to  more  specialized 
study. 

LACQUER  AND  SYNTHETIC  ENAMEL 
FINISHES 

By  R.  C.  Martin.  D.  Van  Nostrand  Co., 
New  York,  1940.  526  pp.,  Mus.,  diagrs., 
charts,  tables,  9x6  in.,  cloth,  $5.20. 

The  subject  of  discussion  is  the  cellulose 
nitrate  and  acetate  basic  lacquers  and  syn- 
thetic enamels  as  developed  in  the  twentieth 
century.  Part  I  deals  with  nitrocellulose,  sol- 
vents, plasticisers,  resins  and  synthetic  com- 
pounds, and  pigments.  Parts  II  and  III  cover 
plant  and  equipment,  requirements,  types, 
formulation,  laboratory  and  field  tests,  and 
faults  and  corrections.  Part  IV  describes 
methods  of  application  and  the  finishing  of 
furniture  and  motor  cars.  There  is  a  very  large 
glossary  of  paint,  varnish,  lacquer  and  allied 
terms. 

LOCOMOTIVES  ON  PARADE 

By  E.  Hungerford.  Thomas  Y.  Crowell  Co., 
New  York,  1940.  236  pp.,  Mus.,  woodcuts, 
diagrs.,  charts,  9  x  6%  in.,  cloth,  $2.50. 
The  history  of  one  of  the  very  important 
mechanical  contributions  of  the  last  century, 
the   steam    locomotive,   is   told  in    layman's 
language.  The  successive  types  that  evolved 
are    described,    including   famous   individual 
representatives  and   the   men   whose  insight 
and  mechanical  genius  made  them  possible. 
There  are  many  photographs  and  line  draw- 
ings. 


160 


March,   1941     THE  ENGINEERING  JOURNAL 


(THE)  METER  AT  WORK 

By  J.  F.  Rider.  John  F.  Rider,  Publisher, 
New  York,  1940.  152  pp.,  Mus.,  diagrs., 
charts,  tables,  9x5  in.,  cloth,  $1.25. 
This   practical   book   for   servicemen    and 
others  who  employ  electric  meters  in  radio 
and  allied  electronic  arts  describes  how  each 
type  of  meter  works,  how  each  is  used  in  the 
field,  how  to  increase  efficiency  and  how  to 
select  new  meters.  An  unusual  method  of  book 
construction,   which  places  the  illustrations 
above  and  separate  from  the  text,  makes  refer- 
ence from  one  to  the  other  more  convenient. 

MODERN  AIR  CONDITIONING,  HEAT- 
ING AND  VENTILATING 

By  W.  H.  Carrier,  R.  E.  Cherne  and  W.  A. 
Grant.    Pitman    Publishing    Corp.,    New 
York  and  Chicago,  1940.  547  pp.,  Mus., 
diagrs.,  charts,  tables,  9Y2  x  6  in.,  cloth, 
$4.50. 
The  whole  field  of  interior  conditioning  is 
covered  in  this  manual,  which  is  designed  to 
apply  existing  theory  to  actual  practice  in 
the  industry.  Basic  theories  are  explained,  but 
emphasis  is  placed  on  the  engineering  princi- 
ples and  design  of  equipment.  Comfort  and 
economic  factors  are  also  considered.  Practical 
examples  are  presented  and  worked  out  in 
detail,  and  many  useful  tables  and  charts  have 
been  collected  in  an  appendix. 

MODERN  ROAD  EMULSIONS 

By  F.H.  Garner,  L.  G.  Gabriel  and  H.  J. 
Prentice.  2  ed.  Road  Emulsion  and  Cold 
Bituminous  Roads  Association  Ltd.,    11 
Bow  Church  Yard,  London,  E.C.4,  1989. 
245  pp.,  Mus.,  diagrs.,  charts,  tables,  9  x 
5Yi  in.,  cloth,  10s. 
The  purpose  of  this  book  is  to  present  the 
underlying  principles  and  properties  of  bitu- 
minous emulsions  and  their  behavior  on  the 
road.  Some  historical  material,  methods  and 
plant  for  the  transport   and  application   of 
emulsions,  and  many  tests  and  specifications 
are  also  included.  There  is  a  bibliography. 

NATIONAL  ELECTRICAL  CODE  HAND- 
BOOK 

By  A.  L.  Abbott.  5  ed.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1940.  595  pp., 
Mus.,  diagrs.,  charts,  tables,  7%  x  4Yi  in-> 
lea.,  $3.00. 
The  provisions  of  the  National  Electrical 
Code  are  discussed  and  their  practical  appli- 
cation   is    explained.    These    provisions    are 
grouped  into  six  major  divisions:  definitions 
of  terms;  approved  types  of  wiring;  installa- 
tion of  materials  and  apparatus;  general  re- 
quirements applying  to  all  wiring  systems; 
special  cases;  and  construction  of  materials. 
The  present  edition  is  based  on  the  1940  Code. 

PHYSICS  OF  THE  AIR 

ByW.J.  Humphreys.  3  ed.  McGraw-Hill 
Book  Co.,  New  York,  1940.  676  pp.,  Mus., 
diagrs.,  charts,  maps,  tables,  9%  %  6  *»•> 
cloth,  $6.00. 
This  text  provides  a  comprehensive  account 
of    the    facts    and   theories    relating   to    the 
mechanics  and  thermodynamics  of  the  atmos- 
phere,  to   atmospheric  electricity,   acoustics 
and  optics,  and  to  the  factors  that  control 
climate.  This  edition  has  been  revised  to  in- 
clude recent  information. 

POWER  IN  TRANSITION 

By  E.  R.  Abrams.  Charles  Scribner's  Sons, 
New  York,  1940.  318  pp.,  maps,  tables, 
8  Y  x  5Y2  in.,  cloth,  $3.00. 
The  development  of  the  electrical  utilities 
is  briefly  described  up  to  the  peak  of  private 
operation.    In    the    succeeding    chapters    the 
growing  tendency  toward   public   control  is 
considered.  Some  sixty  major  power  projects 
are  analyzed,  their  history  through  Congress 
is  traced,  engineering  problems  are  discussed, 
and  the  resources,  requirements  and  expecta- 
tions of  the  several  regions  to  be  served  are 
carefully  detailed.  Probable  effects  of  these 
developments  of  the  national  power  policy  are 


briefly  pointed  out  in  a  final  chapter.  There 
are  chapter  bibliographies. 

PRACTICAL  TUNNEL  DRIVING 

By  H.  W.  Richardson  and  R.  S.  Mayo. 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1941.    436   pp.,   Mus.,    diagrs., 
charts,  tables,  9x6  in.,  cloth,  $5.00. 
This  practical  text  and  reference  book  for 
engineers  and  contractors  covers  all  phases 
of  tunneling  and  all  kinds  and  classes  of  tun- 
nels. All  steps,  from  the  engineering  funda- 
mentals to  completion  of  the  project,  are  con- 
sidered, including  full  discussion  of  location, 
investigation  and  planning  of  the  project,  de- 
sign, construction  and  economics.  Attention 
is  paid  to  such  practical  details  as  track  lay- 
out, size  of  cars,  timbering,  explosives,  etc., 
and  there  is  a  brief  history  of  tunneling. 

PRELIMINARY  AIRPLANE  DESIGN 

By    R.    C.    Wilson.    Pitman    Publishing 
Corp.,  New  York  and  Chicago,  1941.  67 
pp.,  diagrs.,  charts,  tables,  8Y2  x  5  in., 
cloth,  $1.00. 
This  brief,  simple  text  is  based  upon  the 
practical  procedure  used  as  a  guide  for  in- 
struction at  the  Air  Corps  Engineering  School 
at  Wright  Field.  All  preliminary  design  factors 
are   considered,    and   an    appendix   contains 
sample  data  sheets  and  weight  control  tables. 

SEWAGE-TREATMENT  WORKS 

By  C.  E.  Keefer.  McGraw-Hill  Book  Co., 
New  York,  1940.  673  pp.,  Mus.,  diagrs., 
charts,  tables,  9x6  in.,  cloth,  $6.00. 
The  administration  and  operation  of  sewage 
plants  are  discussed  in  a  thorough,  practical 
manner,  with  emphasis  on  the  processes  of 
treatment  that  are  in  wide  use  today.  The 
author  describes  the  various  types  of  modern 
equipment,  tells  how  they  perform,  outlines 
operating  methods  and  discusses  costs.  The 
quantity  and  composition  of  sewage  from  in- 
stitutions, municipalities  and  industrial  plants 
are  also  given. 

STEEL  CASTINGS  HANDBOOK 

Steel  Founders'  Society  of  America,  Cleve- 
land, Ohio,  1941-  508  pp.,  Mus.,  diagrs., 
charts,  tables,  9Y2  x  6  in.,  cloth,  $2.00. 
Full  of  diagrams,  data  tables  and  photo- 
graphs,  this  practical  handbook  covers  the 
cast -steel  industry  from  history  to  commercial 
applications.   The   physical,   mechanical  and 
engineering  properties  of  carbon  and  low  alloy 
cast  steels  are  given  in  detail  ;  production  and 
heat-treatment  methods  are  described;  design 
procedure  is  considered;  and  a  glossary  of 
foundry  terms  is  included.  There  are  chapter 
references. 

STORAGE  BATTERIES 

By  G.  W.  Vinal.  8  ed.  John  Wiley  '&  Sons, 
New  York,  1940.  464  PP-1  Mus.,  diagrs., 
charts,  tables,  9x6  in.,  cloth,  $5.00. 
This  standard  textbook  is  a  comprehensive 
treatise  on  the  theory  of  batteries,  charging 
methods  and  equipment,  the  care  of  batteries 
and  remedies  for  troubles  encountered.  The 
physical  and  chemical  properties  of  storage 
battery  materials  are  discussed,  and  manu- 
facturing methods  are  described.  There  is  a 
long  chapter  on  present-day  uses  for  storage 
batteries.  The  present  edition  has  been  con- 
siderably revised. 

STRESS    ANALYSIS    AND    DESIGN    OF 
ELEMENTARY  STRUCTURES 

By  J .  H.  Cissel.  John  Wiley  &  Sons,  New 
York,  1940.  335  pp.,  Mus.,  diagrs.,  charts, 
tables,  9}/2x6  in.,  cloth,  $4.00. 
Fundamental  and  practical  material  which 
would  generally  be  of  value  to  an  engineer  in 
any  field  is  presented  in  this  textbook,  which 
is  primarily  intended  for  engineering  students 
other  than  civil.  The  section  on  stress  analysis 
covers    external    forces    and    loads,    graphic 
statics,   beams,   trusses,   masonry  structures 
and  foundations.  The  elementary  design  sec- 
tion covers  structural  fastenings  and  connec- 
tions, timber,  steel  and  reinforced  concrete 
beams  and  columns. 


TEXTILE  RECORDER  YEAR  BOOK,  1940 

Edited  by  W.  Hubball  and  others.  Harle- 
quin Press,  Manchester,  England.  Illus., 
diagrs.,   charts,   tables,   7x5  in.,   cloth, 
10s.  6d. 
Encyclopedic  in  scope,  this  annual  publi- 
cation furnishes  technical  information  upon 
the  production,  preparation,  spinning,  weav- 
ing, dyeing  and  finishing  of  all  textile  fibers. 
There  are  also  sections  on  hosiery  and  knitting, 
microscopy   and   testing,    and  power  trans- 
mission. Patent  and  trade  mark  information 
is  given,  and  a  classified  list  of  recently  in- 
troduced textile  machines  and  appliances  is 
included. 

THOMAS'  REGISTER  OF  AMERICAN 
MANUFACTURERS,  31st  ed.,  Dec, 
1940 

Thomas  Publishing  Co.,  New  York,  Bos- 
ton, Phila.,  San  Francisco,  Toronto,  Can., 
1941.  5,000  pp.,  Mus.,  14Y2  x  9  in.,  cloth, 
$10.00  to  former  subscribers,  $15.00  to  new 
subscribers. 
This   huge  annual  directory  of  American 
manufacturers  has  its  customary  three  main 
sections:  the  classified  directory  of  products 
(with  index)  in  which  the  firms  are  listed,  with 
capital  ratings,  geographically  under  each  pro- 
duct; the  alphabetical  list  of  manufacturers, 
giving  addresses,  subsidiaries,  branches,  etc.; 
and  the  trade  name  index.  The  innovation, 
introduced  in  the  previous  edition,  of  assign- 
ing arbitrary  numbers  to  advertisers,  includ- 
ing a  "key"  index,  has  been  expanded  in  the 
present  volume. 

TRENDS  IN  INDUSTRIAL  PENSIONS 
(Industrial      Relations      Monograph 

No.  5) 

By  M.  W.  Latimer  and  K.  Tuf  el.  Indus- 
trial   Relations    Counselors,    New    York, 
1940.  88  pp.,  tables,  9Y  x  6  in.,  paper, 
$1.00. 
The  objectives  of  this  monograph,  which 
analyzes  some  350  active  company  pension 
plans,  are:  first,  to  determine  whether  the 
characteristics  and  trends  of  pension  systems 
have  changed  in  the  last  seven  years,  and, 
if  so,  in  what  direction;  second,  to  analyze 
the  growth  or  decline  and  the  present  extent 
of   the    voluntary   pension    movement;    and 
third,  to  consider  the  adaptation  of  private 
pension  systems  to  governmental  old  age  in- 
surance legislation.  The  numerical  findings  of 
the  investigation  appear  in  a  group  of  tables. 

WELDING  METALLURGY.  Vols.  1  and  2 

By  0.   H.   Henry  and  G.   E.   Claussen. 

American    Welding   Society,    New    York, 

1940.  359  pp.,  Mus.,  diagrs.,  charts,  tables, 

8x5  in.,  cloth,  $1.50. 
Intended  to  familiarize  members  of  the 
welding  industries,  including  fabricators  and 
designers,  with  the  metallurgical  aspects  of 
the  welding  process,  this  book  deals  with  the 
structure,  properties  and  composition  of  weld- 
ed materials.  It  shows  how  the  steel  is  affected 
by  varied  conditions  of  heat  and  stress,  ex- 
plains heat  treatment  procedure  and  points 
out  the  way  in  which  metallurgy  can  be  used 
to  control  the  welding  process. 


BIBLIOGRAPHY  ON  AIRPLANE 
HANGARS 

Current  interest  in  all  matters  con- 
nected with  aviation  has  prompted  the 
Engineering  Societies  Library  to  prepare 
a  list  of  references  on  the  Design  and  Con- 
struction of  Airplane  Hangars.  The  list 
includes  one  hundred  articles  selected  from 
those  published  during  the  years  1928- 
1940  in  the  leading  domestic  and  foreign 
periodicals,  and  contains  material  on  both 
steel  and  reinforced  concrete  structures. 
Copies  may  be  obtained  by  sending  two 
dollars  to  Engineering  Societies  Library, 
29  West  39th  Street,  New  York. 


THE  ENGINEERING  JOURNAL     March,  1941 


161 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


February  25th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider   the   applications   herein   described   in 
April,   1941. 

L.  Austin  Wright,  General  Secretary. 


♦The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  of  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  niay  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty -three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  yearB,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

AGNEW— ELLIS  A.,  of  Hamilton,  Ont.  Born  at  Toronto,  Ont.,  April  4th,  1900; 
Educ:  B.A.Sc,  Univ.  of  Toronto,  1924;  1924-29,  technical  control  of  mfg.,  The 
Carborundum  Co.,  Niagara  Falls,  N.Y.;  1929-32,  plant  supt..  Lion  Grinding  Wheels 
Ltd.,  Brockville,  Ont.;  1932  to  date,  vice-president  i/c  of  engrg.,  design  and  mfg. 
of  stokers,  and  ventilating  and  air  conditioning  equipment,  Livingston  Stoker  Co. 
Ltd.,  Hamilton,  Ont. 

References:  W.  A.  T.  Gilmour,  W.  J.  W.  Reid,  C.  H.  Hutton,  W.  L.  McFaul, 
H.  S.  Philips. 

BALLANTYNE— SPENCER  THOMAS,  of  Ottawa,  Ont.  Rorn  at  New  York, 
N.Y.,  Oct.  5th,  1914;  Educ:  1934-36,  Queen's  Univ.  (Completed  first  year  engrg.) 
1935,  rodman,  Geol.  Survey  of  Canada;  1937-38,  plant  design,  mech.  dfting,  etc., 
and  1939  to  date,  asst.  engr.  and  dftsman.,  The  General  Supply  Co.  of  Canada  Ltd., 
Ottawa,  Ont. 

References:  R.  E.  Hayes,  R.  M.  Prendergast,  B.  G.  Ballard,  J.  L.  Rannie,  N.  F. 
Ballantyne. 

CRAWFORD— EARL  WILLIAM,  of  Three  Rivers,  Que.  Born  at  Port  Dalhousie, 
Ont.,  Apr.  23rd,  191(5;  Educ:  B.Sc  (App.  Sci.),  Univ.  of  Mich.,  1936;  Regd.  Engr., 
State  of  New  York,  1940;  1932-35,  student  engr.,  divn.  of  highways,  Dept.  of  Public 
Works,  State  of  New  York;  1936-38,  special  ap'tice  (junior  designing  engr.),  Ingersoll 
Rand;  1938  to  Sept.  1940,  asst.  plant  engr.,  Allied  Chemical  &  Dye  Co.,  New  York; 
Sept.  1940  to  date,  staff  mechanic,  Machine  Gun  Training  Centre,  M.D.  No.  4, 
Three  Rivers  (Transferring  to  R.C.O.C.  as  Ordnance  Mech.  Engr.). 

References:  R.  W.  Angus,  T.  F.  Francis,  H.  D.  Fyfe. 

DANES— CYRIL  NORWOOD,  of  Toronto,  Ont.  Born  at  London,  Ont.;  May 
21st,  1886;  Educ:  S.P.S.  Diploma,  Univ.  of  Toronto,  1909;  1909-12.  dftsman., 
Canadian  Ingersoll-Rand,  Sherbrooke,  Que.;  1912-14,  compressor  and  drill  designer, 
Jenckes  Machine  Co.,  Sherbrooke;  with  the  Canadian  Ingersoll-Rand  Co.  as  follows: 
1914-15,  shell  lathe  and  tool  designer;  1915-17,  i/c  dept.  mfg.  shell  lathes  and  tools, 
and  triple  expansion  marine  engines;  1917-18,  asst.  supt.  of  munitions,  1918-21, 
misc.  engrg.  duties;  1921-24,  engr.  to  sales  dept.,  Montreal;  1924-40,  engr.  i/c  of 
compressor  div.,  Montreal;  1940  to  date,  Ontario  district  engr.,  Toronto,  Ont. 

References:  J.  B.  Challies,  L.  A.  Wright,  R.  W.  Angus,  S.  R.  Newton,  E.  Winslnw- 
Spragge,  H.  L.  Vercoe,  G.  Kearney,  E.  T.  Harbert. 

DUNCAN— WILLIAM  ARCHIBALD,  of  71  Jackson  Ave.,  Toronto,  Ont.  Born  at 
Sault  Ste.  Marie,  Ont.,  Oct.  27th,  1900;  Educ:  B.A.Sc,  Univ.  of  Toronto.  1928. 
R.P.E.  of  Ont.;  1919-21,  roadway  dept.,  City  of  Toronto;  1921-26,  Dept.  of  Pro- 
vincial Highways,  road  and  bridge  bldg.,  etc;  1926-27,  highway  resurfacing.  Bitu- 
minous Spraying  &  Contracting  Co.  Ltd.;  1928-34,  asst.  service  engr.,  1934-36, 
service  engr.,  and  1936  to  date,  manager,  process  service,  Dominion  Oxygen  Co. 
Ltd.,  Toronto,  Ont. 

References:  D.  S.  Lloyd,  C.  H.  Mitchell,  C.  M.  Pitts. 

DYER— FREDERICK  FRANK,  of  322  Blanche  St.,  Sarnia,  Ont.  Born  at 
Toronto,  Sept.  13th,  1908;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1931;  1928-29  (sum- 
mers), mechanic,  Durant  Motors,  Leaside;  1929,  dftsman.,  James  Morrison  Brass 
Co.  ;  1931,  design  and  dfting.,  Turnbuli  Elevator  Co.,  Toronto;  1932  (9  mos.),  factory 
supt..  Cutting  Ltd.,  Toronto;  1932-34  (3  terms),  demonstrator  in  hydraulics,  Univ. 
of  Toronto;  1936,  Canadian  SKF  Co.,  Toronto  (carried  on  duties  of  chief  engr. 
during  his  absence  of  8  mos.);  1934-35,  boiler  and  meter  tests,  combustion  dept., 
and  1937  to  date,  design,  calculations  and  dfting.,  gen.  engrg.  dept.,  Imperial  Oil 
Ltd.,  Sarnia,  Ont. 

References:  T.  Montgomery,  C.  E.  Carson,  H.  E.  T.  Haultain,  R.  W.  Angus, 
.1.  C.  Keith. 

FOLGER— COLLAMER  COVERDALK,  of  Kingston,  Ont.  Born  at  Kingston, 
Oct.  16th,  1875;  Educ:  Special  mining  course,  Queen's  Univ.,  1898;  R.  P.  E.  of 
Ont.;  1898-99,  elec  and  gas  constrn.  and  repair  work,  etc.,  Hammond  Reef  Gold 
Mines;  1904-12,  gen.  supt.  of  gas  and  elec.  divns.  of  utilities,  Kingston;  1912  to 
date,  gen.  mgr.  and  constrn.  engr.,  during  reconstrn.  of  Kingston  electric,  gas  and 
meter  depts. 

References:  T.  A.  McGinnis,  D.  S.  Ellis,  L.  F.  Grant,  A.   Macphail,  J.  B.  Baty. 

JOHNSON— EDWIN  LEWIS,  of  Brownsburg,  Que.  Born  at  Plumstcad.  Kent. 
England,  Dec  22nd,  1901;  Educ:  B.Sc.  (Mech.),  McGill  Univ.,  1923;  1922-23, 
Willys  Overland,  Montreal;  1924-27,  American  Steel  Foundries,  Granite  City  and 
Chicago,  111.;  1927-28  and  1929-39,  asst.  to  works  mgr.,  and  1940  to  date,  works 
mgr..  Dominion  Ammunition  Divn.,  Canadian  Industries  Ltd.,  Brownsburg,  Que. 

References:  C.  H.  Jackson,  F.  S.  Keith,  H.  C.  Earn,  H.  B.  Hanna,  A.  B.  McEwen. 

LEHEUP— CHAULES  SAMUEL  HENRY,  of  1509  Sherbrooke  St.  West,  Mont- 
real. Born  at  Ponders  End,  Middlesex,  England,  Jan.  14th,  1910;  Educ:  1926-33, 
Woolwich  Polytechnic,  London,  England  (Penfold  Gold  Medal  1933);  A.  M.  Inst. 
Mech.  l-aigrs.  (England)  1938;  at  the  Royal  Arsenal,  Woolwich,  England,  as  follows: 
1926-31,  engrg.  ap'tice,  1931,  journeyman  in  drawing  office,  1931-33,  junior  dftsman., 
1933-36,  2nd  Class  dftsman.,  1936,  1st  Class  dftsman.,  1936-40,  senior  dftsman.. 
April  19111  to  date,  asst.  mech.  engr.,  and  at  present  member  of  United  Kingdom 
Technical  Mission  to  Canada. 

References:  E.  A.  Ryan,  F.  A.  Combe,  G.  H.  Kirby,  W.  Griesbach,  F.  G.  Rutley. 

M  If'HENER— JOSEPH  STANLEY,  of  Uoluelet,  B.C.  Boni  at  Red  Doer.  Alta  , 
Nov.  11th,  1915;  Educ:  B.Sc,  Univ.  of  Alta.,  193S;  1938-39,  dept.  of  physics  and 
engrg..  National  Research  Council,  Ottawa;  1939-40,  propeller  divn.,  Canadian  Car 
&  Foundry  Co.  Ltd.,  Point  St.  Charles,  Montreal  ;  at  present,  Flying  Officer,  R.C.A.F., 
Ucluelet,  B.C. 

References:  T.  R.  Loudon,  R.  W.  Boyle,  R.  H.  Field,  W.  L.  Saunders,  E.  H. 
McCann. 

NOONAN— WILLIAM  FLEMING,  of  Kingston.  Ont.  Horn  at  Kingston.  Aim 
31st,  1X90;  Educ:  B.Sc  (Civil),  Queen's  Univ.,  1914;  R.P.E.  of  Ont.;  1911-13 
(summers),  chainman,  CNR.,  levelman,  Dept.  Rlvs.  and  Canals;  1915-18,  dftsman., 
Dept.  of  Militia;  1918-19,  constrn.  engr.,  Delora  Smelting  &  Refining  Co.;  1919-24, 
res.  engr.,  1924-28,  asst.  engr.,  and  192S  to  date,  divn.  engr.,  Dept.  of  Highways  of 
Ontario. 

References:  T.  A.  McGinnis,  D.  S.  Ellis,  L.  F.  Grant,  J.  B.  Baty.  A.  Macphail. 

RAWLINS— JAMES  WALTER,  of  27  Ava  Road,  Toronto,  Ont.  Born  at  Man- 
chester, England,  Feb.  9th,  1878;  Educ:  B.Sc,  Queen's  Univ.,  1901;  R.P.E.  of 
Ontario;  1901-12,  chief  chemist,  Can.  Copper  Co.  (Int.  Nickel  Co.);  1912-18,  asst. 
smelter  supt.,  1918-27,  metallurgist,  1927-31,  asst.  gen.  supt.,  Nickel  refinery,  and 
1931-35,  technical  asst.  to  gen.  mgr.,  International  Nickel  Co.  Ltd.;  1935  to  date, 
semi-retired. 

References:  A.  D.  Campbell,  J.  C.  Keith,  E.  P.  Muntz,  W.  P.  Dobson,  W.  F. 
Bonn. 

RUSZNYAK— GEZA,  of  105  Garfield  Ave.,  Toronto,  Ont.  Born  at  Budapest. 
Hungary,  Oct.  6th,  1891;  Educ:  1909-13,  Tech.  Univ.  in  Budapest  (a)  Diploma  of 
the  Royal  Hungarian  Tech.  1'niv.  (b)  Master  of  Construction,  1913;  1913-11,  archi- 
tect m  office  of  O.  Kaufman,  Berlin;  1915-18,  Tech.  Officer  (1st  Lieut.)  in  the  War; 
1921-22,  chief  architect,  tech.  dept.,  of  the  Hungarian  Town's  Bank;  1922-24,  mgr., 
Hungarian  Concrete  Construction  Co.,  Budapest;  1925-39,  gen.  mgr.,  The  Hun 
garian  Company  for  Constructions.  On  constrn.  of  various  power  plants,  transformer 
and  substations,  pumping  stations  and  pumping  plants,  apt.  houses,  ammunition 
factories,  air  raid  shelters,  etc.;  at  present,  vice-president  of  The  Commercial  and 
Construction  Co.,  New  York  and  Toronto. 

References:  R.  F.  Legget,  C.  R.  Young,  J.  J.  Spence,  E.  A.  Allcut,  S.  R.  Frost. 

(Continued  on  page  163) 


162 


March,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

ENGINEER  with  pulp  and  paper  experience  to  become 
Assistant  Chief  Engineer  in  a  large  mill.  Either  a 
man  who  can  fit  into  the  position  immediately,  or  a 
younger  man  who  has  the  training  and  ability  to 
work  into  it  gradually.  The  initial  salary  to  be  paid 
will  depend  upon  the  qualifications  of  the  applicant. 
This  position  holds  an  interesting  future  for  the  right 
man.  Send  applications  with  full  particulars  to  Box 
No.  2209-V. 

REQUIRED  for  large  gold  mining  organization  in 
West  Africa,  several  mill  shiftmen,  mill  men  and 
electricians.  Salaries  up  to  £40,  £32  and  £40  re- 
spectively per  month,  free  living  quarters.  Ocean 
passage  paid  and  three  months'  leave  granted  per 
year  at  half  pay.  Yearly  renewable  contracts.  Defence 
regulations  do  not  permit  wives  to  accompany  hus- 
bands at  this  time.  Apply  Box  No.  2258-V. 

STEAM  ENGINEER  wanted  by  paper  mill  in  Ontario. 
Applicants  should  be  University  graduates  in  mechan- 
ical engineering  with  experience  in  the  generation  and 
distribution  of  steam.  Apply  stating  full  particulars 
of  education  and  experience,  and  giving  references  to 
Box  No.  2283-V.  Applications  will  not  be  con- 
sidered from  persons  in  the  employment  of  any  firm, 
corporation  or  other  employer  engaged  in  the  pro- 
duction of  munitions,  war  equipment,  or  supplies 
for  the  armed  forces  unless  such  employee  is  not 
actually  employed  in  his  usual  trade  or  occupation. 

COMBUSTION  ENGINEER  preferably  a  mechanical 
graduate  with  some  fuel  oil  burner  and  steam  boiler 
experience.  Position  with  large  company  on  peace 
time  work  and  steady  employment.  Please  write 
giving  qualifications,  age,  salary  expected,  if  bilingual, 
etc.,  to  Box  No.  2302-V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


EMPLOYERS! 

Your  attention  is  called  to  Page  133  of  this  issue  which  contains 
a  table  showing  the  number  of  engineers  graduating  this  spring 
from  Canadian  universities.  Additional  information  on  available 
men  may  be  obtained  from  our  Bureau. 


SITUATIONS  WANTED 

CHIEF  ENGINEER— twenty  years  industrial  con- 
struction, production  and  operation.  Structures, 
equipment,  steam,  hydro.  Experienced  conferences, 
preliminaries,  organizing,  preparing  plans,  estimates, 
specifications,  negotiation  of  contracts.  Apply  to 
Box  No.  36-W. 


ENGINEER— M.E.I.C.  Age  49.  Desires  change.  Ex- 
perience covers  all  types  structural  steel  and  plate 
work,  rivetted  and  welded  construction,  as  estimator. 
Designing,  shop  drawings.  Available  two  weeks 
notice.  Apply  Box  No.  2208-W. 

MECHANICAL  ENGINEER,  Draughtsman,  speci- 
fication writer,  supervisor,  specializing  in  heating, 
ventilating,  power  plants  and  plumbing,  available  im- 
mediately. Will  go  anywhere.  Apply  Box  No.  2285-W. 


PRELIMINARY  NOTICE  (Continued  from  page  162) 

SCHEUNERT— HANS,  of  3  Manor  Lodge,  Fort  William,  Ont.  Born  at  Novoros- 
sisk,  Russia,  March  17th,  1903;  Educ:  1921-25,  Frankhausen  Engrg.  College,  Mech- 
Engr.,  1925;  (Aeronautical  engrg.  course  included  in  last  two  years  of  college);  1926. 
29,  dftsman.,  asst.  shop  engr.,  Junkers  Aircraft  &  Engine  Works,  Dessua;  1930-31, 
sales  and  service  engr.,  Canadian  Junkers  Ltd.,  Montreal;  1931-32,  project  engr., 
Canadian  Diesel  Engine  Corpn.,  Montreal;  1932-36,  i/c  mtce.  and  service,  Canadian 
Junkers  Ltd.,  Winnipeg;  1937-38,  asst.  engr.,  Bickle  Seagrave  Ltd.,  Woodstock, 
Ont.;  193,8  to  date,  with  the  Canadian  Car  &  Foundry  Co.  Aircraft  Divn.,  Fort 
William,  layout  dftsman,  project  engr.,  and  at  present,  production  engr. 

References:  E.  G.  MacGill,  D.  Boyd,  W.  L.  Bird. 

WOOD— ELVIN  MORLEY,  of  Toronto,  Ont.  Born  at  Houghton  Twp.,  Norfolk 
Co.,  Ont.  May  21st,  1882;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1908;  R.P.E.  of  Ont.; 
1906-09,  factory  and  test  dept.,  Gen.  Elec.  Co.,  Pittsfield,  Mass.;  1909-10,  factory 
inspection  of  equipment,  H.E. P.C.  of  Ont.;  1910-17,  constrn.  and  complaint  sections, 
Can.  Gen.  Elec.  Co.  Ltd.;  1917-19,  operating  supt.  and  safety  engr.,  Cons.  Mining 
<fe  Smelting  Co.,  Trail,  B.C.;  1919-26,  asst.  engr.  in  station  design  section,  1926-39, 
relay  engr.,  and  1939  to  date,  planning  engr.  (head  of  section),  elec.  engrg.  dept., 
H.E. P.C.  of  Ont.,  Toronto,  Ont. 

References:  T.  H.  Hogg,  A.  H.  Hull,  A.  Holden,  C.  E.  Sisson,  P.  Ackerman,  S. 
W.  CannirT,  H.  E.  Brandon. 

FOR  TRANSFER  FROM  JUNIOR 

GRAY— HARRY  ALDEN,  of  Knowlton,  Que.  Born  at  Pierre,  So.  Dakota, 
U.S.A.,  July  27th,  1908;  Educ:  B.Sc  (CE.),  Univ.  of  Man.,  1935;  R.P.E.  of  Man.; 
1925-28,  rodman,  C.N.R.  ;  1929-35,  rodman,  engrg.  and  service,  Wasagaming,  Man.; 
1935,  instr'man.,  Dept.  of  Public  Works,  Man.;  1936,  dftsman.  and  res.  engr.,  Dau- 
phin, Man.;  1937  to  date,  res.  engr.,  Quebec  Roads  Dept.,  Knowlton,  Que.  (Jr.  1937). 

References:  J.  N.  Finlayson,  G.  H.  Herriot,  A.  E.  Macdonald,  A.  Gratton,  L. 
Trudel. 

SMITH— CARL  CLIFFORD,  of  167  London  St.  South,  Hamilton,  Ont.  Born  at 
Madoc,  Ont.,  June  25th,  1907;  Educ:  B.Sc,  Queen's  Univ.,  1932;  1929-30  (sum- 
mers), main  tests,  trans,  design  and  test  calculation,  English  Electric  Co.;  with  the 
Canadian  Westinghouse  Company  as  follows:  1931-35,  engrg.  ap'tice  course;  1935- 
36,  switchboard  design;  1936,  oil  circuit  breaker  design;  1936  to  date,  elec.  engr.  on 
design  of  oil  filled  condenser  bushings.  (St.  1928,  Jr.  1935). 

References:  H.  A.  Cooch,  D.  W.  Callander,  G.  W.  Arnold,  J.  T.  Thwaites,  J.  R. 
Dunbar. 

SPRIGGS— ROBERT  HAYWARD,  of  552  Briar  Hill  Ave.,  Toronto  12,  Ont. 
Born  at  Birmingham,  England,  July  31st,  1900;  Educ:  B.Sc,  McGill  Univ.,  1924; 
R.P.E.  of  Ont.;  1918  (summer),  Geol.  Survey;  1923  (summer),  La  Gabelle  Power 
Development;  with  the  Bell  Telephone  Company  of  Canada  as  follows:  1924-25, 
inventory  asst.,  1925-30,  asst.  engr.,  gen.  engrg.  dept.,  Montreal;  1930-39,  exchange 
and  budget  engr.,  gen.  engrg.  dept.,  western  area;  1939-41,  dist.  engr.,  plant  dept., 
western  divn.,  Jan.  1941  to  date,  divn.  plant  engr.,  Toronto  divn.,  plant  dept.  (St. 
1920,  Jr.  1929). 

References:  J.  E.  McKinney,  G.  H.  Rogers,  A.  M.  Reid,  W.  G.  Lloyd,  D.  G. 
Geiger. 

FOR  TRANSFER  FROM   STUDENT 

ADAMS— JACK  DOUGLAS,  of  2293  Wilson  Ave.,  Montreal,  Que.  Born  at 
Montreal,  Sept.  25th,  1911;  Eudc:  B.  Eng.  (Civil),  McGill  Univ.,  1939;  1936,  engrg. 
office,  Canadian  Johns-Manville  Co.,  Asbestos,  Que.;  1937  (summer),  timber  cruiser 
and  mapper,  Canada  Airways  Ltd.;  1938  (summer),  instr'man.,  La  Tuque  develop- 


ment, Shawinigan  Engineering  Co.;  1939,  instr'man.  and  computer,  Beauharnois 
Light  Heat  &  Power  Co.;  1941,  examiner,  British  Supply  Board;  at  present,  inspr., 
Dominion  Bridge  Co.  Ltd.,  Montreal,  Que.  (St.  1939). 

References:  R.  DeL.  French,  G.  J.  Dodd,  J.  Weir,  C.  G.  Kingsmill,  L.  C.  Nesham, 
R.  E.  Jamieson. 

BALDRY— GEORGE  S.,  of  810  Wolseley  Ave.,  Winnipeg,  Man.  Born  at  Win- 
nipeg, June  24th,  1913;  Educ:  B.Sc.  (Chem.),  Univ.  of  North  Dakota,  1935;  1931 
(5  mos.),  ice  machine  installn.,  Arctic  Ice  Co.,  Winnipeg;  1932  (4  mos.),  gen.  con- 
tracting; 1936-38  (intermittent),  supt.,  Baldry  Engrg.  and  Constrn.  Co.  Ltd.,  Win- 
nipeg; at  present  interning  at  St.  Boniface  Hospital,  and  expects  to  graduate  in 
medicine  from  Univ.  of  Man.  in  May,  1941.  (Planning  to  specialize  in  industrial 
medicine  and  hygiene).  (St.  1931). 

References:  D.  L.  McLean,  C.  P.  Haltalin,  A.  E.  Macdonald,  E.  S.  Kent,  C.  V. 
Antenbring. 

BROOKS— JOSEPH  WARREN,  of  120  Division  St.,  Kingston,  Ont.  Born  at  Lon- 
don, Ont.,  June  30th,  1917;  Educ:  B.Sc.  (Civil),  Queen's  Univ.,  1939.  R.P.E.  of 
Ont.;  1937-38  (summers),  London  Structural  Steel  Co.,  and  A.  W.  Robertson  Con- 
strn. Co.,  Montreal;  1939-40,  demonstrator,  and  1940-il,  lecturer,  in  civil  engrg.. 
Queen's  University.  1940  (summer),  civil  engr.,  Beauharnois  Light  Heat  &  Power 
Co.  (St.  1939). 

References:  A.  Macphail,  D.  S.  Ellis,  C.  H.  Pigot,  C.  G.  Kingsmill,  J.  B.  Baty, 
H.  A.  McKay,  W.  L.  Malcolm,  B.  K.  Boulton. 

HOWE— HAROLD  BERTRAM,  of  4163  Western  Ave.,  Westmount,  Que.  Born 
at  Inverness,  Que.,  March  29th,  1915;  Eudc:  B.Sc.  (Mech.),  Queen's  Univ.,  1936; 
1936-37,  dftsman.,  1937-39,  asst.  mech.  engr.,  Canadian  Johns-Manville  Co.  Ltd., 
Asbestos,  Que.;  1939-40,  plant  engr.,  at  Montreal  East,  i/c  of  all  constrn.,  and  Oct., 
1940  to  date,  engr.  dftsman.,  head  office,  Canada  Cement  Co.  Ltd.,  Montreal.  (St. 
1935). 

References:  L.  Trudel,  L.  M.  Arkley,  L.  T.  Rutledge,  D.  Giles,  K.  L.  MacMillan. 

McINTOSH— WILLIAM  GARDNER,  of  240  Cooper  St.,  Ottawa,  Ont.  Born  at 
Winnipeg,  Man.,  Aug.  19th,  1913;  Educ:  B.Sc.  (Elec),  Univ.  of  Man.,  1937;  1936- 
37,  airline  technician  course,  and  1937  (July-Nov.),  dfting.  and  stress  work,  Boeing 
School  of  Aeronautics,  Oakland,  Calif.;  1937-38,  dftsman.,  Trans-Canada  Air  Lines; 
1938-40,  production  office,  Boeing  Aircraft  of  Canada  Ltd.;  1940,  engrg.  branch, 
R.C.A.F.,  and  Dec.  1940  to  date,  Flight  Lieut.,  Air  Force  Headquarters,  Ottawa, 
Ont.  (St.  1935). 

References:  E.  P.  Fetherstonhaugh,  N.  M.  Hall,  J.  N.  Finlayson,  J.  T.  Dyment, 
G.  M.  Minard. 

OLIVER— JAMES,  of  Arvida,  Que.  Born  at  Calgary,  Alta.,  Nov.  23rd,  1913; 
Educ:  B.Sc.  (Civil),  Univ.  of  Alta.,  1937;  1937-38,  i/c  surface  and  underground 
surveying,  Melba  Gold  Mines  Ltd.,  Bourkes,  Ont.;  1938,  instr'man.,  E.  G.  M.  Cape 
Co.  Ltd.,  Montreal;  1939,  layout  engr.,  Anglin-Norcross  Ltd.,  Montreal;  1939-40, 
layout  engr.,  J.  L.  E.  Price  &  Co.  Ltd.,  Montreal,  and  June  1940  to  date,  constrn. 
engr.  for  same  company  on  new  filtration  plant  at  Arvida,  Que.  (St.  1936). 

References:  J.  L.  E.  Price,  J.  R.  Scanlan,  J.  B.  Stirling,  H.  R.  Webb,  A.  S.  Ruther- 
ford, A.  I.  Cunningham,  R.  S.  L.  Wilson. 

WARDROP— WILLIAM  LESLIE,  of  21  Edmonton  St.,  Winnipeg,  Man.  Born 
at  Whitemouth,  Man.,  Dec  18th,  1915;  Educ:  B.Sc.  (Elec),  Univ.  of  Man.,  1939; 
1938,  plant  inspr.,  Manitoba  Good  Roads;  1939,  instr'man.,  reclam.  br.,  Manitoba 
Govt.;  1940,  brick  industry  at  Whitemouth;  Oct.  1940  to  date,  instructing  at  Univ. 
of  Manitoba.  (St.  1939). 

References:  A.  E.  Macdonald,  E.  P.  Fetherstonhaugh,  W.  F.  Riddell,  G.  H.  Her- 
riot, S.  H.  DeJong,  C.  H.  Blanchard. 


THE  ENGINEERING  JOURNAL     March,  1941 


163 


Industrial  News 


MONORAIL 

The  principal  uses  of  the  Beatty  Monorail 
Systems  installed  in  stores,  warehouses,  sid- 
ings, foundries,  factories  and  shops  are  illus- 
trated and  described  in  the  new  4-page 
bulletin  issued  by  Beatty  Bios.  Ltd.,  Fergus, 
Ont. 

SPIRAL  WELDED  PIPE 

In  their  recently  issued  6-page  booklet, 
Canada  Ingot  Iron  Co.  Ltd.,  Guelph,  Ont., 
give  facts,  advantages  and  uses  of  Armco 
spiral  welded  pipe  in  the  oil  and  gas  industry, 
together  with  data  for  designing  pipe  lines 
and  car  loading  data. 

STEELSTRAP 

Acme  Steel  Co.,  Montreal,  Que.,  have  issued 
an  8-page  house  organ  which  illustrates 
applications  of  steelstrap  to  shipments.  In- 
cludes articles  on  strapping  practices  em- 
ployed by  shippers  of  trucks,  sugar,  airplanes, 
nut  meats,  boats,  sucker  rods,  salmon  and 
mining  equipment. 

INSULATING  VARNISH 

In  a  4-page  folder,  Irvington  Varnish  & 
Insulator  Co.  of  Canada  Ltd.,  Hamilton, 
Ont.,  announce  Harvel  612C — a  recently 
developed,  internal  drying,  synthetic  resinous 
phenol-aldehyde  type  varnish  which  solidifies 
throughout  by  heat-induced  chemical  poly- 
merization. Illustrations,  and  technical  and 
application  data  are  also  included. 

VALVES 

An  interesting  handbook,  No.  740  of  38 
pages  issued  by  Saunders  Valve  &  Supply  Co. 
Ltd.,  Montreal,  Que.,  describes  the  Saunders 
standard  diaphragm  valve,  non-standard 
diaphragm  and  straightway  valve.  Gives 
details  of  applications,  technical  data  and 
maintenance.  This  book  is  thoroughly  illus- 
trated and  is  tab-indexed  to  facilitate  refer- 


STEEL  PRODUCTS 

The  Steel  Co.  of  Canada  Ltd.,  Montreal, 
Que.,  have  issued  a  32-page  alphabetically 
arranged  list  of  the  company's  products  re- 
vised to  September  15th,  1940,  showing  the 
works  in  which  each  is  manufactured,  the 
location  of  the  warehouse  where  each  is 
stocked  and  the  principal  sales  office. 


MECHANICAL 
ENGINEER 

WANTED— Fully  qualified  ex- 
perienced mechanical  engineer  for 
permanent  position  with  a  large  well 
established  industry.  State  age,  salary 
and  experience. 

Applications  will  not  be  considered 
from  persons  in  the  employment  of 
any  firm,  corporation  or  other  em- 
ployer engaged  in  the  production  of 
munitions,  war  equipment,  or  sup- 
plies for  the  armed  forces  unless  such 
employee  is  not  actually  employed  in 
his  usual  trade  or  occupation. 

Apply  Box  2305-V 
THE   ENGINEERING    JOURNAL 

2050  Mansfield  St., 
MONTREAL 


Industrial     development  —  new    products  —  changes 
in     personnel    —    special     events    —   trade     literature 


MASONRY  DRILLS 

Canadian  General  Electric  Co.  Ltd.,  Toron- 
to, Ont.,  have  recently  issued  a  bulletin 
CGT-103C  which  gives  instructions  for  the 
use  of  Canadian-made  carboloy  drills  for 
drilling  holes  in  slate,  concrete,  tile,  plaster 
and  other  non-metallic  substances.  Lists  of 
new  prices  are  also  included. 

MATERIALS  HANDLING  EQUIPMENT 

Catalogue  No.  2140  of  184  pages,  issued  by 
Richardson  Scale  Co.  of  Canada  Ltd.,  Fort 
Erie  North,  Ont.,  fully  describes  and  illus- 
trates automatic  scales,  Convey-O- Weigh, 
weighing,  proportioning  and  feeding  equip- 
ment for  glass  manufacture  and  automatic 
feeder  weighers. 

BOILER  BLOWOFF  EQUIPMENT 

The  Permutit  Co.  of  Canada  Ltd.,  Mont- 
real, Que.,  have  issued  a  bulletin,  No.  2391,  of 
8-pages  which  discusses  typical  arrangements 
of  continuous  blowoff  systems  based  on  flash 
or  non-flash,  high  or  low  heat  level,  single  or 
group  control  operating  characteristics.  Indi- 
cated Permutit  equipment  is  described. 

DRAINAGE  PRODUCTS 

The  46-page  catalogue  No.  12  of  Canada 
Ingot  Iron  Co.  Ltd.,  Guelph,  Ont.,  is  a  quick 
reference  to  Armco  drainage  products,  com- 
pletely illustrated  with  photographs  of  instal- 
lations of  Armco  drainage  pipes  of  various 
sizes  and  types  to  meet  a  wide  range  of  con- 
ditions and  requirements. 

FLAME-GLEANING 

Entitled  "3  New  Processes,"  an  8-page 
booklet  issued  by  Canadian  Liquid  Air  Co. 
Ltd.,  Montreal,  Que.,  describes  flame-cleaning 
and  dehydrating  of  old  and  new  structural 
steel  by  paint  burning  and  surface  condition- 
ing and  the  descaling  of  billets,  castings  and 
forgings. 

INSTRUMENTS  FOR  INDUSTRIAL 
APPLICATIONS 

A  number  of  scientific,  optical,  indicating 
and  measuring  instruments  for  a  wide  range 
of  industrial  uses  are  described  and  illustrated 
in  the  20-page  catalogue  issued  by  Frederick 
C.  Baker  &  Co.,  Toronto,  Ont. 

DRILL  AND  TAPPERS 

The  "Buffalo"  No.  15  heavy  duty  produc- 
tion drill;  the  No.  15  manufacturing  type 
drill;  the  No.  15  tapping  machine;  and  acces- 
sories are  featured  in  an  8-page  bulletin  No. 
2963-C  which  was  just  recently  made  avail- 
able by  Canadian  Blower  &  Forge  Co.  Ltd., 
Kitchener,  Ont.  This  bulletin  is  completely 
illustrated  with  photographs  and  sectional 
drawings  and  contains  full  specifications. 

OXYGEN  RECORDER 

Mine  Safety  Appliances  Co.  of  Canada 
Ltd.,  Montreal,  Que.,  have  issued  a  bulletin 
of  2  pages  which  describes  the  M.S. A.  oxygen 
recorder  which  is  now  available  completely 
assembled  on  a  steel  panel  thus  simplifying 
installation  and  permitting  easy  maintenance. 
The  instrument  measures  oxygen  concen- 
trations from  0  to  20.8  per  cent  and  can  be 
calibrated  for  any  range  desired  within  these 
limits. 

TRANSFORMERS 

Typical  examples  of  the  many  types  of 
Moloney  transformers  and  installations  are 
featured  in  the  36-page  booklet  issued  recently 
by  Moloney  Electric  Co.  of  Canada  Ltd., 
Toronto,  Ont.  This  attractively  prepared 
'booklet  also  describes  and  illustrates  the  com- 
pany's plant  and  manufacturing  facilities. 


BALL  BEARING  UNITS 

A  32-page  catalogue,  No.  840,  issued  by 
Stephens- Adamson  Mfg.  Co.  of  Canada  Ltd., 
Belleville,  Ont.,  includes  complete  line  of 
"Sealmaster"  ball  bearing  units.  These  units 
are  pre-lubricated,  self-aligning  and  feature 
the  "Sealmaster  Centrifugal  Labyrinth  Seal." 
Each  type  of  unit  is  illustrated  and  described 
and  tables  of  capacity  and  dimensions  are 
also  given. 

WELDING  EQUIPMENT 

A  detailed  description  of  the  many  products 
of  this  company  used  in  arc  welding  is  con- 
tained in  the  56-page  bulletin  No.  402,  an 
issue  of  Lincoln  Electric  Co.  of  Canada  Ltd., 
Toronto,  Ont.  All  products  are  well  illustrated 
and  valuable  reference  information  is  given 
in  each  case. 


INDUSTRIAL  ADVERTISERS  SELECT 
TORONTO  FOR  1941  CONFERENCE 

Toronto  has  been  chosen  by  the  National 
Industrial  Advertisers  Association  as  the  city 
in  which  its  nineteenth  annual  conference,  to 
take  place  in  September,  will  be  held,  accord- 
ing to  a  statement  just  released  by  Richard 
P.  Dodds,  president  of  the  Association,  and 
advertising  manager  of  Truscon  Steel  Co., 
Youngstown,  Ohio. 

The  Conference  will  be  sponsored  by  the 
Industrial  Advertisers  Association  of  Ontario, 
the  Toronto  Chapter  of  N.I.  A.  A.  This  chapter 
has  a  membership  of  50,  headed  by  John  A. 
M.  Galilee,  assistant  advertising  manager, 
Canadian  Westinghouse  Co.  Ltd.,  of  Hamil- 
ton, Ontario.  The  Montreal  chapter  of 
N.I.A.A.  will  co-operate  in  putting  on  the 
conference. 

The  Royal  York  Hotel,  Toronto,  will  be 
headquarters  for  the  thousand  or  more  mem- 
bers and  guests  of  N.I.A.A.  who  are  expected 
to  attend  the  conference  from  the  20  chapters 
throughout  the  United  States  and  Canada. 
Total  membership  of  the  Association  is  now 
over  1,500. 


SALES  ENGINEER 


A  prominent  international  manu- 
facturer in  the  industrial  field  has 
available  a  situation  as  sales  engineer 
in  Western  Ontario  (London-Wind- 
sor). This  position  offers  an  excellent 
opportunity  for  first  rate  remunera- 
tion to  a  technical  graduate  with  some 
plant  and  sales  experience. 

Letter  of  application  should  state 
age,  and  give  complete  details  of 
education  and  past  experience  in  the 
engineering  and  sales  fields.  Forward 
application  to  Box  2306-V,  The  En- 
gineering Journal,  2050  Mansfield  St., 
Montreal. 


164 


March,  1941    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  APRIL  1941 


NUMBER  4 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

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A.  C.  D.  BLANCHARD,  m.e.i.c 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.e.i.c 


ADVISORY  MEMBERS 
OF  PUBLICATION  COMMITTEE 

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J.  T.  FARMER,  m.e.i.c 
R.  H.  FIELD,  m.e.i.c. 
J.  N.  FINLAYSON,  m.i.i.c 
R.  C.    FLITTON,  m.e.i.c 
R.  G.  GAGE,  m.e.i.c 
F.  G.  GREEN,  m.e.i.c 
N.  MacL.  HALL,  m.e.i.c 

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ROBT.  F.  LEGGET,  m.e.i.c 

C.  R.  LINDSEY,  m.e.i.c 
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J.  L.  RANNIE,  m.e.i.c 

C.  A.  ROBB,  m.e.i.c 

D.  deC.  ROSS-ROSS,  m.e.i.c 
L.  T.  RUTLEDGE,  m.e.i.c 
H.  W.  TATE,  m.e.i.c 

H.  J.  VENNES,  m.e.i.c 


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and  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


POWER  AND  GLORY Cover 

(Photo  by  J.  H.  MacKay,  Hydro-Electric  Power  Commission  of  Ontario) 


CANADIAN  ENGINEERS  AND  THE  WAR 
Dr.  Thomas  H.  Hogg,  M.E.I.C.      . 


168 


EARTH'S  CRUST  RESISTANCE  AND  LIGHTNING 

Arthur  S.  Runciman,  E.E.,  M.E.I.C 170 

Discussion      ............      177 


GAUGES  FOR  M4SS  PRODUCTION 
C.  A.  Robb,  M.E.I.C.      . 


180 


THE  BURMA  ROAD  AND  INDUSTRIAL  DEVELOPMENT  IN,CHINA 

Dr.  C.  A.  Middleton  Smith,  M.Sc,  M.I.Mech.  E.,  LL.D.        ...  184 

THE  DESIGN  OF  BEAMS  IN  STEEL  FRAME  BUILDINGS 

S.  D.  Lash,  M.E.I.C 188 

ABSTRACTS  OF  CURRENT  LITERATURE 195 

FROM  MONTH  TO  MONTH 200 

PERSONALS 204 

Visitors  to  Headquarters         ......... 

Obituaries      ............ 

NEWS  OF  THE  BRANCHES 206 

LIBRARY  NOTES 214 

PRELIMINARY  NOTICE 216 

EMPLOYMENT  SERVICE 217 

INDUSTRIAL  NEWS 218 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed     in     the    following    pages. 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•McNEELY  DuBOSE,  Arvida,  Que. 

*J.   B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

•G.   P.   F.   BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY,  Sydney,  N.S. 

♦J.  M.  CAMPBELL,  Lethbridge,  Alta. 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 

tD.  S.  ELLIS,   Kingston,  Ont. 

tJ.  M.   FLEMING,  Port  Arthur,  Ont. 

fi.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.   FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,   N.S. 


SECRETARY-EMERITUS 

R.  J.   DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.   MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
fDEGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  Saekville,   N.B. 

COUNCILLORS 

tJ.   G.   HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  WalkerviUe,  Ont. 

*J.   L.  LANG,  Sault  Ste.  Marie,  Ont. 

•A.   LARIVIERE,  Quebec,  Que. 

tH.   N.  MACPHERSON,  Vancouver,  B.C. 

*W.  R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,   N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W.   S.  WILSON,  Sydney,  N.S. 


IT.  H.  HOGG,  Toronto,  Ont. 


*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.   R.  PERRY,  Montreal,  Que. 

JG.  McL.  Pitts,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.   E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

ÎH.  J-   VENNES,  Montreal,  Que. 

•For  1941  tFor  1941-42  tFor  1941-12-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 


FINANCE 

deG.   BEAUBIEN,   Chairman 

J.   E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.   STADLER,    Treasurer 

LIBRARY  AND  HOUSE 

BRIAN   R.   PERRY,   Chairman 


LEGISLATION 

E.   M.   KREBSER,   Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
J.  C.  KEITH 
W.  S.  WILSON 
PUBLICATION 

C.  K.  McLEOD,  Chairman 

E.  DeL.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w.  e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 

LEONARD  MEDAL 

A.    D.   CAMPBELL,   Chairman 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 
F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 
G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 
J.  A.  VANCE 


SPECIAL  COMMITTEES 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone   A    (Western   Provinces) 

II.    N.    It, ni:,,,    Prize 

A.  L.  CARRUTHERS,  Chairman 
J.  M.  CAMPBELL 
H.  N.  MACPHERSON 

Zone   B    (Province  of  Ontario) 
John   Galbraith    Prize 

K.  M.  CAMERON,  Chairman 
W.  H.  MUNRO 
J.  H.  PARKIN 

Zone   C   (Province  of  Quebec) 

Phelps  Johnson    Prize    (English) 

McN.  DuBOSE,  Chairman 
C.  K.  McLEOD 
H.  J,  VENNES 

Ernest    Marceau    Prize    (French) 

deG.  BEAUBIEN,  Chairman 
J.  H.  FREGEAU 
A.  LARIVIERE 

Zone   D   (Maritime   Provinces) 
Martin    Murphy    Prize 

W.  S.  WILSON,  Chairman 
I.  W.  BUCKLEY 
S.  W.  GRAY 


INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 
J.  B.  CHALLIES,  Vice-Chairman 
E.  A.  ALLCUT 
R.  W.  ANGUS 
C.  CAMSELL 
J.  M.  R.  FAIRBAIRN 
'    O.  O.  LEFEBVRE 
M.  J.  McHENRY 
H.  H.  VAUGHAN 


MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A.  GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 
F    H    PETERS 

S.  G.  PORTER 
J.  M.  WARDLE 

RADIO  BROADCASTING 

G    M.  PITTS,  Chairman 
R.  J.  DURLEY 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H    R.  WEBB 


166 


April,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),  3.  F.  BRIDGE 

E.  M.  KREBSER 
J.  CLARK  KEITH 

Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 

Chairman,     J.  B.  deHART 
Vice-Chair.,  H.  J.  McEWEN 
Executive,      F.  K.  BEACH 

H.  B   LeBOURVEAU 
R.  MACKAY 
(Ex-Officio),  G.  P.  F.  BOESE 

j.  McMillan 

J.  HADDIN 

F.  J.  HEUPERMAN 
Sec.-Treas.,  P.  F.  PEELE, 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio), I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec.-Treas.,   S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 

Chairman,     E.  NELSON 

Vice-Chair.,  R.  M.  HARDY 

Executive,      A.  M.  ALLEN  H.  R.  WEBB 

D.  HUTCHISON         C.  W.  CARRY 

J.  F.  McDOUGALL 
(Ex-Officio),  J.  GARRETT 

C.  E.  GARNETT 
Sec.-Treas.,  B.  W.  PITFIELD, 

Northwestern  Utilities  Limited, 
10l24-104th  Street, 

Edmonton,  Alta. 
HALIFAX 

Chairman,     S.   L.  FULTZ 
Executive,      J.  A.  MacKAY 

A.  E.  CAMERON 

A.  E.  FLYNN 

D.  G.   DUNBAR 

J.  F.  F.  MACKENZIE 
P.  A.  LOVETT 

G.  F.  BENNETT 
{Ex-Officio),  C.  SCRYMGEOUR 

S.  W.  GRAY 
Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 
HAMILTON 

Chairman,     W.  A.  T.  GILMOUR 
Vice-Chair.,  S.  SHUPE 

Executive,      C.  H.  HUTTON         T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 

(Ex-Officio),  ALEX.  LOVE  W.  L.  McFAUL 

Sec.-Treas.,  A.   R.  HANNAFORD, 
354  Herkimer  Street, 
Hamilton,  Ont. 
KINGSTON 

Chairman,     T.  A.  McGINNIS 
Vice-Chair.,  P.   ROY 
Executive,      V.   R.  DAVIES 

K.  H.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.  MUNRO 
(Ex-Officio),  G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
Sec.-Treas.,  J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 
LAKEHEAD 

Chairman,     H.  G.  O'LEARY 
Vice-Chair.,  B.  A.  CULPEPER 
Executive,      MISS  E.  M.  G.  MacGILL 

H.  H.  TRIPP  W.  H.  BIRD 

J.  I.  CARMICHAEL    E.  J.  DAVIES 

h.  os  c.  d.  Mackintosh 

J.  S.  WILSON 
(Ex-Officio),  J.  M.  FLEMING 
Sec.-Treas.,  H.  M.  OLSSON, 

380  River  Street, 

Port  Arthur,  Ont. 
LETHBRIDGE 

Chairman,    WM.  MELDRUM 
Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  E.  A.  LAWRENCE, 

207-7th  St.   S.,   Lethbridge,  Alta. 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.   T.  JULIAN 
Executive,      V.  A.  McKILLOP 
F.  C.  BALL 

F.  BELL 

T.  L.  McMANAMNA 
R.  S.  CHARLES 
(Ex-Officio),  H.  F.  BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 
MONCTON 

Chairman,     F.  O.  CONDON 

Vice-Chair.,  C.  S.  G.  ROGERS 

Executive,      B.  E.  BAYNE       R.  H.  EMMERSON 

G.  L.  DICKSON  G.  E.  SM ITH 
T.  H.  DICKSON 

(Ex-Officio),  H.  W.  McKIEL 
Sec-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 

Moncton,  N.B. 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair.,  J.  A.   LALONDE 
Executive,      E.  V.  GAGE 

P.  E.  POITRAS 
I.  S.  PATTERSON 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
(Ex-Officio),  J.  B.  CHALLIES 
deG.  BEAUBIEN 
J.  G.  HALL 
H.  MASSUE 
C.  K.  McLEOD 

B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que. 
NIAGARA   PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 

J.  L.  McDOUGALL 
L.  J.  RUSSELL 
J.  H.  TUCK 
G.  F.  VOLLMER 
(Ex-Officio),  W.  R.  MANOCK 

A.  W.  F.  McQUEEN 
Acting-Sec,  GEO.  E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 
OTTAWA 

Chairman,     T.  A.  McELHANNEY 
Executive       J.  H.  IRVINE 

W.  G.  C.  GLIDDON 
A.  A.  SWINNERTON 
W.  H.  NORRISH 
R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 
J.  H.  PARKIN 
W.  H.  MUNRO 
Sec.-Treas.,   R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,     R.  L.  DOBBIN 
Executive,      J.  CAMERON 

0.  J.  FRISKEN 

1.  F.  McRAE 
J.  W.  PIERCE 

(Ex-Officio),  B.  I.  BURGESS 

H.  R.  SILLS 
Sec-Treas.,   A.  L.  MALBY, 

303  Rubidge  St., 

Peterborough,  Ont. 
QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,  J.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Exscutive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 
C.  MILLER 

W.  P.  C.  LeBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 
McN.  DoBOSE 
M.  G.  SAUNDERS 
Sec.-Treas.,  T.  A.  TAYLOR 

Saguenay  Inn,  Arvida,  Que 


SAINT  JOHN 

Chairman,     JOHN  P.  MOONEY 
Vice-Chair.,  J.  T.  TURNBULL 
Executive,      D.  R.  SMITH 

F.  A.  PATRIQUEN       A.  O.  WOLFF 
(Ex-Officio),  H.  F.  MORRISEY 

Sec.-Treas.,  VICTOR  S.  CHESNUT 
P.O.  Box  1393, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 

Executive,      A.  C.  ABBOTT      J.  M.  MITCHELL 
R.  DORION  G.  RINFRET 

V.  JEPSEN  H.  J.  WARD 

J.  JOYAL  H.  K.  WYMAN 

HO.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 
Sec.-Treas.,  C.  G.  deTONNANCOUR 

Plant  Research  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 
SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 
b.  russell 

G.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 

P.  C.  PERRY 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 
Vice-Chair.,  L.  R.  BROWN 
Executive,      R.  A.  CAMPBELL 
N.  C.  COWIE 
C.  O.  MADDOCK 
C.  R.  MURDOCK 
(Ex-Officio),}.  L.  LANG 

A.  E.  PICKERING 
Sec.-Treas.,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 
TORONTO 

Chairman,    NICOL  MacNICOL 
Vice-CAo»r.,H.  E.  BRANDON 
Executive,     W.  S.  WILSON       G.  W.  PAINTER 
F.  J.  BLAIR  G.  R.  JACK 

W.  H.  M.  LAUGHLIN    D.  FORGAN 
(Ex-Officio)  T.  H.  HOGG 
C.  E.  SISSON 
A.  E.  BERRY 
Sec.-Treas.,  J.  J.  SPENCE, 

Engineering  Building, 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 

Executive,     T.  E.  PRICE         H.  C.  FITZ-JAMES 
J.  R.  GRANT  R.  E.  POTTER 

W.  N.  KELLY  P.  B.  STROYAN 

(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 
VICTORIA 

Chairman,     G.  M.   IRWIN 
Vice-Chair.   A.  S.  G.  MUSGRAVE 
Executive,      J.  H.  BLAKE 
E.  DAVIS 
A.  L.  FORD 
P.  T.   O'GRADY 
(Ex-Officio),  E.  W.   IZARD 

A.  L.  CARRUTHERS 
Sec.-Treas.,   K.  REID, 

1063  Pentrelew  Place, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     V.  MICHIE 
Vice-Chair.,  D.  M.  STEPHENS 
Executive,      C.  V.  ANTENBRING 
H.  B.  BREHAUT 
J.  T.  DYMENT 
H.  W.  McLEOD 
T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 
J.  W.  SANGER 
Sec.-Treas.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL  April,  1941 


167 


CANADIAN  ENGINEERS  AND  THE  WAR 

DR.  THOMAS  H.  HOGG,  m.e.i.c. 
Chairman  and  Chief  Engineer,  The  Hydro-Electric  Power  Commission  of  Ontario,  Toronto,  Ont. 

This  address  was  delivered  by  Dr.  Hogg  on  the  occasion  of  the  joint  banquet  at  Calgary  celebrating  the  signing  of  a  co-operative 
agreement  between  the  Association  of  Professional  Engineers  and  the  Institute,  on  December  14th,  1940. 


(abridged) 


When  Mr.  Churchill  said,  "Never  in  the  field  of  human 
conflict  was  so  much  owed  by  so  many  to  so  few,"  he  was 
speaking  of  the  Royal  Air  Force  and  its  magnificent  defence 
of  Great  Britain.  But  this  fine  tribute  of  the  British  Prime 
Minister  has  also  been  earned  by  those  engineers  and 
scientists,  both  of  the  fighting  services  and  in  civil  life,  who 
have,  during  the  past  twenty  years  or  more,  laboured  so 
that  in  the  day  of  trial  Britain's  sword  can  strike  so  effec- 
tively. For  years  these  men,  aided  by  the  staff  officers  of 
the  naval  and  military  forces,  have  been  quietly  developing 
British  machines  and  equipment  that  have  proved  superior 
to  those  of  our  enemies. 

It  is  thus  fitting  to  discuss  Canada's  war  effort  and  the 
problems  which  are  facing  Canadian  engineers  in  this,  the 
most  important  business  of  today. 

Canada's  Resources 

Although  a  nation  of  only  11J/2  million  people,  Canada's 
capacity  to  help  is  probably  at  least  twice  as  great  as  that 
of  an  equal  European  population.  This  is  due  mainly  to 
two  things:  first,  Canada's  immense  natural  resources;  and 
second,  the  up-to-date  character  of  our  equipment  for 
utilizing  these  resources  effectively. 

The  fundamental  measure  of  a  nation's  scientific  and 
industrial  status  is  the  degree  to  which  mechanical  power 
has  replaced  human  labour.  One  of  the  principal  items  of 
Canada's  equipment  today  is  the  ample  supply  of  low-cost 
hydro-electric  power  available  in  all  provinces,  as  evidenced 
by  statistics  of  the  power  used  per  capita  in  Canada,  which, 
in  some  measure,  is  a  gauge  of  the  nation's  industrial  capa- 
city. In  1914  the  hydraulic  turbine  power  installed  in 
Canada  was  less  than  two  million  horsepower.  By  1918 
this  had  risen  to  2}/$  million  horsepower.  There  is  now  avail- 
able in  Canada  more  than  four  times  the  amount  of  electric 
power  that  was  available  in  1918  at  the  end  of  the  last 
war,  and  of  this  nearly  7%  million  horsepower  is  utilized 
in  central  electric  station  industry. 

Much  of  the  increase  in  power  utilization  has  been  devoted 
to  the  production  of  raw  materials  of  industry,  many  of 
which  are  of  primary  importance  in  war.  This  increased 
production  is  particularly  noticeable  in  non-ferrous  metals. 
Since  1914  copper  production  has  risen  from  76  to  607  mil- 
lion pounds  per  year — a  nine-fold  increase.  Zinc  production 
was  quite  small  in  1914,  but  it  is  now  nearly  400  million 
pounds — a  sixty-fold  increase  making  Canada  the  third 
largest  world  producer.  Nickel  production  has  risen  from 
47  to  227  million  pounds — a  five-fold  increase.  All  these 
metals  are  of  great  significance  in  munitions  production. 

Canada  has  no  known  commercial  deposits  of  aluminum 
ore,  bauxite,  but  its  water  powers  situated  near  tidewater 
have  been  put  to  good  use  in  developing,  from  ore  imported 
from  British  sources,  a  large  aluminum  industry.  Since 
1914,  the  production  of  aluminum  in  Canada  has  increased 
immensely,  and  to-day  our  entire  production  of  this  vital 
war  metal  is  under  contract  to  the  British  Government. 

There  is  no  need  to  continue  a  catalogue  of  advances  in 
mineral  production.  Other  war  minerals  being  produced  in 
useful  quantities  in  Canada  include  lead,  now  ten  times  the 
average  output  of  the  1915-18  war  years,  as  well  as  platinum, 
cobalt,  molybdenum,  asbestos,  magnesite  and  mica. 

In  1914,  Canada  was  only  just  beginning  to  feel  its 
strength  in  industrial  and  manufacturing  facilities.  Since 
then  we  have  not  only  trebled  our  manufacturing  facilities 
but  we  have  immensely  improved  their  efficiency.  Thus 


Canada  is  in  a  far  better  position  than  in  1914  to  lend 
effective  aid  to  the  Empire  cause. 

It  is  important  to  note,  however,  that  this  rapidly-devel- 
oped productive  capacity  was  intended  almost  exclusively 
for  peaceful  purposes.  In  1914  the  situation  was  similar  but 
on  a  smaller  scale,  yet  we  were  then  able  to  divert  our 
material  and  mechanical  resources  into  the  channels  of  war 
production  in  an  effective  way.  The  same  effort  is  being 
made  to-day. 

Personnel  Problems 

Another  impediment  to  the  acceleration  of  our  industrial 
war  effort  may  be  the  difficulty  of  securing  suitable  person- 
nel for  the  new  armament  plants  and  for  the  operation  of 
existing  industrial  plants  now  being  adapted  to  munitions 
manufacture. 

There  are  several  ways  in  which  the  shortage  of  the  highly 
skilled  workers  can  be  made  up.  First,  with  the  willing 
co-operation  of  the  union  organizations  of  the  skilled 
workers,  industrial  management  will  be  able  to  organize 
production  so  as  to  employ  the  maximum  of  partly-skilled 
labour  under  the  minimum  of  fully-skilled  supervision. 
Again,  in  many  operations  involved  in  manufacturing  light 
mechanical  equipment  and  instruments,  Canadian  women 
will  probably  play  an  important  part,  as  indeed  they  did 
in  the  last  war.  Further,  the  ranks  of  the  skilled  workers 
may  well  be  filled  by  the  best  of  the  students  training  at 
the  technical  and  vocational  schools  and  by  the  re-training 
of  men  who  have  had  some  industrial  experience  but  have 
abandoned  manual  work  for  other  employment. 

Research  Work 

Since  the  last  war,  Canada  has  been  farsighted  in  sup- 
porting scientific  and  industrial  research.  During  this  period 
the  problems  which  engaged  the  National  Research  Council 
were  naturally  concerned  with  peacetime  activities,  but 
to-day  the  efforts  of  a  staff,  doubled  in  number,  are  devoted 
almost  exclusively  to  war  problems.  It  is  gratifying  to  note 
that  there  is  close  co-operation  between  Government  war 
departments,  such  as  the  Department  of  National  Defence 
and  the  Department  of  Munitions  and  Supply,  and  the 
various  organizations  carrying  on  research  work. 

Adequate  Power  Resources  Available 

Some  concern  has  recently  been  expressed  as  to  whether 
the  power  now  available  in  Canada  will  be  sufficient  to 
service  our  war  activities.  Speaking  for  Ontario — and  I 
think  this  applies  to  most,  if  not  all,  of  the  other  provinces 
— I  have  previously  expressed  the  belief  that  for  the  imme- 
diate future  sufficient  power  was  available  in  all  districts 
to  enable  Ontario's  war  effort  to  be  speeded  up  and  main- 
tained at  this  higher  level.  Up  to  the  present  although  the 
demand  for  power  has  increased,  it  has  been  met  without 
undue  difficulty. 

The  development  of  war  industries,  however,  is  inevitably 
accompanied  by  a  more  rapid  tempo  in  other  activities, 
which  again  produces  an  increased  demand  for  power  all 
along  the  line.  It  follows,  therefore,  as  I  have  pointed  out 
before,  that  Canada  cannot  play  her  full  part  unless  there 
can  be  made  available  large  additional  quantities  of  power. 
It  is  obvious  that  in  such  a  case  we  cannot  wait  until  the 
demand  actually  arises.  We  must  plan  and  move  well  in 
advance. 

Now  there  has  never  been  a  time  when  future  needs  for 
power  have  been  more  difficult  to  estimate.  Thus  it  is  in  a 


168 


April,  1911     THE  ENGINEERING  JOURNAL 


maze  of  uncertainty  that  weighty  decisions  respecting  new 
developments  have  to  be  made.  The  electric  supply  industry 
of  Canada  is  now  preparing  itself  to  meet  the  demands  that 
may  be  made  upon  it,  no  matter  what  they  may  be. 

Canada  Prepares 

In  Ontario,  even  before  the  war  started,  we  had  planned, 
and  have  since  carried  out,  a  strengthening  of  our  trans- 
mission and  distribution  networks  to  enable  us  to  transfer 
power  with  greater  facility  from  one  part  of  the  province 
to  another;  we  also  constructed  one  additional  power 
development.  At  the  present  time  we  have  under  construc- 
tion two  others. 

Diversions  of  Water  to  Great  Lakes 

We  have  also  been  able,  in  co-operation  with  the  Dom- 
inion authorities,  to  arrange  for  the  use  of  more  water  at 
Niagara  by  undertaking  to  make  permanent  diversions  to 
the  Great  Lakes  of  a  substantial  flow  of  water  from  certain 
rivers  in  northern  Ontario.  These  are  known  as  the  Ogoki 
river  and  Long  Lake  diversions,  and  their  immediate  value 
depends  upon  the  co-operation  extended  by  the  United 
States.  There  is  now  an  understanding  (confirmed  by  formal 
interchange  of  notes  between  the  Canadian  Minister  to  the 
United  States  and  the  United  States  Secretary  of  State) 
whereby  Canada  is  enabled  to  utilize  immediately,  for 
increasing  power  output  at  Niagara  for  war  purposes,  an 
additional  flow  of  water  equivalent  to  that  which  will  be 
added  to  the  Great  Lakes  when  the  diversion  works  are 
completed;  Canada  undertaking  to  start  immediately  the 
construction  of  the  necessary  dams,  channels,  etc.,  for  the 
Ogoki  diversion  and  to  divert  to  Lake  Superior  immediately 
the  1,000  cubic  feet  of  water  per  second  from  Long  Lake, 
for  which  the  physical  works  have  already  been  completed. 
The  ultimate  result  will  be  a  beneficial  diversion  of  water 
from  one  watershed  to  another  by  taking  stream  flow  from 
the  upper  portion  of  two  tributaries  of  the  Albany  river — 
the  Ogoki  and  Kenogami,  and  transferring  that  water  to 
the  Great  Lakes  system. 

The  physical  conditions  permit  the  diversion  of  the  flow 
from  an  area  of  about  5,800  square  miles  of  the  upper 
watershed  of  the  Ogoki  river  to  lake  Nipigon  and  thence 
to  lake  Superior;  and  from  about  1,500  square  miles  of  the 
watershed  of  Long  lake,  at  the  head  of  the  Kenogami  river, 
directly  to  lake  Superior  down  a  short  stream. 

At  present  the  water  from  these  watersheds  flows  down 
the  Ogoki  and  Kenogami  rivers  to  their  junctions  with  the 
Albany  and  thence  down  the  Albany  river  to  James  bay. 

These  diversions  will  work  no  injury  to  any  future  in- 
dustries or  settlements  in  the  watershed  of  the  Albany 
river,  as  there  is  ample  power  at  other  sites  in  the  vicinity 
of  the  Ogoki  area. 

Turning  to  the  province  of  Quebec,  large  additions  have 
recently  been  made  to  generating  equipment  at  the  Beau- 
harnois  power  development  on  the  St.  Lawrence  river  and 
at  the  new  La  Tuque  plant  of  the  St.  Maurice  Power  Cor- 
poration. 

St.  Lawrence  River  Improvement 

The  improvement  of  the  St.  Lawrence  river  for  naviga- 
tion and  for  power  development  is  a  subject  that  is  again 
receiving  attention.  As  a  project  it  is  now  linked  up  with 
the  joint  steps  being  taken  by  the  United  States  and 
Canada  for  the  defence  of  the  Americas.  Time  will  not 
permit  any  discussion  of  the  proposed  further  development 
of  this  great  waterway,  but  it  is  evident  that  changing  world 
conditions  must  profoundly  modify  many  of  the  views 
previously  held  respecting  this  great  undertaking. 

Regulation  by  Dominion  Power  Controller 

Certain  economies  in  power  consumption  can  be  effected 
by  restricting  the  less  essential  uses  of  electricity.  Great 
care,  however,  must  be  exercised  in  doing  so,  because  it  is 
quite  possible  to  save  electricity  at  the  cost  of  imposing 
other  burdens  which  would  diminish  rather  than  increase 


our  total  war  effort.  These  matters  are  receiving  the  careful 
attention  of  the  Dominion  Power  Controller,  in  co-operation 
with  the  various  provincial  authorities. 

One  ruling  by  the  Dominion  Power  Controller  has  already 
effected  a  substantial  saving  in  power  demand — namely  the 
extension  of  daylight  saving  time  in  Ontario  and  Quebec 
in  those  communities  which  adopted  it  during  the  summer. 
This  regulation  has  unfortunately  resulted  in  some  con- 
fusion in  the  mind  of  the  general  public.  It  has  even  been 
suggested  that  electric  power  could  be  conserved  by  cutting 
off  street  and  highway  lighting,  and  electric  signs;  some 
people  are  trying  to  conserve  electricity  in  their  homes. 
Such  efforts,  while  being  commendable  because  they  are 
sincere,  are  not  very  helpful  unless  you  happen  to  reduce 
peak  load  by  switching  off  lights  when  your  generating 
stations  are  operating  at  their  maximum  capacity — which 
is  usually  late  in  the  afternoon  when  all  factories  are  in 
full  production. 

Thus  it  is  desirable  that  everybody  should  continue  to 
use  electricity  as  fully  as  needed  until  they  receive  advice 
from  the  Dominion  Power  Controller,  or  their  local  electric 
utility,  otherwise  they  may  interfere  with  their  own  war 
effort.  Engineers  will  understand  that  the  effect  of  intro- 
ducing a  staggered  form  of  Daylight  Saving  Time  (as  has 
been  done  in  Ontario  and  Quebec)  creates  a  better  diversity 
in  the  time  of  peak  demands  from  various  classes  of  con- 
sumers. 

Conclusion 

This  brief  review  of  Canada's  war  effort  has,  I  hope, 
indicated  to  some  extent  the  important  part  that  is  being 
played  by  Canadian  engineers. 

To-day,  notwithstanding  the  temporary  superiority  en- 
joyed by  Germany  in  numbers  and  masses  of  military 
weapons  and  supplies,  it  may  be  stated  with  some  assurance 
that  in  scientific  and  technical  matters  the  British  Empire 
is  superior  to  Germany.  This  is  to  be  expected,  because  the 
highest  achievement  in  these  things  can  only  be  attained 
where  the  utmost  freedom  of  thought  and  action  are  per- 
mitted. While  dictatorships  may  have  some  advantages 
over  democracies  in  the  regimentation  of  a  nation  for  con- 
trolling its  political  and  economical  life,  the  same  control 
cannot  successfully  be  applied  to  its  scientific  development. 

In  addition  to  its  natural  resources  and  its  up-to-date 
equipment  for  their  utilization,  Canada  enjoys  for  the  time 
being  a  freedom  from  direct  enemy  action  against  her 
territory.  This  is  both  an  advantage  and  a  danger.  It  leaves 
us  free  to  devote  our  energies  to  our  assigned  task  of  train- 
ing personnel  for  the  great  air  armada  in  the  making,  and 
to  develop  our  raw  materials,  and  manufacture  and  assemble 
them  for  shipment.  But  the  danger  lies  in  the  possibility 
that  we  may  become  complacent  and  fail  to  mobilize  every 
ounce  of  our  strength. 

Relatively  speaking,  Canada  has  more  to  lose,  should  the 
Empire  fail  to  achieve  victory,  than  even  Britain  herself. 
Just  before  the  war  Germany  had  many  accredited  agents 
travelling  through  Canada  making  an  inventory  of  our 
assets.  Asked  what  they  were  particularly  interested  in, 
one  of  these  agents  replied,  "In  your  natural  resources." 
Canada,  therefore,  has  a  very  definite  and  important  part 
in  the  struggle.  We  must  develop  and  use  our  natural 
resources  to  the  utmost  to  prevent  the  enemy  from  taking 
them  from  us. 

As  Canadian  engineers  we  may  be  proud  that  those  to 
whom  the  call  has  come  have  been  found  both  willing  and 
able  to  render  effective  help.  We  cannot  all  apply  our  engi- 
neering knowledge  in  active  service  overseas.  But  in  our 
appointed  tasks  we  can  each  employ  our  talents,  our 
engineering  experience  and  whatever  specialized  knowledge 
we  may  possess  to  the  solution  of  the  problems  with  which 
we  have  to  deal — to  the  end  that,  by  the  efficient  mobiliza- 
tion of  the  great  resources  of  this  Dominion,  a  continuous 
stream  of  munitions  and  supplies  of  all  kinds  may  flow 
through  unimpeded  channels  to  their  appointed  destination. 


THE  ENGINEERING  JOURNAL     April,  1941 


169 


EARTH'S  CRUST  RESISTANCE  AND  LIGHTNING 

ARTHUR  S.    RUNCIMAN,    e.e.,  m.e.i.c. 
Superintendent  of  Transmission  Lines,  Shawinigan  Water  &  Power  Co.,  Montreal,  Quebec. 

Paper  presented  before  the  General  Professional  Meeting  of  the  Engineering  Institute  of  Canada, 

at  Hamilton,  Ont.,  on  February  7th,  1941. 


It  has  been  a  pleasant  experience  to  review  the  past  ten 
years'  work  on  the  reduction  of  lightning  outages.  This  has 
led  to  the  realization  that  our  knowledge  of  the  earth's  crust 
is  not  all  one  should  expect  in  these  enlightened  days. 

During  the  summer  of  1940  we  were  given  the  opportunity 
of  measuring  the  footing  resistance  of  the  steel  grillage  tower 
foundations  which  were  being  installed  for  a  new  220  kv. 
steel  tower  transmission  line  (No.  35)  between  the  cities  of 
Three  Rivers  and  Quebec.  A  field  party  was  sent  out  with 
earth  resistance  measuring  apparatus  described  later.  The 
data  obtained  were  plotted  so  that  comparisons  could  be 
made  along  the  right-of-way  to  determine  what  sections 
should  be  specially  treated  to  obtain  the  lowest  overall 
resistance  to  earth  for  the  least  money  spent. 

Low  resistance  to  earth  along  a  steel  tower  line  has  been 
found  to  be  a  very  important  factor  in  reducing,  (and  on 
several  high  voltage  lines,  eliminating)  power  arc-overs 
caused  by  lightning. 

A  study  of  the  graph  of  resistance  per  tower  base  vs  the 


line  plan  and  profile  (see  Fig.  1)  yields  some  curious  in- 
formation. The  largest  river  crossed,  the  St.  Maurice,  has 
high  resistance  banks.  The  reason  for  this  is,  probably,  the 
sandy  soil  from  which  all  of  the  soluble  conducting  materials 
have  been  washed  or  leached  into  the  river  by  the  infiltra- 
tion of  surface  water  and  rains.  Such  high  resistance  was 
specially  noted  where  slopes  are  steep,  as  at  Towers  55-70. 

This  high  resistance  was  found  to  a  lesser  degree  at  other, 
but  not  all,  rivers  along  the  line.  It  seems  reasonable  to 
suppose  that  most  soils  through  which  water  can  pass  even 
slowly  should  be  poor  conductors.  Water  itself  is  not  a 
good  conductor  except  when  salts  or  acids  are  present  in 
solution. 

This  condition  of  high  resistance  tower  footings  near 
rivers  was  so  intriguing  that  other  old  ground  resistance 
measurement  data  were  investigated  and  a  typical  case  on 
line  No.  33  is  offered  for  reflection,  in  Fig.  2. 

For  the  No.  35  line  tests,  a  box  with  metal  end  plates  was 
used,   containing  approximately  one  cubic  foot  of  earth 


io-r  •  m  — 


Gnauiyt]^^ 


2  CtHirtirpa—  W.iW.-     ' 

2  CtfioCeuntarpotwWIrM^ 
m«i»ur»d  90Ch!nt«rYT>of». 


H  Lawirnc* 


Fig.   1 — Diagram  showing  ground   resistance  along   transmission   line  No.   35. 


170 


April.   1941     THE  ENGINEERING  JOURNAL 


Fig.  2 — Diagram  showing  the  high  resistance  of 
tower  footings  near  rivers. 


The  resistance  of  earth  samples  measured  in  this  box  ranged 
from  253  to  3,000  ohms.  Such  high  resistances  showed  that 
the  earth  contained  few  conducting  impurities.  If  such 
impurities  were  present,  the  galvanized  steel  footings  would 
soon  be  damaged  by  rust  action. 

In  connection  with  Figs.  3  and  4,  it  should  be  explained 
that  the  ground  resistance  measuring  gang,  consisting  of 
four  men  equipped  with  an  Evershed  &  Vignoles  earth 
tester,  wires,  probes,  etc.,  followed  the  base  setting  gang, 
well  ahead  of  the  wire  gang.  Thus  they  had  buried  steel 
bases  to  measure  without  the  effects  of  other  man-made 
grounds. 

The  method  of  testing  was  the  probe  or  potential.  This 
was  checked  by  a  loop  resistance  measurement  of  the  tower 
base  under  test  in  series  with  a  long  lead,  usually  1,100  ft. 
in  length,  and  the  nearest  measured  tower  base.  The  two 
methods  checked  closely  so  that  a  fair  idea  of  the  base 
resistance  at  each  tower  was  obtained. 

This  method  of  testing  isolated  grounds  involves  reversed 
or  alternating  currents  passed  into  the  earth.  (See  Fig.  5). 
The  potential  drop  Pi  to  P2  in  the  earth  between  the  two 
current  points  Ci  and  C2,  when  combined  with  the  current, 
can  be  read  on  the  instrument  as  earth  resistance  of  the 
point  Ci,  which  is  the  tower  base  under  investigation.  This 
method  gives  a  measure  of  local  resistance  which,  from  a 
lightning  protection  standpoint,  is  the  resistance  value  in 
which  we  are  interested. 

Just  why  are  we  interested  in  resistance  of  tower  footings 
and  the  earth's  crust? 

The  sketch  in  Fig.  6  has  been  made  up  in  an  attempt  to 
show  what  may  happen  when  a  stroke  of  lightning  contacts 
a  transmission  line.  An  instrument  such  as  a  photographic 
cathode  ray  oscillograph  could  be  used  as  a  recorder  or 
voltmeter. 

It  will  be  noted  from  Fig.  6  that  in  this  case  we  have  a 
potentiometer.  At  the  point  where  the  stroke  contacts  the 
line,  current  is  carried  to  ground  via  the  tower  steel,  and 
the  potential  between  the  instrument  and  the  flashover  is 
recorded  on  the  view  plate  and  photographed. 

A  shunt  path  in  parallel  with  r  will  by-pass  the  flow  and, 
if  this  shunt  is  of  sufficiently  low  resistance,  the  IR  drop 
will  not  be  high  enough  to  flash  the  insulators. 

The  shunt  path  may  be  a  sky  wire  or  a  counterpoise  or 
deep  driven  ground  rods,  or  all  three. 

Before  proceeding  further,  a  study  of  the  phenomenon 
of  lightning  might  be  helpful.  Our  electricity  is  carried  on 
what  we  call  electrons,  and  we  choose  to  call  these  electrons 
negative  in  polarity.  When  these  electrons  accumulate  in 
a  cloud,  they  repel  each  other  by  virtue  of  their  similar 
negative  properties.  They  are  held  together  by  atmos- 
pheric insulation  because  they  cannot  get  away  until  they 
develop  sufficient  potential  difference  to  some  other  col- 


lection (a  cloud)  or  perhaps  the  earth.  Now 
let  us  consider  the  earth  or  its  crust:  we 
have  been  led  to  believe  that  some  strange 
opposite  charge  follows  around  a  negatively 
charged  cloud.  This  is  easier  to  visualize  if 
we  consider  the  repulsion  effect  of  the 
negatively  charged  cloud  repelling  the 
electrons  out  of  the  area  below.  We  know 
(from  data  collected  by  communication 
companies)  that  potential  differences  exist 
between  points  or  grounds  on  the  earth's 
crust.  These  potential  differences  do  not 
assume  very  large  values  unless  something 
special  happens.  One  case  of  something 
special  happening,  is  when  a  cloud  loaded 
with  electricity  (negative  electrons)  in  an 
insulating  atmosphere  finally  develops  such 
a  potential  difference  to  earth  that  it 
dumps  the  charge  down  a  path  made 
luminous  by  the  ionization  and  heat  of  the 
electron  flow,  or  the  PR  power  as  we  say. 
Why  so  much  negative  current  flows  down 
this  single  path  can  be  explained  if  we  remember  that 
flowing  electrons  are  always  accompanied  by  counter- 
clockwise whorls  of  magnetic  lines,  and  that  parallel  current 
paths  magnetically  attract  each  other,  finally  becoming 
one  path. 

The  graph  shown  in  Fig.  7  is  a  reproduction  of  a  flash 
record  taken  by  the  General  Electric  Company  in  New 


BtO 

,  1 

¥-  *-4       '  m 

ÉLttB» 

.hL*m     1 JQ 

s  1 1  "i"i  ■ 

III  IBg 

BSBXEESBsâàmmtmÊËKâS3BBÉL  1 

Fig.  3 — Steel  underground  in  grillage  tower  base. 


Fig.  4 — Steel  above  ground  in  grillage  tower  base. 

York  of  a  lightning  stroke  on  the  Empire  State  building. 
This  diagram  is  important  in  that  it  settles,  we  hope  finally, 
the  nature  of  the  lightning  discharge. 

We  have  a  cloud  dumping  a  large  flow  of  electrons  or 
electricity  down  a  flash  to  earth,  the  normal  container  for 
all  of  our  earthbound  electricity.  The  flow  varies  in  quan- 
tity but  not  in  direction.    In  a  few  records  the  flow  at  the 


THE  ENGINEERING  JOURNAL     April,  1941 


171 


end  of  the  discharge  has  been  found  to  reverse,  but  unless 
you  are  interested  in  the  theory  of  low  resistance  oscillating 
circuits  it  is  just  as  well  to  ignore  these  few  rare  cases. 

If  some  of  the  mystery  of  the  discharge  has  been  dispersed, 
suppose  we  consider  what  happens  to  the  electrons  when 
they  arrive  at  the  earth.  Of  course,  the  spot  struck  receives 
a  huge  quantity  of  electrons  which  must  be  distributed  to 
the  rest  of  the  earth's  crust. 

We  now  have  a  fascinating  study  for  a  mathematician 
who  likes  dealing  in  circles  and  hemispheres.  The  nature 
of  the  material  in  these  circles  and  hemispheres,  of  course, 
must  be  variable  just  to  make  it  interesting.  However,  we 
should  not  go  too  deeply  into  this  angle  of  the  question 
because  it  has  been  worked  out  for  us  by  a  record  of  our 
flashovers  on  our  transmission  lines. 

We  know  from  records  of  damage  to  wood  poles  caused 
by  lightning,  and  found  by  patrolmen  on  60  kv.  power  lines, 
that  potential  differences  of  600  kv.  and  more  may  exist 
between  poles  approximately  200  ft.  apart.  These  high 
potential  differences  which  exist  up  to  2,000  ft.  from  the 
point  struck  are  shown  by  our  records  to  have  reached 
values  as  high  as  2,000  kv.  in  some  instances.  That  these 
potential  differences  exist  we  are  sure.  The  exact  mechanics 
of  each  case  is  not  so  easily  understood.  This  fact  leads  to  a 


JS* 


-DC  GENERATOR 


-RECTIFIER 


CIRCUITS    CARRYING    DIRECT    CURRENT 
«  "     ALTERNATING      « 


Fig.  5 — Diagram  showing  the  principle  of  operation 
of  a  Megger  earth  tester. 

study  of  probabilities  and  chances  based  on  our  meagre  set 
of  rules  to  cover  mass  movement  of  electrons  at  widely 
varying  rates  of  flow. 

Figures  8  and  9  show  the  conditions  found  on  lines  Nos. 
18  and  38  due  to  lightning  storms  on  July  8  and  June  11, 
1939,  respectively. 

The  tubes  noted  on  the  poles  (Fig.  10)  are  similar  to  a 
fuse  holder.  The  lightning  flashes  through  the  tube  and 
builds  up  pressure  which  at  times  explodes  the  tube.  No 
other  damage  is  experienced  and  when  the  line  trips  out, 
as  it  does  if  the  relaying  is  fast,  the  line  closes  back.   Other 


than  the  tube  loss,  there  is  no  permanent  damage  even  to 
insulators. 

So  far  as  this  paper  is  concerned,  the  tube  acts  as  an 
indication  of  a  flashover  caused  by  high  lightning  potential. 

If  our  municipal  engineers  care  to  think  of  a  heavy  rain 
storm  or  cloudburst  on  roofs  equipped  with  eave  troughs 
(sky  wires)  and  conductor  pipes  (steel  towers  or  pole  ground 
leads),  some  idea  of  the  effect  may  be  visualized. 


''■  """-iiwÀtt^ 

■  Resistance  of-  Current  Dissipation  Rath  near 
"  Transrnissior»  Lirte. 

This  path  isaraa\us  o\  ac-ircie  Centred  on 

the  pomt  Struck 

Fig.  6 — Diagram  showing  the  method  of  measuring  the  poten- 
tial drop  during  distribution  of  electrons 
following  lightning  flash. 

If  the  run  off  sewer  (counterpoise  or  other  equally  good 
continuous  grounding)  be  adequate,  no  spill  over  will  occur. 

Lightning  is  in  the  same  category  as  a  cloudburst;  it  must 
be  got  rid  of  and  quickly  by  properly  designed  run  off 
equipment. 

We  have  ten  years'  records  to  show  that  short-circuiting 
the  bases  of  steel  towers  reduced  materially  the  flashovers. 
On  a  number  of  lines  the  lightning  outages  have  been  re- 

TIMÊ  -  SECONOS 
QOS         Oto         0  IS  0  20        0  2S  0  30  0  35        0  40  0  43       O.SO         OSS 


rn 


™~XTtf~Yr^~~~ 


Fig.  7 — Crater  lamp  oscillogram  of  lightning  stroke  on  Empire 

State  Building,  New  York.      (Reproduced  from  Electrical 

World,  February  10,  1940,  Wave  Shapes   of  Successive 

Lightning  Current  Peaks,  by  K.  B.  McEachron.) 

duced  to  zero.  Some  of  the  results  of  the  preventive  work 
are  shown  in  Figs.  11,  12,  13,  14. 

Fig.  11  is  an  eleven  year  record  of  the  line  outages  caused 
by  lightning  on  the  Shawinigan  system  between  Shaw- 
inigan  Falls  and  Montreal. 

The  top  graph  is  the  result  of  a  count  made  each  year  of 
the  days  on  which  lightning  was  recorded  and  conveys 
some  idea  of  the  severity  of  lightning  for  the  different  years. 

The  second  graph  from  top  shows  the  percentage  of  tower 
line  right  of  way  which  has  the  bases  of  the  towers  bonded 
together  by  counterpoise  wire  buried  approximately  18 
inches. 

The  third  graph  is  a  plot  of  the  outages  caused  by  light- 
ning each  year;  note  the  downward  slope  as  the  percentage 
of  continuous  counterpoise  increases  in  the  graph  above. 

The  fourth  graph  is  the  same  as  the  third,  but  in  terms  of 
outages  per  100  miles  of  circuit  for  easy  comparison  with 
other  companies'  records. 

The  voltage  on  these  circuits  (Fig.  11)  is  110  kv.  insulated 
by  seven  standard  suspension  insulators.  One  of  the  tower 
lines  has  two  overhead  sky  wires  and  the  other  tower 
line  has  no  sky  wire.  This  point  is  discussed  later  with 
Fig.  14. 


172 


April,  1941     THE  ENGINEERING  JOURNAL 


N£i8Lirtt 


N*3BL.r>6, 


Scale  i'-ZM,:m 


Normal  Span  »  200  jr 
Tv/oc»  on  each  f.'.frm  po^. 


T^dc  ck~s»\»  it.t  or  bottom  po*l 


Tub*  broken  at"  inoli  co  tor 

Top  Insulator  .TqpSk.rf   hmkf.n 


Pole  splintered    in  nntjtyip. 


PoU  splintered  i 


"9  9°P  To  be  cKar^fcd 


X,bc  bto*n>'le(t©[  bottom  port. 


Tube  blown,  t'Ietto^ taction-,  port 


Indicator   blown 


0.K 


Tuba  blown, 6'le^rot  pot  ton-,  part 

O.K. 


The  obovc.  Uos.i   c^^naA  appr  I  m.la 
C\   Pole  L,ne' 


L325  •     Indi'cator  blown  >nj-r.  tube 


Fig.  8 — Plan  of  line  No.  18  indicating  damage 
done  by  lightning  storm. 


air 


Polesl.ceol  t 
onojouy 


I  top  ground  wi>( 


7  •    Tub*  obenated,  Indicator  r 
New  type. 


t  710  •    Tube  operated.  New  type  indicator  const 

oortly  burned    3Cond   Spolfcd  Irowi  abort. 

Pole  spHntt-rtd  in  the  pop  and  a  hole  mnd». 
nthsqrpuno.  Not  o  [vac*  wo.  (ound  o(  Tube.. 
Centre  sect  ion  o^  tube  blown  leaving  q  'en 


top  o-not  6 'on  bottom. "top Cond  spotted. 


13  • 


14  •  Tub*  operated   New  Indicator  loo.e, 
eppr  IV  jrom  the  tube  . 

715  •    Centre  section  of  tube  blown  leaving  18  "and 
Ift'end  sections  New  Indicator  undisturbed 

16  •  Tube  operated.  New  InoScator  loose, 
appr  IV  from  the  tube 

17  •    Tube  operated  New  indicator  missing 


OK 


Scale  I'.ZMiles 
Normal  Span  •  165  ft. 
Tubes  on  each  pole 


The  above  Alasb  covered  appr  240QU 
of  Pole  Line. 


-962  •    Flashovcr  (row,  top  of  tube  across  IZ'air 
to  a  telephone  line  Tel  Cond  burned  off 


Fig.  9 — Plan  of  line  No.  38  indicating  damage 
done  by  lightning  storm. 


It  will  be  noted  by  the  dotted  lines  in  the  side  sketch  of 
the  tower  and  counterpoise  arrangement  on  each  graph, 
that  the  towers  are  cross  connected  together  underground 
wherever  counterpoise  has  been  installed  on  right  of  way 
used  by  more  than  one  line  of  towers. 

In  another  case  where  100  per  cent  counterpoising  of 
three  important  circuits  operating  at  60  and  110  kv.  was 
carried  out,  the  outages  were  completely  eliminated.  The 
insulation  is  seven  standard  suspension  units.  It  has  been 
found  by  comparing  the  records  of  110  kv.  and  60  kv.  lines 
operating  on  the  same  construction  and  insulation  that  no 
difference  in  outages  is  apparent.  This  suggests  future 
studies  on  how  low  insulation  can  be  reduced  on  a  well 
protected  high  voltage  line. 

Fig.  12  is  a  record  showing  a  reduction  in  outages  of  which 
we  are  justly  proud.  This  line  is  operating  at  220  kv.  and 
insulated  by  16  units  of  the  standard  five  inch  suspen- 
sion type.  The  improvement  after  counterpoising  was 
definite. 

We  would  not  be  surprised  if  an  outage  should  occur  in 
future  years.  Such  an  occurrence  would  be  studied  and 
further  grounding  measures  taken,  as  is  being  done  in  the 
case  shown  in  Fig.  13. 

The  tower  lines  referred  to  in  Fig.  13  were  counterpoised 
and  also  two  sky  wires  added  in  the  case  of  Nos.  19-21 
section.  The  record  showed  reduction  to  zero  for  one  year 
but  not  the  second  or  third  years.  Here  we  found  that  the 
flashed  lowers  were  on  very  high  resistance  earth  in  the 
St.  Maurice  river  valley.  Tests  were  made  by  driving  deep 
rods.    Resistances  as  follows,  were  found: — 


Tower 

Depth  of 

Ohms  to  the  Tower 

No. 

Rod. 

&  Sky  Wire 

84 

64  ft. 

50  ohms 

85 

88  " 

30 

n 

98 

112   " 

40 

u 

118 

48   " 

70 

ii 

119 

48   " 

75 

il 

123 

56   " 

75 

il 

134 

40   " 

700 

ii 

171 

56   " 

20 

"     (in  a  swamp). 

The  earth  resistance  of  this  section  is  so  high  that  more 
than  the  usual  counterpoise  grounding  is  necessary.  Two 
extra  wires  in  the  ground  or  more  deep  driven  rods  are  in- 
dicated before  the  next  lightning  season. 

The  purpose  of  the  so-called  "counterpoise"  wire,  which 
is  buried  18  inches  deep  and  connected  to  the  tower  bases, 
is  to  provide  a  conducting  path  through  the  poorly  con- 
ducting earth's  crust  immediately  below  the  transmission 
line,  so  that  any  mass  distribution  of  electrons  can  flow 
away  in  the  earth,  and  not  force  the  streams  of  electrons  to 
jump  insulators  into  the  transmission  conductors  to  get 


../> 


i 


White  Pymlm 
Indicator  si"  «lick. 


lnrjSt,rr,"QTld  natiTio,  MflU 


nstalled  in  pole 
or  before  creel 
to  measure  death  in  ground.  - 
Lao.  Screw  may  be  stamped     ^ 

«"''«.  ■y*»''  rw^ww^77^vtxt* 
date  figures 


Zti'CVop. 
,V(>  Hole 
,Y>WaU. 


ForcUtails  se*TL,.5i*-B- 


NS6  Bwa.  oalv.  Iron  stapled  on  pole  every  Z  [t 


\YAVAv\WW\Y/ 


Imputt*  Flashovcr  of  *6KV  In*. 

and  Tuba.  Crap  in  stricv*  to  ground 

a»  shown 

600  KV.  3  Tnicr.See.Wove 
or  longer  time.. 

Impulse  Flashovcr  is  higher  (or 

shorter  time-  to  FlushovVr  Re**ren« 

Sec  OB.letter  Hot.  13-1039  »< curve. 

4215,  letter)- 11*957. 

Fig.  10 — Wood  pole  for  60  kv.  line  with  tube  gap 
connection. 


THE  ENGINEERING  JOURNAL    April,  1941 


173 


ligbtiirvj 


Dovs  on 

5y»l**n 


^CllW      » 


Actual 
Lightnmg 
Outage» 
ptr  Year 


Oataais 
perlOOMiles    « 
o[  Circuit 

I 


+ 

-i — 

. 

fppi'           v=7 

IE — 

W-          7T» 

±- 

:3  X 

|       1 

>   '    r     7  A  6 

/    \               /    \ 

•*- 

j    ./  \ /-4 — 

P           P 

If      à              d 

E?_f- 

3 

IT 

ZEJt    J 

41   41 

1 

»      1 

"      l\  "■ 

ja     V  1    / 

*    h^U     ^ 

11 

Circuit  N?5, 67.645  46 
M.le.4         354 1 
Insulation  7  Units  41' 


L    '  ' 

Bi 

M 

■*1 

4'    \  /' 

i  V  i  'V 

a 

1  M  1  i    i 

^S  in  SÎ  W  >"  în  r»s,  i*>f 

Year 


Fig.  11—110  kv.  lines  55.3%  coun- 
terpoised.   Outages    reduced    75%. 


00 
'0 
Liohtnino    60 
Storm  5o 

Days  On       ,0 
System       jo 

Î0 


Continuously 
Cou"terpoiȎi  ^ 


5 

Actual  6 

Liohtnino. 
Outages        4 
per  Tear 

2 

0 


i     M 

: 

, 

~~^ 

~^_        • 

1 1 

T^ 

,     / 

i     J 

1    f 

/-« 

/ 

-/ —    * 

■  ■■ 

J 

jv 

! 

/  \ 

/  \ 

I  W 

I  A  / 

t    V  J 

/  ^  V* 

5!   i     * 

l- 

\ 

1 

i 

10 

\ 

8 

A 

\ 

Lightning     6 

ûutaaes 
perlOOM'l"  4 

\ 

J 

N 

2 

0 

3 

s 

» 

E 

at 

S 

s 

£ 

s 

*3 

^ 


JBL 


Circuit  N2  3I 
Miles  106.8 
Insulation  16  UnitsS' 


Fig.    12—220   kv.    line    100%    coun- 
terpoised.    Outages  reduced  100%. 


Lightning 
Storm 
Days  an 

System 


Continuously    » 
Counter  pontd  4 


AcJjol 

L'gKn.ng 
Ou  tag*.  > 
ptrYw 


MM 

1  1 

Mil 

/T\ 

>     N. 

-*4.  ^s" 

\ 

,  M 

i  ;  1  i  i 

VrrT 


LiQHfning     24 
Outages 
pfrrlOOMllM   |6 

o[  Circuit. 

8 


I 

44 

— 4 

—4 


y 

1    ;    1   !/\l    '' 

I 

*    M 

1 

J   a\\  \ 

1  y  \  I 

<ojy       \\ 

V.     V 

S 

f. 

/ 

1 

> 

Circuit  Ntl.lû.iq.Zi 
Miles        62  78 
Insulation  7  Units  4  V 


1 1    ft  \l 

L  U  lj\ 

&^i\\i  - 

K^-p-r" 

-m- 

llzÛzàtz. 

Year. 


»I? 


Fig.  13 — 110  kv.  lines  operating  at  110  kv. 

and  60  kv.  Counterpoised  100%.  Outages 

reduced  to  zero,  one  year  only. 


Liobtnmj      M 


Days  on 

Sy  stem 


%OkCrcuif  63 
Continuously  50 
Counterpoised  i0 


M 


"""is; 


'. 

", 

16 

i 

I 

Lightning      |j 
Outages 
per  loo  Miles    a 
o|  Circuit 

■ 

v 

; 

i 

j 

A 

\ 

V 

0 

\r 

-U 

!  S  £  *  R  r  a;  ? 

Year 


Circuit  Ns  5v.'- 
Milt*  90.9  and"  :-•-: 
Insulation  7  Units  41' 


Lightning 


Days  on 
5y  stem 


SoV&rouil 
Continuous!. 


Counterpoised*0 


Actual 

Lghtmng 


i     :  i 

]  1 

i 

1  ! 

i-^ 

1  / 

i  ■  / 

j* 

10 

A 

* 

A     / 

Utfftmng       6 

Outages 

pe--  lOOMilcs  4 

o[CfC-jir 

»  /  \ 

i  /  l  \l 

V     \ 

\ 

0 



Note 

All  lines  on  5tcil  towers 

with  Suspension  insulators 

"7-16  Units. 


|    1    1     '    I 

A 

jtV     / 

Vn 

\J 

\ 

40 

\  j 

v 

.  .  . 

21 

M- 

0 

a  s  «  sacs*  sa»» 

Yeor 


M'!«  821  M 

Insulation    Mi^C- 


Fig.  14 — Comparison  of  110  kv.  lines  with  (No.  5)  and  without 
(No.  8)  sky  wire. 

where  they  are  going  by  virtue  of  their  concentration  or 
potential  difference. 

The  sky  wire  functions  as  a  collector  of  lightning,  also  it 
acts  as  part  of  the  shunt  or  bonding  circuit  between  the 
towers.  Thus  it  supplements  the  conduction  of  the  earth's 
crust  and  other  ground  connections,  continuous  counter- 
poise, etc. 

Before  anything  definite  can  be  decided  in  reference  to 
height  of  sky  wires  or  lightning  rods,  it  is  believed  essential 
that  adequate  continuous  counterpoise  grounding  be  pro- 
vided to  run  off,  without  dangerous  rise  of  potential,  the 
very  high  lightning  currents. 

Fig.  14  has  been  included  to  show  that  a  tower  line 
equipped  with  sky  wires  has  a  better  record  than  a  tower 
line  with  no  sky  wire.  Tower  lines  No.  5  and  No.  8  are  50  ft. 


Fig.  15— Graphs  for  all  60,  110,  185  and  220  kv.  lines  with  par- 
tially continuous  counterpoise  showing  that  with  60%  of  cir- 
cuits continuously  counterpoised  outages  have  been  reduced 
75%  that  is,  from  8  to  2  outages  per  100  miles  of  circuit  per 

annum. 

apart  on  the  same  right  of  way  for  a  distance  of  90  miles 
and  present  a  fair  comparison  of  the  case.  It  should  be 
noted  that  a  small  amount  of  counterpoise  was  installed 
in  1936. 

There  are  volumes  of  records  to  show  the  protecting  value 
of  the  sky  wire,  and  recent  records  combine  the  sky  wire 
and  the  buried  counterpoise  or  the  deep  driven  ground  rod. 
I  do  not  believe  any  engineer  would  claim  for  sky  wire  100 
per  cent  protection  in  these  enlightened  days,  but  many 
records  have  been  published  in  the  last  year  or  two  which 
indicate  a  tendency  to  complete  protection  when  the 
grounding  is  thoroughly  carried  out.  Our  own  records  are 
most  conclusive. 


174 


April,  1911     THE  ENGINEERING  JOURNAL 


TABLE  I 
LIGHTNING  OUTAGES  ON  S.W.  &  P.  CO.  LINES  (OPER.  DEPT.) 


Line 
Number 
or  Name 

Line 

Mileage 

as  in  1939 

Construction  Type  as  in  1939 

1928 

1929 

1930 

1931 

1932 

1933 

1934 

1935 

1936 

1937 

1938 

1939 

1940 

1941 

1/42 

2/34 

3           

81.20 
80.56 
46.03 
33.40 
90.90 
86.50 
90  90 
86.50 
15.63 
17.64 

Wood  Pole,  60  Kv 

10 

10 

10 

10 

0 

1 

2 

6 

2 

0 

21 
21 

12 
11 
3 
3 
8 
17 
2 
3 

13 
28 

8 
4 
3 
3 
6 
17 
3 
2 

9 

9 
3 
4 
3 
4 
5 
13 
2 
2 

14 
5 
3 
8 
3 
3 
5 
7 
4 
4 

7 
12 
8 
16 
7 
6 
3 
19 
6 
3 

5 
4 
4 
9 
2 
2 
3 
7 
3 
1 

10 
13 

6 
12 
6 

7 
6 
10 
4 
5 

2 

4 
9 
0 
0 
0 
2 
4 

1 

15 

17 
16 
0 
1 
3 
3 
7 
1 
3 

24 

18 

18 

0 

0 

0 

6 

21 

0 

0 

3 

6 
16 

2 
2 
1 
3 

0 
0 

5 
6 
5 

0 
1 
1 
3 
0 
0 

Wood  Pole,  60  Kv 

Wood  Pole,  60  Kv 

4               

Wood  Pole,  60  Kv 

5/45/46 

6      

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

1 10  Kv.  Steel,  2  Cir 

— 

7/45/46 

8          

110  Kv.  Steel,  2  Cir 

9 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

10    

11/43 

12/43 

13 

159.97 

159.97 

8.10 

8.45 

2.05 

2.27 

37.11 

37.35 

17.72 

60  Kv.  Steel,  2  Cir.  1  Sky  Wire 

60  Kv.  Steel,  2  Cir.  1  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

60  Kv.  Steel,  2  Cir.  1  Sky  Wire 

60  Kv.  Steel,  2  Cir.  1  Sky  Wire 

Wood  Pole,  60  Kv 

13 

7 
0 
1 

5 
4 
1 
3 

16 

12 

1 

3 

9 

10 

0 

1 

4 
6 
0 
0 

12 
4 
1 
1 

11 
7 
0 
0 

6 
8 
0 
0 

2 
2 
0 
0 

4 
2 
0 
1 

10 
9 
4 
2 

5 
0 
0 
2 

16 
14 
0 
0 

7 
3 
0 
0 

11 

8 
1 
3 

5 
9 
3 
5 

4 
4 
0 
0 

1 
0 
0 
5 

40 

40 

0 

1 

10 
8 
2 
3 

32 
32 

2 
2 
1 
0 
10 
9 
0 

10 
10 
0 
0 

1 

2 
7 
10 
0 
0 

4 
4 
0 
0 
0 
0 

î 

3 
3 

— 

14 

15 

16 

17 

18 

Wood  Pole,  60  Kv 

19.    . 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

20 

— 

21 

11.79 

12.87 

32.27 

18.07 

135.23 

135.23 

57.58 

.86 

6.27 

11.31 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

Wood  Pole,  60  Kv 

0 
0 
8 
0 
1 
2 
1 

5 
3 
13 
4 
2 
3 
3 

2 
1 
2 
0 
6 
10 
4 

0 

2 

5 
2 
5 

0 
10 
11 

1 

1 

1 

3 
1 
6 
2 
5 
5 
4 

0 
0 

2 
3 

12 
3 
8 

10 
1 
0 
2 
5 

5 
0 
9 
1 
17 
16 
7 
0 
2 
3 

2 
4 
7 
0 
3 
4 
4 
1 
1 
3 

1 
1 
6 
0 
3 
3 
0 
0 

1 

3 

7 
8 
10 
2 
5 
8 
3 

4 
7 

0 

2 

10 

1 

8 
2 
1 
2 
6 

0 
0 
10 

1 

3 
1 
3 
0 
0 
3 

3 
4 
4 
0 
3 
3 
2 
0 
0 
3 

22 

23 

Wood  Pole,  60  Kv.    . 

24/1  Tie 

25 

110  Kv.  Steel,  1  Cir.  2  Sky  Wire 

187  Kv.  Steel,  2  Cir.  2  Sky  Wire 

187  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  1  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  1  Cir.  2  Sky  Wire 

60  Kv.  Steel,  2  Cir 

— 

26      

27 

28 

29 

30 

— 

31 

106 . 80 

35.40 

49.30 

6.58 

6.31 
22.35 
16.53 
21.34 

7.04 

220  Kv.  Steel,  1  Cir.  2  Sky  Wire 

110  Kv.  Steel,  1  Cir.  1  Sky  Wire 

1 10  Kv.  Steel  and  Wood  Pole   . 

See 

7 

See 

5 

2 

above 
12 

above 
4 
6 

3 

3 

20 

1 
0 

11 
2 
5 
See 

6 

6 

1 

6 
3 
6 
above 

5 

10 
2 

3 
3 

11 

8 

5 
0 

4 

1 

12 

7 

5 
2 

9 

3 

13 

4 

2 
3 

7 
1 
4 
Se 

—Se 

3 
—Se 

5 

3 

5 
5 

14 
e  abov 

e  abov 

7 
e  abov 

4 

2 

5 

2 

7 

e  — 

e  — 

5 

e  — 

7 
3 

2 

4 

11 

2 

8 
3 

0 

1 

4 

0 

2 
1 

32 

33/36/38 

34 

Wood  Pole,  60  Kv 

35 

Wood  Pole,  60  Kv.    . 

36 

37 

Wood  Pole,  60  Kv.    . 

38 

Wood  Pole,  60  Kv. .  . 

39/E.A 

40 

Wood  Pole,  60  Kv 

Wood  Pole,  60  Kv. .  .  . 

41 

16.94 
9.10 
1.98 
6.85 
2.20 
2.20 
6.81 
2.63 

Wood  Pole,  60  Kv 

3 

5 

0 

3 

1 

2 

1 

9 

1 

—Se 
—Se 

1 
—Se 
—Se 

0 
e  abov 
e  abov 

1 
e  abov 
e  abov 

1 
e  — 
e  — - 

0 
e  — 
e  — 

1 

5 
2 
1 

2 
2 
2 

42 

Wood  Pole,  60  Kv 

43 

Wood  Pole,  60  Kv 



44. 

Wood  Pole,  60  Kv 

1 10  Kv.  Steel,  2  Cir.  2  Sky  Wire 

1 10  Kv.  Steel,  2  Cir.  2  Sky  Wire 

Wood  Pole,  60  Kv 



45.  .  . 



46 



47 



48.    . 

Wood  Pole,  30  Kv 

No    1  Tie. . . 

2.19 

3.09 

.51 

3.26 
3.65 
3.65 

3.60 
3.60 

60  Kv.  Steel,  1  Sky  Wire   .  . 

0 
0 
0 

1 
1 

0 
0 
0 

1 
1 

See 

3 

0 

1 

1 

1 

above 
0 
0 
0 

0 
0 

3 

0 
1 

0 
0 

2 
0 
0 

0 
0 

2 
1 
1 

0 
1 

0 
0 
0 

0 
0 

0 
0 

1 

0 

1 

0 
0 
2 

0 
0 

1 
0 

0 
0 

1 

0 
0 

0 
0 

0 
0 
0 

0 
0 

0 
0 

0 
0 
0 

0 
0 

2        

60  Kv.  Steel,  1  Sky  Wire 



3 

60  Kv.  Steel,  1  Sky  Wire.  .  . 



4 

6 

7 

1  Anglo 

2  Anglo 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

110  Kv.  Steel,  2  Cir.  2  Sky  Wire 

187  Kv.  Steel,  2  Cir.  2  Sky  Wire 

187  Kv.  Steel,  2  Cir.  2  Sky  Wire 

= 

1  Laurentian 

2  Laurentian 

3  Laurentian 

1  Queen 

2  Queen 

Murray  Bay.  . 
Belgo  Tie.    . 

7.20 

31.50 

24.67 

4.44 

3.59 

53.07 
.55 
.44 

60  Kv.  Steel,  2  Cir.  2  Sky  Wire 

60  Kv.  Steel,  2  Cir.  2  Sky  Wire 

60  Kv.  Steel,  2  Cir.  2  Sky  Wire 

Wood  Pole,  60  Kv. 

1 
1 
7 
0 
0 

0 

0 

2 
4 

7 
8 
8 

7 

3 

2 
4 
1 
1 
1 

16 

3 

0 
3 

1 
0 
0 

16 
0 

2 

1 

0 
0 

1 

0 

4 
0 
0 

1 

2 
3 

0 
0 

11 

2 
0 

0 
2 
1 
0 
1 

9 
0 
0 

0 
4 
5 
2 
1 

0 
0 
3 

0 
0 

1 
1 

0 

3 
0 
1 

2 
2 
4 
2 
0 

14 
0 

1 

0 
0 

1 
1 
1 

20 
1 
1 

1 

2 
3 
0 
0 

8 
0 
2 

0 
0 

1 

0 
0 

7 
0 

1 

— 

60  Kv.  Steel,  2  Cir.  2  Skv  Wire 

Wood  Pole,  60  Kv 

60  Kv.  Steel,  2  Cir 



Can.  P.  Co.. 

Wood  Pole,  60  Kv. .  .  . 



124 

245 

199 

178 

136 

218 

190 

211 

83 

249 

240 

148 

81 

— 

At  the  end  of  1940  the  Shawinigan  Water  &  Power 
Company  had  613.64  circuit  miles  of  power  lines,  60  to  220 
kv.,  protected  by  counterpoise.  This  corresponds  to  332 
miles  of  tower  line. 

In  percentage  figures  for  the  entire  60,  110,  185  and  220 
kv.  steel  tower  line  system,  51.6  per  cent  of  our  circuit 
miles  or  45.7  per  cent  of  our  tower  line  miles  are  now  con- 
tinuously counterpoised.  In  addition  to  this,  we  have  the 
new  220  kv.  line  No.  35  continuously  counterpoised  with 
two  wires  and  four  wires  where  the  resistance  per  tower 
base  was  measured  as  50  ohms  or  more. 

Fig.  15  is  a  composite  graph  for  all  the  lines  on  which  any 
serious  counterpoising  has  been  carried  out.  The  total  miles 
of  circuit  from  which  outage  records  are  compiled  is  821.11. 
Only  60  per  cent  of  the  total  milage  is  protected  by  contin- 
uous counterpoise  to  the  end  of  1940.  The  graph  indicates 
that  the  outages  have  dropped  to  the  low  figure  of  2  per 
100  miles  of  circuit.  The  downward  slope  of  the  outages 
corresponds  to  the  upward  rise  in  the  curve  indicating  the 
percentage  of  circuits  continuously  counterpoised.     With 


the  exception  of  one  case  indicated  in  Fig.  13,  no  lightning 
flashovers  have  occurred  on  any  lines  continuously  counter- 
poised and  insulated  with  seven  or  more  units  in  suspension 
at  a  distance  greater  than  1,000  ft.  from  the  end  of  the 
counterpoise.  Flashovers  have  occurred  on  the  tower  at 
the  end  of  the  counterpoise  in  several  cases. 

Tables  I  and  II  are  tabulations  covering  complete  line 
outages  caused  by  lightning,  and  line  outages  on  circuits 
under  special  study  with  reference  to  counterpoise,  respect- 
ively. 

What  we  now  lack  is  two  or  three  years'  data  on  a  trans- 
mission line  protected  by  counterpoise  alone  in  order  to 
evaluate  the  relative  protection  afforded  by  the  buried 
counterpoise  and  the  sky  wire.  With  such  data  on 
record,  the  actual  value  of  the  sky  wire  would  be  better 
understood. 

Various  conductors  have  been  used  for  counterpoise.  We 
use  No.  5  BWG  electro-galvanized  steel,  resistance  9.8  ohms 
per  mile,  weight  625  lbs.  per  mile,  0.8  ounce  zinc  per  sq.  ft. 
This  wire  is  placed  18  inches  underground  by  a  specially 


THE  ENGINEERING  JOURNAL    April,  1941 


175 


TABLE  II 
YEARLY  LIGHTNING  OUTAGES  REFERRED  TO  CONTINUOUS  COUNTERPOISE  INSTALLATION  ON  STEEL  TOWER  LINE  60-220  KV. 


Circuit 
Miles 

1930 

1931 

1932 

1933 

1934 

1935 

1936 

1937 

1938 

1939 

1940 

Line 
Designa- 
tion 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 

Prot. 

by 

D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

/o 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot. 

by 
D.C.C* 

Line 
Out- 
ages. 

% 
Prot- 

by 
D.C.C* 

Line 
Out- 
ages. 

No.  5,  6,  7, 
and  8 

346.0 

— 

29 

— 

25 

— 

18 

— 

35 

— 

14 

— 

29 

.96 

6 

.96 

14 

34.0 

27 

34.0 

8 

55.3 

5 

No.  9, 10,19 
20,21,22 

60.68 

— 

10 

— 

11 

— 

13 

— 

16 

— 

9 

— 

23 

24.6 

8 

98.0 

24 

98.0 

0 

98.0 

1 

98.0 

6 

No.  13  &  14 

16.2 

- 

0 

- 

0 

- 

0 

— 

6 

— 

0 

— 

4 

— 

0 

- 

1 

— 

4 

100 

0 

100 

0 

No.  24 

15.54 

- 

0 

- 

0 

- 

2 

— 

3 

- 

1 

— 

0 

6.1 

0 

6.1 

2 

6.1 

1 

6.1 

1 

6.1 

0 

No.  25  &  26 

270 . 46 

- 

16 

- 

21 

— 

10 

- 

18 

- 

33 

— 

7 

— 

6 

- 

13 

22.9 

15 

22.9 

4 

31.3 

6 

No.  29 

5.43 

- 

0 

— 

1 

— 

0 

— 

2 

- 

2 

— 

1 

— 

1 

— 

4 

— 

2 

100 

0 

100 

0 

No.  31 

106.8 

- 

3 

- 

11 

- 

6 

- 

3 

- 

4 

— 

9 

— 

7 

45.0 

5 

92.8 

5 

92.8 

2 

97.6 

0 

Totals 

821.11 

- 

58 

- 

69 

- 

49 

— 

83 

- 

63 

— 

73 

2.3 

28 

13.7 

63 

41.5 

54 

47.6 

16 

60.0 

17 

Outages 
per  100 
Circuit 
Miles 

- 

- 

7.05 

- 

8.4 

- 

5.96 

- 

10.1 

— 

7.68 

- 

8.9 

- 

3   4 

- 

7.68 

- 

6.56 

- 

1.95 

- 

2.07 

Circuit 
Miles 
Counter- 
poised 

- 

— 

— 

— 

- 

- 

- 

- 

- 

— 

- 

- 

19.23 

- 

112.09 

- 

339 . 33 

- 

391.05 

- 

492.61 

- 

'D.C.C.  is  the  abbreviation  for  Double  Continuous  Counterpoise. 


constructed  plough  drawn  by  one  or  two  tractors.  The  cost 
of  installation,  exclusive  of  any  property  arrangements, 
is  approximately  $100.00  per  wire-mile.  Figure  16  shows 
the  relative  location  of  the  wires. 

Conclusions 

1.  The  earth  near  rivers  is  usually  washed  clear  of  con- 
ducting salts  and  acids  and  has  high  ohmic  resistance. 

2.  Buried  counterpoise  continuous  tower  to  tower,  from 
powerhouse  to  substation,  is  giving  excellent  operating 
records  through  lightning  storms. 

3.  The  cost  of  such  protection  from  lightning  flashover 
is  comparatively  low. 

4.  There  is  need  for  data  on  the  protecting  value  of  the 
continuous  buried  counterpoise  without  sky  wires.  Such 
data  may  lead  to  reduced  cost  of  high  voltage  lines. 


^Towa> 


:sée 


.   ^Tnrvtçl"^ 


Fig.  16 — Diagram  showing  a 
counterpoise  installation. 


^-Towcr. 


ss 


II 


3  £ 

Se 


One.  TgvYfrr 


Tower  Luj 


Lorge  Webber. 


C©unte.r-po,«,  looped  m  ©nTowerLeû 

Dcf  rh  o\  Counterpoise  ' 
lo'vyhere  ploughed  in. 
fc"  oppr-  whir»  band  bwied  ■ 


4_3ûn*«_3L  _ 


Z  Tower  L.rn 


176 


April,  1941    THE  ENGINEERING  JOURNAL 


DISCUSSION 


W.  B.  Buchanan1 

The  author  has  presented  data  of  a  type  which  is 
important  to  those  interested  in  the  grounding  of  electrical 
circuits  and,  particularly,  with  respect  to  the  protection  of 
power  lines  against  flashovers  due  to  lightning.  He  mentions 
the  possibility  of  such  a  study  justifying  the  use  of  a  lesser 
amount  of  line  insulation.  This  may  not  be  permissible 
however  for  other  reasons — liberal  factors  of  safety  will  be 
demanded  and  while  insulator  life  is  doubtless  better  than 
formerly,  some  allowance  should  be  made  for  faulty  insu- 
lators. 

The  writer  was  intrigued  by  the  use  of  the  term  "Earth's 
Crust"  and,  after  reading  the  paper  carefully,  wondered  if 
Mr.  Runciman  had  really  reached  the  earth's  crust  as  some 
of  us  have  had  reason  to  consider  it.  This  remark  is  not  by 
way  of  criticism,  as  we  are  quite  in  agreement  with  the 
author's  exposition  of  principles  and  practice,  but  is  intended 
as  a  caution  that  still  greater  variations  may  occur  in  prac- 
tice than  appear  in  the  paper. 

As  a  member  of  the  staff  of  the  Hydro-Electric  Power 
Commission  of  Ontario,  the  writer  has  been  concerned  in 
several  extensive  studies  in  earth  resistance  measurements. 
Some  of  the  information  obtained  is  of  interest  in  comparison 
with  corresponding  data  in  the  paper. 

Some  years  ago  an  extensive  series  of  tests  were  made  of 
the  resistances  of  driven-rod  or  service  grounds  as  used  on 
distribution  systems.  Compilation  of  the  data  appeared  to 
justify  a  division  into  three  classes,  defined  as  regards  the 
character  of  the  soil.  Those  in  the  group  having  low  resist- 
ances were  in  heavy  clay  loam  and  could  very  well  have 
been  represented  by  a  chart  like  that  of  Fig.  1  of  the 
paper,  considering  those  below  50  ohms.  The  second  group, 
classed  as  sandy  or  gravelly  loam,  varied  considerably  but 
few  exceeded  300  ohms.  Dry  sand  or  gravel,  however,  might 
give  much  higher  values,  up  to  thousands  of  ohms.  It  is 
under  such  conditions  as  these  that  the  earthed  counter- 
poise becomes  helpful,  or  even  necessary,  if  troubles  due  to 
lightning  are  to  be  minimized. 

During  the  installation  of  the  first  220  kv.  line  built  by 
the  Hydro-Electric  Power  Commission,  from  Toronto  to 
the  Quebec  border,  a  complete  series  of  tower  footing  resis- 
tance tests  were  made.  The  method  of  measurement  was 
different  from  that  mentioned  by  the  author  as  extra  leads 
and  probes  were  not  required.  Two  overhead  ground  wires 
were  already  installed  and  furnished  an  effective  tie  with 
many  other  lower  grounds  in  parallel.  Raising  and  insulating 
these  at  one  tower  enabled  an  instrument  to  be  inserted  by 
which  the  resistance  of  a  composite  loop  could  be  measured 
in  which  the  footing  under  test  would  be  much  the  greater 
component. 

Here  again,  the  values  were  shown  to  depend  on  the 
nature  of  the  soil.  Throughout  a  clay-loam  belt  of  thirty 
miles  or  more,  resistances  from  four  to  twenty  ohms  were 
obtained  and  the  writer  believes  that  no  lightning  flashovers 
have  occurred  in  this  district.  Real  difficulty,  however, 
became  evident  throughout  the  rocky  district.  Many  miles 
of  line  pass  through  country  where  there  is  very  little  earth 
of  any  kind  over  the  rock;  here  tower  footing  resistances 
were  measured  exceeding  one  thousand  ohms  and  even  these 
values  were  not  very  dependable.  Some  efforts  were  made  to 
reduce  them  by  connecting  the  footings  to  adjacent  lakes, 
pockets  of  earth,  etc.,  but  this  could  not  be  done  in  all  cases. 

A  very  unusual  case  of  lightning  damage  occurred  in  this 
district.  The  stroke  passed  down  through  a  group  of  bass- 
wood  trees  about  fifty  feet  outside  of  the  right  of  way, 
travelled  along  the  surface  of  the  ground  to  the  tower 
footing,  up  the  tower  and  tripped  out  the  line.  The  evi- 
dence was  observed  by  many  persons  and  this  story  may 
be  regarded  as  authentic. 

'Testing  Engineer,  The  Hydro-Electric  Power  Commission  of 
Ontario,  Toronto,  Ont. 


Under  such  circumstances  reluctance  on  the  part  of 
engineers  to  guarantee  100  per  cent  protection  against 
lightning  is  quite  understandable. 

Usually  the  possibilities  of  protection  against  lightning 
depend,  more  or  less,  upon  economic  considerations.  The 
following  example  illustrates  what  may  be  regarded  as  an 
extreme  but  very  effective  use  of  the  counterpoise. 

During  the  construction  of  the  Chats  Falls  generating 
plant,  the  writer  was  requested  to  make  an  earth  survey 
with  a  view  to  establishing  satisfactory  grounds  for  all 
equipment  and  considering  all  possible  uses  of  such  grounds. 
The  terrain  was  almost  altogether  rock  with  very  little 
earth  even  as  overburden.  The  initial  problem  of  locating 
probes  for  measuring  resistance  was  very  conveniently 
solved  by  nature  providing  pools  of  water  in  pockets  on  the 
surface.  The  resistivity  is  roughly  indicated  by  the  value  of 
1,800  ohms  obtained  as  the  resistance  between  two  pools 
each  of  approximately  one  hundred  square  feet  area  and 
not  more  than  fifty  feet  apart. 

The  net  results  of  such  tests  led  to  the  installation  of  two 
heavy  copper  cables  between  the  remote  ends  of  generating 
and  switching  stations,  supplemented  by  additional  leads 
to  various  pockets  of  earth  in  the  vicinity  that  might  have 
value.  This  constituted  really  an  artificial  earth  of  large 
dimensions  and  seemed  to  be  the  only  practical  solution  of 
the  grounding  problem. 

The  overhead  ground-wire  network  was  also  given  care- 
ful study  and  an  extensive  screen  was  installed.  The  fact 
that  the  station,  so  far  as  we  have  been  able  to  learn,  has 
been  immune  to  any  harmful  effects  from  lightning,  speaks 
well  for  the  soundness  of  the  design. 

In  view  of  the  last  conclusion  stated  in  the  paper,  the 
writer  would  suggest  that  overhead  ground-wire  and  coun- 
terpoise should  be  regarded  as  supplementary  rather  than 
competitive  in  their  effects.  Available  data  tend  to  indicate 
that  a  sky-line  may  be  so  placed  as  to  shield  the  power 
conductors  almost  100  per  cent  from  direct  strokes,  that 
the  induced  surge  on  the  power  conductor  with  a  satisfactory 
ground  plane  such  as  should  result  from  the  use  of  counter- 
poise would  be  only  one-half  (or  less)  than  the  potential  in 
the  sky-line  in  case  of  direct  stroke  and  that  such  induced 
charge  would  contain  only  a  small  fraction  of  the  amount 
of  energy  of  the  main  stroke  and  be  dissipated  much  more 
quickly.  If  lightning  could  be  persuaded  to  confine  its 
attention  to  the  towers  only,  the  path  of  the  current  being 
at  right  angles  to  the  power  conductors,  there  would  prob- 
ably be  very  little  induced  charge  on  the  latter,  but  with 
long  span  construction,  particularly,  the  chances  of  doing 
this  seems  very  remote. 

In  connection  with  the  data  submitted,  I  would  like  to 
ask: 

1.  Re  Fig.  8.  Are  the  poles  which  are  noted  as  O.K.  after 
the  storm,  equipped  with  down  wires  and  ground  rods, 
or  have  the  poles  on  which  the  detectors  were  mounted 
been  required  to  drain  the  most  of  the  discharge? 

2.  What  means  are  used  to  install  rods  to  depths  of  from 
40  to  112  feet  as  noted  in  the  table,  Page  173? 

I  must  confess  inability  to  absorb  all  the  information 
contained  in  this  paper  within  the  time  available,  or  ap- 
praise its  value.  However,  we  shall  doubtless  have  occasion 
to  refer  to  it  in  future  studies. 

Lachlan  Gilchrist2 

The  following  comments  are  offered  on  Mr.  Runciman's 
paper: — 

I.  With  reference  to  the  character  of  the  ground  and  the 
tower  base  resistances. 

It  is  a  little  difficult  to  understand  the  great  differences 
in  tower  resistances  from  tower  positions  0  to  90  in  Fig.  1, 


2Professor  of  Physics,  University  of  Toronto,  Toronto,  Ont. 


THE  ENGINEERING  JOURNAL     April,  1941 


177 


which  seem  to  occur  at  rather  slight  but  sharp  rises  in 
elevation.  Possibly  these  are  due  to  the  use  of  the  three- 
point  method  of  measuring  the  resistance  as  shown  in 
Fig.  5.  In  this  method  even  a  narrow  section  of  very  dry 
sand  close  in  at  the  tower  footings — dry  because  of  a  slight 
increase  in  elevation — would  cause  a  high  resistance  read- 
ing which  would  hardly  give  a  true  indication  of  the  average 
resistivity  of  the  ground  at  some  distance  from  the  tower 
footings.  An  occasional  check  at  some  of  these  places  could 
be  made  by  making  a  four-point  reading,  i.e.  separating  Ci 
and  Pi  and  grounding  Pi  at  least  halfway  from  the  tower 
footings  to  the  potential  probe  ground  rod  P.  To  make  a 
fair  comparison  the  specific  resistance  or  resistivity  should 
be  calculated  for  each  of  the  resistance  readings  on  the 
"Megger"  earth  tester. 

II.  With  reference  to  the  theory  associated  with  Fig.  6 
there  is  this  added  theory. 

The  negative  electrons  on  the  cloud  draw  to  the  top  of 
the  towers  positive  charge  from  the  earth  which  gathers  at 
the  top  of  the  towers  and  perhaps  also  on  the  sky  lines  in 
considerable  density,  a.  This  positive  charge  acts  with  an 
outward  force  on  itself  of  2t<j  dynes  per  sq.  cm.  and  this 
outward  force  depends  on  the  value  of  cr,  which  is  greater 
the  sharper  the  tops  of  the  towers.  There  is  also  the  pulling 
force  of  the  negative  electrons  on  the  cloud  on  the  positive 
charge  on  the  top  of  the  tower.  The  result  is  a  silent  dis- 
charge from  the  towers  to  the  cloud  which  tends  to  neu- 
tralize the  negative  charge  on  the  cloud  and  consequently 
lowers  the  potential  drop  between  the  cloud  and  the  tower 
to  a  value  below  that  which  is  necessary  for  a  lightning 
discharge,  thus  avoiding  the  ionization  of  the  air  about  the 
insulators  and  the  consequent  spill-over.  This  is  similar  to 
the  ordinary  lightning-rod  effect  and  it  would  appear  that 
the  towers  act  as  lightning-rods,  perhaps  slightly  inefficient 
if  not  supplied  with  points  at  the  top  and  not  thoroughly 
counterpoised  to  as  low  a  ground  resistance  as  possible. 
According  to  this  theory  the  towers  on  the  peak  elevations 
of  ground  are  the  best  lightning-rods,  but  probably  are  the 
most  difficult  to  provide  with  the  lowest  possible  ground 
resistance.  Hence  it  is  evident  that  a  special  effort  should 
be  made  to  obtain  this  low  ground  resistance  for  the  elevated 
towers. 

III.  It  is  interesting  to  note  that  Mr.  Runciman's  experi- 
ments indicate  considerable  advantages  in  the  continuously 
counterpoised  towers  over  those  with  sky  lines.  The  con- 
clusion seems  to  be  that  the  lightning-rod  effect  of  producing 
a  silent  discharge  is  largely  due  to  the  towers  and  very  little 
due  to  the  sky  lines.  In  any  case  it  might  improve  the  effi- 
ciency in  decreasing  outages  by  making  the  towers  more 
lightning-rod-like  in  character  with  projecting  points,  and 
lowering  the  ground  resistance  of  those  towers  on  high 
elevations.  Further,  the  continuous  underground  line  be- 
tween towers  might  be  attached  to  counterpoise  plates  at 
several  well  chosen  places  between  the  tower  positions,  in 
order  to  make  the  grounding  resistance  as  low  as  possible. 
This  should  be  of  considerable  assistance  in  diminishing  the 
number  of  spillovers. 

Claude  Gliddon,  m.e.i.c.3 

I  am  glad  to  offer  the  following  comments  on  Mr. 
Runciman's  paper: — 

1.  The  phenomenon  of  high  ground  resistance  near  rivers 
as  observed  by  Mr.  Runciman  is  new  to  us.  It  should  be 
possible,  however,  to  compare  observations  of  ground  resist- 
ance made  in  the  vicinity  of  many  rivers  by  other  observers 
and  thus  determine  whether  this  phenomenon  applied  gen- 
erally to  all  rivers.  Gatineau  Power  Company's  observations 
so  far  have  indicated  that  ground  resistance  depends  largely 
on  the  nature  of  the  soil  (clay  being  low  resistance  and  sand 
being  high  resistance)  and  moisture  content. 

2.  The  advantages  of  counterpoise  for  reducing  lightning 


3Chief  Engineer,  Gatineau  Power  Company,  Ottawa,  Ont. 


outages,  as  observed  by  Mr.  Runciman,  bear  out  the  expe- 
rience of  other  observers.  A  considerably  longer  period  of 
record  will  be  required  to  determine  quantitative  results. 
3.  The  suggestion  made  in  the  paper  that  improvement 
in  line  performance  may  sometimes  be  more  economically 
obtained  by  other  means  than  simply  adding  more  insula- 
tors, is  a  very  good  one,  and  is  an  important  consideration 
in  transmission  line  design. 

Edwin  Hansson4 

Mr.  Runciman's  paper  presents  a  most  convincing  case 
for  the  value  of  sky  wires  and  low  footing  resistances  com- 
bined with  ample  insulation  as  a  means  of  lightning  protec- 
tion for  high  tension  lines. 

The  author  comments  on  the  poor  soil  conductivity  near 
some  of  the  rivers.  It  is  a  well  known  fact  that  the  conduc- 
tivity varies  with  the  composition  of  the  soil,  and  clean 
sand  is  practically  non  conductive.  What  surprises  me  is 
the  high  conductivity  with  which  Mr.  Runciman  is  blessed 
in  his  territory.  On  our  system,  soil  resistance  varies  from 
3,000  to  10,000  ohms  per  cubic  foot,  as  determined  during 
a  partial  survey  by  A.T.  &  T. 

I  do  not  think  it  is  necessary  to  wait  for  records  from  a 
line  equipped  with  counterpoise  but  no  sky  wires.  In  a 
paper  by  Edgar  Bell  (AIEE  Transactions  1940,  Vol.  59, 
p.  822)  he  states  that  "three  out  of  every  four  strokes  to 
an  overhead-ground-wire  section  of  this  line  occurred  to 
such  wires  between  structures."  It  seems  reasonable  to 
assume  that  a  large  number,  if  not  practically  all,  of  these 
strokes  would  have  caused  flashovers  if  permitted  to  contact 
the  conductors. 

On  page  175  the  author  mentions  the  lack  of  two  or  three 
years'  experience  with  a  counterpoised  line  without  sky 
wires.  I  want  to  say  a  word  of  caution  against  putting  any 
reliance  on  short  time  records  in  connection  with  this  sub- 
ject. The  factors  are  so  many  and  so  varied  that  even  ten 
years  is  none  too  long  to  get  valid  evidence.  The  number  of 
strokes  per  100  miles  of  line  varies  greatly  from  year  to 
year  and,  in  addition,  there  is  a  great  variation  in  severity 
of  strokes.  In  comparing  the  four-year  record  of  two  different 
lines  we  find  that  the  number  of  strokes  per  100  miles  per 
year  varies  from  54  to  129  for  the  one  line  and  from  85  to 
232  for  the  other,  and  the  minimum  for  the  one  occurs  the 
same  year  as  the  maximum  for  the  other. 

The  author  deserves  to  be  congratulated  on  having  kept 
and  published  such  careful  records.  Every  such  contribu- 
tion goes  a  long  way  to  clear  up  a  subject  of  which  we  know 
none  too  much. 

K.  B.  McEachron6 

There  is  little  question  in  my  mind  but  that  flashovers 
on  transmission  lines  are  caused,  in  some  cases,  by  lightning 
strokes  to  points  so  located  with  respect  to  transmission 
lines  that  currents  flow  from  the  point  of  contact  on  the 
earth's  surface  to  the  transmission  line  tower,  up  the  tower, 
and  may  well  cause  flashover  of  the  transmission  line  con- 
ductors. 

It  would  be  expected  that  such  a  phenomenon  would 
occur  most  frequently  in  places  where  the  soil  is  of  poor 
conductivity,  so  that  when  flashover  occurs,  the  transmis- 
sion line  tower,  and  its  conductors  present  an  appreciably 
better  chance  to  secure  connections  to  earth. 

Although  I  have  no  factual  data  with  respect  to  trans- 
mission lines,  I  have  known  several  cases  in  which  the 
following  conditions  were  typical:  lightning  struck  a  tall 
pine  tree  leaving  its  characteristic  mark  over  the  surface  of 
most  of  the  tree,  which  was  about  60  ft.  in  height.  From 
that  point  it  travelled  over  the  surface  of  the  ground  hori- 
zontally, leaving  a  characteristic  furrow  in  the  earth's 
surface.  This  furrow  terminated  at  the  base  of  a  telephone 

«Pennsylvania  Water  &  Power  Company,  Baltimore,  Md.,  U.S.A. 
^Research  Engineer,  General  Electric    Company,   Pittsfield,   Mass., 
U.S.A. 


178 


April,  1941    THE  ENGINEERING  JOURNAL 


pole,  which  was  split  on  the  outside  up  to  the  point  of 
attachment  of  a  pair  of  telephone  wires.  Considerable 
damage  was  noted  on  the  telephone  circuit,  in  a  cable  on 
one  side  and  in  the  subscribers'  station  on  the  other  side 
of  the  split  pole.  There  was  no  damage  observable  to  the 
pole  above  the  point  of  attachment  of  the  wires.  This  indi- 
cates the  phenomenon  very  clearly. 

In  the  case  of  a  steel  tower  line,  or  a  wood  pole  line  with 
down  wires,  using  overhead  ground  wires  in  either  case, 
such  a  stroke  of  lightning  would  find  its  way  to  earth  down 
a  considerable  number  of  towers  in  parallel,  due  to  the 
presence  of  the  overhead  ground  wire.  If  tower  footing 
resistance  were  high,  flashover  still  might  ensue,  particularly 
on  the  structure  or  structures  over  which  the  lightning 
current  originally  flowed  from  the  earth,  presumably  nearest 
the  point  struck. 

I  would  expect  that  a  buried  counterpoise  at  the  base  of 
such  structures  would  assist  materially  in  those  cases  where 
strokes  did  not  make  contact  with  the  transmission  line, 
but  did  occur  close  enough  to  it  so  that  considerable  volumes 
of  current  must  be  dissipated.  In  this  case,  the  buried  earth 
counterpoise  would  act  to  distribute  these  charges  over 
sufficiently  wide  areas  so  that  flashover  would  not  occur. 
This  perhaps  is  a  partial  explanation  of  the  phenomenon 
indicated  by  Mr.  Runciman,  particularly  in  paragraph  4  of 
his  conclusion.  It  is  to  be  noted  in  this  regard  that  overhead 
ground  wires  with  frequent  down  connections  to  earth  are 
not  only  helpful  in  this  way  but  they  are  also  advantageous 
in  connection  with  strokes  which  are  to  be  diverted  from 
the  transmission  line  through  the  protective  tent  offered 
by  the  overhead  ground  wires. 

On  the  other  hand,  a  buried  counterpoise  without  the 
overhead  ground  wires  will  be  useful  only  in  those  cases 
where  lightning  occurs  nearby  and  does  not  strike  the 
transmission  line.  It  is  probable  with  the  lower  ground 
resistance  resulting  from  the  use  of  the  counterpoise,  that 
for  strokes  to  the  transmission  line  conductors,  flashover  is 
somewhat  more  likely,  because  of  the  presence  of  the 
counterpoise.  This  naturally  leads  one  to  the  general  con- 
clusion that  counterpoise  plus  the  overhead  ground  wire 
results  in  the  most  satisfactory  combination,  taking  care  of 
both  strokes  to  the  line  and  strokes  nearby,  provided  the 
ground  resistance  and  the  insulation  on  the  structure  are 
suitable. 

It  is  interesting  to  observe  that  a  negative  stroke  to  a 
point  near  a  transmission  line,  travelling  to  the  base  of  a 
tower,  and  up  a  tower,  would  be  registered  as  a  positive 
stroke  on  a  magnetic  link  connected  to  that  tower  for  the 
purpose  of  measuring  lightning  currents  flowing  through 
the  tower  structure.  This  may  explain  some  of  the  positive 
records  which  have  been  obtained  in  the  past. 

The  Author 

It  is  interesting  to  note  that  both  Mr.  McEachron  and 
Mr.  Buchanan  mention  cases  of  lightning  hitting  nearby 
and  travelling  to  conductors  on  pole  lines.  Mr.  McEach- 
ron's  case  was  a  telephone  line  and  Mr.  Buchanan's  a  power 
line.  No  doubt  there  are  many  such  cases  but  it  is  not  easy 
to  obtain  the  evidence.  This  type  of  lightning  stroke  is 
taken  care  of  readily  by  the  use  of  a  buried  counterpoise, 
which  is  assisted  in  many  cases  by  the  parallel  sky  wire. 
The  point  which  is  not  at  all  clear  as  yet,  is  the  reason  for 
advocating  trials  without  sky  wires.  This  theory  is  based  on 
the  fact  that  the  lightning  stroke  path  is  an  expansion  of  a 
smaller  current  flow  through  the  lowest  resistance  path. 


Some  idea  of  the  theory  may  be  obtained  by  studying 
pictures,  which  were  incorporated  in  a  paper  by  Mr. 
Goodlet  in  the  Journal  of  the  Institution  of  Electrical 
Engineers,  dated  July,  1937. 

In  the  discussion  following  the  paper,  page  46,  Mr.  F.  J. 
Miranda  produces  these  pictures,  giving  credit  to  Stekol- 
nikov  for  making  the  original  experiment.  The  experiment 
consisted  of  a  buried  metal  sphere  and  two  sand  cones. 
Overvoltage  discharges  flashed  both  to  the  cones  and  to 
the  metal  ball  buried  below  the  surface  of  the  sand.  The 
voltage  was  considerably  higher  than  that  required  to  just 
flash  to  the  cones  and,  therefore,  built  itself  a  path  of  low 
conductivity  through  the  longer  gap  to  the  buried  sphere. 
A  careful  study  of  these  pictures  indicates  that  this  is 
correct  and,  in  the  case  of  a  well  counterpoised  steel  tower 
transmission  line,  the  lightning  would  be  expected  to  strike 
one  or  more  steel  towers,  on  account  of  the  fact  that  this 
path  would  be  the  lowest  resistance  circuit;  that  it  would 
have  lower  resistance  than  another  circuit  involving  the 
conductor. 

Mr.  Hansson's  reference  to  Edgar  Bell's  paper  citing  a 
case  where  three  out  of  four  strokes  contacted  the  over- 
head sky  wire  does  not  prove  that  the  conductors  would  be 
struck  if  the  overhead  sky  wire  were  not  present.  It  rather 
tends  to  prove  that  the  sky  wire  circuit  is  a  good  path  to 
ground  and  that  height  is  not  the  sole  factor  in  the  establish- 
ment of  the  lightning  stroke  circuit.  The  author's  opinion  is 
that  if  the  sky  wire  were  absent,  the  lightning  stroke  would 
contact  the  best  ground,  which  would  be  the  top  of  the 
tower. 

Mr.  Hansson's  question  re  the  relative  resistance  of 
earth  in  Quebec  and  Maryland  requires  the  explanation 
that  we  were  using  an  earth  tester,  whose  top  limit  was 
3,000  ohms.  No  doubt  the  resistances  were  higher  than 
could  be  read.  It  is  probable  that  Quebec  and  Maryland 
and  other  soils  elsewhere  read  up  to  his  figure  of  10,000 
ohms  per  cubic  foot. 

The  author  does  not  disagree  in  the  use  of  sky  wire,  but 
believes  that  when  the  above  phenomenon  is  better  under- 
stood, engineers  will  feel  more  satisfied  to  design  transmis- 
sion lines  well  counterpoised  and  possibly  omitting  the  sky 
wires. 

To  quote  from  a  letter  received  from  A.  E.  Silver,  con- 
sulting Electrical  Engineer,  Ebasco  Services  Inc.  :  "It  is  the 
opinion  of  those  who  have  been  observing  the  performance 
of  this  line  that  substantial  benefit  has  resulted  from  the 
continuous  counterpoise  in  the  way  of  reduction  of  the 
number  of  single  phase  tripouts  and  apparent  elimination, 
during  the  period  in  use,  of  three-phase  faults,  occasionally 
being  experienced  before  the  counterpoise  was  installed." 

This  statement  refers  to  a  35-mile  section  of  the  Wallen- 
paupack-Siegfried  220  kv.  line,  which  was  equipped  with 
counterpoise  and  no  sky  wire. 

To  answer  Mr.  Buchanan's  point,  in  reference  to  reduced 
insulation,  it  should  be  pointed  out  that  the  minimum 
insulation  for  a  220  kv.  line  in  wet  weather  would  be  about 
six  suspension  units,  and  some  other  companies,  eighteen 
to  twenty-four  units.  The  extra  units  are  there  because  of 
our  fear  of  lightning  flash  over  and  the  occasional  defective 
unit. 

Replying  to  Mr.  Buchanan's  other  questions: 

1.  The  poles  were  equipped  with  ground  wires  in  which 
some  sort  of  gap  is  inserted  to  increase  the  insulation  to 
lighting  from  200  kv.  to  600  kv. 

2.  The  gasoline  driven  Barco  hammer  drives  rods  to  any 
required  depth. 


THE  ENGINEERING  JOURNAL     April,  1941 


179 


GAUGES   FOR   MASS    PRODUCTION 

C.  A.  ROBB,  m.e.i.c. 
Power  Consultant,  Munitions  Branch,  Department  of  Munitions  and  Supply,  Ottawa,  Ont. 

Paper  presented  at  the  Annual  Meeting  of  the  Ottawa  Branch  of  The  Engineering  Institute  of  Canada, 

Ottawa,    9th    January,    1941. 


SUMMARY — This  paper  deals  with  gauges  which  are  among 
the  most  essential  tools  for  quantity  production  of  duplicate 
and  interchangeable  parts.  The  subject  is  treated  with  par- 
ticular reference  to  developments  in  recent  years  and  to  cur- 
rent practice  in  Canada. 

Gauges  are  essential  tools  for  the  quantity  production  of 
duplicate  and  interchangeable  machine  parts.  They  are  used 
to  measure  and  control  the  size  and  accuracy  of  the  manu- 
factured pieces,  and  should  be  on  hand  before  actual  pro- 
duction begins.  The  critical  task  in  manufacture  is  to  know 
when  and  where  to  stop  the  removal  of  material.  When 
only  a  small  quantity  of  parts  of  mechanisms  are  required, 
standard  shop  measuring  instruments  are  adequate.  How- 
ever, when  large  scale  or  mass  production  is  involved,  the 
use  of  such  instruments  is  slow,  expensive,  and  presents 
many  chances  of  error. 

Mass  Production  of  Interchangeable  Parts 

In  mass  production  no  two  pieces  of  a  series  coming  from 
a  machinery  process  can  have  exactly  the  same  size  or  form. 
To  ensure  satisfactory  assembly  of  the  complete  machine, 
limits  must  therefore  be  specified  for  each  part,  within 
which  the  dimensions  and  shape  of  all  acceptable  parts 
must  lie.  The  closer  these  limits  are,  the  more  expense  is 
incurred  in  manufacture,  and  in  inspecting  the  pieces  for 
acceptability. 

Thus,  for  example,  in  a  pair  of  parts,  involving  a  cylin- 
drical plug  which  has  to  fit  a  cylindrical  hole,  gauges  must 
be  provided  which  will  make  sure  that  the  smallest  hole 
and  the  largest  plug  will  fit  properly  and,  similarly,  that 
the  largest  hole  and  the  smallest  plug  will  be  satisfactory. 
It  is  also  necessary  to  ascertain  that  both  the  hole  and  the 
plug  are  reasonably  cylindrical  and  that  the  parts  are  every- 
where within  the  dimensional  limits  or  tolerance  required 
by  the  designer.  The  plug  must  not  be  larger  than  a  given 
dimension;  a  snap  or  caliper  gauge,  of  that  size,  which  fits 
over  the  plug  provides  this  assurance  and  is  known  as  the 
"high,"  or  "high  limit"  gauge,  or  the  "go"  gauge.  Similarly, 
the  plug  must  not  be  too  small,  and  if  a  gauge  of  the  same 
type,  but  of  the  smaller  dimension  required  (the  low  limit), 


Fig.  1 — Ring  and  plug  gauge. 

will  not  fit  over  the  part  at  any  point,  it  follows  that  the 
plug  is  within  the  specified  limits — the  high  limit  and  the 
low  limit. 

It  will  be  noted  that,  because  the  "go"  gauge  has  accepted 
the  plug,  wear  of  this  gauge  will  result  from  repeated  use. 
However,  if  the  low  or  "not  go"  gauge  has  been  too  small 
to  receive  the  part  or  plug,  then  wear  of  this  gauge,  except 
possibly  at  the  point  of  entrance,  has  not  occurred.  Here 
we  have  a  simple  example  of  limit  gauges.  All  plugs,  which 
are  received  by  the  "go"  gauge  and  are  not  received  by  the 


"not-go"  gauge,  are  considered  to  be  within  the  required 
limits  and  are  acceptable.  While  both  gauges  can  be  made 
in  one  piece  and,  in  certain  cases  this  design  is  convenient 
from  the  standpoint  of  inspection,  the  usual  practice  is  to 
make  a  separate  gauge  for  the  high  limit  and  another  gauge 
for  the  low  limit.  It  is  noted  that  since  the  "go"  gauges  wear, 
a  large  number  of  them  will  be  required,  while  a  relatively 
small  number  of  "not-go"  gauges  will  be  needed. 

Gauges  are  commonly  made  of  tool  steel  and  require  for 
their  manufacture  the  services  of  skilled  tool  makers.  They 
are  produced  by  successive  operations  of  roughing,  harden- 
ing, grinding,  and  lapping.  They  are  expensive,  ranging  in 
price  per  unit  from  a  dollar  to  many  hundreds  of  dollars. 
However,  the  total  cost  for  gauges  may  be  only  a  small 
fraction  of  the  cost  of  the  finished  product.  In  making  the 
gauges  themselves,  the  permissible  tolerances  are  of  course 


Fig.  2 — Snap  gauges. 

much  smaller  than  for  the  parts  whose  sizes  they  control. 
In  typical  cases,  the  gauges  are  within  .0001  in.  or  .0005  in. 
of  the  nominal  size,  with  .0003  in.  as  a  common  value. 
This  tolerance  is,  when  possible,  allowed  in  the  direction  of 
wear. 

We  have  seen  that  gauges  are  necessary  to  provide  speed, 
economy,  and  accuracy  in  mass  production.  While  they 
may  be  required  during  the  tooling-up  process,  their  normal 
application  is  for  the  inspection  of  the  finished  product. 
This  inspection  usually  occurs  at  the  establishment  where 
the  mechanisms  or  parts  are  made.  Gauges  must  be  handled 
with  care,  protected  against  excessive  shocks  or  extremes 
of  temperature,  must  be  kept  under  competent  supervision, 
and  replaced  as  soon  as  worn  beyond  the  permissible  allow- 
ance. 

Classification  of  Gauges 

Various  types  of  gauges  may  be  classified  in  the  order  of 
difficulty  of  their  manufacture,  as  thread,  profile,  fixture, 
ring,  snap  and  plug  gauges.  Shop  gauges  are  often  provided 
for  preliminary  shop  inspection.  In  this  case  the  gauge 
tolerance  may  be  the  same  as  for  inspection  gauges  but  the 
limits  are  reduced  to  insure  acceptance  of  the  parts  upon 
final  inspection. 

Manufacturing  Technique 

Plug  gauges  (as  shown  in  Fig.  1)  may  be  roughed  out  in 
a  common  engine  lathe,  but  when  any  considerable  quantity 
is  required,  turret  lathes  are  used.  In  order  to  economize 
material  and  to  facilitate  renewals,  separable  handles  are 
often  provided.  A  limited  number  of  different-sized  handles 
serves  a  large  variety  of  plug  gauges.  The  gauge  may  be 
pinned  to  the  handle.  Naturally,  the  weight  of  the  handle 
must  be  properly  related  to  the  gauge.  A  handle  which  is 
too  heavy  introduces  a  risk  of  damage  to  the  gauging  surface 
or  breakage  in  handling. 


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April,  1941     THE  ENGINEERING  JOURNAL 


The  tool  steel  gauging  portion  may  be  manufactured  in 
a  turret  lathe  and,  after  hardening,  be  ground  to  approxi- 
mately the  required  dimensions,  from  .0001  in.  to  .0003  in. 
of  material  being  left  on  for  the  final  lapping  or  polishing 
operation.  This  lapping  may  be  done  in  a  lapping  machine, 
or  by  hand. 

Snap  gauges  may  be  made  from  drop-forged  blanks,  be 
forged  from  material  approximating  the  dimensions  re- 
quired, or  be  cut  from  the  plate  (see  Fig.  2).  In  the  latter 
case,  the  gauges  are  roughed  out,  ground  on  the  faces  and 
then  finished  in  gangs,  as  many  as  twenty  being  handled 
in  this  manner.  The  economy  of  the  method  is  obvious, 
when  it  is  realized  that,  for  example,  if  a  gang  of  only  three 
were  finished  at  one  time,  the  two  end  gauges  of  the  gang 
are  sometimes  scrapped,  due  to  the  behaviour  of  the  wheel 
at  the  entering  and  leaving  points  of  the  gang.  Certain 
types  of  gauges  require  a  minimum  of  two  in  the  set-up. 
Flat  grinding  is  done  by  a  surface  grinder  on  which  the 
rotating  wheel  is  mounted.  The  gauge,  commonly  held  in 
position  by  a  magnetic  chuck,  is  moved  back  and  forth  in 
front  of  the  wheel,  which  has  been  dressed,  usually  with  a 
diamond  pointed  tool,  to  provide  the  necessary  flatness  of 
surface. 

In  the  lapping  machine,  the  gauge  itself,  if  it  is  a  plug 
gauge,  may  be  rotated  and  is  embraced  by  a  cylindrical 
nut  provided  with  an  adjustment  to  permit  closing  in  as 
required,  and  held  from  turning,  usually  by  hand.  The  lap 
may  be  of  cast  iron,  steel,  or  other  suitable  material, 
impregnated  with  an  abrasive — diamond  dust,  carborun- 
dum, or  the  like. 

The  Gauging  Surface 

Finishing  the  gauging  surface  is  an  expensive  process. 
Three  classes  of  gauging  surface  are  in  use.  Of  these,  the 
finest  is  described  as  a  mirror  finish,  and  is  the  most  costly. 
The  cheapest,  or  commercial  finish  is  less  polished  and  some 
of  the  marks  left  by  the  grinder  may  remain.  Plug  gauges 
are  ground  on  a  cylindrical  grinder  in  which  the  gauge  is 
rotated.  The  wheel  is  mounted  in  a  similar  manner  to  the 


Fig.  3 — Male  and  female  screw  gauges 

tool  post  of  a  lathe,  but  at  the  back.  The  external  cylin- 
drical grinder  is  usually  provided  with  a  cooling  liquid  to 
control  the  temperature  of  the  gauge  being  ground.  The 
wheels  of  most  modern  grinders  are  motor  driven.  Internal 
grinders  are  available  for  diameters  as  low  as  54  in. 

Thread  Gauges 

Thread  gauges  are  difficult  to  make,  require  thread  grind- 
ing machines — which  are  expensive — and  are  the  first  con- 
cern of  the  gauge  production  man.  Typical  forms  are  shown 
in  Fig.  3.  Thread-grinding  machines,  hereafter  referred  to 
as  thread  grinders,  must  provide  the  necessary  accuracy 
in  pitch  and  with  it,  a  suitable  form  of  thread.  These 
machines  are  of  two  kinds;  the  universal  type  in  which  any 
desired  pitch  or  number  of  threads  per  inch  may  be  obtained 
by  the  use  of  a  suitable  gear  train  which  actuates  the  lead 
screw  of  the  machine,  and  a  second  type  which  requires  a 
lead  screw  and  nut  for  each  desired  pitch.  The  former  tends 
to  have  a  higher  first  cost.  The  cost  of  the  latter  is  dependent 
upon  the   variety  of   pitches  required.   Very   substantial 


progress  has  been  made  in  the  art  of  thread  grinding  in 
recent  years.  The  requirements  of  a  thread  grinder  are  an 
accurate  lead  screw,  accurate  ways,  carriage,  satisfactory 
wheel  dressing  devices,  and  a  suitable  non-rusting,  non- 
inflammable  cooling  fluid.  The  switch  control  board  of  a 
modern  thread-grinding  machine  is  quite  elaborate.  The 
tendency  has  been  to  provide  the  operator  with  devices 


Fig.  4 — Fixture  gauges. 

which  will  permit  control  of  measurements  and  inspection 
of  the  gauge  as  the  operation  proceeds.  The  value  of  the 
thread  grinder  will  be  appreciated,  because  with  the  earlier 
method  the  hardening  process,  which  followed  the  final 
machining  operation,  tended  to  change  the  dimensions  of 
the  piece,  thus  altering  the  pitch.  Attempts  to  correct  this 
inaccuracy  in  pitch  by  further  lapping  usually  resulted  in 
an  unsatisfactory  form  of  thread. 

While  thread  gauges  for  well  casings  having  a  V-form 
had  been  ground  previously,  it  was  not  until  1917  that 
thread  grinders  were  developed  for  Whitworth  threads. 
Machines  of  each  type  described  above,  but  in  crude  form, 
were  tried  out  at  that  time.  The  most  successful  thread 
grinder  of  this  early  period  consisted  of  an  old  Norton 
cylindrical  grinder,  which  was  adapted  for  this  service,  and 
had  the  added  advantage  of  the  cooling  fluid.  Thread 
grinders  made  it  possible  for  tool  steel  to  supersede  the 
pack-hardened  machinery  steel  previously  used.  This  con- 
tributed to  a  reduction  in  the  price  of  a  2-inch  threaded 
gauge  about  one  inch  long  from  $100.00  per  unit  to  about 
$10.00  in  a  few  months. 

Due  to  a  tendency  of  thread  gauges  to  chip  and  to  wear 
rapidly,  it  is  usual  to  leave  a  softer  gauging  surface  than  is 
the  case  in  other  types.  The  feather  edge  which  results  at 
the  end  of  the  gauge  is  ground  back  until  the  entering 
thread  has  full  form.  In  order  to  provide  for  the  removal  of 
debris  which  tends  to  collect  in  the  parts  to  be  measured, 
it  is  usual  to  cut  a  slot  axially  across  the  threads;  this 
provides  a  tapping  action,  the  groove  serving  to  collect  the 
chips  and  dirt. 

During  the  current  year  at  least  one  manufacturer  has 
adopted  the  thread  grinder  to  grind  commercial  threads  for 
optical  instruments. 

Details  of  British  Standard  screw  threads  are  given  in  the 
publications  of  the  British  Engineering  Standards  Associa- 
tion, London,  those  of  American  Standard  screw  threads, 
by  the  American  Standards  Association,  New  York. 

In  most  thread  grinders  production  is  limited  to  the  plug 
form,  that  is  to  say,  they  are  simply  external  grinders.  In 
the  case  of  ring  thread  gauges,  it  is  usual  to  grind  the  taps 
and  laps  in  the  thread  grinder.  These  may  be  made  in  sets 
of  two  or  three  each. 

In  order  to  guard  against  an  erroneous  impression  that 
thread  gauge  production  to-day  is  a  simple  matter  and 
without  hazard,  it  may  be  mentioned  that  recently  one 
manufacturer  lost  35  thread  gauges  out  of  a  total  lot  of  50. 
This  occurred  due  to  cracking  during  the  grinding  process. 
In  this  case  the  onus  was  placed  on  the  tool  steel. 

Optical  Projection  Apparatus 

Among  the  devices  which  have  contributed  to  the  suc- 
cessful production  of  modern  thread  gauges,  optical  pro- 


THE  ENGINEERING  JOURNAL    April,  1941 


181 


jection  apparatus  is  the  most  outstanding.  This  aid  to  the 
inspection  of  thread  gauges  was  developed  in  1916,  at  the 
gauge  laboratory  of  the  Imperial  Ministry  of  Munitions 
at  Ottawa.  In  this  early  design,  a  direct  current  arc  was 
used  to  project  the  shadow  of  the  thread  form  on  a  screen 
placed  at  a  distance  of  from  15  to  30  feet.  On  this  screen 
the  image  was  compared  with  a  diagram  having  the  correct 
form.  It  was  necessary,  of  course,  to  rake  either  the  beam 
or  the  gauge  in  order  to  secure  the  clearest  possible  defini- 
tion, and  the  device  was  of  great  value  in  assisting  the 
manufacturer  to  get  a  clear  picture  of  his  gauge  production 
troubles.  It  must  be  remembered  that  even  when  the  above 
precaution  has  been  taken,  the  image  is  not  the  shadow  of 
a  straight  line  element,  but  rather  that  of  two  curved  sur- 
faces. Some  tendency  to  error  is  due  to  parallax  and  to  the 
differences  which  exist  between  the  actual  image  and  the 
image  which  would  be  obtained  from  a  thin  longitudinal 
section  or  lamina  cut  by  planes  passing  through  the  axis  of 
the  thread. 

Special  Machines 

Another  machine,  the  jig  borer,  developed  in  recent  years, 
is  used  in  the  production  of  fixture  and  profile  gauges  (see 
Figs.  4  and  5).  This  machine,  in  which  the  movable  table 
can  be  set  to  bear  on  Johansson  blocks,  makes  it  possible 
for  a  hole  to  be  located  within  .0002  in.  or  less. 

Certain  of  these  machines,  utilizing  the  principle  of  the 
pantograph,  are  adapted  for  the  manufacture  of  profile 
gauges. 

Some  types  of  profile  gauges  are  made  by  special  fixtures 
in  which  either  the  gauge  or  the  grinding  wheel  is  carried 
at  the  end  of  a  radius  arm  of  adjustable  length  to  suit  the 
particular  gauges  concerned. 

Gauge  Inspection  Equipment 

Comparing  the  position  to-day  with  that  in  1916,  it  is 
recalled  that  at  that  time  only  two  sets  of  Johannsson 
blocks  and  two  Rivett  lathes,  having  a  very  accurate  lead 
screw,  were  available  in  Canada.  A  Pratt  and  Whitney 


Fig.  5 — Fixture  gauge. 

measuring  machine  was  obtained  to  facilitate  precision 
measurement  of  gauges.  Johannsson  blocks  are  now  to  be 
found  in  most  of  the  better  tool  shops.  A  set  of  them  is 
shown  in  Fig.  6.  These,  originally  developed  in  Sweden,  are 
small  steel  blocks  of  which  two  faces  are  plane  and  parallel 
within  an  accuracy  of  one-hundred-thousandth  of  an  inch — 
an  amount  three  hundred  times  less  than  the  diameter  of  a 
human  hair.  In  the  gauge  shops,  such  blocks  provide  the 
standard  for  measurement,  and  are  in  use  wherever  gauges 
are  to  be  verified.  Johannson  blocks  are  now  manufactured 
in  the  United  States,  as  are  the  somewhat  similar  Hoke 
gauges.  The  latter  are  an  interesting  development  of  1917, 
and  are  stated  to  have  comparable  accuracy.  These  refer- 
ence blocks  are  checked  by  interferometer  measurements, 
utilizing  the  interference  of  light  waves. 

Plug  thread  gauges  are  measured  as  follows:  the  full, 
effective  and  core  diameters  are  found  by  means  of  a 
micrometer  or  measuring  machine  in  conjunction  with 
accurate  cylindrical  wires;  the  form  of  thread  is  checked 


by  the  same  means  in  conjunction  with  the  projection 
apparatus;  the  pitch  by  means  of  a  pitch  measuring  machine 
of  which  the  Pitter  is  an  example.  This  is  used  in  conjunc- 
tion with  the  projection  apparatus  and  it  is  usual,  as  a 
final  precaution,  to  have  a  threaded  ring  gauge  or  check 
into  which  the  plug  thread  gauge  must  fit.  Plaster  casts  of 
the  threads  of  ring  thread  gauges  may  be  used  to  assist  in 
checking  the  form  of  thread  ;  certain  kinds  of  dental  plasters 
can  be  used  for  this  purpose. 

The  accuracy  of  a  surface  as  regards  roughness  may  be 
measured  in  microns  by  means  of  an  electrical  device,  the 
profilometer.  Chips,  cracks  or  internal  fractures  in  precision 
parts,  which  are  difficult  or  impossible  to  discover  by 
ordinary  methods  are  detected  by  means  of  the  X-ray, 
magnaflux  or  other  devices. 

Dial  indicators  with  plain,  partially  jewelled,  and  fully 
jewelled  bearings  are  used  for  production,  shop  and  gauge 
inspection,  as  is  also  a  companion  device,  the  comparator. 
The  latter  consists  of  an  accurate  anvil  surmounted  by  a 
dial  indicator  and  suitable  lighting  devices  which  permit  a 
quick  comparison  between,  for  example,  a  Johannsson  block 
and  a  part  or  gauge  which  is  to  be  measured. 

The  Solex  system  of  gauging,  which  depends  for  its 
operation  on  an  air  blast,  is  especially  adaptable  for  measur- 
ing long  cylindrical  parts  of  which  internal  measurements 
are  required. 

Space  will  not  permit  the  discussion  in  this  paper  of  the 
various  forms  of  pitch  measuring  devices,  plain  and  thread 
micrometers,  height  and  depth  gauges,  surface  plates  and 
straight  edges,  which  are  essential  for  gauge  inspection. 

Hardness 

Devices  for  measuring  hardness  include  the  Rockwell, 
Vickers,  Brinell  and  the  Shore  scleroscopes. 

The  Rockwell  method  is  most  commonly  employed  in 
Canadian  shops,  and  for  commercial  gauges,  a  hardness 
ranging  from  sixty-two  to  sixty-four  Rockwell  has  been 
found  acceptable. 

All  of  these  devices  have  the  disability  that  they  cannot  be 
applied  directly  to  the  gauging  surface  without  causing  dam- 
age. When  the  gauge  is  made  of  tool  steel,  satisfactory  results 
may  be  obtained  with  a  hardness  tester.  However,  there  is 
a  wide-spread  disposition  to  employ  a  fine  Swiss  file  to  test 
the  actual  gauging  surface,  which,  if  it  is  scratched  by  the 
file,  is  considered  to  be  too  soft.  Some  manufacturers 
regularly  draw  the  hardness  from  the  gauge  at  other  than 
the  gauging  parts,  in  order  to  reduce  internal  strains,  the 
risk  of  breakage,  and  to  give  added  strength.  A  stabilizing 
process  is  applied  to  most  of  the  more  accurate  gauges. 

Temperature  Control 

Gauges  and  measuring  equipment  should  be  at  approxi- 
mately the  same  temperature  for  routine  inspection.  Cer- 
tain firms  install  a  temperature-control  standards  room  with 
a  range  of  precise  measuring  equipment,  to  give  an  immedi- 
ate ruling  on  all  questions  of  accuracy  and  to  keep  a  rigid 
check  on  their  gauges. 

Wear  of  Gauges 

The  wear  of  gauges,  the  durability  of  different  types  of 
steel  and  the  effect  of  different  heat  treatments,  are  ques- 
tions which  have  received  a  good  deal  of  attention  in  recent 
years,  more  particularly  in  connection  with  screw  gauges, 
the  life  of  which  is  short  as  compared  with  that  of  gauges 
of  other  types.  This  is  due  to  the  greater  length  of  travel 
of  the  screw  gauge  for  each  gauging  operation.  For  example, 
the  two-inch  thread  gauge  already  referred  to,  when  applied 
to  the  part  to  be  measured,  travels  a  distance  of  about 
twelve  feet  in  gauging  one  part.  A  plain  gauge  of  similar 
dimensions  would  travel  only  about  two  inches  in  one 
gauging  operation.  Experience  has  shown  that  a  hard  lapped 
steel  gauge  of  these  dimensions  can  only  be  depended  upon 
for  about  6,000  inspections  before  becoming  worn  beyond 
allowable  limits.  An  overall  length  gauge,  on  the  other  hand, 


182 


April,  1941    THE  ENGINEERING  JOURNAL 


may  serve  for  about  300,000  parts.  Wear  of  gauges  also 
depends  upon  the  material  and  the  quality  of  the  surfaces 
to  be  measured.  Thus,  a  gauge  used  in  inspecting  steel  parts 
may  have  only  about  one-quarter  the  life  of  a  similar  gauge 
used  for  inspecting  brass  parts.  A  short  pilot  may  be  pro- 
vided at  the  tip  of  thread  gauges  to  reduce  trouble  experi- 
enced from  progressive  chipping  away  of  the  first  threads 
in  ordinary  use.  It  has  already  been  stated  that  the  specified 
standard  of  hardness  for  screw  gauges  is  definitely  lower 
than  that  for  other  gauges. 

Re-inspection  for  Wear 

Various  methods  are  employed  for  the  re-inspection  of 
gauges  for  wear.  Some  gauges  can  be  examined  from  time 
to  time  simply  by  the  application  of  a  suitable  check  which 
will  ensure  that  the  gauge  has  not  worn  beyond  allowable 
limits.  However,  when  the  allowable  life  of  a  gauge  is  not 
known,  and  future  requirements  have  to  be  estimated  well 
in  advance  of  production,  it  is  usual  to  report  the  measure- 
ment of  each  re-inspection,  serial  numbers  being  assigned 
to  each  individual  gauge.  One  Canadian  manufacturer 
regularly  inspects  and  reports  on  all  shop  gauges  every  48 
hours.  When  gauges  are  placed  in  service,  wear  begins  at 
once  and  provision  must  be  made  for  the  replacement  of 


Fig.  6 — Johannsson  gauge  blocks. 

worn  gauges  or  parts  thereof  as  the  case  may  be.  Having 
this  in  mind,  the  designer  should  provide  as  far  as  possible 
for  salvaging  by  the  replacement  of  relatively  inexpensive 
parts,  such  as  pins,  ball  points,  and  the  like.  For  example, 
in  the  pin  type  snap  gauge,  the  gauging  surfaces  consist  of 
pins,  commonly  screwed  into  the  body  of  the  snap  gauge 
and  provided  with  suitable  locking  and  sealing  devices. 
Similarly,  threaded  roller  type  gap  gauges  are  used  for  the 
measurement  of  threaded  parts;  these  are  amenable  to 
adjustments  as  to  the  diameter  of  the  part  and  may  be 
designed  in  such  a  way  that  the  threaded  ring  can  be  rotated 
from  time  to  time,  so  as  to  present  a  new  gauging  surface. 

Cylinder  gauges  may  be  provided  with  a  hardened  ring 
set  at  the  entering  edge  of  the  gauge,  which  can  be  cheaply 
replaced. 

Caliper  gauges  are  usually  designed  with  an  adjustable 
ball  point,  which  is  replaceable. 

Certain  adjustable  threaded  ring  shop  gauges  are  re- 
claimed by  closing  in  the  gauge  and  relapping.  When  very 
accurate  inspection  is  required,  and  especially  when  the 
gauge  takes  the  form  of  a  threaded  concentricity  gauge,  the 
solid  type  is  preferred  and  indeed  may  be  required.  This 
type  does  not  lend  itself  to  this  method  of  salvage. 

Chrome  Plating 

Hard  chrome  deposited  by  electrolysis  is  used  for  the 
rectification  and   repair  of   gauges.   This  material   when 


Fig.  7 — Corner  in  National  Research  Council  gauge  laboratory. 

ground  and  polished  provides  an  excellent  mirror  gauging 
surface,  having  approximately  five  times  the  wear  of  a 
polished  hardened  steel  gauge. 

For  snap,  plug,  ring  and  cylinder  gauges,  the  cost  of 
reclamation  ranges  from  one-quarter  to  one-half  the  cost 
of  the  original  gauge.  In  repairing  old  gauges,  it  is  usual 
to  grind  off  from  .002  to  .003  in.  from  each  gauging  surface. 
The  chrome  is  then  deposited,  ground  and  finally  polished. 
It  is  claimed  that  a  hard  surface  is  required  for  the  deposi- 
tion of  the  chrome.  In  some  cases,  the  hardness  of  the  steel 
is  drawn  back  to  42  Rockwell.  This  practice  is  not  general. 
However,  experience  has  shown  that  gauges,  in  which  the 
chrome  surface  has  been  scratched,  have  failed,  owing  to 
cracking  of  the  steel.  It  may  be  that  when  the  concentration 
of  stress  occurs  in  the  hard  chrome,  the  steel  does  not  have 
sufficient  resilience  to  resist  the  beginning  of  a  crack.  The 
result  follows  the  conventional  picture  of  such  failures. 
The  author,  while  admitting  the  need  for  a  hard  base  for 
chrome,  is  of  the  opinion  that  there  are  limits  for  the 
resilience  of  the  base  metal  and  that  hardness  is  a  factor 
in  a  successful  technique.  Reclamation  of  Whitworth  plug- 
thread  gauges  by  chrome  plating  has  been  successfully 
carried  out  on  this  continent.  In  this  case,  the  tendency 
for  the  chrome  to  heap  at  the  crest  of  the  thread  has  been 
overcome  by  placing  an  electrode  at  the  foot  of  the  thread. 
This  is  a  significant  development. 

Tungsten  carbide  is  being  used  successfully  on  gauges 
which  are  subject  to  exceptional  wear. 

Nitriding 

Nitrided  steel  has  a  very  hard  surface,  but  unless  the 
material  has  a  special  heat  treatment  after  the  process  of 
nitriding,  it  tends  to  chip  away  at  the  very  hard  skin.  The 
fact  that  the  process  of  nitriding  causes  an  increase  in  the 
dimensions  of  a  steel  gauge  makes  it  necessary  to  grind 
after  the  nitriding  process.  This  is  quite  possible,  but  care 
has  to  be  used  to  avoid  grinding  through  the  hard  outer 
casing.  Although  one  manufacturer  abroad  specializes  in 
this  type  of  gauge,  nitrided  gauges  are  not  extensively  used 
in  this  country,  and  the  process  may  be  considered  to  be  in 
the  laboratory  stage  in  Canada. 

Gauge  Production 

While  steam  engine  manufacturers  regularly  produced 
interchangeable  parts  before  the  turn  of  the  century,  motor- 
car manufacturers  have  given  the  lead  in  precision  work  in 
recent  years.  Twenty-five  years  ago,  they  required  an 
accuracy  of  .0001  in.  for  master  gauges. 

To-day,  one  manufacturer  requires  that  four  classes  of 
parts  be  measureable  within  .0002  in.,  including  intervening 
surfaces  as  shown  by  the  profilometer. 

The  smaller  shops  which  supply  taps,  jigs,  fixtures,  etc. 
and  production  parts  for  the  motor  car  manufacturers, 


THE  ENGINEERING  JOURNAL    April,  1941 


183 


provide  a  natural  source  of  supply  for  gauges.  For  the  last 
year  in  which  statistics  are  available,  no  gauges  as  such 
were  exported  from  Canada  and  about  $290,000  worth  were 
imported  annually.  Only  one  manufacturer  included  gauges 
in  his  list  of  advertised  products.  To-day  more  than  fifty 
manufacturers  are  engaged  in  this  task. 

As  the  production  of  gauges  develops,  the  tendency  is 
towards  a  substantial  reduction  of  unit  cost  for  any  par- 
ticular gauge. 


Standards  of  Measurements 

The  National  Research  Council  is  the  repository  of 
standards  for  measurements  in  Canada,  the  National  Physi- 
cal Laboratory  for  the  United  Kingdom  and  the  Bureau  of 
Standards  for  the  United  States. 

The  Research  Council,  in  collaboration  with  the  On- 
tario Research  Foundation,  has  made  a  very  substantial 
contribution  in  the  present  emergency. 


THE  BURMA  ROAD  AND  INDUSTRIAL  DEVELOPMENT  IN  CHINA 


Dr.  C.  A.  MIDDLETON  SMITH,  m.sc,  M.i.MechE.,  l.l.d. 
Reproduced  from  The  Engineer,  London,  November  22,  1940. 


No  triumph  of  the  civil  engineer  has  attracted  such 
world-wide  attention  as  the  new  road  that  connects  the 
Burma  and  China  frontier  with  the  large  inland  provinces 
of  Yunnan  and  Szechwan  in  Western  China.  The  interest 
of  millions  of  newspaper  readers  has  been  aroused  because 
of  the  effect  of  the  road  upon  the  China-Japan  War  and 
with  our  own  struggle  for  survival.  "To-day  the  fortunes 
of  Western  civilization  have  become  inseparable  from  the 
eternal  Chinese."  Those  words  were  written  recently  by  a 
renowned  English  journalist;  it  is  well  to  remember  them. 

Newspapers  have  recently  explained  that  the  Burma 
Road  is  an  astounding  affair,  running  over  high  mountains, 
down  precipitous  cuttings,  crossing  famous  gorges  over 
dizzy  bridges,  and  that  it  was  built  in  an  incredibly  short 
time  by  hand  labour  of  a  patient  and  industrious  people, 
with  no  other  mechanism  than  a  stone  boulder  hauled  by 
a  bullock! 

They  have  not  mentioned  that  there  were  also  Chinese 
engineers  at  work  on  the  road,  engineers  who  had  had  a 
sound  technical  training  in  well-equipped  universities.  They 
used  modern  materials,  such  as  steel  and  concrete,  for  the 
many  bridges,  culverts,  etc.  There  was  no  more  mechanism 
than  was  in  use  centuries  ago,  when  the  Chinese  built  the 
Great  Wall  and  the  Grand  Canal.  Yet  it  was  their  know- 
ledge of  applied  science,  as  well  as  the  efficient  manual 
labour  of  the  workers,  that  made  it  possible  for  the  Chinese 
to  build  the  road  over  this  difficult  country. 

Some  time  ago  the  writer  described  in  this  journal*  in 
detail,  the  engineering  problems  solved  by  the  Chinese  who 
built  the  road.  It  is  now  proposed  to  discuss  "the  impon- 
derable forces"  that  are  at  work  in  Asia  and  that  are  rapidly 
changing  the  industrial  and  social  systems  of  a  large  num- 
ber of  people  in  that  continent.  Since  the  spread  of  a 
knowledge  of  applied  science  has  been  the  chief  cause  of 
these  changes  it  may  be  of  interest  to  engineers  to  consider 
them  and  their  probable  developments. 

The  building  of  the  Burma  Road  has  demonstrated  what 
can  be  done  by  an  almost  unlimited  supply  of  Chinese  man 
power.  In  Malaya,  Hong  Kong,  in  China,  and  in  other 
parts  of  the  world,  Chinese  and  British  have  worked  to- 
gether to  their  mutual  advantage.  The  Chinese  have  sup- 
plied the  man  power  needed  for  engineering  and  industrial 
schemes  and  the  British  the  technical  knowledge  and 
administrative  experience.  It  is  not  improbable  that  the 
present  conflict  will  result  in  closer  co-operation  between 
the  two  nations. 

Although  it  is  my  conviction  that  British  engineers  will, 
when  peace  returns,  take  an  active  part  in  the  inevitable 
transformation  of  large  areas  in  Asia,  yet  an  increasing 
number  of  native  engineers  will  be  employed.  The  greater 
the  number  of  these  native  engineers  at  work  in  their  own 
countries,  the  more  rapid  will  be  the  development  of  natural 
resources  and  the  greater  the  demand  for  imported  mach- 
inery. Foreign  advice  for  large  engineering  schemes  will  be 
needed.  There  are  now  a  considerable  number  of  Chinese 


"The  Engineer,  December  23rd  and  30th,  1938. 


and  Indian  engineers  who  have  a  sound  knowledge  of 
applied  science.  My  experience  with  Chinese  engineers 
makes  me  believe  that  they  have  the  patience,  industry, 
and  ability  that  is  a  sure  foundation  for  successful  work. 

Moreover,  the  Chinese  artisan  is  a  great  aid  to  any 
engineer.  No  more  industrious  and  good  tempered  workman 
can  be  found.  More  than  one  engineer-captain,  in  charge 
of  a  large  number  of  Chinese  artisans  in  the  important  R.N. 
Dockyard  in  Hong  Kong  has  expressed  to  me  his  great 
appreciation,  and  indeed  admiration,  for  the  Chinese,  who 
so  quickly  learned  how  to  use  new  types  of  machinery. 
Many  thousands  of  them  are  in  the  big  private  dockyards 
in  the  colony,  where  they  are  building  and  repairing  ocean- 
going ships  of  big  tonnage.  Many  other  Chinese  artisans 
are  at  work  in  Malaya,  Siam,  and  other  parts  of  the  Far 
East. 

Mining  and  Mechanization 

The  Japanese  invasion  of  China  has  stimulated  mech- 
anization and  mining  developments  to  an  extent  that  seemed 
impossible  three  years  ago.  The  Chinese  intellectuals  always 
held  the  Japanese  in  contempt,  but  the  terrible  behaviour 
of  the  Japanese  soldiers  in  China  has  created  an  intense 
hatred  amongst  all  classes,  and  it  will  live  for  many  years. 
Like  the  people  in  Britain,  the  Chinese  "can  take  it,"  and 
their  engineers  and  artisans  will  work  on  until  the  enemy 
is  defeated.  Their  tenacity  of  purpose  has  enabled  China 
to  make  a  steady  advance  in  developing  her  internal  re- 
sources; that  is  much  more  important  than  a  spectacular 
military  victory. 

Before  the  Burma  Road  was  built  the  two  largest  prov- 
inces in  China,  Yunnan  and  Szechwan,  respectively 
150,000  and  220,000  square  miles  in  area,  were  isolated 
(England  is  50,874  square  miles  in  area).  It  is  true  that  of 
late  years  the  railway  from  the  coast  in  Indo-China  has 
connected  Kunming  (the  capital  of  Yunnan  province)  with 
the  sea — the  railway  that  "cost  a  human  life  for  every 
sleeper  laid  for  miles  along  the  dreaded  Nanti  valley." 
There  was  also  difficult  water  transport  up  to  Chungking, 
in  Szechwan,  1,350  miles  above  Shanghai.  It  was  exciting  to 
make  a  trip  in  a  British  vessel  of  about  1,200  tons  register, 
driven  by  oil  engines  of  3,500  hp.,  through  the  famous 
gorges,  where  the  rapids  make  navigation  perilous  and 
where  the  difference  between  high  and  low  water  each  year 
is  about  180  ft.  There  are  no  British  ships  operating  on  the 
Yangtse  to-day;  most  of  them  are  laid  up,  and  it  is  probable 
that  the  loss  is  about  £250,000  per  annum. 

These  two  provinces  are  on  a  lofty  plateau;  Kunming  is 
at  a  height  of  6,400  ft.  In  Yunnan  there  are  four  arsenals, 
several  power-driven  factories — there  are  18,000  spindles 
in  operation — and  immense  mineral  wealth — tin,  coal, 
gold,  etc.  Kunming  is  2,000  miles  from  the  old  centre  of 
government,  now  called  Peiping;  the  Imperial  express  took 
100  days  for  the  journey.  From  Chungking  to  Rangoon  is 
1,500  miles.  The  journey  now  takes  about  eight  days  by 
road  and  rail;  this  will  be  improved  upon. 

Kunming  is  600  miles  from  Chungking.  The  total  length 


184 


April,  1941     THE  ENGINEERING  JOURNAL 


of  the  road  to  Laschio,  the  railhead  in  Burma,  is  772  miles. 
The  Burmese  Government  built  the  124  miles  of  road  in 
their  territory,  and  at  the  other  end  the  Chinese  Govern- 
ment had  completed  the  281  miles  of  road  from  Kunming 
to  Hsiakuan  two  years  before  the  outbreak  of  war.  Since 
the  outbreak  of  war  more  than  5,700  kiloms.  of  highways 
have  been  built  in  the  interior  of  China,  and  the  Minister 
for  Communications,  Mr.  Chang  Kiang  An,  recently  stated 
that  the  vastness  of  the  interior  of  China  necessitates  a 
huge  fleet  of  trucks  to  carry  on  international  trade. 

From  Hsiakuan  to  the  frontier,  367  miles,  the  road  was 
built  over  mountains,  8,000  ft.  high.  It  passes  over  two 
mighty  rivers  (the  Salwen  and  the  Mekong)  and  countless 
valleys  that  make  the  country  look  like  a  toast  rack.  The 
gradients  are  appalling.  There  are  hairpin  bends  where  the 
road  is  only  8  ft.  wide,  with  a  drop  of  2,000  ft.  for  any 
vehicle  that  slips  over.  A  Chinese  engineer  told  me,  in  a 
casual  manner,  "We  lose  on  the  average  two  lorries  and 
three  or  four  men  every  day  on  the  road,  but  that  is  nothing 
in  war."  He  reminded  me  that  in  Yunnan  province  alone, 
10,000,000  lives  were  lost  in  the  sixteen  years  of  the  Moslem 
rebellion  (a.d.  1856-72).  There  were  many  more  casualties 
during  the  Taiping  rebellion  in  the  middle  of  last  century, 
but  which  did  not  affect  Yunnan. 

Of  their  present  affliction,  the  Chinese  say,  "This  too, 
will  pass."  In  a  land  where  flood  and  famine  have  periodi- 
cally taken  a  toll  of  millions  of  lives,  and  where  rebellions 
have  decimated  the  inhabitants  of  large  districts,  calamities 
are  accepted  with  a  stolidity  that  astounds  the  English.  It 
is  a  characteristic  due,  to  a  great  extent,  to  a  social  code 
which  has  been  observed  by  the  race  through  many  gene- 
rations, and  which  insists  that  the  family  is  of  more  im- 
portance than  the  individual.  Brave  and  cheerful,  indus- 
trious and  intelligent,  but  pledged  to  parentage,  the  Chinese 
in  his  home  formerly  asked  nothing  from  the  outside  world, 
and  felt  no  "national"  obligations  to  that  outside.  That 
social  system  was  not  likely  to  throw  up  natural  leaders 
for  a  nation,  such  as  the  samurai  in  Japan.  That  is  why 
this  intelligent  and  industrious  race  seem  to  be  unable  to 
organize  any  large  undertakings.  The  war  and  the  new 
methods  of  communication  have,  however,  unified  the 
nation  as  never  before.  It  has  always  been  an  axiom  in 
China  that  the  people  have  not  only  the  right,  but  the 
duty,  to  rebel  against  oppression,  and  often  have  they  done 
so.  Any  Chinese  Government  must  guarantee  personal 
freedom,  but  to-day  it  is  accepted  that  it  can  not  only 
guide  but  compel. 

The  Province  of  Szechwan 

Their  social  system  made  the  Chinese  weak  in  organiza- 
tion, and  so  American  experts  were  engaged  to  organize 
traffic  on  the  Burma  Road.  They  have  effected  great  im- 
provements. No  doubt  it  is  well  camouflaged  in  the  difficult 
country  through  which  it  runs.  The  Japanese  will  bomb  it, 
but  my  inspection  of  craters  in  South  China  showed  me 
they  are  poor  marksmen.  And  the  Chinese  have  huge 
labour  battalions  ready  to  make  repairs. 

Szechwan,  now  the  home  of  the  Chinese  Government,  is 
about  twice  the  size  of  Britain  and  has  a  population  at 
least  equal  to  that  of  Japan.  A  tremendous  influx  of  refu- 
gees from  the  Yangtse  Valley  has  enormously  increased  the 
numbers.  Many  of  the  refugees  are  skilled  artisans  and 
engineers.  A  great  amount  of  machinery  was  carried  up 
into  the  province  in  advance  of  the  Japanese  tide  up  the 
Yangtse  River.  With  abundance  of  cheap  labour,  it  is  being 
used,  not  only  for  military  purposes,  but  to  utilize  the  great 
variety  of  raw  materials  in  the  province.  For  Szechwan  is 
rich  in  many  things — foodstuffs,  such  as  rice,  wheat,  maize, 
sugar,  and  oranges;  minerals,  such  as  iron,  copper,  salt, 
coal,  and  gold;  textile  materials,  such  as  silk,  wool,  and 
hemp.  A  great  quantity  of  wood  oil  was  exported;  much 
of  it  was  carried  in  bulk  in  ships  down  the  river  to  Shanghai. 
Some  of  the  immense  wealth  of  metal  in  Yunnan  province 
—gold-bearing  copper,  the  zinc  of  the  Kungshan  coalfield, 


and  silver-bearing  lead — was  carried  by  coolies  and  animals, 
and  later  by  motor  trucks,  to  markets  in  Szechwan. 

As  long  ago  as  200  b.c.,  Chinese  engineers  provided  a 
remarkable  irrigation  and  flood-prevention  scheme  in 
Szechwan.  It  transformed  the  Chengtu  Plain  from  waste 
into  fertility,  an  area  equal  to  that  of  Middlesex.  Ten  years 
ago  the  population  on  the  plain  was  ten  times  as  great  as 
that  of  the  English  county,  but  the  great  influx  of  refugees 
has  added  to  the  numbers  there. 

Transport  in  South-East  Asia 

Last  year  it  was  my  good  fortune  to  travel  some  thousands 
of  miles  by  motor  through  French  Indo-China,  Siam,  and 


Malaya.  Visits  were  also  made  to  Manilla  and  Java.  It  was 
surprising  to  find  such  excellent  motor  roads  in  all  these 
places,  and  to  be  told  of  the  recent  advances  in  modern 
methods  of  transport.  Public  vehicles  were  crowded. 

The  French  engineers  had  done  good  work  in  Indo- 
China.  One  of  them  told  me  of  a  large  reclamation  scheme 
on  the  coast  which  had  been  recently  completed.  He  stated 
that  the  land  reclaimed  had  provided  work,  mostly  on 
ricefields,  for  so  many  people  that  3,000,000  human  beings 
were  living  on  an  area  which  previously  was  entirely 
uninhabited. 

French  scientists  had  also  been  at  work  and  had  done 
a  great  deal  to  make  the  country  a  centre  of  interest  to 
Europeans  and  a  more  prosperous  home  for  the  natives. 
No  engineer  could  visit  the  famous  city  of  Angkor  without 
feeling  immense  admiration  for  the  constructive  ability  of 
the  builders  of  the  temples  and  palaces  of  ten  centuries  ago. 
For  about  300  years  a  million  people  lived  in  the  City  of 
Angkor,  and  then  it  was  suddenly  deserted;  no  one  lived 
within  a  hundred  miles  of  it,  and  no  one  knows  why  it  was 
deserted.  Europeans  had  never  heard  of  it  until  at  the  end 
of  last  century  the  French  discovered  it,  buried  in  the 
jungle,  which  has  reduced  to  ruins   many   of   the   huge 


THE  ENGINEERING  JOURNAL     April,  1941 


185 


stone  buildings.  But  the  French  have  restored  the  vast 
temple  called  Angkor  Vat,  certainly  the  most  fascinating 
building  it  has  been  my  lot  to  inspect.  When,  after  a  300- 
mile  motor  ride  from  Saigon,  over  excellent  roads,  but  under 
the  heat  and  glare  of  a  tropical  sun,  we  reached  Angkor, 
we  met  an  acquaintance,  a  shrewd  Scotch  banker  who  had 
travelled  all  over  the  world.  He  had  just  returned  from  a 
visit  to  Angkor  Vat.  "Let  me  come  with  you  to  see  it  again," 
he  said.  "You  are  an  engineer,  so  you  ought  to  be  able  to 
explain  to  me  how  they  erected  a  building  higher  than 
Notre  Dame,  built  only  of  huge  stone  blocks,  and  standing 
through  nearly  eleven  centuries,  without  any  mortar  or 
cement  to  hold  it  together."  Then,  after  a  pause,  he  said: 
"Well,  I  have  been  disappointed  when  seeing  many  of  the 
sights  of  the  world,  after  reading  about  them  in  the  tourist 
books,  but,  believe  me,  there  is  no  baloney  about  Angkor 
— it  beats  any  description!" 

The  building  is  now  in  a  good  state  of  restoration.  It 
was  probably  saved  from  the  encroachment  of  the  jungle, 
which  ruined  so  many  other  fine  works,  because  it  was 
surrounded  by  a  moat.  It  is  rectangular  in  shape,  and  on 
the  ground  floor  is  a  wide  corridor,  with  walls  built  up  of 
large  stone  blocks  placed  one  on  top  of  the  other.  You  can 
walk  round  the  four  sides  of  the  rectangle,  along  this  cor- 
ridor, the  total  length  of  which  is  2.2  miles!  And  you  can 
climb  up  the  many  stone  steps  to  the  sanctum  sanctorum 
on  the  third  storey  of  the  temple.  "Tell  me  how  they  got 
that  huge  coping  stone,  that  forms  the  roof,  up  here,"  said 
the  banker.  The  answer  was  that  an  enormous  earth  ramp 
must  have  been  provided  for  the  purpose.  The  quarries 
whence  came  the  large  rectangular  stones  that,  piled  one 
on  top  of  another,  make  up  this  amazing  temple,  were 
several  miles  away,  and  the  stone  must  have  been  floated 
on  rafts  down  the  river.  It  is  strange  that  few  Europeans 
in  the  Far  East  have  heard  of  Angkor,  and  on  my  return 
to  England  it  was  noticeable  that  none  of  my  friends  had 
heard  of  it.  Indo-China  is  but  a  name  to  most  people  in 
this  country,  but  it  meant  much  to  the  many  French  people 
there,  amongst  whom  were  engineers  and  scientists,  push- 
ing forward  the  new  type  of  peaceful  civilisation  into  Asia. 
We  cannot  believe  that  their  work  has  been  in  vain.  The 
Japanese  have  obtained  possession  of  the  railway  from 
Hanoi,  on  the  coast,  to  the  Chinese  frontier.  A  few  months 
ago  they  bombed  the  end  of  one  of  the  tunnels,  and  a  train, 
containing  amongst  the  many  passengers  several  Euro- 
peans, was  wrecked  and  everyone  on  the  train  was  killed. 
Chinese  engineers,  with  as  many  coolies  as  they  wanted, 
made  a  new  tunnel  and  had  the  line  running  again  within 
a  month. 

Water  and  Road  Transport 

Between  the  great  mountain  system  in  Asia  and  the  seas 
to  the  south  and  east— the  Indian  and  Pacific  oceans — 
there  is  an  immense  granary,  whose  economic  strength  has 
not  yet  been  fully  developed,  and  that  is  awaiting  the 
spread  of  knowledge  concerning  applied  science  in  order  to 
yield  its  tribute  to  mankind.  And  in  that  area  48  per  cent 
of  the  world's  total  population  is  concentrated  on  barely 
5  per  cent  of  the  land  surface  of  the  earth! 

To  the  north  and  north-west  of  the  high  mountain 
ranges  is  the  background  of  the  vast  Arctic-Atlantic  hinter- 
land, with  its  endless  leagues  of  steppes  flanked  by  a  huge 
area  of  primeval  forests.  Centuries  ago  some  200,000  horse- 
men, intent  on  looting  the  rich  plains  to  the  south  of  China, 
found  their  path  blocked  by  that  marvellous  structure,  the 
Great  Wall.  The  horsemen  recoiled,  like  the  waves  of  the 
sea  stopped  by  a  cliff,  and  they  dashed  across  the  many 
thousands  of  miles  of  Asia,  right  up  to  the  walls  of  Vienna. 
Thus  did  the  Chinese  engineers  who  built  the  wall  bring 
the  Turks  into  Europe.  The  reaction  came  with  the  develop- 
ment of  applied  science,  and  especially  since  the  invention 
of  the  steam  engine,  accelerated  the  rise  of  ocean  power 
and  enabled  engineers  to  make  travel  by  rail  easy,  rapid, 
and  safe.  Calais  and  Hong  Kong  in  South  China  were  con- 
nected by  rails  that  run  through  the  tropics,  Siberian  forests, 


across  Asia  and  Europe,  connecting  the  Pacific  Ocean  with 
the  English  Channel.  Many  thousands  of  miles  of  railways 
and  motor  roads  were  built.  The  old  single-file  caravan 
tracks,  with  their  tens  of  thousands  of  human  and  animal 
bearers,  slowly  carrying  goods  between  trade  centres,  have 
been  converted  into  modern  highways.  By  air,  passengers 
and  mails  have  been  carried  from  Hong  Kong  to  London, 
from  Hong  Kong  to  Chungking  and  other  remote  cities  in 
China,  and  from  Hong  Kong  across  the  Pacific  to  San 
Francisco. 

In  Asia  Nature  has  developed  certain  features  on  a  gigan- 
tic scale,  but  there  is  room  for  them.  There  are  abrupt  con- 
trasts between  the  comparatively  small  swarms  of  raiders 
of  great  mobility  in  the  north  and  the  remarkable  concen- 
tration of  humanity,  48  per  cent  of  the  world's  population, 
between  the  ramparts  of  the  great  mid-world  mountain 
system  and  the  Indo-Pacific  Ocean.  On  the  one  side,  viril- 
ity ;  on  the  other,  there  seemed  to  be  deceptive  immobility, 
brooding  over  Hinduism  and  Buddhism,  creeds  of  calm 
and  contemplation. 

India  was  the  first  part  of  Asia  to  be  affected  by  the  work 
of  the  engineer,  and,  whatever  may  be  the  political  and 
social  changes  in  that  land,  there  will  always  remain  many 
monuments  to  commemorate  the  devotion  of  British  engi- 
neers to  a  sense  of  duty. 

Burma  and  Siam  presented  greater  obstacles  to  engineers 
than  India;  obstacles  of  a  political  type  rather  than  tech- 
nical difficulties.  But  there  has  been  progress.  In  recent 
years  the  Japanese  have  put  forward  a  scheme  which  at 
first  sight  seems  attractive,  but  which  presents  enormous 
engineering  difficulties.  It  is  to  cut  a  canal  across  the  Kra 
Isthmus  in  Siam.  It  would  save  600  miles  of  sea  travel 
between  Calcutta  and  Canton,  and  at  least  1,200  miles 
between  Rangoon  and  Bangkok. 

My  tour  in  Malaya  last  year  made  me  realize  that  the 
notable  economic  progress  in  that  country  had  been  very 
largely  due  to  the  work  of  engineers.  Everywhere  there  was 
evidence  of  the  determination  of  the  Government  to  do 
everything  possible,  so  that  the  country  should  benefit  by 
improved  methods  of  communications  and  engineering 
schemes  of  all  types.  It  was  typical  of  the  enterprise  of 
Government  officials  in  Malaya  that  we  travelled  in  air- 
conditioned  railway  carriages — a  very  great  relief  in  a 
tropical  country.  Malaya  supplies  plenty  of  evidence,  as 
do  Hong  Kong  and  Shanghai,  of  co-operation  between 
Chinese  and  British. 

Chinese  Engineers  and  Scientists 

Mechanised  transport,  ships,  motor-cars,  trains,  and 
aeroplanes  enabled  us  to  travel  thousands  of  miles  along 
the  coast  line,  through  cities,  villages,  rice  fields,  rubber 
plantations,  and  jungle  in  this  fascinating  part  of  the  earth. 
In  the  evening  we  listened  to  the  B.B.C.  news  relayed  from 
the  Hong  Kong  wireless  station,  and  we  knew  that  they 
could  hear  it  in  many  parts  of  China.  We  found  that  the 
English  language  could  be  understood  in  nearly  all  the 
places  we  visited.  It  seems  inevitable  that  the  vast  expe- 
rience that  Angle-Saxon  engineers  have  gained  in  tropical 
lands  (India,  Africa,  and  America)  will  be  applied  in  this 
part  of  the  world. 

About  thirty  years  ago  a  number  of  us  listened  to  Dr. 
Diesel  at  a  meeting  of  the  Institution  of  Mechanical  Engi- 
neers, when  he  outlined  his  belief  that  the  British  would 
utilize  tropical  soil  for  the  production  of  vegetable  oil 
suitable  for  the  production  of  power.  When  we  saw  the 
rather  crude  mechanism  installed  on  the  palm  oil  planta- 
tions in  Malaya,  where  they  obtain  quite  large  quantities 
of  oil  for  human  consumption,  the  vision  of  Dr.  Diesel  came 
to  my  mind,  and  it  often  returned  as  we  rode  in  comfort 
through  the  jungle.  Under  the  tropic  sun  Nature  accelerates 
the  reproduction  of  vegetable,  insect,  and  animal  life  in  a 
manner  that  at  first  bewilders  the  native  of  the  temperate 
zone.  It  seems  that  the  earth  and  the  fulness  thereof  have 
been  placed  at  the  disposal  of  man,  but  that  homo  sapiens 


186 


April,  1941     THE  ENGINEERING  JOURNAL 


has,  so  far,  miserably  failed  to  make  good  use  of  the  good 
earth  and  the  sun. 

The  contrast  between  many  of  the  natives  of  South-east 
Asia  and  the  Chinese  who  had  emigrated  to  the  south  made 
me  realise  that  Nature  abhors  indolence  even  in  a  land 
where  a  man  can  exist  on  a  few  handfuls  of  rice  and  the 
fruits  dropped  from  the  trees.  Starvation  is  easily  defeated, 
but  malaria,  enteric,  and  other  preventable  diseases  each 
year  claim  millions  of  victims.  Indolence  leads  to  decadence. 
Many  of  the  natives,  and  some  Europeans,  live  as  if  "there 
aint  no  Ten  Commandments,"  and  pay  the  inevitable 
penalty,  for  which  the  climate  is  too  often  blamed.  The 
poverty-stricken  Chinese  emigrants,  on  the  other  hand,  are 
the  most  active  workers,  pulling  through  hardships  that 
would  kill  the  average  European,  demonstrating  that  work 
will  win  and  that  the  meek — and  energetic — accumulate 
wealth.  These  Chinese  ex-coolies  are  the  millionaires  and 
ideal  citizens  in  Malaya,  Siam,  and  Indo-China.  They  were 
taught  from  infancy  the  Confucian  code  that  man  is  capable 
of  great  development  provided  that  he  follows  the  moral 
code  taught  by  his  elders  and  betters. 

An  Englishwoman  who  travelled  over  the  Burma  Road 
in  a  lorry  wrote:  "I  sat  down  to  consider  my  revolutionized 
ideas  of  the  Chinese.  True,  my  knowledge  of  them  was 
extremely  slight,  gleaned  from  hearsay,  books,  and  casual 
acquaintance  with  members  of  the  race  in  other  parts  of 
the  world;  but  nothing  I  had  learned  had  prepared  me  for 
their  amazing  kindliness,  their  attention  to  practical  detail, 
their  strong  sense  of  humour."  My  own  experience  makes 
me  re-echo  those  words. 

The  wealthy  Chinese  emigrants  remain  loyal  to  the 
Confucian  code.  They  train  their  sons  to  respect  their 
elders,  their  teachers,  and  to  remember  the  old  axiom  that 
of  all  men  the  scholar  stands  highest  in  social  status.  They 
accept  another  ancient  axiom  from  their  classics,  viz.,  that 
people  should  be  governed  by  moral  and  intellectual  agen- 
cies rather  than  by  physical  force. 

There  are  many  young  Chinese  men  and  women  who  are 
seeking  the  new  knowledge  in  European  and  American 
universities,  but  they  know  the  Confucian  code.  You  see 
the  results  in  the  struggle  made  by  the  Chinese  graduates 
to  build  roads  and  communications  of  all  types.  They 
have  installed  power  plants  and  opened  up  mines.  They 
are  at  work  on  the  new  hospitals — my  friend,  Dr.  Ling, 
was  running  a  hospital  on  the  Burma  Road  when  last  we 
heard  of  him.  They  are  teaching  the  laws  of  hygiene;  they 
are  trying  to  improve  agriculture,  and  to  urge  the  import- 
ance of  scientific  research.  Perhaps  some  are  attracted  by 
certain  Western  political  and  economic  theories,  much  of 
which  will  not  fit  into  the  Chinese  social  system.  But  make 
no  mistake,  there  is  the  same  dynamic  urge  to  do  useful 
work  that  brought  wealth  to  their  fathers  in  a  land  waiting 
for  development.  The  Japanese  military  caste  fear  the 
results  of  scientific  knowledge  and  methods  in  China  and 
have  made  great  efforts  to  bomb  the  modern  universities. 
They  have  not  succeeded  in  preventing  instruction  in 
applied  science  subjects  in  China,  and  even  if  they  did  there 
are  the  millions  of  overseas  Chinese,  many  of  them  wealthy, 
who  are  urging  their  sons  to  qualify  as  engineers,  doctors, 
etc.,  so  that  they  may  return  to  China  or  work  in  South- 
east Asia. 

Mention  must  be  made  of  the  Malay  islands — Java, 
larger  than  England;  Sumatra  and  Borneo,  much  larger; 
Celebes,  and  numerous  other  islands— these  are  the  lands 
for  which  the  English  and  Dutch  fought  each  other  so 
bitterly  in  the  seventeenth  century,  and  where  it  seems 
probable  they  will  closely  co-operate  for  the  development 
of  their  natural  resources  at  no  distant  date.  What  oppor- 


tunities for  the  engineer  and  scientist  are  offered  by  these 
fertile  areas:  Already  the  ubiquitous  Chinese  have  done 
much  of  the  commercial  development.  Some  of  our  Hong 
Kong  engineering  graduates  returned  to  Java,  Sumatra,  or 
Borneo,  and  we  heard  of  them  installing  power  plants  for 
sawmills,  cold  storage,  etc.,  or  engaged  in  surveys  of  the 
jungle.  There  are  schools  in  this  area  where  the  Chinese 
are  trained  in  English  up  to  matriculation  standard. 

It  can  be  claimed  that  the  British  were  the  pioneers  of 
engineering  works  in  China,  and,  indeed,  in  the  Indo- 
Pacific  areas.  Not  only  did  they  build  railways,  docks,  and 
industrial  power-driven  factories,  but  they  were  responsible 
for  great  improvements  in  harbours  and  inland  waterways. 
For  many  years  there  was  blind  opposition  to  Western 
science  in  China,  but  that  no  longer  exists.  On  the  contrary, 
there  is  a  demand  for  any  machinery  or  other  equipment 
that  will  aid  the  war  effort  or  develop  the  resources  of  the 
country.  Recently  an  officer  of  the  Hong  Kong  University 
flew  to  consult  the  Chinese  Government  in  Chungking,  as 
to  how  the  University  could  best  help  China.  A  reliable 
correspondent  in  Hong  Kong  has  informed  me  that  the 
reply  was:  "Send  us  as  many  trained  engineers  as  you  can; 
hundreds  of  them."  They  were  not  interested  in  anything 
else!  My  experience  in  Hong  Kong  was  that  the  Chinese 
did  not  oppose  the  instruction  in  science  of  their  own 
nationals,  but  that  a  number  of  English  residents,  partic- 
ularly graduates  of  Oxford  or  Cambridge,  who  had  studied 
classics,  did  their  utmost  to  prevent  any  extension  of  the 
engineering  departments.  They  did  not  hesitate  to  inform 
me  that  engineering  was  not  a  fit  subject  to  be  included  in 
a  university  course.  There  should  be,  they  said,  a  technical 
school  unconnected  with  any  institution  that  confers 
degrees.  During  my  service  in  the  universities  of  Birming- 
ham and  London  in  the  early  part  of  this  century,  my 
colleagues  in  the  Faculty  of  Arts  often  expressed  those 
views — in  a  very  pleasant  manner — but  which  left  the 
impression  that  they  believed  that  engineers  were  out  of 
place  in  the  academic  cloisters,  which,  they  said,  should  be 
preserved  for  those  concerned  with  ideas  which  do  not 
affect  things  material.  It  was  useless  to  talk  to  them  about 
the  ideals  of  engineers;  all  of  the  evils  of  the  industrial 
system  were  attributed  to  the  inventors  of  machinery. 
That  spirit  still  exists  in  England.  Only  a  few  days  ago  an 
Oxford  professor  solemnly  stated  in  my  hearing,  in  the 
course  of  an  address,  that  the  war  was  caused  by  wireless, 
because  Hitler  would  never  have  attained  to  such  power 
without  the  aid  of  that  invention!  There  are  perhaps  men 
of  the  Mandarin  type  of  mind  in  Britain,  as  well  as  a  few 
in  China.  It  is  significant,  however,  that  the  Chinese 
Government,  in  this  crisis,  is  doing  everything  possible  to 
encourage  engineering  developments. 

It  is  not  only  the  Burma  Road  that  is  of  interest  to  those 
British  engineers  whose  thoughts  are  turned  to  the  Far 
East.  We  see  in  the  conference  at  Delhi  evidence  of  co- 
operation between  India  and  the  rich  tropical  countries  in 
the  Pacific.  We  can  be  sanguine  that  at  no  distant  date 
there  will  also  be  co-operation  with  the  Chinese.  In  the 
last  war  the  Chinese  labour  battalions  in  France  did  splen- 
did work.  It  is  not  improbable  that  in  this  war  we  may 
seek  the  aid  of  Chinese  labour  and  co-operate  much  more 
closely  with  the  Chinese  Government.  It  is  my  firm  con- 
viction that  the  Chinese  work  more  harmoniously  with 
British  people  than  with  any  other  nationals.  It  has  been 
stated  that  there  are  3,000,000  Chinese  who  have  British 
nationality  and  who  reside  in  Malaya,  Hong  Kong,  and 
other  parts  of  the  British  Empire.  In  the  days  of  reconstruc- 
tion it  will  be  to  the  mutual  advantage  of  both  nations  if 
they  can  co-operate  in  the  economic  development  of 
South-east  Asia. 


THE  ENGINEERING  JOURNAL     April,  1941 


187 


THE  DESIGN  OF  BEAMS  IN  STEEL  FRAME  BUILDINGS 

S.   D.   LASH,   Ph.D.,  M.E.I.C. 
Acting  Secretary,  National  Building  Code  Project,  National  Research  Council,  Ottawa,  Ont. 


SUMMARY — Methods  are  given  for  the  design  of  beams  in 
steel  frame  buildings  in  which  allowance  is  made  for  partial 
or  complete  restraint  of  the  ends.  For  secondary  beams  the 
design  method  assumes  that  a  high  degree  of  restraint  is 
present  and  it  is  shown  that  this  may  be  ensured  by  the  use  of 
a  comparatively  small  amount  of  special  steel  in  the  form  of 
reinforcing  bars  placed  in  the  concrete  floor  slab,  if  present,  or 
by  plates  attached  to  the  top  flanges  of  the  beams.  In  the  case 
of  beams  connected  to  columns,  curves  are  derived  by  which 
allowance  may  be  made  for  the  restraint  produced  by  simple 
connections  using  clip  angles.  The  design  method  is  based  on 
the  work  of  the  Steel  Structures  Research  Committee  (Great 
Britain)  but  is  considered  to  be  simpler  to  use  and  more  accu- 
rate than  the  method  recommended  by  that  committee.  A 
number  of  examples  are  given  showing  the  application  of  the 
proposed  methods  and  the  possible  saving  in  weight  of  steel. 
The  recommended  methods  of  design  form  Appendix  E  of 
Part  3  of  the  National  Building  Code. 

The  National  Building  Code  is  a  model  building  code  for  use 
by  Canadian  municipalities  which  is  being  prepared  under  the 
joint  sponsorship  of  the  National  Research  Council  and  the 
Department  of  Finance  of  Canada.  The  complete  Code  is  not 
yet  available  but  Part  3,  Engineering  Requirements,  has  been 
issued  separately  and  it  is  reviewed  on  Page  214  of  this  issue. 
The  author  of  this  paper  was  Secretary  of  the  Subcommittee 
on  Steel  Construction. 

Introduction 

In  the  recent  report  of  the  Joint  Committee  on  Concrete 
and  Reinforced  Concrete*  the  following  words  occur: 

"In  the  design  of  buildings  it  has  been  for  many  years 
common  practice  to  design  columns  and  beams  as  isolated 
members,  the  columns  as  compression  members  axially 
loaded,  and  the  floor  system  by  prescribed  coefficients  for 
moments  at  the  ends  and  in  the  centre  of  the  span.  In 
some  cases  prescribed  moment  coefficients  have  also  been 


9 

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P 

|v.ork,n^     load     >/               /                 ^    -"-' 

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-"     <~"-3  '""* 

// 

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ep 

Fig.  1 — Derivation  of  design  curves  for  semi-rigid  connections» 

used  to  evaluate  the  bending  in  columns  induced  by 
unbalanced  loadings  from  the  floor  system. 

"Although  such  practice  has  apparently  resulted  in 
safe  design  in  the  case  of  buildings  with  uniform  column 
spacings,  it  has  become  increasingly  clear  with  the  advent 
of  newer  methods  of  analysis  that  the  degree  of  safety 
was  neither  uniform  throughout  the  structure  nor  in  some 
cases  equal  to  that  intended  in  the  design.  In  the  rather 
frequent  cases  of  unequal  spacing  of  columns  or  story 
heights,  the  design  based  on  the  usual  moment  coeffi- 
cients often  leads  to  improper  design,  and  quite  generally 
to  wide  departure  from  uniformity  of  factor  of  safety  in 
the  various  members  of  the  structure. 

"The  committee  recognizes  that  more  exact  methods 
of  analysis  are  now  available  for  general  use  in  the  design 
of  buildings  and  other  framed  structures,  also  that  they 
may  be  simplified  without  undue  sacrifice  of  accuracy. 
These  methods  will  result  in  better  provision  for  the 


*This  Committee  consists  of  representatives  of  the  American 
Society  of  Civil  Engineers,  the  American  Society  for  Testing  Mate- 
rials, the  Portland  Cement  Association,  the  'American  Concrete 
Institute,  the  American  Railway  Engineers  Association,  the  Amer- 
ican Institute  of  Architects. 


effects  due  to  continuity  and  should  thereby  secure  a 
more  uniform  degree  of  safety.  The  need  for  such  im- 
provement in  design  becomes  more  important  with  the 
introduction  of  higher  strengths  and  lighter  weights  of 
concrete  and  the  accompanying  higher  working  stresses. 
The  consideration  of  continuity  is  especially  important 
in  cases  of  unequal  spans  alternately  loaded  where  the 
ratio  of  live  to  dead  load  is  large." 

It  has  become  increasingly  evident  in  recent  years  that 
a  somewhat  similar  state  of  affairs  exists  in  connection  with 
steel  frame  construction.  This  realization  must  be  attributed 
largely  to  the  work  carried  out  from  1929  to  1935  by  the 
Steel  Structures  Research  Committee  in  Great  Britain. 
The  following  extract  from  the  Journal  of  the  Institution 
of  Civil  Engineers(1)  will  show  the  importance  attached  to 
the  work  of  the  Committee  by  the  Chairman,  Sir  Clement 
Hindley: 

"Sir  Clement  considered  that  the  investigation  was  of 
outstanding  importance  to  the  engineering  profession, 
and  he  did  not  think  that  in  the  last  40  or  50  years  there 
had  been  one  of  more  importance,  or  one  which  might 
affect  more  definitely  the  work  of  engineers  engaged  in 
design;  if  the  more  rational  method  of  design  could  be 
brought  into  practice  the  work  would  be  of  the  very 
greatest  importance  and  value." 

The  work  of  the  Steel  Structures  Research  Committee 
clearly  established,  both  by  measurements  in  the  field  and 
by  laboratory  tests,  that,  in  the  average  steel  frame  building, 
the  factor  of  safety  for  columns  is  considerably  less  than 
the  factor  of  safety  for  beams.  In  such  circumstances  appre- 
ciable economies  may  be  made  in  the  weight  of  beams  with- 
out reducing  the  overall  factor  of  safety  of  the  structure 
of  which  they  are  a  part. 

In  this  paper  it  is  proposed  to  consider  the  possible 
economies  that  can  result  from  making  allowance  for  the 
complete  or  partial  restraint  of  beams.  Two  types  of  beams 
will  be  considered,  beams  which  frame  into  other  beams 
and  beams  which  frame  into  columns.  For  convenience, 
beams  of  the  first  type  will  be  referred  to  as  secondary 
beams  and  those  of  the  second  type  as  girders.  The  treat- 
ment of  girders  is  based  upon  the  work  of  the  Steel  Struc- 
tures Research  Committee,  but  the  proposed  design  method 
is  believed  to  be  considerably  simpler  and  somewhat  more 
accurate  than  the  method  recommended  by  the  Committee. 
The  design  of  secondary  beams  was  not  considered  by  the 
Committee.  The  recommended  methods  of  design  form 
Appendix  E  of  Part  3  of  the  National  Building  Code. 

Secondary  Beams 

The  restraint  at  the  end  of  a  secondary  beam  depends 
partly  upon  the  torsional  rigidity  of  the  girder  to  which  it 
is  connected  and  partly  upon  the  stiffness  of  the  end  con- 
nection of  the  beam.  In  general,  the  torsional  rigidity  of 
beams  of  I  section  is  small,  but  it  is  greatly  increased  if  the 
girder  is  solidly  encased  in  concrete.  Standard  beam  con- 
nections are  comparatively  flexible  but  a  high  degree  of 
restraint  may  be  developed  by  the  use  of  a  small  amount 
of  additional  steel.  For  example,  MacKay(2)  showed  by  a 
number  of  tests  made  at  McGill  University  in  1924  that 
the  additional  steel  could  take  the  form  of  reinforcing  rods 
placed  in  a  concrete  floor  slab.  There  is  no  doubt  also  that 
plates  suitably  connected  to  the  beams  could  be  used  for 
this  purpose. 

If  it  is  assumed  that  torsional  rotation  of  the  girder  may 
be  neglected,  either  as  a  result  of  the  stiffening  effect  of 
concrete  encasement,  or  because  the  moments  on  either  side 
of  the  girder  are  equal  in  magnitude  and  opposite  in  direc- 
tion, then  it  is  possible  by  a  simple  calculation  to  determine 


188 


April,  1941     THE  ENGINEERING  JOURNAL 


the  amount  of  supplementary  steel  needed  to  ensure  an 

adequate  degree  of  restraint.  Alternatively,  it  would  be 

possible  to  estimate  the  degree  of  restraint  produced  by 

any  given  quantity  of  supplementary  steel.  The  former 

method  appears  to  be  more  satisfactory  since  it  leads  to  an 

exceedingly  simple  method  of  design. 

Consider  first,  a  beam  carrying  a  uniform  load.  If  the 

WL 
ends  are  fixed,  the  maximum  moment  will  be  — —  which  will 

WL 
occur  at  the  ends.  If  a  restraining  moment  of  — —  '  i.e. 


50 


per  cent  of  the  fixed  end  moment,  is  applied  the  maximum 

WL 
moment  will  also  be  -r^r  but  will  occur  at  mid-span.  Thus 

50  per  cent  restraint  is  sufficient  to  justify  a  reduction  of 
one-third  in  the  maximum  bending  moment  of  a  freely 
supported  beam.  In  the  case  of  a  beam  carrying  a  single 
load  at  mid-span,  50  per  cent  restraint  is  sufficient  to  justify 
a  reduction  of  one-quarter  in  the  maximum  bending  moment 
in  the  beam,  and  with  60  per  cent  restraint  a  reduction  of 
30  per  cent  in  the  maximum  bending  moment  will  result. 

On  the  basis  of  the  above  figures  it  appears  to  be  reason- 
able to  provide  sufficient  supplementary  steel  for  60  per 
cent  restraint  and  to  assume  that  the  maximum  bending 
moment  will  be  reduced  by  one-third,  whatever  the  loading. 
The  reduction  in  moment  must  be  ensured  not  only  at  work- 
ing loads  but  at  overload  also.  In  this  connection  it  is  con- 
venient to  use  the  term  'load  factor'  as  meaning  the  ratio 
of  the  maximum  useful  load  that  can  be  placed  on  a  struc- 
ture to  the  working  load.  This  term  is  used  in  preference  to 
'factor  of  safety'  which  is  defined  in  most  text  books  as  the 
ratio  of  the  ultimate  strength  of  a  material  (usually  in 
tension)  to  the  unit  working  stress.  It  will  be  assumed  that 
a  load  factor  of  two  is  sufficient,  this  being  somewhat  greater 
than  that  usually  found  in  columns  and  somewhat  less  than 
the  common  value  for  beams. 

The  required  area  of  supplementary  steel  may  be  deter- 
mined in  the  following  manner: 

Let  As  be  the  area  of  the  cross  section  of  the  beam, 
As  the  area  of  cross  section  of  supplementary  steel 

in  tension, 
D    the  depth  of  beam, 
D'    the  lever  arm  of  the  force  in  the  supplementary 

steel, 
fs     the  allowable  flexural  working  stress  in  the  steel, 
fy     the  stress  at  yield, 
k      the  radius  of  gyration  of  the  area  of  cross  section 

of  the  beam, 
MP  the  fixed  end  moment, 
and      S     the  section  modulus  of  the  beam. 

Many  modern  codes,  including  the  National  Building  Code, 
permit  the  load  on  a  beam  to  be  increased  if  it  is  encased 


in  concrete.  Such  increase  is  equivalent  to  an  increase  of 
working  stress  and  on  this  basis  it  will  be  assumed  that  the 
working  stress  has  been  increased  irom.fs  to  fs  (1+P). 

Then 

C1MF=fs(l+P)S (1) 

where  C,  is  a  constant  greater  than  one. 

If  the  supplementary  steel  yields  at  twice  the  working 
load,  its  moment  of  resistance  will  be  fyAsD'  which  may 
be  written  C2fyAsD  where  C2  is  a  constant. 

Thus,  if  the  restraint  at  twice  the  working  load  is  to  be 
six-tenths  of  the  fixed  end  moment, 


900 

1 

/ 

' 

fleo 

V 

z. 

6*« 

•y 

i 

$M 

/ 

£/  i 

/ 

v/ 

0 

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/ 

50a 

/ 

\           250 

^     loo 

No 

G 

/ 

tf       Mo 

£> 

/ 

D 

J     no 

T 

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t 

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30 

20 

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j 

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8        9       10     »     "•     '3    1+  '5  "•   17   l»  »  10     Jl     2*   tt    2»  30        35       40 
DEPTH       OF      BEAM        INS  (V) 


Fig.  2 — Classification  of  beams. 


CI{C2fyA^D) 

2fs(l+P)S 


=  0.6. 


(2) 


and  substituting  S  =     jr-  = 

A}      0.6(1+P)  //a  4k 

As  C,C2      \fyJ  D' 

Ai 


2  I      2Ask2 


D 


(3) 


/, 


-p  will  be  a  maximum  when  P,  y  and  ^j  have  maximum 

-^-S  Jy 


4P 
^2 


values  and  when  Cx  and  C2  have  minimum  values.   Studies 
on  the  properties  of  encased  beams  suggest  0.16  as  a  reason- 


i  i 
i  i 
i  i 


-4 


~1 


k 


'Tfit±tezE_ 
ihK- — 


T) 


— 


T 


A^rh 


¥ 


=F^ 


6  *  4-  *  J/ô    L 


Z    mmm 


J 


(T)  ;  O) 


$n 


<§  :  e 


-4- 


Section       A-  B 


Fig.  3 — Minimum  concrete  encasement  required  for  Class  B  connections  using  3/g-in.  clip  angles. 

THE  ENGINEERING  JOURNAL    April,  1941 


189 


Minimum  encasement  required  for  Class  C  connections  using  '  2-in.  clip  angles. 


able  maximum  value  for  P;  the  minimum  value  of  Ci  is 
one  and  it  is  unlikely  that  C2  will  be  appreciably  less  than 
one.  If  fy  is  assumed  to  be  the  specified  yield  point  stress, 

-~  will  be  approximately  0.6.  Tests  on  beams  have  shown, 

Jy 

however,  that  yield  will  occur  at  an  apparent  stress  some- 
what in  excess  of  the  tensile  yield  point  and  it  therefore 

/ 
appears  to  be  reasonable  to  assume   j-    to   be    equal  to 

Jy 

one-half. 

With  these  assumptions,  equation  (3)  reduces  to 
A  i.  4-k2 

t  =  0348i? (4) 

4/c2 
The  value  of  -^  depends  only  upon  the  properties  of  the 

beam  sections.  Obviously  k  can  never  exceed  D/2  and  hence 

4k2 

jT2  can  never  exceed  one.  Examination  of  tables  of  prop- 

.  .  4/c2 

erties  of  sections  leads  to  the  conclusion  that  -=rs  will  not 

Dl 

exceed  0.66  in  the  case  of  standard  beams  and  0.76  in  the 

case  of  wide  flange  beams.  It  appears  to  be  reasonable 

4P 
therefore  to  assume  0.76  as  a  maximum  value  for    -=s-; 

A' 
substituting  this  value  in  equation  (4)  the  value  of  ~   is 

5 
found  to  be  0.264.  Thus,  if  supplementary  reinforcement 

having  an  area  equal  to  0.264  times  the  area  of  cross  section 
of  the  beam  is  provided,  the  beam  may  be  designed  to 
resist  only  two-thirds  of  the  static  moment;  and  the  load 
factor  will  in  no  case  be  less  than  two.  It  is  possible,  but 
not  probable,  that  if  twice  the  working  load  were  applied, 
the  supplementary  reinforcement  would  yield.  This,  how- 
ever, would  not  affect  the  safety  of  the  beam  in  any  way, 
and  is  not  in  itself  undesirable. 

In  practice,  the  coefficient  0.264  may  be  assumed  as  one- 
quarter  without  serious  error,  and  since  the  allowable  stress 
in  the  supplementary  steel  may  not  be  the  same  as  that  in 
the  beam,  the  requirement  may  be  expressed  in  a  more 
general  way  by  requiring  the  supplementary  steel  to  be 
capable  of  resisting  a  tensile  force 

f~4* (5) 


T 


The  preceding  discussion  has  been  concerned  only  with 
the  method  of  resisting  tension.  It  will,  of  course,  be  neces- 
sary also  to  transmit  compression  from  the  girder  to  the 
lower  flange  of  the  beam.  If  the  girder  is  solidly  encased  in 
concrete  it  may  be  assumed  that  the  concrete  is  capable  of 
resisting  the  compressive  stresses.  Alternately,  certain  types 
of  end  connection  may  be  used;  for  example,  a  seat  angle 
connected  to  the  lower  flange  of  the  beam  with  four  rivets 
will  be  adequate  in  many  cases. 


Girders 

The  moments  present  at  the  end  of  a  girder  depend  upon 
the  following  variables: 

(1)  The  magnitude  of  the  load 

(2)  The  distribution  of  the  load 

(3)  The  stiffness  of  the  end  connections 

(4)  The  stiffness  of  the  members  to  which  the  girder  is 
attached 

(5)  The  moment  of  inertia  of  the  girder 

(6)  The  depth  of  the  girder 

(7)  The  length  of  the  girder. 

Of  these  variables,  the  stiffness  of  the  end  connections 
has  proved  to  be  the  most  difficult  one  to  estimate.  Semi- 
rigid types  of  end  connections  are  indeterminate  structures 
in  which  certain  portions  are  stressed  beyond  yield.  At- 
tempts to  predict  the  behaviour  of  such  connections  by 
calculation  have  proved  to  be  particularly  unsuccessful  and 
it  is  necessary  therefore  to  refer  to  the  results  of  tests. 
Such  tests  have  been  carried  out  by  the  Steel  Structures 
Research  Committee  (3)  (4)  in  England,  by  C.  R.  Young 
and  K.  B.  Jackson  (5)  in  Canada,  and  by  Rathbun(6)  in 
New  York. 

The  relation  between  end  moment  and  the  slope  at  the 
end  of  a  beam  is  given  by  the  slope-deflection  equation 

Ttr  tr  2EI6  ,„. 

M  =  M F j— (6) 

in  which  M  is  the  end  moment, 

M F  the  fixed  end  moment, 

E     the  modulus  of  elasticity, 

/      the  moment  of  inertia  of  the  cross-section  of 
the  beam  about  the  neutral  axis, 

6      the  slope  at  the  ends  of  the  beam, 

L  the  length  of  the  beam. 
The  equation  in  the  above  form  applies  only  to  beams 
symmetrically  loaded.  In  such  a  case  it  is  obvious  that  the 
maximum  moment  on  the  beam  will  be  reduced  by  an 
amount  M,  which  may  therefore  be  termed  the  allowable 
restraining  moment.  It  has,  however,  been  shown  by 
Batho(7)  that  the  same  equation  may  be  used  to  determine 
the  allowable  restraining  moment  in  the  case  of  unsym- 
metrical  loading  if  the  mean  of  the  fixed  end  moments  be 
substituted  for  MF.  It  was  further  shown  that  when  the 
end  restraints  are  unequal  the  allowable  restraining  moment 
at  either  end  of  the  beam  may  be  determined  on  the  assump- 
tion that  an  equal  restraint  is  present  at  the  opposite  end 
of  the  beam.  The  allowable  restraining  moment  at  the  posi- 
tion of  maximum  moment  can  then  be  determined  by  cal- 
culation or  by  drawing  a  bending  moment  diagram.  This 
approximation  involves  a  loss  of  economy  in  some  cases 
and,  considering  the  maximum  moment  in  the  beam,  a  very 
small  error  on  the  wrong  side  in  a  few  cases.  More  accurate 
results,  however,  do  not  appear  to  be  needed  and  could 


190 


April,  1941    THE  ENGINEERING  JOURNAL 


only  be  obtained  by  a  great  increase  in  complexity  of  the 
calculation.  It  should  perhaps  be  pointed  out  that  the 
calculation  of  the  mean  of  the  fixed  end  moments  can  be 
very  simply  made  for  any  condition  of  loading.  For  example, 

(a)  For  a  single  load  P  anywhere  on  the  beam,  the  mean 

of  the  fixed  end  moments  is  -nj-,  where  a  and  b  are  the 

segments  into  which  the  span  is  divided. 

(b)  For  a  load  uniformly  distributed  on  a  part  of  a  span, 

Wab     Wd2 

the  mean  of  the  fixed  end  moments  is  --^ — —  where 

2L       24L 

a  and  b  are  the  segments  into  which  the  centre  line  of 

the  load  divides  the  beam  and  d  is  the  length  over  which 

the  total  load  W  is  distributed. 

In  order  to  consider  the  stiffness  of  the  end  connection  it 
is  necessary  to  introduce  some  scheme  of  classification  of 
such  connections.  In  the  draft  rules  for  design  (Steel  Struc- 
tures Research  Committee)  four  classes  of  connections, 
A,  B,  C,  and  D  were  established.  Class  A  included  connec- 
tions which  transmit  very  small  moments,  and  Class  D 
included  connections  of  the  wind  bracing  type  which  are 
nearly  rigid.  Classes  B  and  C  represented  intermediate 
degrees  of  restraint.  A  somewhat  simpler  scheme  of  classifi- 
cation is  to  have  only  three  classes,  Classes  A  and  B  in- 
cluding the  more  flexible  types  of  connections  and  Class  C 
the  rigid  or  nearly  rigid  types.  Possibly  this  is  as  great  a 
subdivision  as  can  be  justified  on  the  basis  of  ordinary 
commercial  practice. 

The  rigidity  of  any  type  of  connection  is  increased  if  the 
connection  is  encased  in  concrete.  This  increase  is  very 
great  for  small  loads  but  not  so  great  for  loads  sufficient  to 
cause  cracking  of  the  concrete.  Batho(8)  has  described  the 
results  of  a  considerable  number  of  tests  on  encased 
connections,  some  of  which  were  provided  with  reinforce- 
ment. On  the  basis  of  these  results  and  the  tests  by  MacKay 
referred  to  previously  it  would  appear  to  be  reasonable  to 
give  a  small  amount  of  credit  for  concrete  encasement 
without  reinforcement  especially  with  more  flexible  con- 
nections, and  to  give  considerably  more  credit  for  the 
stiffening  effect  of  concrete  properly  reinforced. 

In  addition  to  classifying  end  connections  it  has  been 
found  desirable  also  to  classify  beam  sections.  Such  a  classifi- 
cation makes  possible  a  direct  method  of  design;  whereas 
in  other  methods  it  is  usually  necessary  to  assume  some 
property  of  the  beam  such  as  its  depth  and  recalculate  the 
moment  if  the  assumption  did  not  prove  to  be  correct. 
This  classification  has  been  accomplished  by  assuming  that 
for  any  particular  beam  the  depth,  D,  may  be  expressed  in 
terms  of  the  section  modulus,  S,  by  the  equation 

D  =  C3SAl2 (7) 

and  hence  beams  may  be  classified  in  accordance  with  the 
value  of  the  constant  C3. 

It  is  obvious  that  the  fourth  variable  listed  above,  i.e., 
the  stiffness  of  the  members  to  which  the  girder  is  attached, 
is  one  that  may  introduce  problems  of  great  complexity. 
In  order  that  a  simple  design  method  be  possible,  it  is 
necessary  to  make  some  fairly  drastic  sort  of  assumption. 
This  was  done  in  the  procedure  recommended  by  the  Steel 
Structures  Research  Committee  by  assuming  that,  in  the 
case  of  a  girder  connected  to  the  flange  of  a  column, 

v? — r~w  ls  generally  not  greater  than  1.5, 
Ay  +  KL 

KB  is  the  stiffness  of  the  beam, 

Kv  and  KL  the  stiffness  of  the  column  lengths  above  and 

below  the  beam  respectively. 

(The  symbol  K =/-) 

A  figure  of  1.5  was  chosen  after  a  survey  of  a  considerable 
number  of  buildings  and  will  include  all  ordinary  cases 
except  perhaps  a  few  roof  beams.  In  such  exceptional  cases 
it  is  probably  simpler  not  to  make  any  allowance  at  all 
than  to  try  and  derive  some  complicated  method  of  cal- 
culation. 


When  a  girder  is  connected  to  the  web  of  a  column, 


KB 


KV  +  KL 

may  exceed  1.5;  in  such  cases  allowance  for  end  restraint 
can  only  be  made  in  respect  of  the  moment  due  to  dead 
loads  in  approximately  equal  spans  on  either  side  of  the  web. 

When  rp — -^-  is  less  than  1.5,  allowance  can  be  made  for 

end  restraint  in  a  girder  connected  to  a  web  provided  the 
web  is  stiffened  so  as  to  prevent  excessive  local  deformation. 
It  will  be  appreciated  that  under  unsymmetrical  loading  the 
comparatively  thin  web  of  a  column  may  be  deformed 
considerably  by  reason  of  a  beam  connection  attached  to  it. 
It  was  also  shown  by  Batho  that,  if  various  small  correc- 

tions  are  omitted,  the  assumption  that  r= — p— -  is  equal  to 

■K-U+  J^l 

1.5  may  be  expressed  by  modifying  the  equation  (6)  to  read, 
MF      Eld 

2  L  

in  which  M  is  the  allowable  restraining  moment  and  6  the 
corresponding  angular  deformation  of  the  end  connection. 


M  = 


(8) 


Design  of  Girders  Having  Rigid  Connections 

(Class  C) 

In  the  case  of  girders  having  rigid  or  nearly  rigid  connec- 
tions tests  have  shown  that  the  relation  between  end 
moment  and  angular  deformation  is  nearly  linear  and  that 
the  end  moment  will  be  about  80  per  cent  of  the  fixed  end 
moment.  This  will  be  reduced  approximately  one-half  by 
the  allowance  for  flexibility  of  the  columns.  Thus,  the 
minimum  restraint  when  rigid  connections  are  used  can  be 
assumed  to  be  about  40  per  cent  of  the  fixed  end  moment. 
It  is  recommended  therefore  that  the  end  restraint  be 
assumed  to  be  four-tenths  of  the  fixed  end  moment  in  all 


cases  where  rigid  or  nearly  rigid  connections  are  used  pro- 
ies 


vided  that 


does  not  exceed  1.5.  This  assumed 


KV  +  KL 

value  of  moment  is  a  lower  limit  value  and  the  connections 
themselves  should  in  most  cases  be  capable  of  transmitting 
the  full  fixed  end  moment  without  failure. 

Semi-rigid  Connections 

Much  experimental  work  was  carried  out  at  the  Univer- 
sity of  Birmingham  from  1929-1935  upon  the  behaviour  of 
semi-rigid  connections.  In  particular,  connections  made  up 
of  angles  attached  to  the  flanges  of  the  beam  (clip  angles) 
were  investigated  in  great  detail  (see  the  First,  Second,  and 
Final  Reports  of  the  Steel  Structures  Research  Committee) 
and  sufficient  information  was  collected  to  enable  lower 
limit  curves  for  various  types  of  connections  to  be  specified. 
These  curves  were  found  to  be  of  the  type, 

M  =  C6a .(9) 

M  is  the  moment  transmitted  by  the  connection, 
6    the  angular  deformation  of  the  connection,  and 
C   and  a  are  constants. 
The  constant  a  was  found  to  be  approximately  0.412  for 
all  types  of  connections.  Less  complete  investigations  were 
made,  however,  upon  the  rigidity  of  connections  having 
web  angles  as  well  as  flange  angles  but  it  was  shown  that, 
although  the  rigidity  of  web  connections  alone  is  small, 


THE  ENGINEERING  JOURNAL     April,  1941 


191 


V 

\ 

\\ 

<o 

^ 

^5. 

^** 

-^y 

V 

w 

A 

\ 

A 

\\ 

Ï0 

\ 

\ 

\\ 

A 

V 

\ 

\x 

\ 

-^ 

jo 

^o 

^~ 

<p 

« 

o« 

\ 

O  3 

V 

V 

\\ 

\\ 

k\ 

02 

\ 

\ 

■?o 

^" 

ï° 

<s^ 

8~" 

- 1 

Ol 

O  1000  2000  3000  °  IOOO  2000  3000  o  IOOO  2000 

Mp     Kip  ins.  Mf   Kip  ins  Mf    Kipms 

Fig.  6 — Curves  showing  the  relation  between  allowable  restraint  and  fixed  end  moment  when  Class  A  connections  are  used. 
(The  figures  on  the  curves  indicate  the  length  of  the  beam  in  feet). 


they  add  considerably  to  the  total  rigidity  of  the  connec- 
tion when  used  in  conjunction  with  flange  angles. 

The  results  obtained  from  tests  can  only  be  applied 
directly  to  beams  having  the  same  depth  as  those  used  in 
the  original  tests.  The  curves  can,  however,  be  made  of 
general  application  by  putting  them  into  the  form, 
M 


D 


C(dD)A12 (10) 


(in  which  the  value  of  C  is  not  the  same  as  in  equation  (9)  ) 
Since  the  relation  between  end  moment  and  load  is  not 
linear,  this  curve  cannot  be  used  directly  for  determining 
allowable  end  restraint  at  working  loads.  Reference  to 
Fig.  1  will  make  this  point  clear.  Hence,  the  Steel  Struc- 
tures Research  Committee  proposed  a  graphical  construc- 
tion for  determining  a  design  curve.  This  is  shown  also  in 
Fig.  1  and  the  basis  of  the  method  will  be  readily  apparent. 
The  same  result  can  be  obtained  without  using  a  graphical 
construction  since  it  can  be  shown  that  if  the  curve  for  the 

M 
connection  is  -jr  =  C{6  D)Al2,  then  the  design  curve  for  a 

load  factor  of  two  will  be 

^  =  .655C  (6  D)Al2 

=  C4  (6  D)Al2 (11) 

It  is  convenient  now  to  bring  together  the  various  equations 
that  have  been  assumed  or  derived.  They  are  as  follows: 
MP      Eld 

~^        r~ W 


^  =  Ci(dD)Al2 (11) 


M  = 

M 
D 

D  =  C3SA12 (7) 

These  equations  may  be  solved  in  the  following  manner 
From  (11)  ! 


6D  = 


(My 


M2 


From  (8) 


(CtD) 


Ç   2.42   n  2.42    C 


(12) 


M  =  -^  - 


Mp 

2 
Mp 

2 
Mp 

2 


ESD6 
2L 
ESM2A2 

2L(C4C3)2-42  S 
Cs  M2A2 


where  C5  = 


E 


2(C4C3)S 


.(13) 


Let  M  =  kM f 

From  (13)     kMF  =  0.5Mf 


L 


k2A2  MF 


Cs  k2A2  MF1A2 


fc  =  0.5-zf 

M        \L  r°3(0-5-fr)-703 

Mf~[cJ     ~1^ 

or  Mf={£-Y°3Ck,  where  CK  =  ^P'™ . 


(14) 


Q  .703  _ 


E- 


2-703  {cAc3yjo 

HE=  29000  kips,  per  sq.  in. 

n  .703  _        o4z 

(C^Ca)1-70 

Substituting  in  (14), 


MF 


L-™3(c*c3y-70  ck 

842 


(15) 


Equation  (15)  means  that  the  degree  of  restraint  depends 
only  upon  the  magnitude  of  the  load,  the  length  of  the  beam 
and  the  constants  C4  and  C3. 

Having  fixed  values  of  C4  and  C3  it  is  then  possible  to 
compute  values  of  Ck  and  hence  of  k,  the  latter  equation 
being  most  conveniently  solved  by  the  use  of  a  curve.  It 
is  very  important  to  notice  that  the  depth  of  the  beam  has 
been  eliminated  and  thus  a  direct  method  of  design  becomes 
possible  (credit  for  this  should  be  given  to  Dr.  H.  C.  Rowan 
who  first  discovered  that  with  many  British  Standard 
beams  the  end  moment  for  a  given  load  was  independent 
of  the  depth).  Equation  (15)  can  only  be  used  with  advan- 
tage if  the  classification  of  beam  sections  by  the  use  of 
Equation  (7)  is  practical.  This  has  been  found  to  be  the 
case  and  Fig.  2  shows  the  proposed  classification  graphically. 
It  is  also  given  in  Table  I. 

TABLE  I 
Classification  of  Beams 


Class  of 
Beams 

Value  of  Cj 

Beams  Included 

M 
A 

B 
C 

Not  less  than  2.86 
"      "      "     2.35 

ci       «       «      178 
Less  than         1.78 

Junior  beams  and  others  less  than 

the  standard  weight. 
American  standard  beams. 
British  standard  beams  (light). 
Some  wide  flange  beams. 
Some  wide  flange  beams. 
All  beams  not  included  in  Classes 

M,  A,  or  B. 

192 


April,  1941    THE  ENGINEERING  JOURNAL 


The  proposed  classification  of  connections  is  shown  in 
Table  II  together  with  its  accompanying  note. 

TABLE  II 

Minimum  Requirements  for  Class  A,  Class  B  and 
Class  C  Connections 


Class 

Details  of  Connection 

Required  Concrete  Encasement 

A 

6"  x  4"  x  \4"  clip  angle 

None  required. 

B 

6"  x  4"  x  %"  clip  angle 
with  web  angles  (see 
Note) 

6"  x  4"  x  f  s"  clip  angle 

None  required. 

Solid  encasement  of  the  upper 
flange  of  the  beam  and  a  2" 
slab  as  shown  in  Fig.  3. 

C 

6"  x  4"  x  Yi"  clip  angle 

Split  I 
Gusset  plate 

Solid  encasement  of  the  upper 
flange  of  the  beam,  3}4"  slab 
and  special  reinforcement  as 
shown  in  Fig.  4. 

None  required. 

None  required. 

Note:  Web  angles  shall  be  adequate  to  carry  the  total  end  shear. 

(i)  Where  a  clip  angle  is  used  the  horizontal  leg  shall  be  fastened  to 
the  beam  with  not  less  than  four  rivets. 

(ii)  The  seat  angle  shall  be  adequate  to  carry,  in  conjunction  with 
the  web  angles  (if  any),  the  total  end  shear  and  shall  be  at  least  as 
strongly  connected  as  the  clip  angle. 

(iii)  The  clip  angle  shall  not  be  less  than  5  inches  long  and  rivets  not 
less  than  three-quarters  inch  in  diameter  shall  be  used,  except  that  if 
the  width  of  the  flange  or  the  width  of  the  column  to  which  it  is 
attached  is  less  than  5  inches  the  length  of  the  angle  shall  be  at  least 
equal  to  the  lesser  width  and  the  rivets  shall  be  the  largest  that  can 
be  used  but  in  no  case  less  than  %  inch  diameter. 

(iv)  The  rivets  connecting  the  clip  angle  to  the  beam  are  to  be 
symmetrically  arranged  about  the  vertical  axis  of  the  cross-section 
of  the  beam. 

(v)  The  inner  row  of  rivets  in  each  leg  of  the  clip  angle  shall  be 
not  more  than  2\i  inches  from  the  back  of  the  angle  provided  that  a 
variation  of  Y%  inch  may  be  permitted  on  this  dimension. 

(vi)  The  lateral  spacing  of  the  rivets  connecting  the  clip  angle  to 
the  column  shall  not  differ  from  the  spacing  of  those  connecting  it  to 
the  beam  by  more  than  8  inches  (see  Fig.  5). 

(vii)  Steel  erection  packings  up  to  %  inch  in  thickness  may  be 
introduced  between  the  flange  of  the  beam  and  either  the  top  or  the 
bottom  connection  angles. 

(viii)  When  concrete  encasement  is  specified  the  concrete  shall  have 
a  minimum  strength  of  2000  lb.  per  sq.  in.  and  shall  provide  a  mini- 
mum cover  of  one  inch  over  all  rivet  heads  and  other  projecting  parts. 

(ix)  Where  concrete  encasement  is  specified,  care  shall  be  taken  to 


ensure  that  the  dead  load  does  not  cause  deformation  of  the  connection 
before  the  concrete  has  set;  or  the  connection  shall  be  considered  as 
unencased  for  that  portion  of  the  load  applied  before  the  concrete 
has  set. 

(x)  Where  a  beam  frames  eccentrically  into  the  flange  of  a  column 
no  allowance  shall  be  made  for  end  restraint  if  the  distance  between 
the  centre  line  of  the  beam  and  the  centre  line  of  the  column  exceeds 
H  of  the  width  of  the  column  flange  or  two  inches,  whichever  is  the 
lesser. 

(xi)  When  a  beam  makes  a  skew  connection  to  a  column  no  allow- 
ance shall  be  made  for  end  restraint  if  the  angle  of  skew  exceeds  15 
degrees. 

The  above  classification  is  based  largely  upon  the  work  of 
the  Steel  Structures  Research  Committee  except  that  only 
three  classes  are  included  and  allowance  is  made  for  the 
stiffening  effect  of  concrete  encasement.  The  constant  C4 
is  assumed  to  be  43  for  Class  A  connections  and  68.6  for 
Class  B  connections.  Using  these  values  the  curves  in  Figs. 
6  and  7  have  been  constructed  showing  the  degree  of  re- 
straint which  may  be  assumed  to  be  present  when  designing 
beams.  When  these  curves  are  used  the  load  factor  cannot 
fall  below  two  and  will  in  most  cases  be  appreciably 
greater. 

The  above  method  of  determining  allowable  restraining 
moments  whilst  differing  in  form  from  the  procedure  re- 
commended in  the  Steel  Structures  Research  Committee 
report  is  based  upon  the  same  fundamental  work,  with  one 
exception.  In  the  experimental  determination  of  moment 
angle  curves,  observations  were  not  normally  made  for 
angular  deformations  in  excess  of  .01  radian.  In  the  draft 
rules  for  design  proposed  by  the  Committee  it  was  assumed 
that  at  or  about  this  point  the  curve  became  horizontal  and 

,.  M 

limiting  values  for  -=-  were  fixed.  In  the  proposed  method 

of  design  the  curve  has  been  assumed  to  be  continuous  and 
no  limiting  value  has  been  taken.  (It  is  impossible  to  in- 
corporate a  limiting  value  in  the  proposed  method.)  The 
moment  angle  curve  does  in  fact  continue  to  rise  and  a  few 
experiments  in  which  measurements  were  made  up  to  .02 
radian  showed  that  there  is  no  reason  to  doubt  the  validity 
of  the  lower  limit  curve  up  to  this  value.  Experience  of 
breaking  tests  shows  that  the  curve  continues  to  rise  though 
at  a  decreasing  rate  until  the  maximum  load  is  reached 
and  consequently  there  appears  to  be  good  reason  for  the 
assumption  that  the  moment  angle  relation  is  a  continuous 
function.  In  practice,  with  the  class  of  connection  it  is  pro- 
posed to  standardize  it  makes  very  little  difference  whether 
the  curve  be  assumed  to  rise  or  not  for  values  of  6  in  excess 
of  .01  radian. 


r                       i 

5 

AV 

\\\ 

k\\\ 

\\\\  w 

1aO\^ 

r_o^\  .  ~^^\ 

\       v^O^S   ^\    "l"— 

"\     \^-^v^  ""^--_^"~~- 

x\  ^^^  ^"~--4^~~~~ 

"^-^^■^c:^^^ 

■-■■-— .^ 

V 

\s 

s\ 

s^ 

\ 

\ 

.  < 

VN 

\ 

\ 

V 

\ 

<o 

\ 

<° 

s 

s« 

x^ 

!*»«. 

v^ 

\> 

\\ 

w 

\ 

\  \ 

"  \ 

v 

sv 

\ 

s 

\ 

-fe 

sb 

fo 

<« 

s 

S 

^8 

IOOO 

M. 


Kip  ins. 


M     Kip  ins 


Mf    Kip  ins 


Fig.  7 — Curves  showing  the  relation  between  allowable  restraint  and  fixed  end  moment  when  Class  B  connections  are  used. 
(The  figures  on  the  curves  indicate  the  length  of  the  beam  in  feet). 


THE  ENGINEERING  JOURNAL    April,  1941 


193 


Effect  of  Concrete  Encasement 

The  effect  of  concrete  encasement  is  to  increase  the  sec- 
tion modulus  of  the  beam  for  a  given  depth  and  thus  to 
decrease  the  value  of  Cs. 

Thus,  for  an  unencased  beam 

D  =  (\SAV2 (7) 

but  for  an  encased  beam 

D  =  Cl[S(l  +  P)]Al2 (16) 

If  we  assume  P  has  a  maximum  value  of  0.16 
then  CÎ  =0.954  C2. 

Thus  the  effect  upon  the  end  restraint  of  a  comparatively 
large  allowance  for  encasement  is  small  and  it  is  felt  that 
it  can  be  neglected  in  all  cases  without  introducing  appre- 
ciable errors. 

Examples 

The  following  examples  show  the  simplicity  of  the  design 
procedure  and  give  some  indication  of  the  saving  in  weight 


1     1     1     HI     1     1     1     i 


1  lit 


i    i    n 


6 


9 

3000 

f 

ÎP6C                                    / 

; 

\ 

F 

r 

f 

I 

y£ 

A,y-    nl 

i 

=^^-miŒMr__\ 

Fig.  8 — Design  of  girder  having  unsymmetrieal  loads'and 
restraints. 

to  be  expected  when  the  proposed  methods  are  used.  An 
allowable  fibre  stress  of  20  kips,  per  sq.  in.  is  assumed  in 
all  cases. 

EXAMPLE   (i)  SECONDARY  BEAM 

Span:  20  ft. 

Load:  48  kips  uniformly  distributed. 

Girder  solidly  encased  in  concrete. 

(a)    Using  Supplementary  Steel  to  Ensure  Restraint 


M  = 

S 


2  \WL]  48(20)12 
12 

:48  in.3 


3  I   8  J 
960 
20 

Use  14"  x  6M"  WF  @  34  lb. 
Supplementary  Steel 
As      10.0 


960  kip-in. 


*-=?- 


=  2.5sq.  in. 


If  this  is  provided  by  reinforcing  bars,  use  4  —  J^" 
dia.  about  8  ft.  long. 

If  this  is  provided  by  a  plate  welded  to  the  top  flange, 
use  a  5"  x  y2"  PI.  about  2'6"  long. 

Total  Weight  of  Steel 

Beam 680  lb.         Beam 680  lb. 

Reinforcing  bars 64  1b.         Plate 211b 


744  lb. 
(b)  Without  Supplementary  Steel 


701  lb. 


M  = 


WL  =  48(20)12 
8  8 


=  1,440  kip-in. 


S-i£-72i„. 


Use  16"  x  7"  WF  @  45  lb. 
Total  weight  of  steel  900  lb. 

EXAMPLE  (ii)  GIRDER 

Span:  30  ft. 

Load:  64  kips  applied  at  the  third  points  of  the  span. 

It  will  be  assumed  that  the  girder  is  connected  at 
each  end  to  the  flange  of  a  column  using  Class  B  con- 
nections. 

With  A llowance  for  End  Restraint 
PL  _  64(30)12 
9  9 


M, 


=  2560  kip-in. 


Assume  Class  A  beam 


From  Fig.  7  k  =  0.208 

PL 

Moment  if  simply  supported  =  —  =  3840  kip-in. 

Allowable  restraining  moment  =  0.208  (2560)  =  532  kip-in. 
Maximum  bending  moment  =  3308  kip-in. 
3308 


S  = 


20 


=  165.4  in.3 


Use  24"  x  9"  WF  @  74  lb. 
Check  class  of  beam  from  Fig.  2. 

It  will  be  found  that  this  beam  lies  just  below  the 
line  separating  Class  A  and  Class  M.  Since  the  restraint 
will  be  slightly  increased  if  Class  M  beams  are  used  the 
assumption  of  a  Class  A  beam  was  on  the  safe  side. 

Without  Allowance  for  End  Restraint 

PJ 

M  =  ^  =  3840  kip-in. 

S  =  3840=192in.3 
Use  24"  X  9"  WF  @  87  lb. 

EXAMPLE  (iii)  GIRDER 

Span:  30  ft. 

Load  and  end  connections  as  shown  in  Fig.  8. 

Depth  of  beam  limited  to  16  in. 

Reactions 

By  taking  moments,  7?a  =  33.7  kips 
i?B  =  31.3kips 
Bending  Moments 

Bending  moment  diagram  assuming  the  beam  to  be 
freely  supported  will  be  as  shown  in  Fig.  8. 

With  Allowance  for  End  Restraint 

At  A,  allowance  may  be  made  for  restraint  due  to 
live  and  dead  loads. 

Dead  load  MF  =  30 (30)  =   900  kip-in. 

35(8)22(12) 


Live    load  Mf 


60 
Total 


=  1232  kip-in. 


2132  kip-in. 

Allowable  restraining  moment  (A-  =  0. 4)  =0.4(2132) 

=  853  kip-in. 

At  B,  allowance  may  be  made  for  restraint  due  to 
dead  load  provided  there  is  an  approximately  equal 
adjacent  span. 

Allowable  restraining  moment  (A- =  0.4)  =  360  kip-in. 
From  bending  moment  diagram, 

Maximum  moment  =  2500  kip-in. 

n      2500 


20 


=  125  in.» 


Use  16"  x  8H"  WF  (5,  78  lb. 
Without  Allowance  for  End  Restraint 
Maximum  bending  moment =3010  kip-in. 
3010 


S  = 


20 


=  150  in.3 


Use  16"  x  \iy2"  WF@,  88  1b. 


194 


April.  1941     THE  ENGINEERING  JOURNAL 


References 

(1>    Journ.  Inst,  Civ.  Eng.,  No.  7,  1935-6,  p.  212. 

(2)  MacKay,  H.  M.  "Steel  I-beams  haunched  in  concrete." 
Can.  Eng.,  Nov.,  1926  (51). 

<3)  Batho,  C,  and  Rowan,  H.  C.  "Investigations  on  beam 
and  stanchion  connections."  Second.  Rept.  Steel  Struc- 
tures Res.  Comm.,  pp.  61-137. 

(1)  Batho,  C,  and  Lash,  S.  D.  "Further  investigations  on 
beam  and  stanchion  connections  including  connections 
encased  in  concrete  ;  together  with  laboratory  investiga- 
tions on  a  full-scale  steel  frame."  Final  Rept.  Steel 
Structures  Res.  Comm.,  pp.  276-363. 


(5>  Young,  C.  R.,  and  Jackson,  K.  B.  "The  relative  rigidity 
of  welded  and  riveted  connections."  Can.  Journ.  Res.  11, 
pp.  62,  101. 

<6)  Rathbun,  J.  C.  "Elastic  properties  of  riveted  connec- 
tions." Proc.  Am.  Soc.  Civil  Engr.  63,  3.,  p.  42. 

(7)  Batho,  C.  "The  analysis  and  design  of  beams  under 
given  end  restraints."  Final  Rept,  Steel  Structures  Res. 
Comm.,  pp.  364-393. 

<8)  Batho,  C.  "The  effect  of  concrete  encasement  upon  the 
behaviour  of  beam  and  stanchion  connections."  Struct. 
Eng.,  XVI,  12,  p.  427. 


Abstracts  of  Current  Literature 


BACTERIAL  CONTAMINATION  IMPROBABLE  AS 

AN  IMPLEMENT  OF  WAR 

By  Carl  G.   Flebus 

From  Civil  Engineering  (New  York),  March,  1941 

The  possibility  of  an  enemy  deliberately  spreading  an 
epidemic  by  polluting  the  water  supply  of  a  city  has  often 
been  discussed.  But  it  is  improbable  that  resort  will  be  had 
to  this  dreadful  method  of  warfare — not  because  humani- 
tarian considerations  may  be  expected  to  sway  an  enemy 
who  wages  total  war,  but  because  the  desired  results  would 
not  be  assured. 

Repeated  experiments  made  by  various  European  powers 
on  the  pollution  of  reservoirs  have  given  totally  negative 
results.  Owing  to  the  nature  of  these  experiments  they  were 
shrouded  in  the  utmost  secrecy,  and  the  results  were  with- 
held from  the  public.  However,  during  my  last  visit  to 
Europe,  I  had  the  opportunity  to  discuss  this  phase  of 
warfare  with  well-informed  medical  officers  who  had  parti- 
cipated in  the  experiments.  Though  I  am  not  sufficiently 
versed  in  the  technical  details  to  discuss  the  matter  aca- 
demically, I  believe  that  I  can  give  certain  data  that  will 
be  of  interest. 

The  mere  fact  that  a  certain  type  of  pathogenic  bacteria 
is  present  in  a  body  of  water  does  not  necessarily  mean  that 
persons  who  drink  the  water  will  immediately  contract  the 
disease.  Much  depends  on  the  quantity  of  bacteria  absorbed 
at  one  time  and  on  the  ability  of  the  individuals  concerned 
to  resist  the  infection. 

It  appears  that  each  continent,  besides  having  its  own 
climate,  seasonal  changes,  and  atmospheric  ionization,  has 
its  own  particular  bacterial  flora.  Acclimatization  and 
growth  elsewhere  vary  extensively  with  the  species  and 
method  of  transplanting.  It  has  been  observed  that  only 
well-developed  colonies  survive  when  the  transfer  occurs 
within  the  original  host,  and  a  latent  state  occurs  as  soon 
as  they  have  left  it.  Cultivated  bacteria  very  seldom  sur- 
vive in  a  new  environment,  The  water  in  a  large  impounding 
reservoir  therefore  can  only  be  contaminated  by  aboriginal 
bacterial  flora,  and  then  only  when  local  conditions  are 
such  as  will  foster  the  growth  of  the  organisms. 

Of  42  or  more  commonly  known  diseases  caused  by  bac- 
teria, few  are  caused  by  spore-bearing  types.  The  majority 
are  caused  by  mesophilic  types  which  will  not  survive  over 
eight  days  in  a  body  of  fresh  water.  Present  prophylactic 
measures  taken  by  health  authorities  are  sufficient  to  impede 
the  development  of  an  artificially  provoked  epidemic. 

While  bacteriological  studies  definitely  discard  the  possi- 
bility of  contaminating  a  water  supply  by  dropping  bombs 
containing  artificially  cultivated  disease  bacteria,  they  do 
not  rule  out  the  possibility  of  contamination  by  saboteurs 
dropping  soiled  matter  and  infected  articles  in  the  water, 
or  causing  sewage  to  discharge  into  sources  used  for  human 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


consumption.  After  discussing  this  subject  with  well- 
informed  members  of  the  medical  profession  here  and 
abroad,  the  writer  is  of  the  opinion  that  an  epidemic  in  a 
nation  at  war  is  less  likely  to  occur  because  of  enemy  action 
than  because  war  activities  may  divert  the  attention  of 
health  departments  from  their  routine  prophylactic  duties. 
Large  quantities  of  infected  material  are  necessary  to 
poison  a  large  reservoir;  however,  it  would  be  possible  for 
a  saboteur  to  poison  filters,  small  reservoirs,  stand  pipes, 
and  so  forth.  To  provide  against  this  danger  and  at  the 
same  time  avoid  expensive  and  delicate  analyses,  before  the 
water  is  delivered  to  consumers  a  part  should  be  by-passed 
through  an  artificial  brook  where  mountain  trout  are  cul- 
tivated in  a  natural  environment.  These  fish  are  very 
sensitive  to  the  slightest  change  in  their  water  supply,  and 
sharply  react  to  poison  of  any  nature,  organic  or  otherwise, 
by  coming  to  the  surface,  emerging  their  heads,  and  breath- 
ing heavily.  In  large  cities  where  this  method  may  not  be 
feasible,  colorimetric  chemical  analysis  for  various  inorganic 
poisons  can  be  developed,  and  used  as  a  part  of  the  regular 
daily  routine. 

AESTHETICS  OF  ENGINEERING  STRUCTURES 

By  Oscar  Faber 

From  Journal  of  the  Institution  of  Civil  Engineers  (London), 
February,  1941 

Engineers  must  conform  to  the  reasonable  demand  that 
our  cities  shall  be  built  with  considerations  of  beauty  and 
harmony,  and  that  engineering  structures,  forming,  as  they 
do,  important  elements  in  our  civilization,  must  conform 
to  the  same  requirements  and  be  things  of  beauty. 

If  this  aspect  of  their  work  were  lost,  the  public  would 
remove  from  the  control  of  such  engineers  the  design  of 
important  engineering  structures. 

This  aspect  of  the  engineer's  work  is  inadequately  dealt 
with  in  the  curricula  of  engineering  colleges,  and  young 
engineers  receive  little  training  in  this  part  of  their  work. 

The  author  suggests  that  an  engineering  structure  must 
satisfy  four  main  requirements  to  be  really  satisfactory.  It 
must  fulfil  all  its  functional  requirements,  be  sufficiently 
permanent,  sufficiently  economical,  and  must  give  aesthetic 
satisfaction. 

The  paper  deals  with  the  things  which  go  to  determine 
whether  the  latter  requirement  will  be  met,  and  shows  that 
the  four  main  requirements  are  harmony,  composition, 
character,  and  interest.  These  in  turn  depend  on  the  proper 
handling  of  masses,  colour,  texture,  rhythm,  silhouette, 
expression  of  purpose,  and  expression  of  construction. 


THE  ENGINEERING  JOURNAL    April,  1941 


195 


THE     DEFENSE     CHALLENGE 

By  Edward  S.  Bres 

From  Civil  Engineering  (New  York),  March,  1941 

Several  months  ago  our  country  was  aghast  at  the  realiza- 
tion that  in  spite  of  the  magnitude  of  our  industries  and 
the  super  strides  they  had  made,  we  would  be  unable  to 
manufacture  sufficient  materials,  ammunition,  and  supplies 
to  equip,  in  less  than  a  year's  time,  the  first  augmentation 
of  our  army  of  one  million  men.  It  was  unbelievable. 

More  unbelievable  was  the  fact  that  when  five  semi- 
motorized  triangular  divisions  were  ordered  into  the  field 
in  September,  1939,  in  connection  with  the  largest  manoeu- 
vers  ever  undertaken,  seven  months  were  required  to  secure 
sufficient  motor  equipment  even  for  these  55,000  men. 
True,  the  specifications  called  for  motor  vehicles  not  in  all 
respects  of  commercial  type;  however,  who  could  have 
believed  this  delay  possible  in  our  efficient  motor  industry, 
which  manufactures  several  million  units  yearly! 

A  Crisis  at  Hand 

We  are  face  to  face  with  a  great  national  emergency — a 
serious  social,  political,  and  economic  crisis.  To  meet  and 
overcome  this  crisis  a  vast  programme  of  National  Prepared- 
ness for  Defense  has  been  instituted.  Traditionally  it  has 
been  the  policy  of  our  national  government,  after  a  crisis 
has  passed,  to  ignore  entirely  the  need  for  preparedness  to 
meet  emergencies  that  may  manifest  themselves  in  the 
future.  In  the  face  of  this  policy  to  ignore  the  future,  when 
an  emergency  such  as  the  present  one  appears,  our  task  for 
preparedness  assumes  the  proportions  of  an  overload  burden. 
I  submit  that  this  task  and  the  burden  falls  primarily  on 
the  engineers. 

To-day  and  at  least  for  the  next  five  years,  we  engineers 
are  faced  with  the  industrial  development  and  procurement 
required  for  a  standing  army  exceeding  twenty  times,  at 
least,  the  size  of  the  five  divisions  that  we  were  unable  to 
equip  in  less  than  seven  months'  time.  During  manoeuvers 
the  food  supply,  alone,  for  a  mobilization  of  50,000  to 
100,000  men  is  a  daily  problem  that  can  admit  of  no  failures 
or  sudden  changes. 

Other  Items  of  Supply 

Visualize  the  gasoline  requirements  of  the  German  Army 
for  one  day  at  30  million  gallons.  Estimate  the  transporta- 
tion needed  for  this  item  alone.  In  the  German  invasion  of 
Belgium  and  France  it  is  said  that  pipe  lines  were  laid  as  the 
troops  moved  forward,  and  that  fuel  was  pumped  direct 
instead  of  being  transported  by  truck  and  railroad. 

In  the  invasion  of  Poland  (lasting  less  than  30  days),  a 
recognized  masterpiece  of  military  planning  that  was  par- 
ticipated in  by  approximately  700,000  men,  Germany's  fuel 
expense,  alone,  was  40  million  dollars.  During  the  last  world 
war  the  artillery  fire  of  3,000  guns  for  one  day  cost  300 
million  dollars;  every  minute  London's  anti-aircraft  batter- 
ies are  in  action  at  least  100  thousand  dollars'  worth  of 
ammunition  is  fired  ;  for  every  soldier  in  the  front  lines  two 
are  required  in  the  service  of  supply.  Production,  trans- 
portation, and  distribution — all  these  responsibilities  fall  to 
the  lot  of  the  engineer. 

Industrial  Organization  Also  Essential 

The  vast  expanses  of  seas  separating  our  shores  from  all 
nations  that  might  conceivably  become  aggressive  have,  in 
small  part  perhaps,  been  the  reason  or  excuse  for  the  so- 
called  logic  underlying  our  traditional  policy  of  neglecting 
preparedness  for  the  future.  Now,  however,  the  tremendous 
developments  in  the  speed  of  all  modes  of  travel  and  trans- 
portation have  narrowed  these  sea  barriers  to  a  dangerous 
degree.  The  Army  and  Navy  Munitions  Board,  recognizing 
the  essential  technical  burdens,  called  a  conference  to  pre- 
pare plans  for  organizing  American  industry.  Partly  as  a 
result,  there  are  now  more  than  40,000  engineers  of  various 
classifications  at  work  on  the  country's  mobilization  for 
national  defense. 


It  might  be  suggested  that  preparation  for  defense  most 
certainly  extends  into  preparation  for  ultimate  offense. 
Else  how  can  an  aggressor  be  conquered  and  his  activities 
in  the  future  controlled?  It  follows,  then,  that  after  the 
factory  has  been  enlarged,  the  innumerable  machine  tools 
made,  and  the  machines  of  war  constructed  and  their  pro- 
duction output  maintained,  the  engineer's  task  of  manning, 
maintaining,  and  operating  these  machines  goes  right  on. 

Depends  on  Engineers 

Illustrative  of  the  time  and  cost  of  preparation  is  the 
big-gun  problem.  We  are  now  in  need  of  16-in.  gun  carriages. 
Present  arsenal  capacity,  now  speeded  up,  can  produce  but 
four  in  one  year.  At  first,  at  a  large  cost  and  with  much 
delay,  it  was  proposed  to  construct  a  plant  to  build  them. 
Careful  study  and  planning  discarded  this  plan  and  the 
supply  will  be  secured  through  augmentation  of  arsenal 
facilities  and  by  contract  arrangements. 

If  there  are  bottlenecks  and  obstructions  in  the  produc- 
tion of  all  the  essential  elements,  their  dilation  is  our  job — 
the  engineer's  job.  Preparation  of  plans  is  estimated  to 
require  20,000  man-years  of  the  time  of  skilled  technicians. 
Even  with  all  this  confronting  us,  it  appears  that  complete 
national  preparedness  will  be  accomplished  by  the  spring 
of  1942.  However,  with  increasing  patriotism  in  industry  it 
may  be  hoped  that  the  job  will  be  practically  completed 
by  the  late  summer  of  1941.  It  is  an  engineer's  job.  We  must 
compute  every  stress  and  strain  ;  design  every  structure  to 
withstand  every  force  applied  to  it.  It  is  estimated  that  80% 
of  the  personnel  engaged  in  defense  preparations  consists 
either  of  engineers  or  of  others  whose  every  effort  is  planned, 
guided,  and  controlled  by  engineers.  The  magnitude  of  the 
purely  civilian  effort  of  technologists  is  tremendous. 

In  Military  Units,  Too 

Consider  the  parallel  tasks  of  engineers  in  the  military 
service.  Should  we  mobilize  an  army  of  4,000,000  men,  the 
purely  engineering  ratio  of  this  vast  force,  both  officers  and 
enlisted  men,  will  approximate  6  per  cent,  or  245,000  of  the 
total  number.  In  the  German  army  this  ratio  is  more  than 
doubled,  and  it  is  interesting  that  officers  for  construction 
engineer  units  are  taken  from  practicing  civilian  engineers. 

With  the  strength  of  1,400,000  now  being  mobilized,  there 
will  be  approximately  73,000  engineer  officers  and  men.  In 
addition,  other  engineers  not  definitely  classified  as  such 
will  be  used  in  the  Artillery  for  computation  of  firing  data, 
map  interpretation,  erection  of  field  fortifications,  and 
purely  technical  emergency  service;  in  the  Quartermaster 
Corps  on  construction,  logistics,  and  lines  of  communica- 
tions; in  the  Signal  Corps  for  procurement  and  operation 
of  telephone,  telegraph,  and  radio  equipment;  in  the  Chem- 
ical Warfare  Service;  in  the  Ordnance  Department  for  the 
design  and  manufacture  of  tanks  and  of  cannon,  small  arms, 
and  ammunition;  and  in  many  branches  for  work  related 
to  motor  transport  and  air  service. 

A  LARGE  ALL- WELDED  ELECTRICAL  MOTOR 

From  Electrical  Review  (London),  November  8th,  1940 

By  the  fabrication  of  a  1,900  horsepower,  three-phase 
motor  from  steel  plates  with  the  aid  of  oxy-coal-gas  cutting 
and  electric  arc  welding,  important  savings  have  been 
effected  in  production  costs,  together  with  economy  in 
materials,  a  reduction  in  manufacturing  time,  and  increased 
rigidity  and  strength  in  comparison  with  castings.  The 
machine,  of  the  synchronous-induction  type,  is  16  feet  long 
by  14  feet  high,  and  weighs  40  tons.  It  is  designed  to  operate 
at  unity  power-factor  on  a  50-cycle,  11-kilovolt  circuit,  and 
is  similar  in  construction  to  a  slip-ring  induction  motor, 
except  for  a  larger  air-gap  to  ensure  synchronous  stability 
and  more  rotor  copper  to  reduce  losses.  Self  ventilation  is 
effected  by  paddle-type  fans  and  air-deflectors  on  the  rotor. 
Details  are  given  of  the  frames  and  windings  of  the  stator 
and  rotor,  and  of  the  starting  system. 


196 


April,  1941     THE  ENGINEERING  JOURNAL 


ARMAMENTS 

From  Aeronautics  (London),  November,  1940 

Gun  Turrets 

On  aircraft  of  earlier  designs  it  was  found  that  the  wind 
pressure  on  the  body  of  the  air  gunner  was  sufficiently  great 
as  to  cause  grave  discomfort  and  to  lead  to  inaccurate 
marksmanship.  In  winter,  the  intense  cold  experienced  at 
any  height  aggravated  the  trouble. 

With  the  suddenly  accelerated  upward  trend  of  flying 
speeds  of  some  five  or  six  years  ago,  it  became  imperative 
for  some  form  of  protection  for  the  air  gunner,  and  as  a 
result  the  movable  gun  turret  was  evolved. 

This  consists  of  a  splinterproof  glass  enclosed  compart- 
ment in  which  the  air  gunner  is  stationed.  In  the  case  of 
the  gun  position  in  the  rear  cockpit  the  glass  covering  is 
domeshaped  and  covers  the  full  angular  sweep  of  the  horizon  ; 
similarly  with  those  turrets  which  are,  in  certain  types  of 
bombers,  let  down  from  the  belly  of  the  fuselage.  The  gun 
turrets  in  the  nose  of  the  fuselage  and  in  the  tail  unit  do 
not  allow  of  complete  rotation. 

The  gun  or  guns  project  through  a  slit  and  the  whole  turret 
is  rotated  to  bring  the  guns  into  the  required  position  by  the 
air  gunner  or  indirectly  by  hydraulic  or  electrical  means. 
Hydraulic  turrets,  developed  by  Captain  Frazer-Nash  and 
built  by  Parnell  and  others,  are  a  distinctively  British  com- 
ponent. 

Machine-Gun  Equipment 

In  the  majority  of  modern  types  of  aircraft  the  front 
guns  are  fixed  in  the  wing,  but  in  some  types  the  guns  still 
fire  through  the  propellor  arc.  In  this  case  some  form  of 
mechanism  is  necessary  to  prevent  the  propellor  blades 
being  shot  away.  The  Constantinesco  gear  is  a  device 
whereby  an  impulse  is  conveyed  from  the  trigger  to  the 
machine  gun  along  a  column  of  oil. 

The  piston  of  an  oil  pump  which  is  fixed  to  the  engine 
shaft  forces  oil  through  a  tube  to  which  a  second  pump  is 
attached.  This  second  pump  is  mounted  on  the  machine 
gun  and  operates  the  lock  of  the  gun  according  to  the 
impulses  created  by  the  shaft.  By  means  of  cams  the  impulse 
is  timed  to  fire  the  bullets  so  that  they  miss  the  propellor 
blades. 

The  pressure  in  the  oil  tube  is  maintained  by  a  hand- 
operated  pump  situated  near  the  pilot,  and  only  a  few  and 
occasional  pumps  are  required. 

The  air  gunner's  guns  are  fixed  to  a  rotatable  mounting 
and  can  be  easily  moved  in  the  horizontal  and  vertical 
planes. 

TACOMA  BRIDGE  INSURANCE  PAYMENTS 
IN  DISPUTE 

From  Engineering  News-Record  (New  York),  March  13,  1941 

Declaring  the  collapsed  Tacoma  Narrows  suspension 
bridge  a  total  loss,  the  Washington  State  Toll  Bridge 
Authority,  March  1,  filed  a  proof  of  loss  with  underwriters 
for  $5,200,000,  representing  80  percent  of  its  $6,500,000 
value,  and  the  full  amount  of  the  insurance.  Answering 
the  claim,  the  23  insurance  companies  which  underwrote 
the  bridge  declared  in  a  formal  statement  that  they  believe 
the  span  can  be  restored  to  its  original  condition  at  a  cost 
not  exceeding  $1,800,000. 

Ask  Almost  Complete  Dismantling 

In  making  the  claim  for  total  loss,  assistant  state  attorney- 
general  Oliver  Malm  filed  under  a  state  law  that  provides 
that  total  loss  may  be  claimed  "where  the  structure  insured 
cease  to  exist  as  such  by  reason  of  damage  to  it."  It  is 
contended  that  state  statutes  would  supersede  any  exemp- 
tions or  loopholes  in  the  policies  themselves  by  which  the 
insurance  companies  might  conceivably  attempt  to  avoid 
payment  of  the  full  loss.  Because  the  bridge  had  been  in 
operation  only  four  months,  the  Authority  refused  to  write 
off  any  depreciation. 


As  bearing  on  the  total  loss  claim,  the  Authority's  board 
of  consulting  engineers  reported,  March  10,  that  only  the 
piers  are  definitely  salvagable,  although  there  is  a  possibility 
that  the  central  section  of  the  towers  and  the  three  lower 
struts  may  be  used.  All  the  remaining  superstructure,  it  is 
said,  must  be  dismantled,  before  the  causes  of  the  collapse 
can  be  determined. 

The  statement  by  the  underwriters  was  issued  by  Paul  A. 
Carew,  manager  of  the  Marine  office  of  America  in  Seattle, 
and  chairman  of  a  committee  representing  the  interests 
of  all  companies  involved.  "Acting  upon  the  advice  of 
eminent  engineers  of  national  reputation,"  the  statement 
said,  "it  is  the  definite  opinion  of  the  insurance  companies 
that  all  damages  to  the  bridge  can  be  fully  repaired  at  a 
cost  of  not  exceeding  $1,800,000,  and,  accordingly,  as  pro- 
vided by  the  insurance  policies,  a  demand  for  an  appraisal 
to  determine  the  actual  amount  of  damage  has  been  filed 
with  the  Washington  Toll  Bridge  Authority." 

The  "demand  for  appraisal"  means  that  the  insurance 
companies  have  invoked  the  arbitration  clause  of  their  con- 
tracts with  the  Bridge  Authority.  This  clause  provides  that 
in  the  event  of  a  dispute  over  loss,  both  state  and  under- 
writers select  an  appraiser,  and  that  the  two  appraisers 
then  select  an  umpire,  to  whom  they  will  submit  all  ques- 
tions on  which  they  cannot  privately  agree.  The  insurance 
companies  named  as  their  appraiser,  Isaac  Farber  Stern, 
consulting  engineer,  Chicago. 

In  the  event  the  appraisers  fail  to  agree  on  an  umpire, 
one  would  be  appointed  by  a  Washington  court  of  record. 
The  purpose  of  the  board  of  arbitration  would  be  to  recon- 
cile the  differences  existing  between  the  state  and  the 
underwriters,  and  to  make  a  formal  finding  of  loss.  It  seemed 
generally  agreed  last  week,  however,  that  the  dispute  even- 
tually will  go  to  court. 

Engineers  advising  the  insurance  companies,  the  state- 
ment said,  had  declared  that  the  towers  need  not  be  taken 
down  nor  the  cables  respun.  The  insurance  companies'  repair 
cost  of  $1,800,000  was  based  upon  use  of  the  towers  and 
cables  and  the  construction  of  a  new  deck.  Inspecting  the 
bridge  last  week  for  the  insurance  companies  were  Clifford 
E.  Paine  of  Chicago,  H.  D.  Robinson  and  Shortridge 
Hardesty,  New  York,  Prof.  W.  M.  Wilson,  University  of 
Illinois,  Clark  Clarahan,  Chicago,  and  Prof.  Hardy  Cross, 
Yale  University. 

BIG  RISE  IN  CHARCOAL  PRODUCTION 

From  Civil  Engineering  (London),  December,  1940 

Rapid  changes  in  the  technique  of  charcoal  burning — one 
of  Britain's  oldest  industries — have  now  made  it  possible 
to  dispense  entirely  with  imports,  states  the  Ministry  of 
Supply. 

Wood  charcoal  is  a  vital  raw  material.  It  is  used  as  a 
case  hardening  compound  in  the  production  of  aero  engine 
parts,  in  the  manufacture  of  artificial  silk,  in  the  processing 
of  rubber,  and  in  the  manufacture  of  cyanide  for  the  ex- 
traction of  gold.  Another  form  of  charcoal  has  an  important 
use  in  the  filters  of  our  gas  masks. 

Before  the  war  Britain  produced  less  than  half  of  the 
charcoal  consumed,  and  the  craft  of  charcoal  burning,  en- 
tailing a  hard  and  solitary  life,  survived  only  in  a  few  places. 
The  charcoal  burner's  job  was  a  constant  round  of  digging, 
stacking,  turning,  watching  and  dousing.  A  change  in  the 
direction  of  the  wind  or  a  rain  storm  could  spoil  the  work 
of  weeks. 

To-day  production  has  been  more  than  doubled  by  the 
use  of  a  new  kind  of  steel  kiln  which  can  be  moved  from 
place  to  place,  wherever  suitable  wood  is  available,  and 
can  be  worked  by  unskilled  labour  under  skilled  supervision. 

The  need  for  importing  from  remote  sources  of  supply, 
including  the  Gold  Coast,  the  Philippines  and  India,  has 
now  been  overcome  with  consequent  saving  in  foreign 
exchange  and  without  risking  men  and  shipping. 


THE  ENGINEERING  JOURNAL    April,  1941 


197 


SEARCHLIGHTS   AND    THOSE   WHO   MAN   THEM 

From  Aeronautics  (London),  November,  1940 

Not  until  the  beginning  of  the  air  offensive  on  Britain 
did  people  realize  the  importance  of  searchlight  work  and 
how  much  A. A.  guns  and  fighter  aircraft  were  dependent 
on  their  efficiency. 

Royal  Air  Force  personnel  sometimes  express  a  desire  to 
know  about  the  method  of  working  the  searchlights,  their 
power  and  range  and  other  factual  matter,  and  this  article 
is  intended  to  meet  that  desire. 

Searchlight  batteries  are  a  section  of  the  Royal  Artillery, 
from  whom  they  receive  their  orders.  Each  battery  is  div- 
ided into  a  number  of  detachments  which  become  in  them- 
selves complete  and  independent  units  under  the  charge 
of  a  non-commissioned  officer.  On  receiving  orders  to  take 
up  position,  each  detachment,  consisting  of  10  men,  is 
given  a  map  showing  the  location  of  the  site  they  are  to 
occupy,  and,  with  every  piece  of  equipment  required  packed 
into  just  one  lorry,  they  set  off  by  themselves.  In  a  matter 
of  a  few  hours  the  equipment  is  erected  and  the  crew  is 
ready  to  go  into  action. 

The  searchlight  itself  is  erected  in  the  centre  of  the  site. 
Its  make-up  is  simplicity  itself,  and  resembles  on  a  large 
scale  that  of  an  ordinary  pocket  torch.  The  main  features 
are  the  lamp,  the  projector  and  the  mirror,  the  combina- 
tion of  which  results  in  the  beam  with  which  everybody  is 
now  familiar.  The  lamp  or  source  of  light  is  situated  in  the 
centre  of  the  projector,  at  the  back  of  which  is  fixed  an 
ordinary  concave  mirror  serving  to  reflect  the  light  through 
the  front  of  the  projector  and  to  gather  it  together,  as  it 
were,  and  shape  it  into  a  beam.  The  light  is  obtained  from 
a  circuit  of  electricity,  which  causes  carbons  to  burn  with 
a  sharp  phosphorescent  glow,  developing  up  to  200  million 
candle  power.  This  power  gives  the  beam  a  range  of  about 
five  miles.  A  point  flying  people  do  not  always  appreciate 
is  that  although  range  is  apparently  restricted  in  cloudy 
weather,  in  reality  the  beam  can  penetrate  the  clouds,  and, 
controlled  by  the  sound  locator,  can  assist  fighter  aircraft 
to  find  the  enemy  machine. 


The  projector  has  a  long  arm  at  the  end  of  which  is  a  wheel  so 
that  bearing  and  elevation  are  controllable. 

The  projector,  rotating  on  a  base,  has  a  long  arm  fixed 
to  it  at  the  end  of  which  a  wheel  is  used  to  regulate  the 
elevation.  The  direction  of  the  beam,  both  in  bearing  and 
elevation,  can  be  controlled  by  one  man,  who,  pushing 
or  pulling  the  "long  arm"  and  at  the  same  time  turning 
the  wheel  left  or  right,  can  very  quickly  move  the  beam 
into  any  position  desired. 

The  adjustment  and  control  of  the  beam  are  under  orders 
from  other  members  of  the  detachment  who  operate  other 
pieces  of  equipment.  These  pieces  include  the  sound  locator, 
by  which  the  course  of  a  "heard"  target  can  be  plotted. 


There  are  also  the  two  "spotters,"  equipped  with  binocu- 
lars, who  aid  in  directing  the  beam  on  to  "seen"  targets. 
As  several  "heard"  and  several  "seen"  targets  may  pass 
over  an  area  at  the  same  time,  obviously  only  one  aeroplane 
can  be  engaged  and  only  one  man  can  give  orders,  which 
necessitates  a  high  standard  of  drill  and  efficiency  in  the 
men  employed.  They  must  be  able  to  pick  out  enemy  aero- 
planes from  friendly,  quickly  and  certainly,  and  expose  on 
the  right  ones.  For  the  protection  of  the  site  from  low 
flying  attacks,  each  site  is  equipped  with  an  anti-aircraft 
light  machine  gun. 

The  technical  side  of  the  job  is  run  by  two  men  whose 
duty  it  is  to  see  that  the  correct  current  is  supplied  to  the 
generator.  Also  attention  must  be  paid  to  the  smooth  and 
efficient  burning  of  the  carbons  to  assure  a  stable  beam. 

Men  engaged  in  searchlight  work  generally  have  a  longer 
and  more  intricate  period  of  training  than  men  of  other 
units,  for  apart  from  their  general  drill  and  training  in  the 
use  of  weapons,  they  must  learn  to  be  efficient  in  at  least 
three  separate  jobs  on  the  detachment,  so  that  in  the  event 
of  casualties  being  sustained  by  enemy  action,  they  may 
take  the  place  of  their  comrades  with  confidence  and  with 
the  knowledge  that  they  can  do  the  work  properly. 

Lastly  they  must  always  be  ready  to  engage  and  attack 
any  paratroops  that  may  land  in  their  area. 

Perhaps  one  of  the  most  important  factors  regarding 
searchlights  is  their  remarkable  mobility.  Every  piece  of 
equipment  can  be  taken  down  and  packed  away  into  the 
lorry,  and,  as  there  is  still  room  to  spare  for  the  men  and 
their  kits,  this  one  little  complete  unit  can  travel  about  in 
the  shape  of  just  one  loaded  lorry.  Consequently  in  an  area 
which  might  frequently  become  untenable  owing  to  enemy 
action,  or  in  the  event  of  searchlight  units  backing  up  our 
own  advancing  forces  to  aid  them  at  night,  they  can  move 
freely  from  one  place  to  another  and  be  ready  for  action 
each  nightfall.  They  thus  maintain  the  British  Army's  repu- 
tation for  being  one  of  the  most  highly  mechanised  forces 
in  the  world. 

These  facts  go  to  make  searchlight  work  one  of  the  most 
highly  skilled  and  interesting  jobs  in  the  British  Army. 

SHORTAGE  OF  ENGINEERS 

From  Engineering  News-Record  (New  York),  March  13,  1941 

There  is  a  great  need  for  co-ordination  between  the  U.S. 
Office  of  Education  and  those  who  are  administering  the 
Selective  Service  Act  if  the  reported  shortage  of  engineers 
is  not  to  become  more  serious  as  the  defense  effort  increases 
in  intensity.  Last  week  a  number  of  engineering  educators 
met  in  Washington  to  discuss  with  executives  of  the  U.S. 
Office  of  Education  plans  for  speeding  up  the  training  of 
students  now  near  the  end  of  their  engineering  courses.  At 
the  same  time,  draft  boards  were  calling  young  engineers 
and  engineering  instructors  into  service  and  assigning  them 
to  infantry  or  other  units  where  the  value  of  their  engineer- 
ing training  will  be  wasted. 

Responsibility  for  this  anomalous  situation  does  not  rest 
on  local  draft  boards,  who  must  follow  the  letter  of  their 
instructions,  but  on  the  policy-forming  officers  of  the  War 
Department  in  Washington,  who  could  relieve  the  possibility 
of  a  shortage  of  engineers  by  a  few  simple  rulings. 

First,  there  should  be  a  decision  as  to  whether  engineering 
instructors  and  some  or  all  engineers  in  training  should  be 
exempt  from  the  draft.  In  Canada,  young  engineering 
educators  are  exempt  because  what  they  are  doing  is  recog- 
nized as  an  essential  war  service.  Then  it  should  be  decided 
whether  students  of  civil,  mining,  chemical  and  electrical 
engineering  should  be  switched  to  mechanical  engineering 
wherever  possible,  as  that  is  the  field  where  the  shortage  is 
most  acute.  Finally,  young  engineers  who  are  drafted  should 
be  assigned  to  engineer  or  shop  regiments  where  they  will 
be  most  useful  and  from  where,  in  an  emergency,  they  can 
be  assigned  to  industries  badly  in  need  of  engineers. 

Our  whole  schedule  of  engineering  training  should  not  be 


198 


Aprih   1941     THE  ENGINEERING  JOURNAL 


upset  until  it  is  known  how  real  the  shortage  is  and  how 
much  it  can  be  reduced  by  changes  in  administering  the 
Selective  Service  Act.  Agencies  in  Washington  now  work- 
ing in  separate  channels  should  get  together. 


THE  UHL  RIVER  HYDRO-ELECTRIC  PROJECT 

By  Herbert  Percival  Thomas 

From  Journal  of  the  Institution  of  Civil  Engineers,  (London)  , 
February, 1941 

In  October,  1921,  a  survey  of  the  hydro-electric  possibili- 
ties of  the  Punjab  was  commenced  by  Major  R.  N.  Aylward, 
D.S.O.,  M.C.,  under  the  supervision  of  the  late  Colonel  B. 
C.  Battye,  D.S.O.,  M.C.,  Assoc. mst. ce.,  on  the  instructions 
of  the  Punjab  Government  and  attention  was  called  to  the 
possibility  of  developing  power  from  the  Uhl  River. 

The  first  project  put  forward  was  for  the  development  of 
118,400  kilowatts,  at  an  estimated  gross  capital  cost  of 
121,000,000  rupees.  The  scheme  was  to  be  developed  in 
three  stages.  The  first  stage  was  to  comprise  head  works 
in  the  Uhl  river  valley,  a  tunnel  through  the  range  between 
the  Uhl  river  and  Joginder  Nagar,  and  a  power  house  at 
Joginder  Nagar.  The  second  stage  consisted  of  the  addition 
of  an  arch  storage  dam,  220  ft.  high,  with  a  crest  612  ft. 
long,  in  a  rock  gorge  in  the  Uhl  valley,  creating  a  storage 
of  21,500  acre-feet.  The  third  stage  was  to  utilize  the  tail 
water  from  the  Joginder  Nagar  plant  through  a  drop  of 
1,200  ft.  made  available  by  leading  the  water  in  a  4-mile 
flume  round  a  spur  below  the  power  house  which  terminates 
above  a  bend  of  the  Neri  Khad. 

The  present  development  follows  the  lines  of  the  first 
stage  of  the  original  project.  The  waters  of  the  Uhl  river 
and  its  tributary,  the  Lambadag,  are  impounded  by  weirs 
above  the  junction  of  the  two  rivers,  and  are  led  off  through 
décantation  chambers  by  flumes  to  the  tunnel.  The  tunnel, 
3  miles  in  length,  pierces  the  range  dividing  the  Uhl  valley 
from  that  of  the  Neri  Khad,  a  small  stream  which  finds  its 
way  into  the  Beas  river,  and  the  water  passes  on  down 
through  penstock  pipes  to  the  power  house  2,000  ft.  below 
the  intake  on  the  Uhl  river.  The  chief  point  of  interest  in 
regard  to  the  head  works  is  the  equipment  for  ensuring  that 
the  water  reaching  the  turbine  jets  is  free  from  sand  and 
gravel.  The  Uhl  weir  is  equipped,  in  its  mid-stream  section, 
with  a  falling  gate  which  subsides  into  the  river  bed  and  is 
capable  of  supporting  15-ton  boulders  as  they  are  rolled 
down  in  the  monsoon  floods.  The  water  taken  in  at  the  off- 
take above  the  impounding  weirs  is  passed  through  décan- 
tation chambers,  fitted  with  "venetian-blind"  concrete  slabs 
in  the  floors  of  compartments  of  the  "hopper-bottom"  type, 
through  which  the  deposited  silt  is  scoured  into  scour  ducts, 
and  so  returned  to  the  river  below  the  weirs.  The  décanta- 
tion is  effected  by  enlarging  the  cross-sectional  area  of  the 
chambers  till  the  speed  of  flow  is  reduced  to  1  ft.  per  second 
at  full  demand.  This  has  been  found  most  successful  since 
no  abrasive  particles  of  sand  or  silt  have  reached  the 
nozzles;  the  wear  on  the  needles  and  buckets  after  five 
years  is  hardly  discernible. 

The  3-mile  tunnel  is  9  ft.  3  in.  in  diameter  inside  the  lining, 
and  in  various  places  necessitated  special  methods  of  driving. 
The  Himalayan  mountains  are  amongst  the  newest  known 
and  are  composed  very  largely  of  rocks,  twisted  and  shat- 
tered by  the  working  of  the  earth's  crust  which  has  caused 
their  evolution,  so  that  nowhere,  throughout  its  entire 
length,  did  the  tunnel  penetrate  rock  of  such  a  soundness 
that  it  could  be  left  unlined;  in  many  places  progress  was 
only  made  possible  by  installing  steel  sets  made  from  rolled- 
steel  joists  at  4  ft.  centres,  supporting  a  sheathing  of 
reinforced-concrete  slabs.  Those  sets  and  the  concrete  slabs 
were  embedded  in  the  concrete  lining  of  the  completed 
tunnel.  The  tunnel  was  extremely  wet  owing  to  the  infiltra- 
tion of  water  from  the  seams,  and,  in  places,  jets  of  water 
spouting  from  the  walls  or  roof,  when  confined,  registered 


pressures  ranging  from  60  to  80  lb.  per  square  inch.  A 
detailed  description  of  the  methods  used  in  driving  and 
lining  this  tunnel  is  given  in  a  paper  presented  before  the 
Punjab  Engineering  Congress  in  1932. 

From  where  the  main  tunnel  ends,  two  6-ft.-diameter 
pipes,  surrounded  by  2  ft.  of  concrete,  carry  the  water  1,100 
ft.  to  emerge  on  the  hillside  at  the  valve  house.  Building 
the  surge  tank  at  the  junction  of  these  pipes  with  the  tunnel 
constituted  a  difficult  problem.  When  the  second  stage, 
including  the  220-ft.  dam,  is  built  the  surge-shaft  chamber 
will  be  subjected  to  a  static  pressure  due  to  a  head  of  300  ft; 
the  rock  at  this  point  is  so  shattered  that  even  the  6-ft.  steel 
pipes  had  to  be  protected  throughout  their  length  of  1,100 
ft.  by  a  2-ft.  casing  of  concrete.  Loss  of  water  could  not  be 
countenanced  and,  furthermore,  any  leakage  from  the  surge- 
shaft  base  would  undoubtedly  have  found  its  way  to  the 
mountain  side  and  have  caused  serious  slips,  endangering 
the  whole  scheme.  Dr.  Gruner,  an  eminent  authority  on 
pressure  tunnels,  was  consulted,  and  the  chamber  was 
constructed  according  to  his  design,  which  consists  of  a 
cage  of  steel  reinforcing-rods  with  steel-rod  ties  carried 
back  into  the  main  tunnel  and  the  two  pipe  tunnels,  the 
whole  being  united  in  place. 

The  power  house  is  situated  on  the  banks  of  the  Neri 
Khad,  and  is  designed  for  the  ultimate  accommodation  of 
seven  12,000  kilowatt  generators  and  their  necessary 
switchgear.  The  building  is  of  the  earthquake-proof  type, 
the  entire  structure  being  carried  by  heavy  steel  stanchions 
founded  on  a  mat  of  concrete  which  is  12  ft.  thick  and  is 
continuous  throughout  its  length  under  the  machinery  hall 
and  control  block.  The  walls  are  merely  partitions  between 
the  stanchions  and  consist  of  cement  plaster  on  expanded 
metal.  They  are  designed  for  a  wind  pressure  of  25  lb.  per 
sq.  ft.  The  design  is  based  on  a  seismic  acceleration  of 
32  ft.  per  sec.  There  are  four  generators,  each  of  12,000 
kilowatts  output,  and  each  directly  connected  to  17,000- 
brake-horsepower  Boving  impulse  turbines  of  the  overhung 
type  with  a  speed  of  425  revolutions  per  minute.  They  are 
equipped  with  high-speed  excitation.  The  voltage  of  gen- 
eration is  11,000  and  this  is  stepped  up  to  132,000  for 
transmission  to  Amritsar,  Lahore,  and  Jullundur,  from 
which  places  66,000-,  33,000-  and  11,000-volt  branch-lines 
radiate,  making  supply  available  in  twenty-four  towns  and 
a  rural  area  of  approximately  20,000  square  miles. 

After  installation,  tests  were  carried  out  on  both  genera- 
tors and  turbines;  the  method  employed  in  measuring  the 
water  was  the  subject  of  a  paper  by  Mr.  E.  N.  Webb, 
M.inst.c.E. 

The  outlay  on  production  works  was  26,135,285  rupees 
and  the  installed  capacity  of  the  plant  is,  at  present,  48,000 
kilowatts,  indicating  an  installation  cost  per  kilowatt  of 
545  rupees;  although  this  may  appear  high,  it  must  be 
remembered  that  the  headworks,  tunnel,  and  surge  shaft 
are  all  built  to  a  design  which  makes  them  capable  of  passing 
sufficient  water  for  the  development  of  a  total  of  72,000 
kilowatts.  Furthermore,  the  footings  of  the  anchors  for  the 
next  two  pipe-lines  have  been  completed,  which  means  that 
the  capital  expenditure  of  26,135,285  rupees  includes  an 
amount  of  9,000,000  rupees  which  has  been  expended  on 
behalf  of  the  second  stage,  so  that  this  second  stage  may 
be  constructed  without  interruption  to  supply,  and  so  as 
to  take  advantage  of  the  greater  efficiency  and  lesser  cost 
due  to  the  construction  being  undertaken  in  conjunction 
with  the  first  stage  works.  Taking  this  figure  into  account, 
the  installation  cost  per  kilowatt  may  be  said  to  be  357 
rupees.  The  cost  per  unit  generated,  even  including  the  full 
capital  expenditure  made  to  date,  works  out  at  2-5  pies  (a 
pie  is  approximately  1/12  penny)  and  will  be  proportion- 
ately lower  for  the  second  and  third  stages.  The  average 
return  obtained,  at  present,  is  11  pies  per  unit  sold  and  the 
load  connected  after  5  years'  operation  exceeds  30,000  kilo- 
watts. Additional  generating  capacity  will  be  necessary  to 
meet  the  fast  increasing  demand  in  the  year  1942,  and 
proposals  for  suitable  extensions  are  being  considered. 


THE  ENGINEERING  JOURNAL     April,  1941 


199 


From  Month  to  Month 


BAD  NEWS 


It  will  be  a  disappointment  to  all  members,  as  it  has  been 
to  Council,  to  learn  that  changing  soil  conditions  have  made 
necessary  certain  major  repairs  to  the  Headquarters'  prem- 
ises. Most  buildings  in  the  neighbourhood  have  suffered 
similar  damage,  and  extensive  underpinning  operations  have 
been  carried  out  in  several  places,  as  for  instance  at  the 
University  Club,  and  the  McGill  Union.  In  one  instance  a 
whole  new  front  had  to  be  built  on  a  residence. 

It  is  a  little  consolation  to  know  that  others  are  equally 
unfortunate,  but  it  does  indicate  that  the  fault  was  not  in 
the  building  itself.  It  is  the  contention  of  many  (although 
not  admitted  by  the  company)  that  the  tunnel  under  the 
mountain  has  lowered  the  water  table  thereby  drying  out 
the  clay  formation  and  causing  the  soil  to  recede.  Test  pits 
and  subsequent  excavation  carried  out  at  Headquarters 
showed  clearly  that  the  soil  had  subsided  from  two  to  six 
inches  under  all  walls  and  piers  and  that  the  heads  of  the 
protruding  piles  under  the  footings  had  rotted  sufficiently 
to  permit  settlement  of  the  building. 

The  House  Committee  made  a  thorough  investigation, 
and  drew  up  plans  and  specifications  which  were  figured 
on  by  five  contracting  firms,  all  closely  associated  with  the 
Institute.  The  contract  went  to  the  lowest  tenderer  who 
did  an  excellent  piece  of  work  at  a  reasonable  price.  The 
work  is  now  complete,  and  the  task  of  moving  the  library 
stacks  back  into  place  and  rearranging  stationery  and  other 
supplies  is  well  underway. 

The  President  has  written  to  the  chairman  of  all  branches 
explaining  the  situation  and  asking  if  they  would  be  able 
to  assist  in  meeting  the  cost  of  this  extraordinary  expense, 
amounting  to  $10,000.  The  Institute  finances  are  in  good 
shape  with  no  bank  loans  and  no  outstanding  debts  of  any 
kind,  but  it  is  not  good  business  to  spend  reserves  in  time 
of  prosperity.  The  experience  of  the  last  war  indicates  posi- 
tively that  conditions  after  this  war  will  require  the  full 
use  of  reserves  if  the  Institute  activities  are  to  be  main- 
tained, and  services  to  the  members  not  curtailed.  It  would 
be  folly— if  it  can  be  avoided — to  meet  this  major  expense 
with  funds  that  will  have  much  more  important  work  to 
do  later. 

The  Montreal  Branch  has  responded  excellently.  Regard- 
less of  the  fact  that  Montreal  members  fees  on  the  average 
are  approximately  two  dollars  a  year  more  than  any  other 
members,  they  have  set  themselves  a  quota  of  four  thousand 
dollars,  and  have  notified  the  president  of  their  plans  to 
collect  it.  This  should  be  an  inspiration  to  other  branches. 

The  president's  two  letters  to  the  branches  are  printed 
herewith. 


National  Research  Council, 
Ottawa,  Ontario. 
3  March,  1941. 
Branch  Chairman, 

The  Engineering  Institute  of  Canada, 
Dear  Sir: 

The  unfortunate  accident  to  Dr.  Hogg  in  January  pre- 
vented him  completing  an  important  undertaking  to  which 
he  had  set  his  hand.  Before  leaving  for  the  south  on  a 
recuperative  trip  he  asked  me  to  take  up  the  proposal  and 
complete  it  on  his  behalf.  This  I  am  very  happy  to  do. 

Due  to  changing  soil  conditions  in  the  neighbourhood  of 
our  Headquarters,  considerable  damage  to  the  building 
developed  in  the  spring  of  1940.  On  the  recommendation 
of  the  House  Committee,  and  after  an  investigation  by 
that  committee,  Council  decided  to  have  the  building  under- 
pinned in  order  to  arrest  the  settlement.  This  work  has  just 
been  completed  at  a  cost  of  approximately  $9,000.  Last 
year's  financial  statement  shows  that  we  had  an  excellent 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


year,  and  indicated  that  the  Institute  affairs  are  in  very 
good  shape,  but  such  an  unforeseen  expenditure  as  this  is 
very  disturbing.  It  has  been  decided  that  the  major  portion 
of  this  cost  will  be  met  from  our  1940  balance,  and  that 
some  other  means  be  devised  for  finding  the  balance. 

The  experience  of  the  years  after  the  last  war  leads  Coun- 
cil to  believe  that  the  Institute  will  suffer  a  substantial 
reduction  in  income  after  this  war,  with  increased  oppor- 
tunities for  service.  Consequently,  it  has  seemed  unwise  to 
deplete  our  reserve  now,  if  it  can  be  avoided.  The  suggestion 
has  been  made  that  members  might  prefer  to  make  some 
voluntary  contribution  in  order  to  assist  Council  in  main- 
taining our  financial  position. 

Dr.  Hogg  was  confident  that  members  would  react 
favourably  to  such  a  proposal,  and  intended  to  approach 
the  branch  officers  to  get  the  benefit  of  their  opinions. 
Unfortunately,  his  accident  now  makes  all  this  impossible. 
In  Dr.  Hogg's  place  I  am  proposing  the  plan  which  he 
had  in  mind. 

If  all  members  of  the  Institute  with  the  possible  excep- 
tion of  Students,  contributed  an  average  of  one  dollar  each 
it  would  build  up  an  amount  of  about  $4,000  and  would 
not  seriously  affect  the  finances  of  any  individual.  This 
sum  would  enable  Council  to  meet  the  cost  of  the  repair 
work  without  any  sacrifice  of  reserve  funds.  Would  your 
executive  approve  of  such  a  proposal,  and  take  whatever 
steps  are  necessary  to  collect  the  money  ?  It  has  been 
thought  that  this  collection  could  be  done  much  better  by 
the  branch  executives  than  by  Council. 

I  would  consider  it  a  favour  if  you  would  let  me  have 
the  benefit  of  your  opinion  as  well  as  that  of  your  executive 
at  as  early  a  date  as  is  convenient  to  you.  I  feel  this  is  an 
important  matter,  and  one  that  concerns  every  member 
from  coast  to  coast.  The  Headquarters  building  is  a  real 
asset  to  the  whole  Institute  and  not  just  to  the  Montreal 
Branch.  The  work  was  absolutely  necessary  and  must  be 
paid  for.  Your  sympathetic  consideration  of  this  proposal 
will  be  greatly  appreciated  both  by  Dr.  Hogg  and  myself. 
Yours  sincerely, 

(Signed)  C.  J.  Mackenzie,  President, 
Engineering  Institute  of  Canada. 


25th  March,  1941. 
Branch  Chairman, 
The  Engineering  Institute  of  Canada, 

Dear  Sir: 

With  reference  to  my  letter  of  3  March.  As  a  result  of 
correspondence  with  the  chairmen  of  several  branches,  I 
would  like  to  submit  a  few  further  observations  on  the 
motives  which  prompted  Dr.  Hogg  and  myself  to  initiate 
the  proposal. 

The  general  facts  are  that  it  became  necessary  to  make 
extensive  repairs  in  the  foundations  of  the  Headquarters 
Building  last  year  and  a  sum  of  $10,000  was  expended.  The 
Council  has  sufficient  funds  in  its  reserve  account  to  meet 
this  item  and  it  was  originally  proposed  to  do  so.  Some  of 
the  senior  members  of  the  Institute,  including  Dr.  Hogg, 
felt,  however,  that,  if  at  all  possible,  it  would  be  unwise 
to  seriously  deplete  any  reserve  at  this  time  because  it  was 
thought  that  in  all  probability  more  serious  days  would 
come  with  the  end  of  the  War  and  it  would  be  very  desirable 
if  the  Institute  could  have  some  resources  to  meet  the 
demands  of  that  period. 


200 


April.  1941     THE  ENGINEERING  JOURNAL 


As  a  Member  who  has  never  resided  in  the  Montreal 
district,  I  would  like  to  point  out  that  the  proposal  to  raise 
money  by  voluntary  subscription  from  the  membership  at 
large  did  not  originate  in  the  Montreal  Branch,  and  is  of 
no  particular  advantage  to  that  branch.  In  periods  of  de- 
pression, the  larger  branches  are  much  more  competent  to 
take  care  of  their  problems  than  are  the  smaller  branches 
and  such  branches,  we  felt,  have  a  real  interest  in  keeping 
our  reserve  at  a  high  point  at  this  time.  Notwithstanding 
this  situation,  the  Montreal  Branch  has  put  on  a  vigorous 
campaign  to  raise  $4,000  which,  I  think,  is  an  indication 
of  their  willingness  to  carry  even  more  than  their  share  of 
the  project. 

Most  of  the  branches  have  shown  their  willingness  to 
get  behind  this  movement  and  I  am  hoping  that  we  will 
be  successful  in  raising  a  very  material  portion  of  the 
$10,000,  and  the  Council  as  a  whole,  I  think,  will  make 
every  effort  to  conserve  and  add  to  our  general  reserves 
during  this  period,  when  even  in  the  face  of  heavy  taxation, 
our  problems  will  probably  not  be  as  acute  as  they  will  be 
later  on.  We  all  realize  that  the  different  branches  across 
Canada  find  themselves  in  different  situations  and  we  do 
not  wish  to  be  put  in  the  position  of  unduly  urging  the 
proposal  but  anything  which  the  branches  can  do,  even 
although  the  actual  contributions  are  very  small,  will  be 
very  much  appreciated  as  we  feel  strongly  that  the  pro- 
posal is  a  wise  one,  and  the  results  will  be  beneficial  to  the 
entire  membership. 

Yours  sincerely, 

(Signed)  C.  J.  Mackenzie,  President, 
Engineering  Institute  of  Canada. 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Announcement  has  just  been  made  of  the  Advisory  Board 
of  the  Bureau,  and  of  the  appointment  of  the  Assistant 
Director.  The  Board  is  made  up  of  a  representative  and  an 
alternate  selected  by  each  of  the  larger  organizations  asso- 
ciated with  the  proposal.  The  list  is  as  follows: 

The  Engineering  Institute  of  Canada — Dean  C.J.  Mac- 
kenzie, President  of  the  Institute,  and  Acting  President  of 
the  National  Research  Council. 

Alternate:  L.  C.  Jacobs,  Supervisory  Engineer,  Dept.  of 
Munitions  and  Supplies. 

The  Canadian  Institute  of  Mining  and  Metallurgy — G. 
C.  Bateman,  Immediate  Past-President  of  the  Institute, 
and  Metals  Controller. 

Alternate:  G.  C.  Monture,  Chief,  Division  of  Economics, 
Bureau  of  Mines. 

Canadian  Institute  of  Chemistry — L.  E.  Westman,  Act- 
ing Secretary  of  the  Institute. 

Alternate:  Dr.  Paul  E.  Gagnon,  Hon.  Treasurer  of  the 
Institute  and  Professor  of  Chemistry,  Laval  University. 

Canadian  Manufacturers  Association  (also  representing 
Technical  Service  Council) — Geo.  G  Carruthers,  President, 
Technical  Service  Council  and  President,  Interlake  Tissue 
Mills  Ltd. 

Alternate:  W.  D.  Black,  Past-President  of  the  Association 
and  President,  Otis-Fensom  Elevator  Co.  Ltd. 

Universities — D.  S.  Ellis,  Professor  of  Civil  Engineering, 
Queen's  University. 

Alternate:  R.  De  L.  French,  Professor  of  Highway  and 
Municipal  Engineering,  McGill  University. 

Provincial  Professional  Associations — R.  E.  Jamieson, 
President,  Corporation  of  Professional  Engineers  of  Quebec 
and  Professor  of  Civil  Engineering,  McGill  University. 

In  the  March  Journal  it  was  announced  that  E.  M.  Little 
had  accepted  the  position  of  Director,  and  now  it  is  an- 
nounced that  the  General  Secretary  of  the  Engineering 
Institute  of  Canada,  L.  Austin  Wright,  has  been  appointed 
Assistant  Director.  Mr.  Wright,  in  association  with 
the  secretaries  of  the  Canadian  Institute  of  Mining 
and  Metallurgy  and  the  Canadian  Institute  of  Chemistry, 
has  been  interested  in  the  registration  of  technical  personnel 


for  the  advancement  of  the  war  since  1938  and,  therefore, 
is  well  informed  on  the  work  which  is  being  undertaken  by 
the  Bureau.  His  time  is  made  available  to  the  Department 
of  Labour  by  the  Council  of  the  Institute. 

It  is  felt  by  Council  that  the  work  entrusted  to  the  Bureau 
is  of  paramount  importance  to  the  members  of  the  Institute, 
to  the  profession  at  large,  and  to  the  war  effort.  Under  such 
circumstances  the  entire  facilities  of  the  Institute  should  be 
placed  at  the  Government's  disposal,  and  this  Council  does 
gladly.  Certain  adjustments  of  duties  at  Headquarters  will 
be  necessary;  but  the  entire  staff  has  declared  itself  as  ready 
to  co-operate  to  the  utmost. 

The  Bureau  has  obtained  office  space  in  the  Supreme 
Court  Building  at  Ottawa  where  it  can  work  very  closely 
with  the  Department  of  National  War  Services.  Other 
Departments  with  which  the  Bureau  is  associated  are  near 
at  hand,  such  as  Labour,  Munitions  and  Supply,  and 
National  Defence.  With  the  control  of  war  effort  both  in 
industry  and  the  combatant  forces  directed  from  Ottawa, 
the  location  is  ideal  for  the  Bureau. 

It  is  necessary  to  canvass  the  situation  thoroughly  to 
determine  the  latest  demand  for  engineers  and  chemists,  as 
well  as  the  available  supply.  Thus  it  is  indicated  that  a 
questionnaire  must  again  be  circulated.  There  are  many 
who  feel  they  have  answered  enough  questions  and  com- 
pleted too  many  forms  but  the  fact  remains  that  there  is 
no  complete  up-to-date  list  of  technical  personnel  and  that 
without  it  the  job  cannot  be  done. 

The  new  form  will  probably  reach  the  members  of  the 
various  societies  about  the  same  time  as  this  Journal  ap- 
pears. You  are  asked  to  complete  it  carefully  and  quickly. 
To-day  there  is  no  surplus  of  technical  man  power,  and  the 
indications  are  that  the  demand  will  increase  with  the 
expanding  war  programme.  Therefore,  it  becomes  of  first 
importance  that  engineers'  qualifications  should  be  placed 
before  this  Government  agency,  along  with  some  indication 
of  their  availability  for  war  work  if  they  are  not  already 
so  engaged. 

It  is  in  everyone's  interest  that  this  information  be 
gathered  quickly,  accurately  and  without  omission.  It  is 
the  intention  to  reach  every  qualified  person  whether  or  not 
he  is  a  member  of  a  professional  or  technical  society.  It  is 
hoped  that  it  will  not  be  necessary  to  waste  time  and  effort 
in  following  up  on  the  original  request.  A  prompt  reply  to 
the  questionnaire  will  give  you  the  assurance  that  you  have 
done  everything  you  can  to  assist  the  Bureau  in  its 
national  effort. 

There  is  also  in  process  a  canvass  of  industry  and  govern- 
mental departments,  to  determine  the  number  of  men  who 
will  be  required,  what  their  qualifications  must  be,  and 
when  they  will  be  needed. 

By  these  two  operations  it  is  intended  to  bring  into  one 
office  reasonably  accurate  figures  as  to  the  number  of  men 
available  as  well  as  the  number  required.  Only  by  such 
methods  can  an  efficient  and  satisfactory  relationship  be- 
tween supply  and  demand  be  maintained,  and  only  by  such 
methods  can  members  of  the  profession  make  their  maxi- 
mum contribution  towards  the  salvation  of  their  country 
and  their  civilization. 

CORRESPONDENCE 

The  Institution  of  Mechanical  Engineers, 
Storey's  Gate,  St.  James's  Park, 
London,  S.W.I. 
31st,  January,  1941. 
L.  Austin  Wright,  Esq.,  Secretary, 
Engineering  Institute  of  Canada, 
2050  Mansfield  St.,  Montreal,  P.Q. 

Dear  Mr.  Austin  Wright  : 

James  Watt  International  Medal 
At  the  special  meeting  of  the  Institution  last  Friday,  24th 
January,  we  had  the  honour  of  the  company  of  His  Excel- 
lency the  Swiss  Minister  in  London,  M.  Walter  Thurnheer, 


THE  ENGINEERING  JOURNAL    April,  1941 


201 


who  received  the  Watt  Medal  on  behalf  of  Professor  Stodola 
in  the  presence  of  a  large  number  of  members  and  distin- 
guished guests,  including  Mr.  C.  G.  Du  Cane  (your  Official 
Delegate),  and  Brigadier  C.  S.  L.  Hertsberg,  m.c,  Chief 
Engineer  to  the  Canadian  Corps.  Prior  to  the  meeting  the 
Council  held  a  special  luncheon,  at  which  our  guests  were 
entertained,  together  with  the  Hon.  Vincent  Massey,  High 
Commissioner  for  Canada. 

The  meeting  was  eminently  successful,  and  I  hope  to  send 
you  shortly  a  full  account  of  the  proceedings. 

Yours  sincerely, 
(Signed)  J.  Montgomrey,  Secretary. 


The  Institution  of  Engineers,  Australia 
Science  House,  Sydney,  N.S.W. 
February  14th,  1941. 
The  General  Secretary, 
Engineering  Institute  of  Canada, 
2050  Mansfield  St.,  Montreal,  P.Q. 

Dear  Sir  : 

I  wish  to  express  my  deep  appreciation  of  the  kindly 
thought  of  your  International  Relations  Committee  in 
sending  to  me  a  card  conveying  the  Season's  Greetings. 

May  I  believe  that  it  is  not  too  late  in  the  New  Year 
to  hope  that  your  Institute,  its  members  in  general,  and 
the  members  of  the  International  Relations  Committee  in 
particular,  will  triumph  over  the  difficulties  and  troubles 
which  are  unavoidable  in  these  days  of  world  conflict.  Each 
individual  must  make  his  personal  contribution,  and  we 
are  confident  that  in  Canada,  as  in  Australia,  the  profes- 
sional engineer  will  not  fail  in  his  duty. 

To  you,  Mr.  Secretary,  I  convey  my  personal  greetings. 

Yours  faithfully, 
(Signed)  E.  S.  Maclean,  Secretary. 


MEETING  OF  COUNCIL 

A  meeting  of  the  Council  was  held  at  Headquarters  on 
Saturday,  March  15th,  1941,  at  ten-thirty  a.m.,  with  Presi- 
dent C.  J.  Mackenzie  in  the  chair,  and  ten  other  members 
of  Council  present;  together  with  the  newly  appointed 
treasurer,  John  Stadler. 

The  Secretary  read  a  cable  just  received  from  the  Secre- 
tary of  the  Institution  of  Electrical  Engineers  advising  that 
they  would  be  delighted  to  arrange  for  the  presentation  of 
the  Sir  John  Kennedy  Medal  to  General  McNaughton  at 
the  Kelvin  Lecture  meeting  to  be  held  on  May  8th,  when 
the  presidents  of  other  leading  institutions  are  usually 
present.  It  had  been  ascertained  that  this  date  would  be 
convenient  for  General  McNaughton  and  also  for  the  High 
Commissioners  for  Canada  in  London. 

This  arrangement  was  considered  extremely  satisfactory, 
and  the  Secretary  was  directed  to  thank  the  Institution 
for  their  co-operation.  A  number  of  possible  guests  were 
suggested,  including  Brigadier  C.  S.  L.  Hertzberg,  Sir  Alex- 
ander Gibb,  Colonel  DuCane,  the  Rt.-Hon.  R.  B.  Bennett, 
and  Dr.  A.  S.  Eve.  After  some  discussion  it  was  agreed 
that  the  secretary  should  communicate  with  the  Canadian 
High  Commissioner  in  London,  and  that  appropriate  addi- 
tional names  be  sent  to  the  Institution. 

At  the  Hamilton  Meeting  of  Council  it  had  been  suggested 
that  the  president  should  call  a  meeting  of  representatives  of 
the  Ontario  branches  to  discuss  the  possibility  of  establishing 
some  system  of  rotation  for  the  offices  of  vice-president  in 
Ontario.  The  President  reported  that  a  suggestion  had  been 
made  that  the  April  meeting  of  Council  might  be  held  in 
Toronto  to  coincide  with  a  meeting  of  the  Council  of  the 


Association  of  Professional  Engineers  of  Ontario,  tentative 
arrangements  for  which  had  been  made  for  the  19th  or  26th, 
and  it  had  been  suggested  that  a  special  meeting  of  Ontario 
councillors  might  be  called  at  that  time.  This  proposal  was 
agreed  to. 

At  the  Hamilton  Meeting  of  Council  the  president  had 
been  authorized  to  appoint  a  committee  to  consider  what 
further  action  should  be  taken  with  regard  to  the  report 
of  the  Committee  on  Western  Water  Problems,  and  he  had 
nominated  Mr.  Gaherty  as  a  committee  of  one,  with  power 
to  add.  The  president  understood  that  Mr.  Gaherty  had 
had  some  conversations  with  various  members  of  the  gov- 
ernment, and  that  other  bodies  were  taking  action  on  this 
matter. 

The  secretary  read  a  letter  from  Mr.  Gaherty  advising 
that  since  the  Annual  Meeting  the  government  had  ap- 
pointed an  interdepartmental  committee  to  make  a  study 
of  the  St.  Mary's  project.  He  had  interviewed  two  members 
of  this  committee,  to  whom  it  had  been  explained  that  the 
Institute  was  anxious  to  co-operate  with  the  government 
committee  in  any  way  it  could,  and  to  offer  them  con- 
structive support. 

The  secretary  reported  that  in  response  to  the  request 
from  the  Citizens'  Committee  for  Troops  in  Training  for  a 
contribution  towards  a  fund  for  the  purchase  of  band  instru- 
ments for  the  Royal  Canadian  Engineers  in  training  at 
Petawawa,  S160.00  had  been  raised  by  voluntary  contribu- 
tions from  councillors  and  members  attending  the  Annual 
General  Meeting  at  Hamilton. 

The  membership  of  the  following  committees,  as  sub- 
mitted by  the  chairmen,  was  noted  and  unanimously 
approved:  Papers,  Publication,  Past  Presidents'  Prize, 
Gzowski  Medal,  Plummer  Medal,  Professional  Interests, 
Western  Water  Problems,  The  Young  Engineer,  Radio 
Broadcasting,  Board  of  Examiners  and  Education,  Students' 
and  Juniors'  Prizes. 

Acting  on  the  recommendation  recorded  at  the  Hamil- 
ton Meeting  of  Council,  the  Finance  Committee  gave 
consideration  to  the  proposal  that  the  general  secretary's 
services  should  be  made  available  on  a  part-time  basis  to 
the  Department  of  Labour  at  Ottawa  in  order  to  assist  in 
carrying  out  the  work  of  the  Wartime  Bureau  of  Technical 
Personnel  in  the  capacity  of  Assistant  Director. 

After  considerable  discussion,  in  which  the  question  was 
examined  from  all  angles,  the  committee  decided  to  give 
authorization  to  the  proposal.  It  appears  that  the  successful 
operation  of  this  Bureau  is  not  only  of  great  importance  to 
the  Institute  but  to  the  war  effort  as  well.  It  was  pointed 
out  that  when  the  Bureau  gets  under  way  it  is  expected 
that  it  will  replace  the  work  now  being  done  by  the  Employ- 
ment Department  of  the  Institute  and  that  therefore  a 
great  deal  of  Mr.  Trudel's  time,  which  is  now  devoted  to 
employment,  would  be  available  to  assume  additional  duties 
now  carried  out  by  the  general  secretary.  Mr.  Durley  had 
also  offered  to  take  over  some  additional  work  on  the 
Journal.  In  view  of  the  importance  of  the  work  at  Ottawa, 
and  of  the  assured  co-operation  of  the  balance  of  the 
Headquarters  staff,  the  committee  felt  sure  that  the  affairs 
of  the  Institute  would  not  suffer  unduly. 

The  recommendation  of  the  Finance  Committee  that  joint 
members  in  provinces  where  co-operative  agreements  are 
in  force  should  still  be  entitled  to  the  privileges  of  that 
membership  if  they  were  temporarily  absent  from  their 
province  on  war  work  for  the  government,  was  unanimously 
approved. 

Mr.  Perry  reported  briefly  on  the  repair  work  to  the  build- 
ing which  was  now  practically  completed,  and  which,  in 
his  opinion,  had  been  very  satisfactorily  done.  Council  ex- 
pressed its  appreciation  of  Mr.  Perry's  efforts,  and  of  the 
splendid  co-operation  of  the  contractors,  who  were  also 
members  of  the  Institute. 

It  was  noted  that  Dean  Mackenzie  had  written  to  the 
chairman  of  each  of  the  twenty-five  branches  with  reference 
to  the  contributions  which  it  was  hoped  would  be  raised  by 


202 


April,  1911     THE  ENGINEERING  JOURNAL 


the  branches  from  their  members  to  assist  in  meeting  the 
cost  of  the  building  repairs.  There  had  been  some  delay  in 
issuing  this  letter  as,  in  the  first  instance,  it  had  been  planned 
that  Dr.  Hogg  would  write  it.  However,  Dean  Mackenzie 
had  taken  it  over,  and  had  worded  his  letter  so  that  the 
request  came  both  from  him  and  from  Dr.  Hogg. 

The  president  felt  that  the  point  should  be  stressed  with 
all  members  that  the  Institute  was  anxious  to  go  into  the 
period  after  the  war  with  a  substantial  reserve,  so  that  it 
would  be  in  a  good  position  to  serve  its  members  at  that 
time.  Dean  Mackenzie  suggested  that  it  might  be  desirable 
to  write  a  letter  to  all  councillors  asking  them  to  empha- 
size this  point  when  the  matter  comes  before  their  execu- 
tives. Following  some  discussion,  it  was  decided  that  this 
should  be  done,  and  the  president  agreed  to  draw  particular 
attention  to  this  phase  of  the  situation  when  visiting  the 
various  branches. 

The  secretary  presented  a  letter  from  Major  C.  C. 
Lindsay,  m.e.i.c.  (late  Canadian  Engineers),  suggesting  that 
the  members  of  the  Engineering  Institute  of  Canada, 
through  the  local  branches,  might  render  valuable  assist- 
ance in  the  war  effort  by  co-operating  with  the  various 
units  of  the  Royal  Canadian  Engineers  particularly  in  their 
endeavours  to  recruit  a  sufficient  number  of  qualified  men. 

It  was  agreed  that  a  copy  of  the  letter  should  be  sent 
to  all  branches  for  their  consideration  and  action,  explain- 
ing that  Council  was  entirely  in  sympathy  with  this  pro- 
posal, but  felt  it  was  a  matter  for  each  branch  to  settle  in 
the  light  of  conditions  as  they  exist  in  each  locality. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 3 

Juniors 2 

Affiiliate 1 

Students 38 

Transfers 

Junior  to  Member 3 

Student  to  Member 3 

Student  to  Junior 4 

It  was  decided  that  the  April  meeting  of  Council  should 
be  held  in  Toronto  to  coincide  with  the  meeting  of  the 
Council  of  the  Association  of  Professional  Engineers  of 
Ontario,  it  being  left  with  the  General  Secretary  to  arrange 
a  convenient  date. 

The  Council  rose  at  one-fifteen  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  March  15th,  1941,  the  following 
elections  and  transfers  were  effected: 

Members 

MacQuarrie,  Archibald  Henry,  b.a.sc.  (Univ.  of  Toronto),  sales  engr., 
The  Canadian  Bridge  Co.  Ltd.,  Walkerville,  Ont. 

Richards,  George  Henry,  manager,  Lee  &  Nash,  Civil  Engrs.  &  Sur- 
veyors, Brantford,  Ont. 

Smith,  Cleve  A.,  b.a.sc.  (Univ.  of  Toronto),  asst.  engr.,  (Trans. 
Section,  Elec.  Engrg.  Dept.),  H.E.P.C.  of  Ontario,  Toronto,  Ont. 

J  uniors 
MacKimmie,  Robert  Dunstone,  B.Eng.  (Elec),  (McGill  Univ.),  asst. 

engr.,  Can.  Gen.  Elec.  Co.  Ltd.,  Peterborough,  Ont. 
Parker,  William  Ernest  Bain,   b.a.sc,  m.a.Sc.    (Univ.   of  Toronto), 

asst.  research  engr.,  H.E.P.C.  of  Ontario,  Toronto,  Ont. 

Affiliate 
Murchison,  James  Gray,  consultant,  Suite  5,  Buntin  Block,  Fort 
William,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Dale,  James  Graham,  b.sc  (e.e.),   (Univ.  of  Alta.),  installn.  engr., 

Northwestern  Utilities  Ltd.,  Edmonton,  Alta. 
Nesbitt,  Michael  Cullum,  b.a.sc.  (Univ.  of  B.C.),  supt.  engr.,  Dawson 

Wade  &  Co.,  Contractors,  Victoria,  B.C. 


Seely,  Wallace  Errol,  b.sc  (Civil),  (Univ.  of  N.B.),  junior  engr.,  Dept. 
of  National  Defence  (Air  Force),  Montreal,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Butler,  John  Arthur  Tweed,  B.Eng.  (Mech).)  (McGill  Univ.),  chief 
stress  analyst,  Fairchild  Aircraft  Ltd.,  Longueuil,  Que. 

Fogarty,  James  William  Patrick,  b.sc.  (Elec),  (McGill  Univ.),  pro- 
fessor of  engineering,  St.  Francois  Xavier  University,  Antigonish, 
N.S. 

Spence,  Graydon  Dill,  b.sc.   (Elec),   (N.S.  Tech.  Coll.),  res.  engr., 

N.S.  Power  Commission,  St.  Croix,  N.S. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Campbell,  Duncan  Chester,  b.sc.  (Univ.  of  N.B.),  asst.  engr.,  Dept.  of 

Transport,  Civil  Aviation  Branch,  Saint  John,  N.B. 
Green,  John  Scott,   b.a.sc.    (Univ.   of  Toronto),   aircraft  examiner, 

British  Air  Commission,  Toronto,  Ont. 
Miller,  G.  Grant  B.,  b.sc.  (Elec),  (Univ.  of  N.B.),  sales  engr.,  E.  S. 

Stephenson  &  Co.  Ltd.,  Saint  John,  N.B. 
Zion,  Alfred  Bernard,  B.Eng.  (McGill  Univ.),  factory  supt.,  Dominion 

Lock  Co.  Ltd.,  Montreal,  Que. 

Students  Admitted 

Barurek,    Christian   Stephen,    (McGill    Univ.),    5691    Brissette   St., 

Montreal,  Que. 
Bradshaw,  Thomas  Earl,  (Univ.  of  Man.),  549  Jubilee  Ave.,  Win- 
nipeg, Man. 
Brenan,  William  Murdoch,  (Univ.  of  N.B.),  215  Germain  St.,  Saint 

John,  N.B. 
Burrows,  James  Louis,   b.sc,    (Queen's  Univ.),   37  Clergy  St.  W., 

Kingston,  Ont. 
Chilman,  William  Richard,  (Queen's  Univ.),  78  Barrie  St.,  Kingston, 

Ont. 
Coulthart,  Eldred  Norman,  (Queen's  Univ.),  Monklands,  Ont. 
Cronyn,  John  B.  (Univ.  of  Toronto),  R.R.  No.  3,  London,  Ont. 
Cuthbertson,  Robert  Shedden,  (Queen's  Univ.),  Cardinal,  Ont. 
Deniers,  Charles  Eugene,   (Queen's  Univ.),  300  Earl  St.,  Kingston, 

Ont. 
Dowd,  Elbert  Watson,  (Queen's  Univ.),  159  First  Ave.,  Ottawa,  Ont. 
Floud,  John  Rhys,  (McGill  Univ.),  20  Thornhill  Ave.,  Westmount, 

Que. 
Godbout,    Adolphe   Gerard,    (McGill   Univ.),    2100   Jeanne-Mance, 

Montreal,  Que. 
Haacke,  Ewart  M.  (Queen's  Univ.),  276  University  Ave,  Kingston, 

Ont. 
Hastey,  Wm.   Kingsley   Wright,    (Queen's  Univ.),   61   Maple  Ave., 

Shawinigan  Falls,  Que. 
Hopps,  John  Alexander,  (Univ.  of  Man.),  136  Girton  Blvd.,  Tuxedo, 

Man. 
Kennedy,  John  Frederick,  (Univ.  of  N.B.),  84  Grey  St.,  Fredericton, 

N.B. 
Kummen,  Harold  T.,  (Univ.  of  Man.),  317  Fort  St.,  Winnipeg,  Man. 
Lindsay,  Gerald  Alec  Edwin,  (McGill  Univ.),  520  Grosvenor  Ave., 

Westmount,  Que. 
MacCallum,  Wallace  Allison,   (N.S.  Tech,  Coll.),  28  Fenwick  St., 

Halifax,  N.S. 
MacKinnon,   Archibald  Hugh,    (N.S.   Tech.   Coll.),   72  South  St., 

Halifax,  N.S. 
Madore,  Paul  Rene,  (Ecole  Poly.),  6798  Fabre  St.,  Montreal,  Que. 
Magnan,  Joseph  Maurice,  (Ecole  Poly.),  5808A  Des  Erables,  Mont- 
real, Que. 
Pageau,  Marcel,  (Ecole  Poly.),  1791  Ave.  de  l'Eglise,  Cote  St.  Paul, 

Montreal,  Que. 
Paget,  Kenneth  Kane,  (Univ.  of  Man.),  520  Raglan  Rd.,  Winnipeg, 

Man. 
Mclnnis,  John  Francis,   (N.S.  Tech.  Coll.),   Maple  St.,  Inverness, 

N.S. 
Marantz,  Oscar,  (Univ.  of  Man.),  121  Euclid  Ave.,  Winnipeg,  Man. 
McLaughlin,  George  Frederick  Armstrong,  (Univ.  of  N.B.),  Perth, 

N.B. 
Ronalds,  Ivan  Frederick,  (Univ.  of  N.B.),  623  Scully  St.,  Fredericton, 

N.B. 
Ross,  James  Finlay,  (Mt.  Allison),  43  Westminster  Ave.,  Montreal 

West,  Que. 
Schofield,  Stewart  Macleod,   (Univ.  of  Man.),  231  Oakwood  Ave., 

Winnipeg,  Man. 
Scott,  Ainsworth  David  Houghton,  B.Eng.  (McGill  Univ.),  631  Milton 

St.,  Montreal,  Que. 
Sergi,  Frank  Jose,  (McGill  Univ.),  772  Sherbrooke  St.  West,  Montreal, 

Que. 
Shearer,  John   Alexander,    (Univ.   of   N.B.),   Fredericton  Junction, 

N.B. 
Snodgrass,  John  Roscoe,  (Univ.  of  N.B.),  634  Brunswick  St.,  Fre- 
dericton, N.B. 
Sokoloski,  Steve,  (Univ.  of  Man.),  390  Simcoe  St.,  Winnipeg,  Man. 
Termuende,  John  Edward,  (Univ.  of  Man.),  192  Canora  St.,  Win- 
nipeg, Man. 
Wigdor,  Leon,    (McGill  Univ.),   2183  Maplewood  Ave.,   Montreal, 

Que. 
Zweig,    Irving,    (Sir   George    Williams   Coll.),    4156   DeBullion   St., 

Montreal,  Que. 


THE  ENGINEERING  JOURNAL    April,  1941 


203 


Personals 


Brig. -General  C.  H.  Mitchell,  M.E.I. c,  has  resigned 
from  the  position  of  Dean  of  the  Faculty  of  Applied  Science 
and  Engineering  at  the  University  of  Toronto,  which  he  has 
occupied  since  1919.  The  occasion  has  been  marked  in 
many  ways,  but  perhaps  the  most  outstanding  event  was 
the  dinner  given  on  Saturday,  March  1st,  by  the  Alumni,  at 
which  all  members  of  the  graduating  class  were  guests. 
Many  fine  tributes  were  paid  to  the  Dean  and  Mrs.  Mitchell, 
and  as  a  souvenir  of  the  occasion  an  easy  chair  and  a  reading 
lamp  were  presented  to  him. 

The  Dean  responded  appropriately,  and  besides  thanking 
the  Alumni  for  the  honour  which  had  been  done  him,  gave 
the  graduating  class  some  words  of  wisdom  that  would  be  of 


Brig. -General  C.  H.  Mitchell,  M.E.I.C. 


assistance  to  them  in  the  professional  careers  that  were 
before  them. 

"Pat"  Wingfield,  president  of  the  Alumni,  occupied  the 
chair,  and  was  supported  in  the  several  features  of  the  pro- 
gramme by  Canon  Cody,  Professor  Angus,  Tony  Reid, 
Ross  Robertson  and  M.  B.  Hastings. 

Dr.  O.  O.  Lefebvre,  m.e.i.c,  has  been  elected  president  of 
the  Corporation  of  Professional  Engineers  of  Quebec,  follow- 
ing the  annual  meeting  held  in  Montreal  last  month. 

Hew  M.  Scott,  m.e.i.c,  has  been  located  in  Montreal  for 
the  last  few  months  and  is  on  the  staff  of  Allied  War  Sup- 
plies Corporation.  He  was  formerly  in  Toronto  where  he 
was  engaged  in  the  contracting  business. 

H.  V.  Butterfield,  m.e.i.c,  has  recently  been  appointed 
superintendent  of  maintenance  in  the  Air  Service  Depart- 
ment of  the  Canadian  Pacific  Railway  Company,  at  Mont- 
real. Born  in  England  he  was  educated  at  Leeds  University 
where  he  was  graduated  in  1914.  Upon  graduation  he  joined 
the  staff  of  Aircraft  Manufacturing  Company,  Hendon, 
London.  From  1917  to  1919  he  was  chief  production  engin- 
eer and  assistant  general  manager  of  the  National  Aircraft 
Factory,  Aintree,  England.  From  1919  to  1925  he  was 
inspector  in  the  mechanical  service  of  the  Ministry  of  Public 
Works,  Cairo,  Egypt.  He  came  to  Canada  in  1926  as 
mechanical  superintendent  for  Massey-Harris  Company, 
Toronto,  Ont.,  and  later  became  plant  manager.  In  1934 
he  was  appointed  general  manager  of  Leland  Electric 
Canada  Ltd.,  later  becoming  president  and  managing 
director.  In  1939  he  was  appointed  plant  manager  of  the 
National  Steel  Car  Corporation  at  Malt  on,  Ont.  For  the 
last  few  months  Mr.  Butterfield  had  been  employed  with 
the  British  Air  Commission  at  Washington,  D.C.     . 

L.  G.  Buck,  m.e.i.c,  has  recently  been- transferred  from 
the  Toronto  to  the  Ottawa  office  of  the  Bell  Telephone 
Company  of  Canada.  He  entered  the  company  upon  his 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


graduation  from  the  University  of  Toronto  in  1924,  and 
after  a  period  of  training  he  was  appointed  field  engineer 
in  the  Toronto  division.  In  1927  he  became  district  plant 
manager  at  Toronto.  From  1930  to  1934  he  was  exchange 
plant  engineer  for  the  eastern  area  and  was  located  in 
Montreal.  In  1934  he  became  division  plant  engineer  at 
Montreal,  and  then  he  was  transferred  to  Toronto  as  divi- 
sion plant  supervisor. 

A.  W.  Sinnamon,  m.e.i.c,  has  recently  joined  the  staff  of 
the  Hamilton  Bridge  Company  Ltd.,  in  Hamilton,  Ont. 

Engineer-Captain  G.  L.  Stephens,  m.e.i.c,  has  been 
appointed  engineer-in-chief  of  the  Royal  Canadian  Navy, 
and  is  now  located  at  Ottawa  in  the  Naval  Service  of  the 
Department  of  National  Defence.  Lately  he  was  stationed 
at  Esquimalt,  B.C.,  as  chief  engineer  of  H.M.C.  Dock- 
yard. 

P.  R.  Sandwell,  m.e.i.c,  has  recently  been  appointed 
resident  engineer  to  the  Australian  Newsprint  Mills  Pro- 
prietary Limited,  at  Boyer,  Tasmania.  Born  at  London, 
England,  he  was  educated  at  the  University  of  British 
Columbia  where  he  was  graduated  as  a  mechanical  engineer 
in  1935.  Upon  graduation  he  joined  the  Dominion  Engineer- 
ing Works  in  Montreal  as  a  mechanical  draughtsman.  In 
1937  he  became  assistant  to  the  chief  engineer  and  was 
engaged  in  investigation  and  development  work.  Last  year 
he  went  to  Tasmania  with  the  above  named  firm. 

W.  T.  Dempsey,  m.e.i.c,  is  now  employed  with  Chemical 
Construction  Corporation  at  Niagara  Falls,  Ont.  He  was 
graduated  in  civil  engineering  from  the  University  of  Sas- 
katchewan in  1934.  Since  then  he  has  been  employed  on 
several  construction  projects. 

J.  L.  McDougall,  m.e.i.c,  has  joined  the  staff  of  H.  G. 
Acres  &  Company,  consulting  engineers,  Niagara  Falls, 
Ont.  He  had  been  connected  lately  with  the  Ontario  Paper 
Company  at  Thorold,  Ont. 

J.  A.  Ogilvy,  m.e.i.c,  is  now  employed  in  the  Department 
of  Munitions  &  Supply  at  Ottawa.  He  was  connected  lately 
with  the  General  Engineering  Company  (Canada)  Limited 
at  Toronto,  and  previously  was  with  the  Omega  Gold 
Mines  Ltd.,  at  Larder  Lake,  Ont. 

A.  G.  Moore,  m.e.i.c,  has  joined  the  staff  of  Defence  In- 
dustries Limited  in  Montreal.  For  the  past  two  years  he 
had  been  resident  engineer  with  the  Compagnie  Immobi- 
lière de  Ste.  Marguerite,  Lake  Masson,  Que.  Previously  he 
was  connected  with  the  Montreal  Light  Heat  and  Power 
Company. 

R.  N.  Sharpe,  jr.E.i.c,  is  now  in  Seattle,  Wash.,  with  the 
British  Air  Commission,  and  is  doing  inspection  work  on 
aircraft  manufacturing.  He  was  previously  located  in 
Toronto.  Upon  his  graduation  from  the  University  of 
Manitoba  in  1938  he  joined  the  Department  of  Transport. 
Later  he  was  in  the  employ  of  the  Manitoba  Government 
in  Winnipeg. 

A.  LeB.  Ross,  jr.E.i.c,  has  joined  the  staff  of  Defence 
Industries  Limited  at  Montreal.  Upon  his  graduation  in 
electrical  engineering  from  McGill  University  in  1932  he 
went  with  Noranda  Mines  Limited  at  Noranda,  Que.,  as  a 
junior  electrical  engineer,  and  in  1934  he  became  technical 
assistant  to  the  plant  engineer.  A  few  months  later  he 
joined    the    staff    of    Railway    and    Power    Engineering 


204 


April,  1941     THE  ENGINEERING  JOURNAL 


Corporation  at  Toronto,  where  he  was  engaged  in  the  design, 
manufacture  and  sale  of  industrial  motor  control  apparatus. 

W.  G.  Hamilton,  jr.E.i.c,  has  accepted  a  position  with 
Canadian  Car  Munitions  Limited  at  St.  Paul  L'Ermite, 
Que.  He  was  graduated  in  mining  engineering  from  Nova 
Scotia  Technical  College  in  1935  and  was  employed  with 
Canadian  Johns-Manville  Company  Limited,  at  Asbestos, 
Que.,  and  with  Tashota  Gold  Fields  Limited,  at  Tashota, 
Ont.  In  1939  he  went  with  Gold  Coast  Main  Reef  Limited, 
in  West  Africa.  Lately  Mr.  Hamilton  was  located  in  Halifax. 

J.  G.  Wanless,  jr.E.i.c,  has  been  transferred  from  the 
Toronto  to  the  Montreal  office  of  the  Dominion  Rubber 
Company.  He  joined  the  company  upon  his  graduation 
from  McGill  University  in  1934. 

R.  G.  Rowan,  s.e.i.c,  is  on  the  staff  of  the  Bell  Telephone 
Company  of  Canada  in  Montreal.  He  was  graduated  in 
civil  engineering  from  Queen's  University  last  year. 

P.  A.  Weber,  s.e.i.c,  is,  at  present,  employed  with  Can- 
adian National  Railways  in  Toronto.  He  was  graduated  in 
civil  engineering  from  the  University  of  Saskatchewan  in 
1940. 

Percy  Codd,  s.e.i.c,  has  joined  the  staff  of  Defence  Indus- 
tries Limited,  and  is  located  at  Valleyfield,  Que.  Upon  his 
graduation  from  the  University  of  Saskatchewan  in  1939  he 
went  with  the  Hudson  Bay  Mining  and  Smelting  Company 
at  Flin  Flon,  Man.,  and  remained  in  the  employ  of  the  firm 
until  his  recent  appointment. 

H.  G.  Dickie,  s.e.i.c,  has  been  employed,  since  his  grad- 
uation from  Queen's  University  last  spring,  in  the  engineer- 
ing department  of  Canadian  Car  and  Foundry  Company, 
Limited,  at  Fort  William,  Ont. 

VISITORS  TO  HEADQUARTERS 

Lieutenant  R.  F.  P.  Bowman,  m.e.i.c,  10th  Field  Com- 
pany, Royal  Canadian  Engineers,  C.A.S.F.,  from  Petawawa, 
Ont,,  on  March  4th. 

H.U.Ross,  Jr.E.i.c, from  Port Colborne, Ont,, on  March  5th. 

R.  C.  Purser,  m.e.i.c,  from  Ottawa,  Ont.,  on  March  6th. 

P.  A.  Fetterly,  m.e.i.c,  Dominion  Water  &  Power  Bureau, 
from  Calgary,  Alta.,  on  March  7th. 

Max  Gershfield,  jr.E.i.c,  Aeronautical  Inspection  Direc- 
torate, Fleet  Aircraft  Ltd.,  from  Fort  Erie,  Ont,,  on  March 
8th. 

J.  B.  deHart,  m.e.i.c,  Department  of  National  Resources, 
Canadian  Pacific  Railway  Company,  from  Calgary,  Alta., 
on  March  10th. 

H.  J.  Racey,  m.e.i.c,  Shawinigan  Engineering  Company 
Limited,  from  La  Tuque,  Que.,  on  March  10th. 

F.  W.  Gray,  m.e.i.c,  Assistant  General  Manager,  Dominion 
Steel  &  Coal  Corporation,  from  Sydney,  N.S.,  on  March 
13th. 

E.  I.  Glance,  Jr.E.i.c,  Montreal,  on  March  13th. 

C.  G.  J.  Luck,  m.e.i.c,  Assistant  Engineer,  National  Har- 
bour Board,  from  Churchill,  Man.,  on  March  19th. 

James  Oliver,  s.e.i.c,  from  Arvida,  Que.,  on  March  18th. 

F.  S.  Lawrence,  m.e.i.c,  Canadian  National  Railways, 
from  Quebec,  Que.,  on  March  17th. 

C.  A.  McVey,  Bridge  Engineer,  Department  of  Public 
Works  of  New  Brunswick,  from  Fredericton,  N.B.,  on 
March  20th. 

H.  P.  Moller,  m.e.i.c,  Electrical  Superintendent,  Lake  St. 
John  Power  &  Paper  Co.,  from  Dolbeau,  Que.,  on  March 
24th. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives 
of  those  whose  passing  is  recorded  here. 

Percy  Sandwell,  m.e.i.c,  died  at  his  home  in  Hobart, 
Tasmania,  on  January  22nd,  1941.  He  was  born  at  London, 
Eng.,  on  November  7th,  1888,  and  was  educated  in  the 
local  public  and  technical  schools.  After  having  served  his 
apprenticeship  with  Messrs.  George  Aston  &  Sons,  London, 
he  joined  in  1909  the  staff  of  Messrs.  Hales  Limited,  haulage 
contractors,  as  an  engineer,  and  was  in  charge  of  mainten- 
ance and  management  of  a  steam  plant.  In  1911  he  became 
chief  mechanical  draughtsman  with  the  Shepherds  Bush 
Exhibition  Limited  in  London,  a  position  which  he  retained 
until  1913.  During  the  war  he  first  served  with  the  72nd 
Brigade  R.F.A.,  and  from  1916  to  1920,  served  as  a  lieuten- 
ant in  the  Royal  Engineers.  He  came  to  Canada  in  1920, 
and  joined  the  staff  of  the  Powell  River  Company  at  Powell 
River,  B.C.  From  1922  to  1926  he  was  assistant  resident 
engineer,  and  from  1926  to  1932  he  was  resident  engineer. 
In  1932  he  was  appointed  assistant  manager,  a  position 
which  he  retained  until  1934  when  he  entered  private  prac- 
tice as  a  consulting  mechanical  engineer  in  Vancouver,  B.C. 
In  1938  he  was  appointed  chief  engineer  on  the  construction 
of  a  newsprint  mill  in  the  Derwent  Valley,  Tasmania. 

At  the  time  of  his  death  he  was  chief  engineer  of  the 
Australian  Newsprint  Mills  Proprietary  Limited,  and  had 
just  completed  the  first  stage  in  the  development  of  the  first 
newsprint  mill  to  be  built  in  the  Antipodes.  He  died  during 
the  period  of  preliminary  testing,  and  did  not,  unfortun- 
ately, see  the  commencement  of  operation  of  the  plant 
which  he  had  been  building  for  the  last  few  years. 

Mr.  Sandwell  joined  the  Institute  as  an  Associate  Mem- 
ber in  1923,  and  was  transferred  to  Member  in  1936. 

Francis  Joseph  O'Reilly,  m.e.i.c,  died  in  the  hospital  at 
Victoria,  B.C.,  on  March  20th,  1941.  He  was  born  at  New 
Westminster,  B.C.,  on  February  9th,  1866.  He  received  his 
education  at  private  schools  in  England,  and  at  King's 
College,  London.  From  1883  to  1887  he  served  as  an  articled 
pupil  to  Messrs.  Kinnipple  and  Morris,  and  was  employed 
in  the  construction  of  docks  at  Greenock,  Scotland,  and 
later  at  Esquimalt,  B.C.  From  1888  to  1892  he  was  engaged 
as  an  assistant  engineer  on  the  construction  of  a  section  of 
the  Great  Southern  Railway  at  Buenos  Aires,  South  Amer- 
ica. He  then  returned  to  British  Columbia,  where  for  four- 
teen years  he  was  surveying  in  the  Kootenays.  In  1906  he 
founded  the  firm  of  Cross  and  Company  in  Victoria,  B.C., 
and  practised  for  several  years  as  a  consulting  engineer  and 
a  provincial  land  surveyor.  At  the  time  of  his  death  he  was 
manager  of  the  Belmont  Building  at  Victoria,  B.C. 

Mr.  O'Reilly  joined  the  Institute  as  a  Member  in  1915. 


COMING  MEETINGS 

American  Institute  of  Electrical  Engineers — Sum- 
mer Convention,  Royal  York  Hotel,  Toronto,  Ont.,  June 
16th  to  20th.  National  Secretary,  H.  H.  Henline,  33  West 
39th  St.,  New  York,  N.Y. 

American  Water  Works  Association — Annual  Con- 
vention, Royal  York  Hotel,  Toronto,  Ont.,  June  22nd  to 
26th.  Secretary,  Harry  E.  Jordan,  22  E.  40th  St.,  New 
York. 

Eastern  Photoelasticity  Conference — 13th  Semi- 
Annual  Meeting,  Cambridge,  Massachusetts,  June  12  to 
14th.  Chairman  of  the  Local  Committee,  W.  M.  Murray, 
Massachusetts  Institute  of  Technology,  Cambridge,  Mass. 

Canadian  Electrical  Association — 51st  Annual  Con- 
vention, Seigniory  Club,  Quebec,  June  25th  to  27th. 
Secietary,  B.  C.  Fairchild,  804  Tramways  Building, 
Montreal,  Quebec. 


THE  ENGINEERING  JOURNAL    April,  1941 


205 


News  of  the  Branches 


CALGARY  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


P.  F.  Peele,  m.e.i.c.    - 
F.  A.  Brownie,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


December  14th  was  the  occasion  of  the  joint  annual 
dinner  of  the  Calgary  Branch  of  the  Institute,  the  Alberta 
Professional  Engineers  of  the  Calgary  district  and  the 
Rocky  Mountain  Branch  of  the  Canadian  Institute  of 
Mining  and  Metallurgy.  No  ordinary  annual  dinner,  how- 
ever, it  was  also  the  occasion  of  the  signing  of  the  co- 
operative agreement  between  the  Association  of  Profes- 
sional Engineers  of  Alberta  and  the  Engineering  Institute 
of  Canada. 

In  a  carefully  rehearsed  ceremony  pages  presented  the 
memoranda  of  agreement  and  a  special  gold  fountain  pen 
in  turn  to  the  various  signers  as  follows:  Dr.  Hogg,  president 
of  the  E.I.C.,  Mr.  H.  J.  Maclean,  president  of  the  A.P.E.A., 
Mr.  L.  A.  Wright,  general  secretary  of  the  E.I.C.,  Mr.  H.  R. 
Webb,  registrar  of  the  A.P.E.A.  and  the  respective  wit- 
nesses Dr.  0.  0.  Lefebvre,  past  president  of  the  E.I.C., 
Mr.  R.  J.  Gibb,  past  president  of  the  A.P.E.A.,  Mr.  P.  M. 
Sauder,  vice-president  of  the  E.I.C.,  and  Mr.  R.  A.  Brown, 
past  president  of  the  A.P.E.A.  Later  the  gold  fountain  pen 
was  presented  to  Mr.  Maclean  as  a  memento  of  the  occasion. 

Other  distinguished  guests  from  outside  Alberta,  most  of 
whom  spoke  briefly,  were  Dr.  F.  A.  Gaby,  past  president  of 
the  E.I.C.,  C.  K.  McLeod,  councillor  for  the  Montreal 
Branch,  J.  A.  Vance,  councillor  for  the  London  Branch, 
J.  Robertson,  councillor  of  the  Vancouver  Branch,  P.  C. 
Perry,  chairman  of  the  Saskatchewan  Branch  and  president 
of  the  Association  of  Professional  Engineers  of  Saskat- 
chewan, D.  A.  R.  McCannell  of  Regina,  president  of  the 
Dominion  Council  of  Professional  Engineers  and  A.  P. 
Linton,  councillor  for  the  Saskatchewan  Branch. 

The  main  address  of  the  evening  on  the  subject  The 
Engineer  and  the  War  was  by  Dr.  Hogg.  It  is  published 
elsewhere  in  this  number  of  the  Journal. 

The  general  interest  in  this  meeting  was  indicated  by  an 
attendance  of  over  150.  Chairman  for  the  evening  was  P.M. 
Sauder. 

The  guest  speaker  at  the  regular  meeting  of  January  16, 
was  Mr.  R.  M.  Hardy,  assistant  professor  of  civil  engineer- 
ing at  the  University  of  Alberta  who  spoke  on  Soil  Mech- 
anics and  its  Applications.  Mr.  Hardy  had  spent  the 
winter  of  1939-40  doing  some  advanced  work  on  this 
subject  at  Harvard  University  and,  during  that  time,  had 
the  privilege  of  studying  under  Dr.  Terzaghi,  who  is  de- 
servedly known  as  "father  of  soil  mechanics." 

Mr.  Hardy's  paper  dealt  very  briefly  with  the  history  of 
this  new  field  of  civil  engineering  and  discussed  possible 
reasons  why  most  engineers  are  so  unfamiliar  with  the 
subject.  One  obvious  reason  is  that  some  of  the  fundamental 
principles  of  soil  mechanics  are  outside  the  field  of  an 
ordinary  engineering  training.  The  speaker  dealt  briefly 
with  some  of  these  principles  such  as  the  fact  that  soil  must 
be  recognized  as  a  two  or  three  phase  system  (soil  particles 
and  water  and  sometimes  gas)  ;  the  effect  of  soil  water  is 
tremendously  important  since  although  it  has  no  strength 
in  shear  it  can,  of  course,  resist  compression  stresses  and  in 
the  fine  capillaries  of  clay  can  actually  develop  around 
15,000  lb.  per  sq.  in.  in  tensile  strength.  The  different 
types  of  soil  structures  were  also  described. 

The  final  section  of  the  paper  dealt  with  some  of  the 
applications  of  a  knowledge  of  soil  mechanics,  such  as  in 
foundations,  earth  fill  dams  and  in  the  study  and  solution 
of  problems  involving  frost  boils. 

After  an  extended  discussion  the  speaker  was  tendered  a 
hearty  vote  of  appreciation  by  the  meeting. 

The  regular  meeting  of  January  30th. was  devoted  to  a 
showing  of  seven  reels  of  a  very  interesting  film  on  "The 
Making  of  Steel"  loaned  by  the  U.S.  Bureau  of  Mines. 


One  of  the  most  enjoyable  meetings  of  the  season  was 
that  of  February  13th  in  which  the  entire  programme  was 
in  charge  of  the  Juniors  and  Students.  The  first  item  was  a 
talk  on  Oil  Well  Servicing  by  J.  Langston.  Mr.  Langston 
described  the  manufacture  and  use  of  gun  perforating 
equipment  as  developed  by  the  Lane-Wells  Company, 
illustrating  his  talk  with  a  reel  of  films.  With  the  help  of  a 
number  of  slides  he  then  discussed  the  applications  of  this 
procedure  in  selective  production  of  various  horizons  and 
the  use  of  gun  perforating  before  acidizing. 

Mr.  T.  Stanley  who  also  acted  as  chairman  for  the 
evening,  then  discussed  the  new  Cascade  Development 
now  being  undertaken  by  the  Calgary  Power  Company. 
This  development  includes  an  earth  fill  dam  at  Lake  Min- 
newanka,  some  three  miles  of  combination  canal,  woodstave 
and  steel  pipe  and  a  power  plant  near  Anthracite  containing 
one  unit  of  23,000  h.p.  operating  under  some  340  ft.  head. 

The  next  item  was  a  quiz  competition  between  Members, 
Juniors  and  Students,  conducted  by  Mr.  F.  T.  Gale.  The 
Members  turned  out  to  be  the  winners  but  admittedly 
rather  by  superiority  of  numbers  than  of  intelligence. 

The  final  item  was  a  talk  by  Mr.  W.  G.  Sharp  on  Modern 
Movie  and  Sound  Projection  Equipment.  An  outline 
was  presented  of  the  mechanical  operation  of  the  equipment 
followed  by  the  showing  of  a  reel  of  films  on  a  popular 
subject. 

An  extended,  informal  discussion  followed  in  which 
members  were  allowed  to  examine  certain  apparatus 
brought  to  the  meeting  by  Mr.  Sharp  and  Mr.  Langston. 

EDMONTON  BRANCH 


B.  W.  PlTFIELD,  Jr.E.I.C. 
J.  F.  McDoUGALL,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  February  dinner  meeting  of  the  Edmonton  Branch  of 
the  Institute  was  held  at  the  Macdonald  Hotel  on  February 
25th.  Immediately  after  dinner,  Chairman  E.  Nelson  called 
the  meeting  to  order  and  introduced  the  speaker  of  the 
evening,  Mr.  C.  W.  Carry,  sales  engineer  of  the  Standard 
Iron  Works  Limited. 

The  title  of  Mr.  Carry's  paper  was  Arc  Welding  in 
Industry.  Mr.  Carry  stated  that  the  ease  and  speed  with 
which  weld  metal  can  be  satisfactorily  deposited  is  mainly 
dependent  on  the  stability  of  the  arc.  The  arc  which  can  be 
maintained  for  the  longest  period,  other  things  being  equal 
such  as  current  and  electrode  size,  will  deposit  the  greatest 
amount  of  weld  metal  during  a  given  period. 

He  then  proceeded  to  describe  the  relative  advantages  of 
alternating  and  direct  current  in  producing  welding  arcs. 
Alternating  current  is  imperative  for  the  double  carbon 
arc  to  keep  the  consumption  of  both  electrodes  equal  and  in 
the  atomic  hydrogen  arc  for  the  same  reason.  In  the 
structural  steel  and  medium  weight  plate  shop,  the  direct 
current  arc  is  more  popular  for  producing  general  purpose 
work.  A  200  amp.  machine  is  suitable  for  say  gauge  plate 
work,  and  tacking  heavier  plates  in  assembling  a  structure. 
A  300  amp.  machine  is  suitable  for  medium  plate  up  to  H 
or  5/16  in.  thickness,  and  a  400  amp.  machine  is  the 
favourite  for  continuous  duty  on  work  up  to  say  1  in. 
thickness. 

He  stated  that  the  five  separate  and  distinct  forces  at 
work  when  weld  metal  is  being  deposited  through  the  arc 
to  the  parent  metal  are  gravity,  gas  expansion,  electro- 
magnetic force,  electric  force  and  surface  tension. 

When  molten  weld  metal  is  exposed  to  the  air,  it  absorbs 
a  harmful  volume  of  nitrogen,  and  also  suffers  partial  oxida- 


206 


April,  1941     THE  ENGINEERING  JOURNAL 


tion.  Such  metal  tends  to  be  brittle,  even  though  it  may  have 
a  tensile  strength  of  50,000-60,000  lb.  per  sq.  in.  In  many 
cases  its  use  is  satisfactory  and  economical.  It  is  produced 
generally  by  the  use  of  bare  or  uncoated  electrodes,  without 
the  use  of  a  shielding  flux,  and  is  known  as  the  unshielded 
arc  process. 

The  use  of  fluxes  and  inert  gases  are  intended  to  shield  the 
arc  from  the  air,  and  also  to  protect  the  deposited  and  base 
metal  from  molton  to  cold  stage  by  forming  a  slag  covering. 
This  is  known  as  the  shielded  arc  process. 

The  author  next  dealt  with  the  residual  stresses  which  are 
left  in  welded  joints  and  explained  how  these  are  commonly 
dealt  with  by  letting  the  material  ways  as  it  cools,  letting 
the  weld  warp  by  using  a  ductile  welding  rod  or  by  annealing 
the  welded  structure. 

He  told  how  the  hull  plates  of  the  new  battleship  "King 
George  V"  were  welded  instead  of  riveted  and  predicted  a 
great  future  for  the  welding  process  in  ship  construction. 

A  lengthy  discussion  period  followed  Mr.  Carry's  paper 
after  which  a  hearty  vote  of  thanks  to  the  speaker  was 
moved  by  Mr.  Hansen. 

About  forty  members  were  present  at  the  meeting. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c.   - 
G.  V.  Ross,  m.e.i.c.     - 


Secretary-Treasurer 
Branch  News  Editor 


Dr.  C.  D.  Harvey,  provincial  archivist  of  Nova  Scotia 
was  guest  speaker  at  the  dinner  meeting  in  the  Halifax 
Hotel  on  February  20th.  He  traced  the  origins  of  the 
various  peoples  who  first  settled  in  Nova  Scotia  and  out- 
lined the  contributions  which  each  group  made  to  the  life 
of  the  province. 

Our  first  citizens  were  the  Micmac  Indians,  who  gave  us 
the  canoe,  the  snowshoe,  many  of  the  trails  which  have 
developed  into  the  highways  of  to-day,  and  a  knowledge  of 
our  geography. 

First  from  the  old  world  were  the  Acadians.  Longfellow, 
in  his  "Evangeline"  has  painted  a  tragic  picture  of  the 
expulsion  of  these  people  in  1755,  but  history  is  less  unkind 
to  the  English  rulers  of  that  time.  They  left  a  lasting  memo- 
rial in  the  dykes,  those  walls  of  sod  and  marsh  mud  which 
still  hold  back  the  tides  of  Fundy  from  the  rich  lands  around 
Grand  Pré. 

The  first  English  settlers,  along  with  some  Germans  were 
mostly  ex-soldiers  and  sailors.  They  were  sent  out  prim- 
arily to  farm  and  to  fish,  but  were  chosen  with  an  eye  to 
defence. 

Halifax,  prior  to  the  American  Revolution,  had  been 
dominated  by  English  people  who  had  come  from  the  New 
England  States.  The  first  English  settlements  outside 
Halifax  were  established  when  the  great  influx  of  New 
England  planters  took  place  between  1760  and  1765.  These 
people  laid  the  foundations  of  British  civilization  in  this 
province  and  from  their  stock  came  Tupper,  Borden  and 
Bennett  to  be  leaders  in  Canadian  life.  Then  came  the 
Loyalists.  They  doubled  the  population  of  the  province, 
and  since  many  were  highly  educated,  they  contributed 
much  to  the  life  of  that  time.  They  produced  Richard 
Haliburton,  Joseph  Howe  and  Samuel  Cunard  ;  formed  the 
bishoprics,  a  college,  and  a  magazine. 

Scottish  settlers  began  to  arrive  in  numbers  in  1773  and 
from  Pictou  they  spread  out  over  the  Northern  part  of  the 
mainland  and  to  Cape  Breton  Island.  Inspired  by  a  love  of 
learning,  they  have  made  great  contributions  in  the  field  of 
education,  not  only  in  Nova  Scotia,  but  throughout  Canada. 

The  language  and  customs  of  the  Welsh  who  came  in 
1817  or  1818,  have  all  but  disappeared.  Many  Irish  settled 
around  Minas  in  the  early  1800's  but  large  numbers  of  them 
later  moved  on  to  the  United  States. 

Dr.  Harvey  called  the  period  from  1834  to  Confederation, 
the  "Spacious  Days  of  Nova  Scotia,"  when  Nova  Scotians 
reached  for  the  stars  and  almost  brought  them  down. 
Those  were  the  days  of  the  wooden  sailing  vessel,  when 


every  bay  had  its  shipyard  and  Bluenose  ships  were  trading 
in  every  port  of  the  world. 

Following  the  talk  by  Dr.  Harvey,  Mr.  R,  L.  Dunsmore 
outlined  the  highlights  of  the  recent  Annual  Meeting  in 
Hamilton.  S.  W.  Gray,  formally  took  over  the  work  of 
secretary-treasurer  of  the  Branch,  succeeding  L.  C.  Young, 
now  serving  in  the  R.C.C.S. 

Seven  senior  students  of  the  Nova  Scotia  Technical 
College  were  present  as  guests  of  the  Branch. 

HAMILTON  BRANCH 


A.  R.  Hannafobd,  m.e.i.c. 
W.  E.  Brown,  jr.E.i.c.     - 


Secretary-Treasurer 
Branch  News  Editor 


The  meeting  of  the  Hamilton  Branch,  held  on  Monday, 
March  10th,  in  the  Lecture  Theatre  at  McMaster  Univer- 
sity was  addressed  by  Professor  K.  B.  Jackson  of  the 
University  of  Toronto.  His  subject  was  entitled,  Aerial 
Surveying. 

Before  the  lecture,  Michael  S.  Layton  was  presented  with 
the  gold  medal,  awarded  for  his  successful  paper  entitled 


Michael  S.  Layton  receives  the  Duggan  Medal  of  the 
Institute,  from  W.  L.  McFaul. 

"Coated  Electrodes  in  Electric  Arc  Welding"  as  part  of  the 
G.  H.  Duggan  Prize. 

For  the  first  time  the  G.  H.  Duggan  Medal  and  Prize  has 
been  awarded  to  a  Junior  member  of  the  Engineering  Insti- 
tute. Mr.  Layton  formerly  with  the  Steel  Company  of 
Canada  at  Montreal,  is  now  attending  No.  1  Gunnery  and 
Bombing  School  at  Jarvis,  Ontario.  Owing  to  his  military 
duties  he  was  prevented  from  attending  the  Annual  Meet- 
ing at  Hamilton  last  month  to  receive  his  award. 

Before  the  presentation  was  made  at  the  monthly  meeting 
of  the  Hamilton  Branch,  the  Executive  invited  Mr.  Layton 
to  a  reception  dinner  at  the  Royal  Connaught  Hotel.  The 
Mount  Hope  Airport  was  represented  by  Manager  G.  Moes 
and  Flying  Officer  Jeffery.  The  speaker  of  the  evening, 
Professor  K.  B.  Jackson  was  also  present. 

Chairman  W.  A.  T.  Gilmour,  opening  the  meeting  in  the 
Lecture  Theatre  at  McMaster  University  said  that  the  first 
part  of  the  meeting  would  be  taken  up  by  our  members 
doing  honour  to  Mr.  M.  S.  Layton,  winner  of  the  Duggan 


THE  ENGINEERING  JOURNAL     April,  1941 


207 


award.  W.  L.  McFaul,  member  of  Council  for  the  Hamilton 
Branch,  made  the  presentation  and  in  a  few  well  chosen 
words  expressed  the  congratulations  of  headquarters  and 
particularly  the  honour  enjoyed  by  the  Hamilton  Branch 
in  having  the  duty  of  making  the  presentation. 

Mr.  Layton,  wearing  the  uniform  of  the  Royal  Canadian 
Air  Force,  modestly  acknowledged  the  honour.  He  expressed 
the  hope  that  his  studies  might  be  of  some  benefit  to  those 
engaged  in  arc  welding. 

Professor  K.  B.  Jackson  was  introduced  by  T.  S.  Glover. 
The  speaker  showed  various  methods  of  taking  pictures  from 
the  air  and  described  the  equipment  used  and  showed  by 
slides  of  charts,  diagrams  and  photographs  how  aerial  sur- 
veying is  carried  out.  He  also  showed  how  surveys  are  made 
by  camera,  on  the  ground.  He  explained  the  various  merits 
of  high  oblique,  low  oblique  and  vertical  exposures.  Mr. 
Jackson  described  a  camera  taking  a  centre  picture  and 
several  radial  pictures  together  with  the  method  of  plotting 
and  necessary  corrections  for  distortion,  and  also  the  manip- 
ulation of  an  angle  extractor. 

The  explanation  and  showing  of  a  number  of  anaglyphs 
was  remarkable  and  illustrated  stereoscopically  the  third 
dimension.  The  views  of  mountainous  country  were  very 
beautiful  and  each  one  in  the  room  was  supplied  with  a  pair 
of  coloured  glasses  so  that  the  desired  result  was  obtained 
from  the  slides. 

At  the  end  of  the  address  Chairman  W.  A.  T.  Gilmour 
said  that  he  would  not  ask  for  the  customary  movement  of 
a  vote  of  thanks  to  Mr.  Jackson  but  would  see  what  applause 
the  audience  would  give  and  the  result  was  spontaneous. 
The  meeting  then  adjourned  for  coffee  and  sandwiches. 

KINGSTON  BRANCH 


J.  B.  Baty,  m.e.i.c. 


Secretary-Treasurer 


An  unusually  well  attended  and  interesting  meeting  was 
held  in  connection  with  a  dinner  at  Queen's  Students' 
Union  on  Thursday,  January  30th.  Mr.  T.  A.  McGinnis, 
chairman,  presided  and  a  total  of  forty-three  members  and 
guests  were  present.  Lt.-Col.  Le  Roy  F.  Grant  presented 
the  framed  certificate,  signifying  the  award  of  the  Institute 
prize  for  1940  at  Queen's  University,  to  Mr.  James  M. 
Courtright,  Science  '41  student  at  Queen's. 

An  excellent  paper  on  The  Aluminum  Industry  of  the 
World  was  presented  by  Mr.  M.  N.  Hay,  works  manager 
of  the  Aluminium  Company  of  Canada  Limited,  Kingston, 
Ontario.  The  paper  was  illustrated  with  interesting  coloured 
motion  pictures. 

Aluminum  was  first  isolated  in  1825  by  a  Dutch  chemist. 
Commercial  production  was  originated  in  1856  in  France  by 
a  slow  and  expensive  method.  The  cost  of  aluminum  was 
$90.00  a  pound.  Napoleon  III  subsidized  the  industry  in 
France,  thinking  that  it  might  be  useful  for  military  pur- 
poses. 

In  1939,  Canada  is  listed  as  the  third  producing  country 
in  the  world,  a  position  which  Mr.  Hay  believes  it  will  also 
hold  in  1940.  Germany  is  in  first  position  and  United  States 
second.  The  speaker  said  that  since  1932,  Germany's 
aluminum  production  has  shown  an  almost  ten-fold  increase 
to  the  output  of  1939.  He  pointed  out  that  the  Nazis  have 
regardless  of  cost,  attempted  to  make  themselves  self- 
sufficient  in  aluminum  production,  and  have  subsidized  the 
industry  in  order  to  feed  their  vast  war  machine. 

He  discussed  the  economic  production  of  aluminum  in  the 
chief  producing  countries  under  the  headings  of  "electric 
power,  bauxite,  coal,  transport  and  other  facilities."  Con- 
sidering all  these  factors,  he  placed  Canada  in  number  one 
position,  with  United  States  second  and  Germany  third.  To 
highlight  this  assertion,  which  he  stressed  was  purely  a 
personal  one,  he  pointed  out  that  Canada  has,  at  Arvida, 
the  largest  aluminum  plant  in  the  world. 

Dr.  A.  L.  Clark,  Hon. m.e.i.c,  Dean  .of  the  Faculty  of 
Applied  Science  at  Queen's  University,  very  fittingly  moved 
the  vote  of  thanks  to  Mr.  Hay. 


Another  good  meeting  on  Tuesday,  February  25th,  held 
in  connection  with  a  dinner  at  Queen's  Students  Union, 
manifested  a  renewed  spirit  in  the  Kingston  Branch  this 
winter.  Forty-seven  members  and  guests,  including  a  large 
group  of  students,  were  in  attendance.  Chairman  T.  A. 
McGinnis  presided. 

Professor  D.  S.  Ellis,  newly-elected  member  of  Council 
from  Kingston  reported  upon  the  annual  meeting  of  the 
Institute  in  Hamilton,  with  particular  reference  to  the 
meetings  of  the  Committee  on  the  Training  of  the  Young 
Engineer.  Mr.  McGinnis  and  Professor  L.  M.  Arkley,  who 
also  attended  the  annual  meeting,  supplemented  Professor 
Ellis'  report.  Mr.  McGinnis  expressed  his  pleasure  at  the 
attendance  of  the  large  number  of  student -members  present 
at  the  branch  meetings  and  encouraged  them  to  continue 
their  interest  and  activities  in  the  Institute. 

Dr.  A.  E.  Berry,  director  of  the  Sanitary  Engineering 
Division  of  the  Ontario  Department  of  Health,  a  past- 
chairman  of  the  Toronto  Branch  and  at  present  a  member 
of  Council  of  the  Institute  was  the  guest  speaker.  His  subject 
was  The  Engineer  in  Public  Health.  In  a  most  interesting 
and  enlightening  manner,  Dr.  Berry  explained  the  relation- 
ship of  engineering  to  public  health.  "The  public-health 
engineer  has  two  objectives,"  said  Dr.  Berry,  "the  protec- 
tion of  the  health  of  the  citizens  in  a  community,  through 
the  sanitary  control  of  environment,  and  an  improvement 
in  the  standard  of  living — an  indirect  effect  on  health — 
such  as  better  housing,  ventilation,  lighting,  heating,  and 
improved  working  conditions." 

By  lantern-slide  illustrations,  Dr.  Berry  showed  the 
developments  in  the  fields  of  water  purification,  sewage 
treatment,  refuse  collection  and  disposal,  safe  control  of 
milk  supplies  and  swimming  pool  sanitation — all  accom- 
plishments of  the  sanitary  engineer  or  public-health 
engineer. 

Col.  N.  C.  Sherman  moved  the  vote  of  thanks  to  Dr. 
Berry. 

LAKEHEAD  BRANCH 


H.  M.  Olsson,  m.e.i.c. 

W.  C.  BYERS,  Jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


On  Wednesday  evening,  February  14th,  the  Lakehead 
Branch  held  its  customary  Ladies'  Night  which,  this  year, 
took  the  form  of  a  St.  Valentine  Supper  Dance  in  the 
Norman  Room  of  the  Royal  Edward  Hotel. 

The  dance  was  very  well  attended  by  the  members  and 
their  friends  who  greatly  enjoyed  the  occasion.  One  hun- 
dred and  six  couples  participated  in  this  gay  entertainment 
which  is  rapidly  becoming  one  of  the  outstanding  social 
events  at  the  Lakehead. 

The  guests  were  received  by  H.  G.  O'Leary,  chairman  of 
the  Lakehead  Branch,  and  Mrs.  O'Leary;  Mr.  B.  A.  Cul- 
peper,  vice-chairman  and  Mrs.  Culpeper;  and  wife  of  ex- 
councillor,  Mrs.  P.  E.  Doncaster. 

E.  J.  Davies,  chairman  of  the  entertainment  committee, 
was  greatly  responsible  for  the  successful  entertainment. 

The  ballroom  was  nicely  decorated  in  the  spirit  of  St. 
Valentine  with  an  added  engineering  touch  such  as  des- 
troyer and  aeroplane  models  and  a  miniature  high  tension 
wire  post,  etc.  The  focus  of  interest,  however,  was  a  large 
revolving  illuminated  glass  globe  made  up  of  hundreds  of 
minute  mirrors  and  held  aloft  by  a  tapering  tower.  This  in- 
genious arrangement  was  located  in  the  centre  of  the  ball- 
room casting  myriads  of  multi-colored  reflections  on  the 
dancers  and  the  spacious  dance  floor  of  the  Norman  Room. 
Several  large  shields  bearing  the  crest  of  the  Engineering 
Institute  of  Canada  adorned  the  walls. 

Card  tables  were  also  arranged  on  the  mezzanine  floor 
overlooking  the  ballroom,  but  dancing  was  preferred. 

Even  the  dance  programme  reflected  the  spirit  of  the 
profession  with  such  appropriate  innovations  as  the  Slip 
Stick  Tango,  the  Hurricane  Foxtrot,  the  Floating  Power 
Waltz   and   many  others.      Music  was  provided  by  Joe 


208 


April,  1941    THE  ENGINEERING  JOURNAL 


Turner's  Six  Piece  Orchestra  aided  by  Miss  Gladys  Smith, 
vocalist. 

A  midnight  supper  was  greatly  enjoyed  in  a  candlelit 
dining-room  also  festive  with  St.  Valentine  decorations. 
After  supper,  dancing  continued  till  two  o'clock  when  the 
programme  was  brought  to  a  close  with  the  singing  of 
"God  Save  the  King." 

Other  members  on  the  entertainment  committee  were 
J.  I.  Carmichael,  S.  E.  Flook  and  Elizabeth  M.  G.  MacGill. 

LETHBRIDGE  BRANCH 


E.  A.  Lawrence,  s.e.i.c. 
A.  J.  Branch,  m.e.i.c.  - 


Secretary-Treas  urer 
Branch  News  Editor 


A  regular  meeting  of  the  Lethbridge  Branch  of  the  En- 
gineering Institute  of  Canada  was  held,  Wednesday  even- 
ing, at  8  p.m.,  in  the  Marquis  Hotel,  with  Wm.  Meldrum 
presiding. 

Mr.  J.  E.  Campbell  introduced  the  speaker,  Mr.  L.  B. 
George,  Divisional  Master  Mechanic,  Canadian  Pacific 
Railway.  Lethbridge. 

Mr.  George  took  as  his  subject  A  Visit  to  an  Aeroplane 
Factory. 

Mr.  George  said:  "During  the  past  few  years  we  have 
been  quietly  preparing  both  our  air  force  and  our  aeroplane 
industry  against  a  possible  war." 

Prior  to  the  war,  however,  there  was  a  number  of  small 
Canadian  plants  manufacturing  light  aeroplanes  for  private 
flying,  for  training  and  some  for  commercial  freighting  in 
the  Northland.  During  the  past  two  years  this  picture  has 
changed.  Rumblings  of  a  possible  war  brought  a  British 
military  mission  to  Canada  in  1938,  the  result  of  which 
were  the  placing  of  "educational"  orders  for  bombing 
planes  in  Canada. 

Canadian  manufacturers  also  sought  orders  for  aero- 
planes in  Central  and  South  America,  Turkey  and  Spain. 
All  these  orders  were  experience  for  the  Canadian  aeroplane 
industry  which  began  to  expand  in  early  1939  and  we  were 
able  to  take  orders  for  bombers,  fighting  and  training 
planes  for  both  the  British  and  Canadian  Governments. 

New  plants  and  extensions  on  existing  plants  were  built 
in  industrialized  areas  of  both  Ontario  and  Quebec.  A 
central  assembly  company  was  set  up  by  six  aircraft 
manufacturers  to  take  care  of  the  specific  British  orders  for 
bombers.  These  six  companies  are  making  parts  which  are 
shipped  to  newly  built  central  assembly  plants  near  in- 
dustrial areas.  Engines  for  these  planes  have  been  shipped 
to  Canada  from  Great  Britain. 

At  the  beginning  of  the  war  Canada  had  no  engine 
factories,  but  now  we  are  building  certain  types  of  aircraft 
outright.  Among  the  types  built  in  Canada  are  the  Hawker 
Hurricane,  British  Hanley  Page,  Hampden  Bomber, 
Yickers  flying  boats,  and  others.  Since  the  outbreak  of  war, 
production  has  been  considerably  stepped  up. 

Canada  has  sent  large  numbers  of  men  over  to  England 
to  get  specialized  training  in  the  large  aeroplane  factories. 
Furthermore  some  of  the  large  concerns  over  there  have 
sent  key  men  to  Canada  in  order  to  assist  in  the  large 
factories. 

Skilled  workers  in  an  aeroplane  plant  include:  machinists, 
fitters,  welders,  electricians,  painters,  erectors,  sheet  metal 
workers,  heat  treatment  operators,  patternmakers  and 
moulders.  The  next  important  worker  is  the  Class  "A" 
production  worker,  then  the  Class  "B,"  and  after  them 
come  the  helpers  and  learners  who  may  be  promoted  as  they 
become  proficient. 

Turning  to  a  discussion  of  the  industry  in  England  the 
authors  mentioned  that  decentralization  was  being  adhered 
to.  Different  parts  of  the  aeroplane  are  manufactured  at 
points  10  to  50  miles  away  from  the  assembly  plant,  in 
order  to  cut  down  losses  in  time  and  equipment  caused  by 
enemy  bombing  action.  Most  of  the  factories  are  built 
either  above  or  below  the  ground  and  those  above  the 
ground  have  no  windows  in  them. 


In  the  sub-assembly  department  we  find  benches  well 
equipped. 

In  his  closing  remarks  the  speaker  mentioned  that  there 
is  one  man  in  the  office  for  every  ten  men  on  the  floor.  The 
work  in  the  dope  department  is  practically  all  handled  by 
women,  who  have  to  wear  gas  masks  for  this  job. 

In  England,  Mr.  George  said  each  factory  has  its  air  raid 
shelter  below  the  ground  which  is  reached  by  means  of  the 
stairs  and,  if  in  a  hurry,  by  means  of  the  fireman's  slide 
pole.  Sentries  and  fire  watchers  are  posted  about  the  plant 
at  all  times. 

Following  a  short  discussion  period,  Mr.  G  S.  Glendening 
moved  a  hearty  vote  of  thanks  to  Mr.  George  for  his  excel- 
lent address. 

The  Regular  meeting  of  the  Lethbridge  Branch  of  the 
Engineering  Institute  of  Canada,  was  held  in  the  Marquis 
Hotel,  on  Wednesday,  evening,  February  5th,  1941,  with 
Wm.  Meldrum  presiding. 

In  his  opening  remarks  the  chairman  paid  tribute  to 
H.  W.  Meech  who  has  recently  been  made  a  Fellow  of  the 
Royal  Architectural  Institute  of  Canada.  He  then  intro- 
duced Mr.  John  Dykes,  as  the  speaker  for  the  evening,  his 
subject:  Robert  Burns. 

Mr.  Dykes  began  his  talk  by  referring  to  the  sterling 
character  and  humble  circumstances  of  the  parents  of 
Robert  Burns,  with  special  reference  to  his  mother.  He 
then  touched  on  the  highlights  of  the  life  of  the  poet  himself. 

He  told  how  early  in  the  18th  century  for  championing 
the  cause  of  freedom  and  liberty,  Burns  was  branded  a 
democrat  (in  those  days  a  disgraceful  thing).  The  speaker 
went  on  to  show  how  great  has  been  the  change  since  those 
days.  To-day  the  whole  British  Empire  is  championing  the 
cause  of  freedom  and  liberty.  Frequently  throughout  his 
talk,  Mr.  Dykes  pointed  his  remarks  with  apt  quotations 
from  the  works  of  Robert  Burns. 

Everyone  present  enjoyed  his  address  and  so  expressed 
themselves  to  Mr.  Dykes,  who  was  thanked  by  Mr.  Mel- 
drum. 

LONDON  BRANCH 


H.  G.  Stead,  Jr.E.i.c.   - 

A.  L.  FURANNA,  S.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  London  Branch  of  the  Engineering  Institute  of 
Canada  held  its  first  meeting  of  the  1941  series  on  Wed- 
nesday, February  19th  with  R.  Garrett  as  chairman.  The 
meeting  was  held  in  the  Board  Room  of  the  London  Board 
of  Education.  Guests  included  the  speaker,  H.  Boardman, 
C.  H.  Burns,  chairman,  and  W.  R.  Manock,  councillor  of 
the  Niagara  Peninsula  Branch  of  the  Institute.  Mr.  Board- 
man,  chief  testing  engineer  for  the  Chicago  Bridge  and  Iron 
Company,  gave  his  lecture  demonstration  on  the  Stress 
Analysis  of  Welded  Joints  by  Polarized  Light. 

The  speaker  opened  his  lecture  with  a  brief  explanation 
of  the  theory  involved  in  this  method  of  stress  analysis  and 
a  description  of  the  apparatus  he  was  about  to  use.  It  must 
be  realized  that  in  this  analysis  the  original  member  is 
judged  upon  the  performance  of  a  model  of  its  section 
subjected  to  stress.  This  imposes  certain  requirements  upon 
the  model  and  certain  limitations  upon  the  results.  The 
model  is  made  from  an  elastic  material  so  that  under  stress 
its  reaction  will  be  similar  to  steel.  However,  this  similarity 
between  the  model  and  the  original  exists  only  as  long  as 
the  steel  is  not  stressed  beyond  its  elastic  limit.  The  model 
must  also  be  transparent  in  order  to  allow  passage  of  the 
examining  polarized  light.  The  third  requirement  of  the 
model  is  that  its  shape  be  a  faithful  reproduction  of  the 
original.  The  limitations  imposed  by  the  model  upon  the 
value  of  the  analysis  are  as  follows.  Firstly,  the  stress  dis- 
tribution observed  is  that  due  to  shape  only.  Secondly, 
internal  stresses  in  the  original  member,  due  to  rolling  or 
the  presence  of  foreign  material,  do  not  appear  in  the  model. 
Thus,  it  is  important  to  remember  that  the  load  stresses  in 
any   such   member  are   superimposed   upon   the   internal 


THE  ENGINEERING  JOURNAL    April,   1941 


209 


stresses,  but  the  polarized  light  reveals  only  those  due  to 
the  load.  The  apparatus  was  simple.  It  consisted  of  a  pro- 
jection lantern,  a  set  of  polaroid  lenses,  a  bracket  for  holding 
the  model,  a  projection  lens  and  screen,  arranged  in  that 
order.  The  bracket  was  so  built  that  the  model  could  be 
stressed  in  tension  by  turning  a  thumb  screw. 

The  relative  magnitude  of  the  various  stresses  was 
determined  by  the  colour  it  produced  upon  the  screen.  The 
unstressed  model  showed  up  a  pale  yellow  colour.  As  the 
stress  was  applied  and  increased,  this  yellow  became 
deeper,  turning  to  orange,  then  red  violet,  green,  and 
finally  blue.  If  the  stress  is  further  increased  the  foregoing 
cycle  repeats  itself  until  the  model  fails.  The  point  of 
maximum  stress  is  that  point  where  the  colour  cycle  is 
farthest   advanced. 

Mr.  Boardman  showed  a  large  number  of  models  of 
various  welded  joints.  The  first  models  indicated  the  waste 
in  extra  reinforcing,  the  resultant  high  stress  around  a  hole 
in  the  weld  and  the  disastrous  effect  of  undercuts  in  a  weld 
subjected  to  pulsating  loads.  Other  defective  welds  were  in- 
complete, or  contained  a  valley  in  their  surface.  The  ideal 
type  of  weld  was  found  to  be  a  double  butt  weld,  having  its 
surfaces  flush  with  the  surface  of  the  main  metal.  Some 
welds  using  backing  bars  were  examined.  It  was  found  that 
this  bar  should  not  be  welded  to  the  plate  because  it  offers 
little  or  no  help  in  transmitting  the  stress  across  the  weld. 
Two  other  joints  examined  were  the  lap  welded  joint  and  a 
riveted  joint.  The  riveted  joint  in  particular  indicated  high 
stress  concentrations. 

In  several  of  the  above  cases,  Mr.  Boardman  had  slides 
of  test  samples  showing  how  actual  members  failed  and 
that  the  failure  was  in  keeping  with  the  evidence  given  by 
the  polarized  light.  In  the  case  of  the  ideal  butt  weld  the 
member  failed  outside  the  weld  indicating  one  hundred  per 
cent  efficiency  for  the  weld. 

The  enthusiasm  shown  by  the  meeting  during  the  ques- 
tion period  following  the  lecture  was  in  keeping  with  the 
very  interesting  demonstration. 

There  were  fifty-six  members  and  guests  present. 

MONCTON  BRANCH 

V.  C.  Blackett,  m.e.i.c.     -     Secretary-Treasurer 

On  Tuesday  evening,  March  18th,  a  meeting  of  the  branch 
was  held  in  the  Council  Chamber  of  the  City  Hall.  F.  O. 
Condon  was  the  presiding  chairman.  A  four-reel  sound  film 
was  shown,  illustrating  operations  at  the  Sudbury  Basin 
mines  of  the  International  Nickel  Company  of  Canada. 
The  pictures  first  dealt  with  the  drilling  and  blasting  of  the 
ore  in  the  underground  workings,  some  of  which  extend 
more  than  4,000  ft.  below  the  surface  of  the  earth.  Succeed- 
ing scenes  showed  methods  of  raising  the  ore  to  the  surface. 
Then  followed  smelting  operations,  the  refining  of  the  nickel 
and  the  copper,  and  the  recovery  of  precious  metal  by- 
products such  as  gold,  silver  and  platinum. 

A  vote  of  thanks  to  the  International  Nickel  Company 
for  the  loan  of  the  films,  and  to  F.  L.  Tuck  for  motion  picture 
equipment,  was  moved  by  T.  H.  Dickson  and  seconded  by 
J.  A.  Godfrey. 

OTTAWA  BRANCH 

R.  K.  Odell,  m.e.i.c.     -     Secretary-Treasurer 

Military  Explosives  was  the  subject  of  an  address  given 
before  the  Ottawa  Branch  at  a  noon  luncheon  at  the 
Chateau  Laurier  on  February  13th,  1941.  E.  T.  Sterne, 
manager  of  G.  F.  Sterne  &  Sons,  Limited,  of  Brantford,  and 
at  present  with  the  Chemical  and  Explosives  Division  of 
the  Allied  War  Supplies,  was  the  speaker.  T.  A.  McElhan- 
ney,  newly-elected  chairman  of  the  local  branch,  presided. 
A  number  of  prominent  engineers  from  United  States  were 
present  and  were  introduced  to  the  gathering  by  Victor 
Meek  of  the  branch. 

Military  explosives  in  the  present  war,  stated  Mr.  Sterne, 
are  pretty  much  the  same  as  they  were  during  the  last 


Great  War.  Developments  since  that  time  have  been  more 
in  the  nature  of  technique  and  in  refinements  of  manufacture 
and  use  rather  than  in  the  actual  explosives  themselves. 
Such  things  as  costs,  for  instance,  have  to  be  considered. 
Thus  toluol,  an  explosive  ingredient  that  cost  as  much  as 
seven  dollars  per  gallon  during  the  Great  War,  can  normally 
be  produced  now  at  30  cents  per  gallon.  Lyddite,  an  expen- 
sive disruptive  explosive  that  was  considered  once  as  stan- 
dard for  its  purpose,  has  given  way  to  trinitrotoluene 
(T.N.T.)  a  fairly  cheap  explosive,  safe  under  normal  con- 
ditions and  "A  gentleman  to  handle,  but  when  it  does  go 
off  there  is  no  fooling  about  it."  It  was  first  used  to  any 
considerable  extent  in  the  Great  War.  The  result  is  that  so 
far  as  known  there  is  no  lyddite  commercially  manufactured 
as  an  explosive  on  the  American  continent  today. 

Mr.  Sterne  divided  military  explosives  according  to  their 
use  into  the  initiatory  group,  the  propellant  group,  the  dis- 
ruptive group,  and  fuse  powders.  The  initiatory  group  are 
used  to  carry  the  impact  to  the  main  explosive  as  in  caps 
and  detonators.  Although  highly  sensitive  they  should  be 
safe  to  make  and  to  handle.  The  propellant  group  are  those 
applied  to  the  base  of  the  projectile  so  that  it  can  arrive 
where  it  is  sent.  Inasmuch  as  there  are  different  types  of 
projectiles  there  must  be  different  types  of  propellants.  The 
disruptive  group  are  those  that  burst  the  shell  when  it 
arrives  where  it  is  sent.  Whereas  a  propellant  may  burn  at 
the  rate  of  a  few  metres  per  second  a  disruptive  explosive 
may  burn  at  the  rate  of  thousands  of  metres  per  second. 
As  for  the  fuse  powders,  they  represent  a  small  but  impor- 
tant class  wherein  the  time  element  in  their  burning  is  a 
first  consideration.  Gunpowder  has  been  used  in  these. 

In  selecting  a  site  for  the  manufacture  of  explosives  two 
things  in  particular  must  be  carefully  considered.  There 
must  be  a  dependable  supply  of  good  cool  water,  since  much 
of  it  is  used  for  cooling  purposes,  and  some  suitable  means 
for  getting  rid  of  waste  products  should  be  available  since 
much  of  these  waste  products  are  in  highly  coloured  liquid 
form  and  acid  in  character.  Other  influencing  factors  are 
labour  markets,  power  supply  and  transportation  charges. 

At  the  commencement  of  the  luncheon  proceedings  the 
chairman  remarked  upon  the  honour  that  had  been  paid  to 
the  Ottawa  Branch  this  year  at  the  recent  annual  conven- 
tion of  the  Institute  by  the  election  of  members  of  the 
Branch  to  the  office  of  president  of  the  Institute  and  also 
vice-president  for  the  province  of  Ontario.  These  are,  re- 
spectively, C.  J.  Mackenzie,  acting  president  of  the  National 
Research  Council,  and  K.  M.  Cameron,  chief  engineer  of 
the  Department  of  Public  Works. 

Mr.  Mackenzie  in  acknowledging  the  honour  paid  him, 
spoke  briefly  and  paid  a  tribute  to  two  former  presidents  of 
the  Institute  who  were  present  at  the  luncheon,  namely, 
Dr.  Charles  Camsell,  deputy  minister  of  the  Department 
of  Mines  and  Resources;  and  G.  J.  Desbarats,  formerly 
deputy  minister  of  the  Department  of  National  Defence. 
Mr.  Cameron  also  spoke  briefly. 

At  the  noon  Luncheon  at  the  Chateau  Laurier  on  Thurs- 
day, February  27th,  G.  L.  McGee,  supervising  engineer  of 
aerodromes,  Department  of  Transport,  gave  a  talk  illus- 
trated with  slides  on  the  Planning  and  Construction  of 
Aerodromes.  T.  A.  McElhanney,  chairman  of  the  Ottawa 
Branch,  presided. 

Ten  years  ago  6,000  lb.  was  a  standard  weight  for  pas- 
senger aircraft ,  stated  Mr.  McGee,  requiring  a  landing  field 
1,800  ft.  long.  To-day,  with  the  increase  in  size  of  aircraft , 
a  minimum  length  of  landing  field  of  4,000  ft.  is  required 
and  there  is  every  reason  to  believe  that  aircraft  weighing 
60,000  and  even  80,000  lb.  will  be  in  use  before  very  long. 

Designers  of  the  earlier  days  did  not  foresee  these  re- 
markable developments,  'commented  Mr.  McGee.  On 
account  of  the  difficulty  of  expanding  their  landing  areas 
an  aerodrome  at  Detroit,  for  instance,  has  had  to  abandon 
its  location  after  the  expenditure  of  two  million  dollars. 
Similar  examples  may  be  cited  for  other  localities. 


210 


April,  1911    THE  ENGINEERING  JOURNAL 


Nowadays  there  should  be  three  or  even  four  runways 
at  least  4,000  ft.  long  each  and  150  ft.  wide  at  sea  level, 
though  a  200  ft.  width  is  better  and  the  runways  should  be 
capable  of  expansion  to  5,000  ft.  with  one  at  least  to  6,000 
ft.  The  United  States  Navy,  as  an  indication  of  the  trend, 
is  reported  to  have  one  airfield  under  construction  with 
runways  two  miles  in  length. 

Special  attention  must  also  be  given  to  the  approaches 
to  the  airfield,  so  that  a  plane  in  landing  or  taking  off  can 
do  so  on  a  proper  gradient.  For  this  reason  it  should  not  be 
too  close  to  the  built-up  portion  of  a  city.  For  a  main  air- 
port a  minimum  of  600  acres  of  land  is  required,  which  must 
be  reasonably  level  but  not  to  the  extent  that  drainage 
would  be  seriously  interfered  with.  In  fact,  drainage  is  one 
of  the  most  important  problems  in  selecting  a  site. 

Mr.  McGee  spoke  then  on  the  various  considerations 
affecting  the  efficiency  of  a  landing  field  with  particular 
reference  to  drainage,  to  the  design  and  layout  of  buildings, 
the  setup  of  the  beacon,  and  other  features. 

PETERBOROUGH  BRANCH 


A.  L.  MALBY,  Jr.E.I.C. 

E.  Whitelv,  s.e.i.c. 


Secretarij-T  reas  u  rer 
Branch  News  Editor 


On  January  16th,  1941,  Mr.  A.  E.  Davison,  Electrical 
Engineering  Department,  Hydro  Electric  Power  Commis- 
sion, addressed  the  members  of  the  Peterborough  Branch 
on  Power  Transmission. 

The  paper  traced  the  origin  of  various  problems  as  they 
arose  in  the  development  of  our  modern  transmission  lines 
and  showed  how  they  have  been  solved  or  are  now  being 
attacked.  Among  the  points  covered  were:  tower  design, 
corona  effect,  lightning  protection,  line  clearances,  sleet 
formation,  and  conductor  vibration.  A  variety  of  slides 
provided  plenty  of  illustration  for  the  talk. 

In  addition,  two  very  interesting  movies  gave  a  more 
detailed  picture  of  some  main  points.  One,  "Dancing 
Conductors"  showed  the  peculiar  vibrations  which  are  set 
up  in  some  transmission  lines  under  certain  conditions  of 
icing  and  wind.  These  vibrations  if  persisting  often  lead  to 
mechanical  failure  of  the  lines. 

Mr.  Davison  showed  how  maintaining  a  suitable  con- 
ductor temperature  by  electrical  load  on  the  line  will  pre- 
vent adhering  of  the  ice  or  sleet  and  avoid  the  vibrating. 
There  was  evidence  to  confirm  this,  but  in  some  cases  it  is 
an  unsatisfactory  solution  as  lines  cannot  always  be  loaded 
to  capacity. 

The  second  film,  which  incidentally  was  a  masterpiece 
of  amateur  colour  photography,  showed  the  building  of  a 
wood-pole  transmission  line  from  Ear  Falls  to  Uchi  Mines. 
A  series  of  still  pictures  taken  from  this  film  were  shown 
before  the  picture  itself  and  accompanied  by  Mr.  Davison's 
comments  illustrated  the  problems  that  had  to  be  met  in 
this  particular  transmission  line.  The  mines  of  northern 
Ontario  owe  much  of  their  present  productive  capacity  to 
the  work  of  Mr.  Davison  and  his  colleagues  in  bringing 
extension  water  power  and  rich  oil  deposits  together  though 
separated  by  many  miles  of  rough  wilderness. 

The  branch  met  again  on  February  13th,  1941,  this  time 
to  hear  Mr.  L.  E.  Marion,  industrial  application  engineer, 
Canadian  General  Electric  Company  Limited,  Toronto.  A 
number  of  years  in  active  association  with  his  subject,  a 
very  well  organized  series  of  slides,  and  evident  careful 
preparation,  all  combined  to  make  an  outstanding  paper 
on  Some  Modern  Trends  in  Industrial  Applications. 

A  few  examples  of  old  and  modern  equipment  showed 
the  obvious  changes  that  have  taken  place  in  industrial 
control  and  motor  equipment  in  the  years  since  their  be- 
ginning. On  the  basis  of  this  development,  especially  the 
more  recent  changes,  some  trends  were  easily  seen. 

For  instance,  there  is  a  trend  towards  the  building  of 
this  equipment  in  factory-assembled  units;  compact,  pro- 
tected units;  easily  installed  or  re-located  if  necessary  at 
any  time.  Large  sections  of  switchboard  are  now  built  up 
at  the  factory  complete  with  meters,  relays,  switches,  dis- 


connects and  interconnecting  bus.  These  units  are  all  ready 
to  drop  into  place,  connect  to  incoming  lines  and  load  and 
the  installation  is  complete.  This,  combined  with  the  trend 
toward  enclosure,  has  revolutionized  switching  and  control 
equipment. 

The  trend  to  enclosure  is  noticeable  also  in  motors.  Better 
design  and  materials  combined  with  rapidly  widening  fields 
of  application  has  led  to  smaller,  more  reliable  motors. 

There  is  a  trend  towards  the  use  of  colour.  Switchboards 
have  put  off  their  sombre  black  and  now  appear  in  cream, 
buff,  grey  or  bronze  to  harmonize  with  well  decorated  switch 
rooms.  This  is  not  mere  aesthetic  exuberance.  With  sur- 
roundings of  certain  colours  an  operator  can  do  better  work, 
both  because  it  is  easier  to  see  with  more  light  and  better 
contrasts,  and  because  colour  of  surroundings  influences 
his  state  of  mind. 

Machines  and  their  driving  motors  are  tending  toward 
higher  speeds.  Improved  technical  knowledge  and  better 
materials  have  made  this  possible. 

New  applications  are  continually  arising.  In  textile  mills 
there  are  now  high  speed  motors  especially  designed  for 
their  job,  and  lint-free  motors  of  a  special  open  construc- 
tion such  that  lint  does  not  readily  accumulate.  High  fre- 
quency motors  have  appeared  for  high  speed  drive  of  wood 
working  tools. 

There  is  an  increasing  use  of  synchronous  motors  or 
capacitors  for  power  factor  correction.  Both  have  been 
developed  tremendously  in  the  last  decade  to  make  their 
use  in  this  way  more  economical  and  satisfactory. 

A  trend  to  variable  speed  drives,  flexible  distribution 
systems,  and  load  centred  distribution  systems  were  among 
the  other  trends  also  mentioned. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  Jr.E.i.c. 

N.  C.  COWIE,  Jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  second  general  meeting  for  the  year  1941  was  held 
in  the  Grill  Room  of  the  Windsor  Hotel  at  6.45  p.m.  on 
February  28th,  1941,  when  twenty  members  and  guests 
sat  down  to  dinner. 

Chairman  E.  M.  MacQuarrie  called  the  meeting  to  order 
at  8.00  p.m.  The  secretary  then  read  the  minutes  of  the 
previous  meeting  which  were  adopted  as  read. 

The  chairman  then  introduced  the  speaker  of  the  even- 
ing, N.  C.  Cowie,  engineer  for  the  Great  Lakes  Power 
Company  who  had  for  his  topic,  Kilowatts,  Horsepower 
and  Water.  Mr.  Cowie  just  explained  the  topic  of  his 
speech.  In  his  address  the  speaker  brought  to  light  many 
interesting  facts  concerning  the  production  and  uses  of 
electricity,  a  few  of  which  are  listed  below.  A  man  when 
working  hard  only  develops  one-eighth  horsepower  or  the 
same  amount  as  that  of  one  of  the  smallest  motors.  One 
kilowatt  hour  will  heat  enough  water  for  forty-five  cups  of 
tea,  drive  the  motor  in  the  home  refrigerator  for  eight 
hours,  or  heat  an  electric  iron  for  one  hour,  also  keep  the 
coil  in  the  motor  of  your  car  warm  for  two  hours.  A  fully 
electrified  home  would  only  use  some  350  kilowatt  hours 
per  month. 

The  electrical  industry,  even  in  the  depression,  had  a 
steady  growth.  In  1931  there  was  5.6  million  prime  horse- 
power in  Canada  while  in  1940  there  was  7.38  million.  The 
capital  investment  in  1931  was  1.23  billion  dollars  while  in 
1940  it  was  1.63  billion  dollars.  The  revenue  derived  from 
the  sale  of  electricity  in  1931  was  123.7  million  dollars  at 
an  average  of  %  cent  per  k.w.h.  while  in  1940  it  was 
150.66  million  dollars  at  an  average  of  }/2  cent  per  k.w.h. 

The  speaker  cited  the  fact  that  the  growth  of  the  Great 
Lakes  Power  Company  roughly  paralleled  that  of  the 
Dominion.  In  1931  there  was  51,200  hp.  while  in  1940 
there  was  71,200  hp.  with  a  capital  investment  of  171  dol- 
lars per  hp. 

The  speaker  then  dealt  with  the  uses  of  electricity  in 
industry.   The  ferro  alloy  industry  was  a  case  of  where 


THE  ENGINEERING  JOURNAL    April,  1941 


211 


electricity  was  almost  entirely  used  for  its  manufacture. 
Large  amounts  were  used  in  the  production  of  the  various 
alloys  as  the  heat  required  to  melt  the  charge  was  fur- 
nished by  the  electricity. 

In  the  discussion  that  followed,  J.  L.  Lang  and  L.  R. 
Brown  debated  the  causes  of  surges  in  the  local  trans- 
mission lines. 

L.  R.  Brown  thanked  the  speaker  for  his  interesting 
address.  The  chairman  then  thanked  the  speaker  on  behalf 
of  the  branch. 

SASKATCHEWAN   BRANCH 

Stewart  Young,  m.e.i.c.     -     Acting  Secretary-Treasurer 

The  annual  meeting  of  the  Saskatchewan  Branch,  was 
held  in  the  Saskatchewan  Hotel,  Regina,  on  Friday, 
February  21st,  1941,  with  P.  C.  Perry,  the  Branch  chairman, 
presiding. 

The  report  of  the  papers  and  meetings  committee,  pre- 
sented on  behalf  of  the  convenor,  D.  D.  Low,  indicated  six 
meetings  held  during  the  year,  with  an  average  attendance 
of  57.  Supplementary  to  this  report  was  the  report  of  the 
Saskatoon  Section,  presented  by  N.  B.  Hutcheon,  indicating 
five  meetings  held  during  the  year  with  an  average  attend- 
ance of  38.  The  report  stated  that  the  students  at  the 
University  are  showing  an  increased  interest  both  in  the 
Engineering  Institute  of  Canada  and  in  the  Association  of 
Professional  Engineers. 

A.  P.  Linton  reviewed  his  activities  for  the  past  year  as 
the  Saskatchewan  representative  on  the  Institute  Council, 
stating  that  he  had  attended  the  Regional  meeting  of  the 
council  held  last  fall  at  Calgary,  Alberta. 

After  the  meeting  all  members  attended  the  Annual 
Dinner  of  the  Association  of  Professional  Engineers  where 
the  guest  speaker,  Hon.  A.  T.  Proctor,  Minister  of  High- 
ways and  Transportation  delivered  an  address  on  the  value 
to  the  public  of  the  professions  generally  and  the  engineer- 
ing profession  in  particular.  He  severely  criticized  a  series 
of  articles  recently  appearing  in  the  press,  intended,  appar- 
ently, to  undermine  public  confidence  in  the  professions. 

Mr.  Proctor  suggested  the  advisability  of  an  organized 
campaign  by  professional  men  generally  to  inform  the  public 
of  the  useful  part  they  play  in  our  every  day  life.  He  closed 
his  address  with  an  appeal  to  uphold  the  ideals  of  our 
democratic  system. 

TORONTO  BRANCH 


J.  J.  Spence,  m.e.i.c. 

D.  FORGAN,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


A  very  interesting  meeting  of  the  Toronto  Branch  was 
held  on  the  evening  of  February  20th  at  Hart  House, 
University  of  Toronto,  when  Mr.  George  W.  MacLeod  pre- 
sented a  paper  entitled,  The  Helen  Mine  and  Beneficiat- 
ing  Plant. 

The  branch  chairman,  Mr.  Nicol  MacNicol,  opened  the 
meeting  and  welcomed  those  members  of  the  Canadian 
Institute  of  Mining  and  Metallurgy  who  were  in  attendance. 
Professor  C.  Williams  of  the  University  of  Toronto  intro- 
duced the  speaker. 

Mr.  MacLeod  pointed  out  that  not  so  very  many  years 
ago  a  talk  on  iron  mining  would  not  have  occasioned  very 
much  interest.  One  does  not  associated  the  same  amount 
of  romance  with  the  mining  of  iron  that  one  does  with  gold 
mining.  The  war  has  certainly  changed  the  status  of  iron 
to  one  of  considerable  national  importance.  There  were 
over  70  members  in  attendance  at  the  meeting  and  this  in 
itself  served  to  indicate  the  interest  in  the  subject. 

The  speaker  pointed  out  that  the  earliest  prospecting  for 
iron  was  carried  out  in  the  province  of  Quebec  in  the  18th 
century.  This  spread  to  other  provinces  and  since  1886, 
when  records  were  first  kept  over  seven  million  tons  of  iron 
have  been  mined.  The  province  of  Ontario  is  Canada's 
biggest  iron  producer,  being  credited  with-72  per  cent.  Of 
this  the  Algoma  properties  contribute  63  per  cent. 

The  Helen  mine  was  discovered  in  1898  by  a  man  by  the 


name  of  Gates  who  was  prospecting  for  gold  in  the  Wawa 
Lake  district.  The  deposit  which  was  uncovered  was  found 
to  be  a  high  grade  hematite.  Mr.  F.  H.  Clergue  took  over 
the  property  soon  after  its  discovery  and  commenced  the 
building  of  the  Algoma  Steel  Corporation  Limited. 

Mr.  MacLeod  traced  the  history  of  the  mine.  He  told 
how  its  ore  deposit  was  exhausted  and  how  the  Magpie 
mine  was  developed  in  its  place.  The  ore  at  the  Magpie 
mine  was  siderite,  which  contained  35  per  cent  iron  in  the 
natural  state.  It  was  found  that  by  roasting  three  tons  of 
the  ore  two  tons  of  ore  grading  50  per  cent  iron  could  be 
developed  and  this  was  then  found  to  be  quite  satisfactory 
for  blast  furnaces.  The  ore  structure  was  very  good  and  the 
ore  contained  about  three  per  cent  manganese  and  enough 
lime  to  be  self-fluxing.  The  Magpie  mine  produced  about- 
one  million  tons  of  iron  before  it  was  shut  down  in  1921. 
A  few  years  before  the  Magpie  mine  was  shut  down  it 
was  noticed  that  a  large  cone  shaped  hill  near  the  site  of 
the  old  Helen  mine  was  another  deposit  of  siderite.  A  check- 
up revealed  the  presence  of  over  100  million  tons.  This 
deposit  was  really  not  given  serious  consideration  until  1937, 
when  the  Ontario  Government  established  a  bounty  on 
iron  ore  production.  Sir  James  Dunn  then  took  a  very 
active  interest  and  under  the  direction  of  Mr.  C.  D.  Kaeding 
an  intensive  study  was  undertaken  to  determine  the  most 
economical  and  effective  method  of  mining  and  preparing 
the  ore  for  the  blast  furnace.  A  means  had  to  be  devised 
for  reducing  the  high  sulphur  content  of  the  ore.  Finally, 
a  continuous  refining  process  was  developed  which  prac- 
tically eliminated  the  sulphur  content  and  left  approxi- 
mately 51  per  cent  iron. 

Mr.  MacLeod  showed  a  number  of  lantern  slides  of  the 
quarrying  operation,  and  the  aerial  tram  which  conveyed 
the  ore  from  the  mine  the  four  miles  to  the  sintering  plant. 

Mr.  MacLeod  also  explained  in  detail  the  quarrying  oper- 
ation. He  pointed  out  how  they  were  able  to  mine  approxi- 
mately 3,000  tons  of  ore  per  day  with  the  expenditure  of 
an  average  of  only  14  lb.  of  blasting  powder  per  gross  ton 
of  ore  mined. 

The  ore,  as  mined,  is  conveyed  in  the  buckets  of  the 
aerial  tram,  each  of  which  has  a  capacity  of  one  gross  ton, 
and  of  which  there  are  120  on  the  line.  There  is  a  200,000 
ton  ore  storage  at  the  sintering  plant. 

The  sintering  operation  is  very  interesting  and  it  is  re- 
markable to  consider  that  the  sinter  which  leaves  this  plant 
is  practically  free  of  sulphur  and  contains  53J/2  per  cent 
iron.  This  product  is  known  as  Algoma  Sinter.  It  is  ideal 
for  blast  furnace  operation  and  it  has  been  found  that  it  is 
most  economical  in  coke  consumption. 

The  sinter  is  hauled  by  rail  to  the  terminal  at  Michi- 
picoten,  where  it  is  dumped  from  the  railway  cars  into  a 
14,000  ton  hopper  from  which  it  in  turn  is  loaded  into  the 
boats  for  transfer  to  the  steel  plant  at  Sault  Ste.  Marie.  A 
conveyor  belt  system  transfers  the  ore  from  this  large  hopper 
to  the  boats,  loading  directly  into  the  vessel  hatch  at  the 
rate  of  about  1,500  gross  tons  per  hour.  It  is  possible  to 
handle  up  to  2,000  gross  tons  per  hour,  which  will  result 
in  loading  a  boat  in  five  hours.  Up  to  the  end  of  1940  this 
conveyor  belt  system  has  handled  over  471,000  gross  tons 
of  sinter. 

An  interesting  question  period  was  carried  on  when  Mr. 
MacLeod  had  finished  his  paper,  at  the  conclusion  of  which 
Mr.  S.  R.  Frost  moved  a  vote  of  thanks.  The  hearty 
handclap  which  Mr.  MacLeod  received  was  indiciative  of 
the  extent  to  which  his  paper  had  been  enjoyed. 

After  the  adjournment  the  members  retired  to  one  of 
the  private  dining  rooms  where  refreshments  were  served. 

VANCOUVER  BRANCH 

T.  V.  Berry,  m.e.i.c.   -     -     Secretary-Treasurer 
Archie  Peebles,  m.e.i.c.  -      Branch  News  Editor 

The  Vancouver  Branch  met  on  Wednesday,  February 
26th,  at  the  Hotel  Georgia  to  hear  an  address  on  The 
Origin,  Theory  and  Dynamics  of  Tides.  The  speaker 


212 


April,   1941     THE  ENGINEERING  JOURNAL 


was  Ralph  Hull,  professor  of  mathematics  at  the  University 
of  British  Columbia. 

Dr.  Hull  based  his  interpretation  of  the  causes  of  tidal 
phenomena  on  the  equilibrium  theory,  which  is  the  prin- 
ciple followed  in  forecasting  and  the  preparation  of  tide 
tables.  The  fundamental  mathematical  relationships  de- 
rived from  this  theory  are  fairly  simple,  but  when  all  factors 
affecting  the  variables  are  taken  into  account,  the  result 
is  a  very  intricate  series  of  equations  which  have  to  be 
solved  simultaneously.  Actually,  the  computations  are  done 
on  a  type  of  integrating  machine,  of  which  there  are  only 
five  or  six  in  existence,  one  of  these  being  at  Liverpool, 
where  tide  tables  for  Canada  are  prepared. 

Tides  exhibit  several  different  sets  of  variations,  each 
due  to  a  different  cause  and  independent  of  the  other, 
although  their  effects  are  inter-related.  Principal  variations 
are  the  semi-diurnal,  fortnightly,  and  long  range  variations. 
Semi-diurnal  changes  take  place  in  an  average  time  of  12 
hrs.  25  min.  and  are  the  result  of  the  passage  of  the  moon 
over  the  meridian  of  any  local  point.  Fortnightly  changes 
are  in  the  range  of  tide  between  high  and  low,  and  in  the 
equality  or  otherwise  of  highs  and  lows.  Variations  in  range 
are  spoken  of  as  spring  and  neap  tides,  and  are  the  result 
of  the  attractions  of  the  earth  and  the  moon  either  supple- 
menting or  cancelling  each  other.  This  is  also  known  as 
the  synodic  effect.  Long  range  variations  are  less  notice- 
able, and  are  chiefly  due  to  changes  in  the  maximum  declina- 
tion of  the  moon  because  its  orbit  is  not  parallel  to  that 
of  the  earth. 

In  some  localities  one  effect  will  predominate  more  than 
the  other,  as  regards  the  long  range  variations.  The  synodic 
effect  is  most  pronounced  in  Atlantic  tides,  and  those  of 
Hudson's  Bay  and  the  St.  Lawrence.  On  the  Pacific  Coast, 
the  declinational  effect  is  the  predominant  one.  The  anoma- 
listic effect,  or  that  due  to  the  moon's  elliptical  orbit,  is 
noticeable  in  the  tide  of  the  Bay  of  Fundy.  Prediction  cal- 
culations are  made  for  five  locations  on  the  coast  of  British 
Columbia,  and  corrections  are  applied  for  other  locations. 
Calculations  for  currents  and  tidal  estuaries  are  usually 
made  by  hand  in  a  local  office.  Corrections  have  to  be  made 
for  each  month  of  the  year. 

Engineers  are  interested  in  tide  phenomena  where  they 
have  to  deal  with  bridge  foundation  problems,  dredging, 
dock  construction,  sewage  disposal,  etc.  A  great  deal  of 
discussion  took  place  along  these  lines,  much  of  which 
concerned  the  experiences  of  those  present  in  various  parts 
of  the  country.  Many  peculiarities  of  tides  cannot  be  ex- 
plained on  the  same  basis  as  tide  predictions  are  made, 
because  they  are  due  to  local  terrestrial  influences. 

The  chair  was  occupied  by  Dean  J.  N.  Finlayson,  branch 
chairman,  and  a  warm  vote  of  thanks  was  extended  to 
Dr.  Hull  by  Mr.  H.  N.  Macpherson.  About  sixty  members 
and  guests  attended. 

Clad  Metals,  their  manufacture,  application  in 
industry  and  anti-corrosive  properties,  was  the  subject 
at  a  meeting  of  the  branch  on  March  7th  at  the  Universtiy 


of  British  Columbia.  In  the  absence  of  Dean   Finlayson 
the  chair  was  occupied  by  W.  O.  Scott. 

The  address  was  given  by  E.  C.  Gosnell,  chemical  engi- 
neer, Lukens  Steel  Company  of  America,  through  the  cour- 
tesy of  Wilkinson  and  Company  Limited,  their  Vancouver 
representatives.  In  introducing  his  subject,  the  speaker 
pointed  out  that  anti-corrosive  materials  are  used  for  the 
following  reasons:  to  increase  the  life  of  the  structure,  to 
maintain  the  quality  and  prevent-  contamination  of  pro- 
ducts, to  permit  sterilization  of  equipment,  to  reduce  main- 
tenance costs,  to  reduce  weight,  and  for  better  appearance. 

Clad  metals  at  present  available  employ  nickel,  monel, 
inconel  and  stainless  steel  as  the  anti-corrosive  or  clad- 
ding material.  They  are  manufactured  by  placing  two  sheets 
of  one  of  these  metals  between  thick  steel  plates  which 
have  been  sand-blasted  and  fluxed  on  the  side  adjacent  to 
the  clad.  The  clad  metal  is  not  as  wide  as  the  steel  backing- 
plate.  Steel  strips  are  then  welded  around  the  edge  of  the 
layer  of  four  plates  to  make  a  gas  tight  joint.  After  heating 
to  rolling  temperature  the  layer  is  rolled  out  to  finished 
thickness,  each  metal  being  proportionately  reduced,  thus 
maintaining  a  known  thickness  of  clad.  A  bond  is  secured 
between  the  clad  and  the  steel  backing  which  will  not 
separate  during  any  fabrication.  The  two  pairs  of  plates 
separate  after  rolling  when  the  edges  have  been  sheared 
off,  thus  providing  a  completely  clad  steel  plate  of  proper 
thickness.  Test  pieces  to  test  the  strength  of  the  bond 
have  all  broken  outside  of  the  bonded  surfaces,  and  a  bond 
strength  of  57,900  lb.  per  sq.  in.  has  been  reached.  It  is 
believed  that  under  rolling,  the  clad  metal  is  densified  and 
that  an  anti-corrosive  layer  is  secured  which  is  less  porous 
than  one  laid  on  by  electrolytic  processes. 

Any  metal  may  be  used  as  a  clad  which  does  not  have 
an  appreciably  different  melting  temperature  from  that  of 
the  backing  material.  For  this  reason  it  is  not  yet  possible 
to  clad  steel  with  aluminium,  which  will  not  maintain  its 
properties  at  the  rolling  temperature  of  steel. 

Clad  metals  have  already  found  widespread  use  in  indus- 
try for  the  manufacture  of  tanks,  kettles,  piping,  mixers, 
table  tops  and  similar  equipment. 

Applications  in  the  industry  were  shown  by  lantern  slides, 
which  were  explained  in  complete  detail  by  Mr.  Gosnell. 
In  summarizing,  he  stated  that  his  company  was  equipped 
to  furnish  clad  plates  up  to  162  in.  width,  and  dished  heads 
up  to  162  in.  diameter.  Larger  sizes  can  be  fabricated  by 
welding  separate  plates.  It  is  expected  that  with  increased 
application,  clad  plates  will  become  cheaper,  as  the  ton- 
nage produced  increases,  and  a  more  economical  disposal 
of  the  scrap  material  which  is  sheared  off  around  the  edges 
is  effected. 

A  number  of  questions  were  asked  regarding  the  best 
materials  for  certain  corrosive  substances,  and  some  prob- 
lems in  fabrication.  A  hearty  vote  of  thanks  was  proposed 
by  Mr.  Ernest  Smith  and  the  agreement  of  the  audience 
was  quite  apparent.  Forty-five  members  and  guests  were 
present. 


WANTED 

Would  purchase  a  second-hand  sel  of  bound 
volumes  of  the  American  Institute  of  Elec- 
trical Engineers  Transactions  for  the  years 
1921  to  1935  inclusive.  Those  who  have  all  or 
any  of  these  volumes  and  wish  to  dispose  of 
them  are  requested  to  send  information  re- 
garding price  and  delivery  to  Box  No.  40-S,  at 
Headquarters. 


FOR  SALE 


One  Transit,  Cooke,  H.  &  O.  9150 

One  Level  U,  Keuffel  and  Esser,  K.  &  E.  5010 

Two  Tripods,  K.  &  E.  5178 

One  Levelling  Rod,  12  ft.  in  3  sects. 

K.  &  E.  6269C-12 
Two  Poles,  6  ft.  K.  &  E.  6290N 
One  Set  Steel  Arrows,  K.  &  E.  6510 
One  Chain,  100  ft.  style  K,  K.  &  E.  7665  B 

The  transit  and  level  are  in  perfect  working  con- 
dition; the  other  items  have  heen  used  only  for  a 
month.  Will  sell  only  as  a  whole.  Price  $175.00.  Apply 
Box  No.  41-S,  at  Headquarters. 


THE  ENGINEERING  JOURNAE    April,   1911 


213 


Library  Notes 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


NATIONAL  BUILDING  CODE 
PART  3;  ENGINEERING  REQUIREMENTS* 

National  Research  Council,  Ottawa,  1941 

256  pp.,  blA  x  8%  inches,  SI. 75 

Reviewed  by  S.  R.  Banks,  m.e.i.c.** 

The  purpose  of  the  National  Building  Code,  which  is 
produced  at  the  instance  of  the  Department  of  Finance, 
the  Royal  Architectural  Institute  of  Canada,  and  other 
organizations  concerned  in  the  elimination  of  unsatisfactory 
construction,  is  the  establishment  of  a  model  building-code 
to  meet  particularly  the  needs  of  smaller  municipalities. 
The  code  in  itself  bears  no  mandatory  powers,  though 
provincial  laws  in  general  require  that  any  work  carried 
out  under  its  regulations  shall  be  designed  and  supervised 
by  a  properly-qualified  engineer  or  architect. 

The  part  now  under  review  was  prepared,  under  the 
National  Research  Council,  by  committees  recruited  from 
men  of  high  standing  in  the  appropriate  fields  of  theory  and 
practice.  The  product  of  three  years'  work,  it  is  a  thorough, 
comprehensive,  and  valuable  document,  bearing  every  indi- 
cation of  the  influence  of  close  examination  of  the  results  of 
recent  research  on  this  continent  and  overseas,  together 
with  observation  of  modern  trends  in  the  numerous  parallel 
codes  that  exist.  The  compilers  have  not  hesitated  to  make 
useful  and  frequent  reference  to  the  standards  of  well-known 
authorities,  chief  among  which  are  the  Canadian  Engineer- 
ing Standards  Association  and  the  American  Society  for 
Testing  Materials.  The  editing  throughout  is  of  a  high 
standard,  and  the  indexing  is  good.  The  reproduction  and 
binding  of  the  text,  however,  are  not  of  the  standard 
merited  by  a  publication  of  this  nature  and  origin. 

The  outstanding  contribution  of  the  book  lies  in  the 
presentation,  for  the  first  time  as  Canadian  standards,  of 
specifications  relating  to  Wood  Construction,  Masonry 
Construction,  and  Excavations  and  Foundations.  In  the 
first  of  these  sections,  the  tabulation  of  allowable  stresses 
and  of  safe  loads  for  various  types  of  connection  alone 
forms  a  serviceable  addition  to  engineering  reference.  A 
feature  of  the  second  is  the  recognition  and  control  of  rein- 
forced brickwork,  gypsum  masonry,  and  glass  block  as 
building  materials.  The  third  section  is  of  special  interest 
in  view  of  the  large  amount  of  research  currently  going  for- 

*  Part  5,  Requirements  Bearing  on   Health  and  Sanitation,   lias 
already  been  published.  Parts  1,  2,  and  4,  Administrative  Require- 
ments, Definitions,  Fire  Protection,  respectively,  are  not  yet  available. 
**  General    Engineering    Department,     Aluminum    Company    of 
Canada  Limited. 


ward  (or,  unfortunately,  deferred),  in  many  countries,  into 
the  behaviour  of  foundations,  particularly  in  cohesive  soils. 
The  provisions  of  the  code  in  respect  to  the  classification 
of  soils  and  maximum  allowable  pressures  thereon  are  gen- 
erally in  accord  with  modern  usage,  although  the  specified 
limit  appears  high  in  some  cases.  A  caution  is  given  regard- 
ing the  anticipation  of  settlements,  and  reference  is  made 
to  the  value  of  positive  tests.  The  Hiley  formula  for  pile- 
driving  is  presented:  this  formula  is  of  British  origin,  and 
Kempe's  Year-Book  gives  it  prominence  as  yielding  satis- 
factory results. 

The  section  relating  to  Reinforced  Concrete  Construction 
also  fills  a  growing  Canadian  need.  A  cursory  comparison 
of  this  standard  with  the  commonly-used  Joint  Committee 
Report  of  the  U.S.A.  reveals  several  interesting  innovations 
in  the  detailed  treatment  of  this  material,  but  space  does 
not  permit  of  their  present  discussion.  The  regulations  per- 
taining to  structural  steelwork  do  not  differ  greatly  from 
those  of  the  C.E.S. A.  except  in  that  a  method  is  propounded 
for  the  estimation  of  the  restraining-effectsof  common  beam- 
connections.  Among  other  items  in  the  book  may  be  men- 
tioned the  logical  treatment  accorded  to  wind-forces  and 
snow-loads,  and  the  inclusion  of  a  method  for  computing 
earthquake-forces.  There  are  also  regulations  dealing  with 
walls  and  roofs. 

Apart  from  judgement  of  its  intrinsic  worth,  however, 
it  is  pertinent  to  look  at  the  Code  in  its  relation  to  other 
engineering  standards,  notably  those  of  the  CE. S.A.  While 
it  is  appreciated  that  a  fresh  and  vigorous  outlook  upon, 
and  an  independent  study  of,  specification  requirements 
cannot  but  offer  the  stimulus  of  competition  to  the  existing 
organization,  yet  from  the  standpoint  of  the  practising  en- 
gineer it  is  somewhat  confusing  to  be  confronted  with  two 
official  standards  of  approximately  the  same  weight  and 
differing  only  in  matters  of  detail.  Such  a  state  of  affairs 
is  well  exemplified  in  the  publication,  within  a  year's  time, 
of  the  two  (  '.E.S.A.  specifications  relating  to  steel  structures 
for  buildings  and  metallic  arc  welding  and  of  the  section 
of  the  code  that  deals  with  the  same  subjects.  It  may  fur- 
thermore be  conjectured  that  the  C.E.S. A.  will  before  long- 
produce  a  revised  specification  for  reinforced  concrete.  It 
will  no  doubt  occur  to  many  engineers  that  the  work  of 
this  new  code  might,  with  the  advantages  of  simplicity 
and  economy,  have  been  carried  out  under  the  auspices  and 
with  the  co-operation  of  the  longer-established  authority, 
the  more  so  in  view  of  the  similarity  of  standing  of  the 
two  personnels  concerned,  and  of  the  two  results  insofar  as 
they  have  been  achieved. 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 

Elements  of  Mining: 

By  Robert  S.  Levais,  New  York,  John  Wiley 
&  Sons,  Inc.,  1941.  579  pp.,  9]/2  x  6  in., 
$5.50. 

REPORTS 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Bureau  of  Mines: 

Investigations  in  Ore  Dressing  and  Metal- 
lurgy, January  to  June  1939.  Ottawa,  1940. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey,  Memoirs: 

Geology  of  Saint  John  Region,  New  Bruns- 
wick by  F.  J .  Alcock,  Memoir  216;  Geology 


of  the  Southern  Alberta  Plains  by  L.  S. 
Russell  and  R.  W.  Landes,  Memoir  221. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey  Papers: 

Preliminary  Map  George.  Creek,  Alberta, 
paper  40-17;  Preliminary  Report  Natural 
Gas  in  Brantford  Area,  Ontario,  Popii 
40-22. 

Canadian  Engineering  Standards  associ- 
ation: 

Canadian  Electrical  Code  Part  :.',  Essential 
Requirements  and  Minimum  Standards 
Covering  Electrical  Equipment,  Specifica- 
tion No.  69.  Construction  and  test  of 
Porcelain  Cleats,  Knobs,  and  Tubes. 

"Canadian  Government  Purchasing 
Standards  Committee: 

Specification   for    Interior    Paint,    Semi- 


Gloss;  Exterior  Priming  Paint,  White 
Lead-Linseed  Oil  Type;  Marine  Enamel, 
White  and  Grey;  Exterior  Linseed  Oil 
Paints,  White  ami  Tinted;  Exterior  ami 
Marine  Enamel,  Signal  Red  and  Post 
Office  Red:  Exterior  Enamel,  White  ami 
Tinted, 

Electrochemical   Siwiety — Preprints 

The  Effect  of  Gas  Pressure  on  the  Passivity 
of  Iron;  The  Effect  of  Silver  (0.05  to  0.15 
per  cent)  on  Some  Properties  and  the  Per- 
formance of  Antimonial  Lead  Storage  Bat- 
tery Crii/s;  Formation  of  Anodic  Coatings 
on  Aluminum;  Indium  Plating.  Preprints 

Nos.  79-9  to  79-18. 

International    Nickel    Company    of  Can- 
ada, Limited 

Annual  Report,  for  the  year  ended  Decem- 
ber si,  1940. 


214 


April,   1941     THE  ENGINEERING  JOURNAL 


Ohio  State  University  Studies  Engineer- 
ing Series — Engineering  Experiment 
Station  Circulars 

America's  Sources  of  Power  and  National 
Defense,  No.  38;  Notes  on  the  Properties 
of  Clay  Casting  Slips,  No.  39;  The  Uni- 
versity and  Industry,  No.  Jfi. 

U.S.  Department  of  Commerce — Build- 
ing Materials  and  Structures: 

Strength,  Absorporlion,  and  Resistance  to 
Laboratory  Freezing  and  Thawing  of 
Building  Bricks  Produced  in  the  United 
States,  BMS60;  Moisture  Condensation  in 
Building  Walls,  BMS63;  Methods  of 
Estimating  Loads  in  Plumbing  Systems, 
BMS65;  Stability  of  Fiber  Sheathing 
Boards  as  Determined  by  Accelerated 
Aging,  BMS69. 

U.S.  Department  of  the  Interior — Geo- 
logical Survey  Bulletins: 

Subsurface  structure  in  part  of  Southwes- 
tern New  York  and  Mode  of  Occurrence  of 
Gas  in  the  Medina  Group,  899-B;  Chromite 
Deposits  in  the  Seiad  Quadrangle  Siskiyou 
County,  California,  922-J  ;  Chromite  De- 
posits of  the  Pilliken  Area,  Eldorado  Coun- 
ty, California,  922-0;  Chromite  Deposits  in 
the  Sourdough  Area,  Curry  County  and  the 
-  Briggs  Creek  Area,  Josephine  County, 
Oregon,  922-P. 

U.S.  Department  of  the  Interior — Geo- 
logical Survey  Professional  Paper: 

Geology  and  Biology  of  North  Atlantic 
Deep-Sea  Cores,  Paper  196- A. 

U.S.  Department  of  the  Interior-Geo- 
logical Survey  Water-Supply  Paper: 

Maximum  Discharges  at  Stream-Measure- 
ment Stations  Through  December  31,  1937, 
with  a  supplement  including  changes 
through  September  30,  1938.  Paper  847. 

BOOK  NOTES 

The  following  notes  on  new  hooks  appear 
here  through  the  courtesy  of  the  Engi- 
neering Societies  Library  of  New  York. 
As  yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 

A.S.T.M.  STANDARDS  ON  RUBBER 
PRODUCTS 

Prepared  by  Committee  D-ll,  December, 

1940.  American  Society  for  Testing  Mater- 
ials, Philadelphia.  256  pp.,  Mus.,  diagrs., 
charts,  tables,  9x6  in.,  paper,  $1.75. 

Thirty-four  standard  and  tentative  methods 
of  test  and  specifications  pertaining  to  rubber 
products  are  presented  in  convenient  form 
for  laboratory  use  and  reference.  The  stand- 
ards cover  chemical  analysis,  physical  pro- 
perties and  various  kinds  of  equipment.  There 
is  a  nine-page  bibliography  of  recent  refer- 
ences on  the  mechanical  testing  of  rubber. 

ANALYTICAL  MECHANICS  FOR  EN- 
GINEERS 

By  F.  B.  Seely  and  N.  E.  Ensign.  3  ed. 
rewritten.  John  Wiley  &  Sons,  New  York, 

1941.  4-50  pp.,  diagrs.,  charts,  tables,  9x6 
in.,  cloth,  $3.75. 

The  principles  of  mechanics  that  are  essen- 
tial for  engineers  are  presented  in  four  parts: 
statics;  kinematics;  kinetics;  and  a  group  of 
special  topics.  The  aim  has  been  to  present 
these  principles  clearly,  to  develop  them  from 
common  experience,  to  apply  them  to  con- 
crete practical  problems,  and  to  emphasize 
their  physical  interpretations.  A  new  chapter 
on  mechanical  vibrations  and  many  new  prob- 
lems have  been  added  in  this  edition. 

(The)  AVIATION  MECHANIC 

By  C.  Norcross  and  J .  D.  Quinn.  McGraw- 
Hill  Book  Co.,  Whittlesey  House,  1941. 
563  pp.,  Mus.,  diagrs.,  charts,  tables, 
9lA  x  6  in.,  cloth,  $3.50. 


Intended  as  a  comprehensive  course  for  the 
prospective  airplane  mechanic,  this  text  pre- 
sents first  a  simple  exposition  of  aerodyna- 
mical theory.  The  very  complete  section  on 
airplane  construction  includes  a  step-by-step 
description  of  the  building  of  a  light,  all-metal 
airplane  and  of  mass  production  methods. 
Maintenance  practice  for  all  types  of  planes 
is  explained  in  detail,  and  in  this  section,  as 
well  as  the  rest  of  the  book,  there  is  a  wealth 
of  practical  illustrations.  Tool  requirements 
for  the  airplane  mechanic  are  appended. 

BIBLIOGRAPHY  OF  SPECTROCHEMI- 
CAL  ANALYSIS.  2  ed.  1940. 

Compiled  by  D.  M.  Smith.   British  N on- 
Ferrous     Metals     Research     Association, 
Euslon  St.,  London,  N.W.I.  55  pp.,  10  x  6 
in.,  paper,  3s. 
This   bibliography   includes  all   the   refer- 
ences published  in  the  1935  "Bibliography  of 
Literature   on   Spectrum   Analysis,"   supple- 
mented by  articles  published  in  the  more  im- 
portant scientific  journals  of  all  countries  up 
to  August,  1940.  The  references  are  broadly 
classified  and  have  short  explanatory  notes. 
There  is  an  author  index. 

COMMERCIAL  TIMBERS   OF  THE 
UNITED  STATES 

By  H.   P.   Brown  and  A.   J.    Panshin. 

McGraw-Hill  Book  Co.,  New  York,  1940. 

554  PP-,  Mus.,  diagrs.,  tables,  9Y2  x  6  in., 

cloth,  $5.00. 
The  first  half  of  this  comprehensive  work 
is  devoted  to  a  full  exposition  of  the  structure 
of  wood  with  special  attention  to  identifica- 
tion features.  Two  keys  are  then  given  for  the 
identification  of  the  more  important  com- 
mercial woods  of  the  United  States,  one  based 
on  characters  visible  to  the  naked  eye  and  the 
hand  lens,  the  other  based  on  microscopic 
features.  The  descriptions  by  species  record 
and  explain  important  uses,  and  selected  refer- 
ences are  given.  There  is  a  glossary. 

CROSBY-FISKE-FORSTER  HANDBOOK 
OF  FIRE  PROTECTION 

Edited  by  R.  S.  Moulton.  9th  ed.  National 
Fire  Protection  Association,  Boston,  Mass., 
1941-    1,308   pp.,    Mus.,    diagrs.,    charts, 
tables,  7  x  4V2  in.,  lea.,  $4-50. 
This  comprehensive  manual  contains  essen- 
tial information  on  all  phases  of  fire  preven- 
tion and  fire  protection.  All  new  developments 
during  the  five  years  since  the  last  edition  in 
hazards,  protective  equipment  and  methods 
have  been  included  in  this  revision,  to  continue 
the  policy  of  providing  an  authoritative  re- 
view of  accepted  practice. 

EXPERIMENTAL  ELECTRICAL  ENGIN- 
EERING and  Manual  for  Electrical 
Testing,  Vol.  2 

By  V.  Karapetoff  and  B.  C.  Dennison. 
4th  ed.  revised.  John  Wiley  &  Sons,  New 
York,  1941.  814  PP-,  Mus.,  diagrs.,  charts, 
tables,  9l/2x  6  in.,  cloth,  $7.50. 

The  second  volume  of  this  laboratory  man- 
ual for  students  and  engineers  contains  theory 
and  tests  for  more  advanced  study  of  the 
subjects  introduced,  in  their  simpler  aspects, 
in  volume  I,  and  describes  the  more  com- 
plicated electrical  equipment  not  covered  pre- 
viously. The  thorough  revision  includes  the 
treatment  of  new  methods  and  types  of  appar- 
atus and  the  addition  of  some  three  hundred 
new  drawings  and  cuts.  There  are  chapter 
bibliographies. 

FOURIER  SERIES  AND  BOUNDARY 
VALUE  PROBLEMS 

By  R.  V.  Churchill.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1941.  206 
pp.,  diagrs.,  tables,  9x6  in.,  cloth,  $2.50. 

This  book  presents  an  introductory  treat- 
ment of  Fourier  series  and  their  application 
to  the  solution  of  boundary-value  problems 
in  the  partial  differential  equations  of  physics 


and  engineering.  The  aim  is  to  give  the  student 
a  conception  of  orthogonal  sets  of  functions 
and  their  use  in  the  classical  process  of  solving 
these  problems.  References  and  review  prob- 
lems are  included. 

GEOLOGY  OF  COAL 

By  O.  Stutter,  translated  and  revised  by 
A.  C.  Noé.   University  of  Chicago  Press, 
Chicago,  III,  1940.  461  pp.,  Mus.,  diagrs., 
charts,  maps,  tables,  10  x  7  in.,  cloth,  $5.00. 
Based  on  a  standard  German   work,  this 
considerably  revised  translation  presents  com- 
prehensive data  from  world-wide  sources  on 
the  character  and  varieties  of  coal  and  the 
techniques   of   its   examination.    The   origin, 
chemical  and  physical  constitution,  and  struc- 
ture of  coal  beds  are  fully  explained,  including 
their  significance  in  the  preparation  and  utili- 
zation of  coal.  A  long  list  of  references  accom- 
panies each  chapter. 

HANDBOOK  OF  THE  GLASS  INDUSTRY 

Compiled  and  edited  by  S.  R.  Scholes. 
Ogden-Watney  Publishers,  New  York, 
1941.  209  pp.,  diagrs.,  charts,  tables,  9  x 
6  in.,  cloth,  $5.00. 

This  reference  manual  for  the  factory  engin- 
eer, chemist  and  plant  executive  provides 
practical  information  on  raw  materials,  glass- 
house fuels,  compressed  air,  properties  of 
glasses,  furnaces,  pyrometers  and  ware  defects. 
Extensive  use  of  graphs  and  tables  increases 
its  ready-reference  value.  Necessary  related 
data  are  included,  and  there  is  a  glossary  of 
glass-house  terms. 

MASTERING  MOMENTUM 

By  L.  K.  Sillcox,  Simmons-Boardman 
Publishing  Corp.,  New  York,  1941.  274 
pp.,  Mus.,  diagrs.,  charts,  tables,  9x6  in., 
cloth,  $2.50. 

Modern  transport  trends  are  discussed  with 
particular  reference  to  their  influence  upon 
the  equipment  of  American  railways.  Current 
developments  in  train  operation  and  braking, 
wheels,  axles,  trucks  and  draft  gear  which  will 
improve  control,  wear  factors  and  riding 
quality  are  described.  Illustrations  and  reac- 
tion graphs  of  various  brake  systems  are 
appended. 

(The)  METALLURGY  OF  DEEP  DRAW- 
ING AND  PRESSING 

By  J.  D.  Jevons,  with  a  foreword  by  H .  W. 
Swift.  John  Wiley  &  Sons,  New  York, 
1940.  699  pp.,  Mus.,  diagrs.,  charts,  tables, 
10  x  6  in.,  cloth,  $10.00. 

This  comprehensive  work  covers  the  many 
phases  of  the  subject  in  such  a  way  as  to  be 
of  value  for  both  practical  workers  and  scien- 
tific students.  The  author  first  describes  the 
production  of  brass  and  steel  sheet,  including 
the  metallurgical  considerations.  The  defects 
and  difficulties  met  in  deep-drawing  brass, 
steel  and  other  metals  are  discussed  in  detail 
and  the  mechanical  equipment  is  described. 
Test  methods,  material  specifications,  new 
applications  and  desired  improvements  in 
metals  and  methods  occupy  separate  chapters. 
There  is  a  large  list  of  references. 

PETROLEUM  INDUSTRY,  an  Economic 
Survey 

By  R.  B.  Shuman.  University  of  Oklahoma 
Press,  Norman,  Okla.,  1940.  297  pp., 
tables,  maps,  charts,  9x6  in.,  cloth,  $3.00. 

All  phases  of  the  petroleum  industry  are 
discussed  from  the  viewpoint  of  an  industrial 
enterprise.  The  technological  subjects  of  pro- 
duction and  refining,  transportation  and  stor- 
age are  tied  in  with  considerations  of  market- 
ing practice,  investment  and  financial  policies, 
taxation,  etc.  Labor  relations  and  inter- 
national trade  are  covered  briefly,  and  a  con- 
siderable chapter  is  devoted  to  questions  of 
conservation  and  control.  Much  information 
is  condensed  into  tables  and  diagrams.  A 
bibliography  is  appended. 


THE  ENGINEERING  JOURNAL    April,  1941 


215 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


March  29th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Couneil  as  strictly  confidential. 


The   Council    will   consider   the   applications   herein   described   in 
May,  1941. 

L.  Austin  Wkight,  General  Secretary. 


*The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  of  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineer» 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

COURCHESNE— CHARLES  EDOUARD,  of  324  Laurier  Ave.,  Quebec,  Que. 
Born  at  Quebec,  April  5th,  1892;  Educ:  1910-12,  Laval  Univ.,  Land  Surveyor,  June 
1912,  Reg'd.  Prof.  Land  Surveyor  1914.  R.P.E.  of  Quebec,  1938;  1913-14,  dftsman., 
Transcontinental  Rly. ;  1914-15,  instr'man.,  Gauvin  &  Beauchemin;  1916-20, 
in8tr'man.,  Quebec  &  Saguenay  Rly.;  1920-37,  divnl.  engr.,  and  1937  to  date,  asst. 
district  engr.,  Provincial  Highway  Dept.,  Quebec. 

References:  A.  Gratton,  J.  0.  Martineau,  J.  A.  Lefebvre,  R.  J.  L.  Savory,  P. 
Vincent. 

JOHNSTON— BRUCE  HENRY,  of  4502  Royal  Ave.,  Montreal,  Que.  Born  at 
Port  Stanley,  Ont.,  Jan.  4th,  1894;  Educ:  B.A.Sc.,  Univ.  of  Toronto,  1922;  1910-13, 
four  year  ap'ticeship  course,  testing  elect'l.  apparatus,  Can.  Gen.  Elec.  Co.  Ltd., 
Peterborough,  Ont.;  1914-16,  on  power  plant  constrn.,  installing  rotary  converters, 
switchboards,  oil  circuit  breakers,  etc.;  1916-19,  overseas,  Lieut.,  Can.  Engrs.;  1922- 
25,  on  export  sales — specialist  on  motors,  control  and  industrial  devices,  International 
General  Electric  Co.,  Schenectady,  N.Y.;  1925-30,  sales  engr.,  apparatus  sales  dept.. 
Can.  Gen.  Elec.  Co.  Ltd.,  Toronto,  Ont.;  1930  to  date,  Montreal  district  manager, 
i/c  transformer  sales  in  eastern  Canada,  Moloney  Electric  Co.  of  Canada  Ltd., 
Montreal. 

References:  E.  Gray-Donald,  R.  H.  Mather,  \V.  H.  Noonan,  G.  A.  Vandervoort. 
R.  N.  Coke. 

LA  JOIE— GERARD,  of  Quebec,  Que.  Born  at  St.  Epiphane,  Que.,  Oct.  21st, 
1909;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1937;  1937-40,  i/c  as 
asst.  for  wharves  constrn.,  retaining  &  diverting  walls,  breakwaters,  dredging,  har- 
bour improvements,  etc.,  Public  Works  of  Canada,  Quebec;  1940  to  date,  i/c  of 
conBtrn.  of  intercepting  sewer,  City  of  Quebec,  for  Arthur  Surveyer  &  Co.,  Montreal, 
Que. 

References:  J.  M.  Begg,  A.  R.  Decary,  P.  Vincent,  L.  G.  Trudeau,  A.  Surveyer, 
J.  G.  Chenevert. 

LANG— EDWIN  GEORGE  POWER,  of  1290  Fort  St.,  Montreal,  Que.  Born  at 
Wimbledon,  England,  March  5th,  1896;  Educ:  Stanley  Technical,  London,  England. 
Croydon  Polytechnic,  Crovdon,  England:  2nd  Class  Diploma,  College  of  Preceptors, 
London,  England;  1917-20,  with  the  R.A.F.;  1920-25,  on  constrn.  for  C.N.R.  and 
C.P.R.J  1925-26,  surveys,  Shawinigan  Engineering  Company;  1926-33,  field  engr., 
Canadian  Car  &  Foundry  Co.  Ltd.;  1934-36,  private  geological  investigations  and 
surveys;  1937-39,  geological  investigator,  rock,  gravel  &  sand,  Canada  Cement 
Company;  June,  1940  to  date,  res.  engr.  i/c  constrn.  &  mtce.,  No.  12  Equipment 
Depot,  R.C.A.F.,  Montreal  East.  (Civil  Service  Status — senior  asst.  engr.,  Dept.  of 
National  Defence  for  Air). 

References:  J.  A.  McCrorv,  J.  M.  Breen,  W.  McG.  Gardner,  C.  R.  Lindsey,  L. 
McCoy,  G.  S.  Stairs,  J.  L.  Pidoux. 

MARTIN— ARTHUR  LEY,  of  1181  Mountain  St.,  Montreal,  Que.  Born  at 
Winnipeg,  Man.,  Nov.  12th,  1909;  Educ:  B.Sc  (CE.),  Univ.  of  Man.,  1934;  10:15 
(Sept. -Nov.),  junior  engr..  Manitoba  Good  Roads  Dept.;  June,  1936,  asst.  inspr., 
C.  D.  Howe  &  Co.  Ltd.;  1936  (July-Nov).  sub-grade  inspr.,  Manitoba  Good  Roads 
Dept.;  1937  (Jan. -Apr),  inspr..  Greater  Winnipeg  Sanitary  District;  1937-40.  dfts- 
man., Truscon  Steel  Co.  Ltd.,  Toronto,  Ont.;  At  present,  dftsman.,  General  Engrg. 
Dept.,  Aluminum  Co.  of  Canada,  Montreal. 

References:  A.  E.  Macdonald,  S  R.  Banks.  H.  H.  James,  D.  G.  Elliot,  G.  H. 
Herriot,  J-  N.  Finlayson. 

NARSTED— GEORGE  KENDALL,  of  Windsor,  Ont.  Born  at  Sault  Ste.  Marie, 
(int..  May  29th,  1917;  Educ:  B.Eng.  (Mech.),  McGill  Univ.,  1940;  1936-37-38 
(summers),  machine  shop  work:  1939  (summer),  dfting  &  estimating,  F.  L.  Smidth 
Co.,  New  York;  1940-41,  assembly  layouts  &  work  in  purchasing  dept.,  Canadian 
Rridge  Co.  Ltd..  Walkerville.  At  present,  machine  tool  designer,  Eaton  Wilcox  Rich 
Ltd.,  Windsor,  Ont. 

References:  F.  .1.  Pollock,  II  I.  Johnston,  A.  H.  MacQuarrie,  T.  R.  Durley,  W.  L, 
Saunders. 

PEACE  JOHN  THOMAS,  of  103  Earlscourt  Road,  Toronto,  Ont.  Born  at 
Reigate,  Surrey,  England,  Sent.  4th,  1905;  Educ:  Central  Technical  School,  Toronto. 
Correa.  course,  elec  engrg.,  Rell  Telephone  Co.  of  Canada.  Qualified  as  Sergeant  in 
Military  Engrg.  at  Kingston.  1925,  and  as  Warrant  Officer  in  1929;  1926-39,  with  the 
Bell  Telephone  Co.  of  Canada,  Toronto.  With  the  Roval  Canadian  Engrs.  as  follows 
1929-36,  Company  Sergeant  Major,  2nd  field  Co.,  Toronto;  1936-30,  Regimental 
Sergeant  Major,  2nd  Dist.  H.Q.:  1939-40,  Engineer  Clerk,  Sergeant  Major,  No.  1 
Workshop  At  Park  Co.,  C.A.S.F.  At  present,  Regimental  Sergeant  Major,  1st  Battn., 
Canadian  Army  (overseas).   (Asks  admission  as  Affiliate). 

References:  C.  S.  L.  Hertzberg,  H.  R.  Lvnn,  A.  J.  Kerry,  A.  L.  Tregillus,  P.  L. 
Debney,  A.  M.  Reid,  R.  G.  Saunders,  H.  N   Gzowski. 

PR ITCHARD— WILLIAM  ROBERT,  of  the  Town  of  Mount  Roval,  Que.  Born 
at  Rrantford,  Ont.,  Mav  8th,  1904;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1925;  With  the 
Bell  Telephone  Co.  of  Canada  as  follows:  1925-29,  asst  mtce.  engr.,  1929-37,  central 
office  engr..  1937-38,  personnel  supervisor,  1938  to  date,  repair  supervisor,  involving 
general  staff  methods  and  results  of  work  re  exchange  mtce 

References:  G.  S.  Ridout,  A.  M.  Mackenzie,  H.  E.  McCrudden,  J.  L.  Clarke, 
H.  J.  Venues 

RANKIN— ROBERT  ARTHUR,  of  Montreal,  Que.  Born  at  Glasgow,  Scotland. 
Nov.  19th.  1902 Educ:  Diploma  in  Engrg.  Science,  Roval  Technieal'College,  R.Sc  , 
Glasgow  Univ.,  1925:  M.Eng.  (Indust.  Economics),  1933,  M.Sc  (Metallurgy),  1937, 
McGill  Univ.;  R.P.E.  of  Quebec;  1916-17,  Ferme  Collierv,  Rutherelen,  Glasgow; 
1917-22,  John  McNeil  &  Co.,  Glasgow,  dfting.,  pattern,  foundry,  fitting,  machine 
shops — erection  &  testing  (heavy  mech.  &  power  equipments  :  1922-24,  with  the  Arm- 
strong Construction  Comnanv  (Armstrong  Whitworth,  Glasgow),  work  included 
steel  trans,  lines  in  New  Zealand,  hydroelectric  &  paper  mill  equipment  in  Nfld., 
rotary-converter  &  transformer  stations  in  England,  dry  dock  equipment,  etc; 
1924-27,  Naval  Dockyard,  Dalmuir,  Scotland  (operated  bv  Wm.  Beardmore  Ltd.), 
design,  testing,  trial  trips,  etc.,  power,  propulsion,  technical  services;  1930-31,  man- 
ager, Morton  Engrg.  &  Drvdock  Co..  Quebec:  1931  to  date,  general  industrial  con 
sltg.  practice  in  Montreal  (a)  with  Ernest  Cormier,  M.E.T.C,  incl.  mech.  &  elec 
work  at  University  of  Montreal.  Le  Petit  Journal  press  room  <fr  plant,  the  Supreme 
Court  of  Canada:  (b)  partner — Rohert  A.  Rankin  <v  Company,  incl.  work  for 
Algonouin  Paper  Co.,  St  Lawrence  Paner  Co..  The  Ogilvie  Flour  Mills  Co.  Ltd., 
and  the  Brown  Corporation  (Canada).  Retained  by  two  latter  companies  for  super- 
vision of  all  mtce.,  engrg.,  and  development  of  new  projects,  etc. 

References:  F.  S.  B.  Heward,  F.  J.  Rell,  FT,  T.  Doran.  R.  E.  MacAfee,  A.  Stansfield, 
W.  J.  Armstrong,  J.  A.  Kearns,  J.  M.  Robertson,  R.  Calvin. 

SMITH  — WALTER  H.,  of  7  Kingscourt  Drive,  Toronto,  Ont.  Born  at  Toronto, 
April  10th,  1887;  Educ:  Toronto  Technical  Schools.  R.P.E.  of  Ontario  since  1922); 
1909  to  date,  with  the  T.  Eaton  Co.  Ltd.,  Toronto.  Work  included  design  and  super- 
intendence of  erection  and  installn.  of  numerous  lighting,  heating,  ventilating  and 
sprinkler  systems,  elevators,  cold  storage  plant,  vacuum  cloth  drying  equipment, 
private  water  supply  at  Oakville,  constrn.  and  all  mech'l.  services  for  lowering  of  store 
basement  and  sub-basement,  foundry  bldg.,  air  cooling  system,  also  installn  of  three 
new  boilers  with  coal  and  ash  handling  equipment,  in  power  house  of  store  bldg. 
At  present,  chief  engr.,  i/c  of  power  plant,  electricians,  plumbers,  steamfitters,  tin- 
smiths, carpenters,  painters,  etc. 

References:  W.  H.  M.  Laughlin,  A.  R.  Robertson,  E.  T.  Bridges,  W.  W.  Gunn, 
F.  E.  Wellwood,  P.  M.  Thompson. 


(Continued  on  page  217) 


216 


tpril,   1011     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

SALES  ENGINEER  for  pulp  and  paper  mill  machin- 
ery, woodworking  and  machine  tools.  Salary  $60  a 
month  plus  1%  commiseion.  Apply  to  Box  No. 
2250-V. 

STEAM  ENGINEER  wanted  by  paper  mill  in  Ontario. 
Applicanta  should  be  University  graduates  in  mechan- 
ical engineering  with  experience  in  the  generation  and 
distribution  of  steam.  Apply  stating  full  particulars 
of  education  and  experience,  and  giving  references  to 
Box  No.  2283-V.  Applications  will  not  be  con- 
sidered from  persons  in  the  employment  of  any  firm, 
corporation  or  other  employer  engaged  in  the  pro- 
duction of  munitions,  war  equipment,  or  supplies 
for  the  armed  forces  unless  such  employee  is  not 
actually  employed  in  his  usual  trade  or  occupation. 

ENGINEER— Age  35-45.  To  sell  and  demonstrate 
metal  spraying  equipment.  Must  have  successful 
sales  record  and  own  his  own  car.  Salary  paid  while 
training,  then  on  a  drawing  account  against  com- 
missions earned.  Apply  Box  No.  2309-V. 

ALLOY  METALLURGISTS  with  a  knowledge  of 
physical  chemistry  and  elementary  metallography. 
Apply  Box  No.  2326-V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


YOUNG  MECHANICAL  ENGINEER  interested  in 
research  and  mechanical  testing  rather  than  pro- 
duction for  work  in  Canada.  Apply  Box  No.  2327-V. 

GRADUATE  MECHANICAL  ENGINEER  in  good 
health,  energetic,  to  work  with  large  industrial  con- 
cern in  British  Guiana.  Applications  should  be  sent  to 
Box  No.  2328-V. 

MECHANICAL  ENGINEER,  preferably  graduate, 
familiar  with  diesel  engines,  tractors  and  shovels  for 
maintenance  work  with  large  industrial  firm  in 
British  Guiana.  Applications  should  be  addressed  to 
Box  No.  2329-V. 


CONSTRUCTION  MAN  with  experience  in  heavy 
construction  for  either  a  long  or  short  term  contract 
in  British  Guiana.  Applications  should  be  addressed 
to  Box  No.  2330-V. 

SITUATIONS  WANTED 

CHIEF  ENGINEER— twenty  years  industrial  con- 
struction, production  and  operation.  Structures, 
equipment,  steam,  hydro.  Experienced  conferences, 
preliminaries,  organizing,  preparing  plans,  estimates, 
specifications,  negotiation  of  contracts.  Apply  to 
Box  No.  36-W. 


OFFICERS  URGENTLY  REQUIRED  FOR 
TECHNICAL  UNIT 

The  Commanding  Officer  of  the  No.  4  Army  Field  Workshop,  R.C.O.C.  (AF)  has 
advised  us  that  there  are  several  vacancies  in  his  officer  establishment  for  men  with 
engineering  training  and  experience.  Generally  speaking  the  qualifications  necessary 
are  as  follows: 

Age— 25-42  (British  Subject). 

Education — A  degree  in  mechanical  or  electrical  engineering  is  preferred,  but  is 
not  essential  if  practical  experience  has  been  considerable. 

Experience — (Civil)  Should  have  been  along  general  mechanical  lines,  machine 
shop,  maintenance,  etc.  A  knowledge  of  motor  vehicles  is  desirable.  Military  exper- 
ience is  desirable,  but  not  essential. 

Character — Satisfactory  character  reference  must  be  submitted  and  personality 
will  be  taken  into  consideration. 


A  short  description  of  the  composition  and  functions  of  an  Army  Field  Workshop 
would  be  of  natural  interest  to  any  candidate. 

The  A.F.W/S.  is  completely  mobile  and  consists  of  a  Main  Shop,  Recovery  Sections 
and  Light  Aid  Detachments.  The  officers  are  known  as  Ordnance  Mechanical  En- 
gineers and  the  other  rank  personnel  is  mainly  composed  of  tradesmen,  such  as 
fitters,  machinists,  electricians,  welders,  mechanics,  etc. 

The  equipment  is  extraordinary,  consisting  of  workshop  lorries,  breakdown  and 
recovery  vehicles,  stores  lorries,  as  well  as  transport  vehicles,  motorcycles,  etc. 

The  principal  functions  of  an  A.F.W/S.  are  to  take  care  of  1st  and  2nd  line  recovery, 
repair  and  maintenance  of  practically  all  equipment  used  by  an  Army  in  the  field. 
This  includes  small  arms,  mobile  artillery  up  to  9.2  inch,  radio  and  other  electrical 
equipment,  textiles,  all  motor  transport  except  that  operated  by  the  Army  Service 
Corps. 

Apart  from  the  privilege  of  giving  to  his  country  the  benefit  of  his  knowledge  and 
training,  an  officer  in  a  unit  of  this  type  has  a  great  opportunity  for  the  acquirement 
of  very  valuable  experience. 

All  inquiries  may  be  addressed  to  the  Officer  Commanding  the  unit  at  Westmount 
Barracks,  4350  St.  Catherine  St.  West,  Westmount,  Que. 


PRELIMINARY  NOTICE  (Continued  from  page  216) 

WALES— CHARLES  CLARKE,  of  Indian  Point,  Ont.  Born  at  Sharon,  Penn., 
July  25th,  1900;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1924;  Regd.  Prof.  Engr.,  State  of 
Ohio,  1936;  1924-25,  graduate  students'  course,  Westinghouse  Company,  East  Pitts- 
burgh; 1925-27,  asst.  chief  metallurgist,  1927-29,  supt.,  open  hearth  blooming  mill, 
Bar  Mills,  and  1929-37,  chief  engr.,  Otis  Steel  Company,  Cleveland,  Ohio;  1939  to 
date,  vice-president  and  general  manager,  Hamilton  Bridge  Co.  Ltd.,  Hamilton, 
Ont. 

References:  A.  Love,  H.  A.  Cooch,  T.  S.  Glover,  W.  J.  W.  Reid,  W.  D.  Black. 

FOR  TRANSFER  FROM  THE  CLASS  OF  JUNIOR 

GRAHAM— GEORGE,  of  5880  Cote  St.  Antoine  Road,  Montreal,  Que.  Born  at 
Winnipeg,  Man.,  Feb.  7th,  1907;  Educ:  B.Sc.  (Civil),  Univ.  of  Sask.,  1933;  Summers 
— 1924-26,  municipal  engrg.;  1927-31,  inspr.  i/c  of  road  constrn.,  City  of  Saskatoon; 
1935,  i/c  field  party,  Dept.  of  Mines;  1935-36,  instr'man,  townsite  &  mine  work,  Lake 
Arthabasca  district;  1936-37,  writing  reports  as  obtained  on  summer  surveys;  1937, 
constrn.  work  for  Joy  Oil  Co.,  Toronto;  1937  to  date,  consltg.  engr.  to  and  fire  protec- 
tion engr.  for  The  Canadian  Underwriters  Assn.  and  associated  insurance  companies. 
(Jr.  1937). 

References:  R.  A.  Spencer,  E.  K.  Phillips,  G.  D.  Archibald,  F.  C.  C.  Lynch,  A.  J. 
Foy,  J.  K.  Sexton,  A.  J.  Wise. 

SVARICH— JOHN  PAUL,  of  Edmonton,  Alta.  Born  at  Vegreville,  Alta.,  Dec. 
2nd,  1904;  Educ:  B.Sc.  (Civil),  Univ.  of  Alta.,  1929;  1928-29  (summers,  timekpr.  & 
instr'man.,  on  bldg.  constrn.;  1929-30,  drftsman.  Town  Planning  Commn.,  Edmonton, 
and  Driscoll  &  McKnight;  1930-32,  drftsman.,  engrs.  dept.,  City  of  Edmonton;  1932- 
37  (not  engaged  in  engrg.  work — teaching);  1938^10,  dftsman.,  tech.  divn.,  Dept.  of 
Lands  and  Mines,  Alta.;  1940  (Feb. -Aug.),  dftsman.,  City  of  Edmonton;  Sept.  1940 
to  date,  dftsman.,  Alberta  Nitrogen  Co.  Ltd.,  Calgary,  Alta.  (St.  1927,  Jr.  1934). 

References:  R.  J.  Gibbs,  R.  S.  L.  Wilson,  J.  V.  Rogers,  R.  G.  Watson,  A.  W. 
Haddow. 

FOR  TRANSFER  FROM  THE  CLASS  OF  STUDENT 

BROSSARD— LEO  GERARD,  of  280  Maple  Ave.,  St.  Lambert,  Que.  Born  at 
Laprairie,  Que.,  Sept.  23rd,  1912;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Mont- 
real, 1936.  M. Se,  McGill  Univ.,  1940;  Prior  to  1937,  student  asst.  on  various  field 
parties  with  Quebec  Streams  Commn.,  Quebec  Bureau  of  Mines,  Geol.  Survey  of 
Canada;  1937-40,  asst.  professor,  of  mineralogy  &  geology,  Ecole  Polytechnique, 
Montreal;  Lecturer  to  prospectors  at  various  periods  from  1937  to  1941;  1939,  geo- 
logist, Cournor  Mining  Co.  Ltd.,  Perron,  Que.  ;  At  present,  lecturer,  Bureau  of  Mines, 
Quebec.  (St.  1936). 

References:  A.  O.  Dufresne,  O.  O.  Lefebvre,  A.  Circe,  A.  Frigon,  L.  Trudel. 


DUSSAULT— JEAN  EDOUARD,  of  108^th  Ave.,  Pointe  aux  Trembles,  Que. 
Born  at  Montreal,  Nov.  11th,  1911;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique, 
Montreal,  1938;  Summers — 1931-36,  municipal  work,  1937,  instr'man.,  Canadian 
Hoosier  Co.:  1938,  asst.  res.  engr.  on  highway  constrn.;  1938-40,  temp,  junior  engr., 
Public  Works  Dept.,  Ottawa;  May,  1940  to  date,  res.  engr.,  Air  Services  Branch, 
Dept.  of  Transport.  (St.  1937). 

References:  A.  Circe,  J.  A.  Lalonde,  P.  P.  Vinet,  R.  A.  Laferriere,  E.  F.  Hawley. 

HOWARD— HENRY  MERVYN,  of  Orillia,  Ont.  Born  at  Lynden,  Ont.,  June 
22nd,  1906;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1940;  1927-32,  assisted  in  work  neces- 
sary in  starting  sand  &  gravel  business — bldg.  &  operating  plant,  sales  delivery,  pur- 
chasing, collections  (for  N.  H.  Howard-father);  1932-36,  full  charge  of  above  opera- 
tion, which  was  formed  into  Howard  Sand  and  Gravel  Co.  Ltd.,  Aldershot,  Ont.; 
1937-40  (summer  work),  asst.  assayer  &  asst.  engr.,  Hard  Rock  Gold  Mines  Ltd., 
aBst.  mill  operator,  Lamaque  Gold  Mines  Ltd.,  i/c  mill  research,  etc.,  Hard  Rock 
Gold  Mines  Ltd.,  materials  engr.,  munitions  plant  constrn.  for  Fraser  Brace  Engrg. 
Co.;  Oct.  1940  to  date,  metallurgical  sales  engr.,  i/c  of  sales  &  engrg.  on  miffing 
equipment,  incl.  filters,  roasters,  flotation  equipment,  etc.,  for  E.  Long  Ltd.,  Orillia, 
Ont.  (St.  1940). 

References:  E.  P.  Muntz,  C  G.  Williams,  P.  C.  Kirkpatrick,  L.  T.  Rutledge,  W.  I. 
Shuttleworth,  J.  J.  Spence. 

LEROUX— JACQUES,  of  3686  St.  Hubert  St.,  Montreal,  Que.  Born  at  Montreal, 
July  2nd,  1914;  Educ:  B.A.Sc,  Ecole  Polytechnique,  Montreal,  1939;  1930-38 
(summers),  instr'man.,  drftsman.,  junior  engr.,  Quebec  Streams  Commn.  &  Public 
Works  of  Canada;  1939-40,  asst.  engr.,  Public  Works  of  Canada,  Montreal;  1940  to 
date,  res.  engr.,  civil  aviation  branch,  Dept.  of  Transport,  Montreal,  Que.  (St.  1937). 

References:  A.  Circe,  J.  A.  Lalonde,  J.  A.  Wilson,  F.  J.  Leduc,  O.  O.  Lefebvre. 

LOCHHEAD,  JOHN  STARLEY,  of  3417  Patricia  Ave.,  Montreal,  Que.  Born  at 
Lachine,  Que.,  Dec.  26th,  1913;  Educ:  B.Eng.  (Civil),  McGill  Univ.,  1937;  with  the 
Dominion  Bridge  Co.  Ltd.,  as  follows:  1937-40,  plant  work,  and  work  in  plant  man- 
agement office;  1940-41,  boiler  inspection  (Marine);  Jan.  1941  to  date,  shop  foreman, 
small  welding  &  detail  dept.   (St.   1934). 

References:  F.  Newell,  R.  S.  Eadie,  H.  W.  McMillan,  A.  H.  Munson,  P.  Millar, 
L.  Jehu,  Jr. 

PERRY— GEORGE  THOMAS,  of  91  MacLaren  St.,  Ottawa,  Ont.  Born  at 
Toronto,  Ont.,  Sept.  27th,  1915;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1939;  1936-37, 
machine  shop,  Baker  Platinum  Co.,  Toronto;  1937-38,  lab.  technician,  Connaught 
Laboratories,  Toronto;  1939  to  date,  asst.  to  director,  divn.  of  mech.  engrg.,  National 
Research  Council,   Ottawa,  Ont.   (St.    1938). 

References— J.  H.  Parkin,  C  J.  Mackenzie,  B.  G.  Ballard,  D.  S.  Smith,  S.  L. 
Grenzebach,  J.  J.  Spence,  W.  S.  Wilson,  S.  J.  Murphy. 


THE  ENGINEERING  JOURNAL     April,  1941 


217 


Industrial  News 


STEEL  SPECTROSCOPE 

Empire  Engineering  Co.,  Toronto,  Ont., 
represent  Adam  Hilger,  Ltd.,  of  London, 
Eng.,  who  have  issued  a  12-page  booklet, 
No.  243/3,  which  describes  at  length  and 
illustrates  the  Spekker  Steeloscope,  an 
instrument  designed  for  rapid  and  reliable 
sorting,  checking  of  steel  stores,  purchases 
and  scrap  and  for  general  control  of  pro- 
duction. 

MOLYBDENUM  TUNGSTEN  HIGH 
SPEED  STEELS 

A  12-page  booklet  issued  by  Jessop  Steel 
Co.  Ltd.,  Toronto,  Ont.,  describes  the  com- 
pany's molybdenum  tungsten  high  speed 
steel.  The  physical  properties,  approximate 
analysis,  hardness  values  at  varying  drawing 
temperatures  and  heat  treating  procedure  are 
enumerated. 
HANDLING  EQUIPMENT 

Lift  trucks,  die  handling  trucks,  sheet 
handling  trucks,  and  elevating  tables,  all 
hydraulically  operated;  also  trucks  with 
hydraulic  elevating  tables,  utility  trucks, 
steel  frame  skid  platforms,  and  special  hand- 
ling equipment  are  all  featured  in  a  2-page 
pamphlet  published  by  Lyon  Iron  Works,  of 
Greene,  N.Y. 

GLASS  CLOTH 

Irvington  Varnish  &  Insulator  Co.  of 
Canada  Ltd.,  Hamilton,  Ont.,  are  distribut- 
ing an  interesting  folder,  with  samples 
attached,  describing  Irvington  Varnished 
Fiberglas.  The  folder  gives  dielectric  strengths 
of  the  five  different  cloth  thicknesses  now 
regularly  manufactured  when  impregnated 
and  coated  with  black  or  yellow  insulating 
varnishes.  Standard  widths  and  lengths  of 
rolls  of  both  tape  and  full  width  cloth  are 
given. 

FRACTIONAL    H.P.    SILENT    CHAIN 
DRIVES 

Folder  1894,  of  Link-Belt  Limited,  Toronto, 
Ont.,  describes  3/  16-in.  pitch  silent  chain  drive 
for  fractional  horse  power  duty,  such  as  on 
cameras,  picture  projectors,  ice  cream  freezers, 
machine  tools,  cigar  machines,  bread  slicers, 
doughnut  machines,  stokers,  meters,  blowers, 
etc. 

WATER  CONDITIONING 

A  48-page  catalogue  issued  by  Cochrane 
Corp.,  Philadelphia,  Pa.,  describes  and 
illustrates  the  company's  Hot  Process  Water 
Softeners  for  removal  of  hardness,  silica  and 
other  scale  forming  material  from  boiler  feed 
and  industrial  process  waters.  It  also  contains 
a  9-page  appendix  of  feed-water  chemistry, 
also  heat  balances,  flow  diagrams,  two-colour 
construction  drawings  and  engineering  tables 
and  charts. 


Industrial     development  —  new    products  —  changes 
in    personnel    —   special    events   —   trade    literature 


Mechanical  Draughtsman 

WANTED  —  Mechanical 
Draughtsman — preferably  grad- 
uate Mechanical  Engineer,  with 
pulp  and  paper  mill  experience 
for  large  pulp  and  paper  mill 
located  near  Ottawa.  Position 
offers  steady  employment.  Appli- 
cants now  employed  in  war  in- 
dustries will  not  be  considered. 

Apply  Box  2332- V 

THE  ENGINEERING  JOURNAL 

2050  Mansfield  St.,  Montreal 


SOLDER  FITTINGS  AND  VALVES 

Catalogue  "S"-B,  16  pp.,  issued  by  Empire 
Brass  Mfg.  Co.  Ltd.,  London,  Ont.,  covers 
the  complete  Empire  line  of  cast  brass  solder 
fittings  and  valves  for  use  with  hard  wall 
copper  pipe.  Price  list  included. 

EQUIPMENT  FOR  BUILDINGS 

Entitled  "Equipment  for  Buildings  and 
Institutions,"  bulletin  WP-1099-B  27,  issued 
by  Worthington  Pump  &  Machinery  Corp., 
Harrison,  N.J.,  features  this  company's 
extensive  range  of  equipment  for  air  con- 
ditioning, refrigeration,  water  softening  and 
other  requirements  in  the  modern  public 
building  and  industrial  plant. 

TRACTORS  AND  ROAD 
EQUIPMENT 

Caterpillar  Tractor  Co.,  Peoria,  111.,  have 
issued  a  36-page  illustrated  catalogue  listing 
more  than  50  products — track-type  tractors, 
road  machinery,  Diesel  and  natural  gas 
engines,  Diesel  marine  engines,  Diesel  auto- 
motive engines  and  Diesel  and  natural  gas 
electric  sets. 

STEAM-JET  EJECTORS 

Worthington  Pump  &  Machinery  Corp., 
Harrison,  N.J.,  announce  the  publication  of 
bulletin  W-205-B8  (two-stage  type  CPA)  and 
bulletin  W-205-B6B  (single-stage  type  NPA). 
These  two  bulletins,  4  pp.  each,  provide 
illustrations,  descriptive  drawings  and  en- 
gineering data  of  these  two  types  of  steam-jet 
ejectors. 

STAINLESS  STEEL  PANEL 

A  reprint  from  "Steel"  describing  and 
illustrating  "Ludlite  Bord,"  a  stainless  steel 
"Lumber"  for  all  kinds  of  interior  and  exterior 
trim,  has  been  issued  by  the  Ludite  Div.  of 
Allegheny  Ludlum  Steel  Corp.  La  Salle 
Builders  '  Supply  Ltd.,  Montreal,  are  dis- 
tributors of  this  new  product. 

RADIO  INTERFERENCE 

A  reprinted  article  from  "Line"  entitled 
"Prevention  Easier  Than  Cure  of  Radio 
Interference"  and  illustrated  by  diagrams,  is 
being  distributed  by  Canadian  Line  Materials, 
Ltd.,  Toronto,  Ont. 

PUMPS  AND  SOFTENERS 

Pumps  and  Softeners,  Ltd.,  London,  Ont., 
have  issued  three  bulletins,  in  a  binder, 
which  contain  complete  descriptions  of  Duro 
shallow  and  deep  well  pumps  (pneumatic 
water  systems,  hot  water  circulating  pumps, 
condensation  return  units,  cellar  drainers, 
sump  pumps)  and  Duro  domestic  water 
softeners  and  water  conditioning  equipment. 

PUMPS 

Bulletins  38-D,  58-C,  70-C  and  76-H, 
entitled  "Side  Suction  Centrifugal  Pumps," 
"Vertical  Steam  Pumps,"  "Triplex  Power 
Pumps,"  and  "Small  Size  Self  Oiling  Power 
Pumps,"  have  been  published  by  The  Smart- 
Turner  Machine  Co.  Ltd.,  Hamilton,  Ont. 
These  bulletins  are  8  pages  each  and  contain 
illustrations,   specifications  and  instructions. 

POTHEADS 

"Indoor  and  Outdoor  Potheads"  is  the 
title  of  a  thoroughly  illustrated  catalogue, 
No.  41-1,  issued  by  Canadian  Line  Materials 
Ltd.,  Toronto,  Ont.,  which  contains  reference 
data  covering  a  wide  range  of  types  of  pot- 
heads.  Details  of  construction  are  clearly 
given  and  the  features  illustrated  by  des- 
criptive drawings. 


DRYER 

"The  Link-Belt  Roto-Louvre  Dryer"  is 
the  title  of  a  24-page  catalogue,  No.  1911, 
published  by  Link-Belt  Limited,  Toronto, 
Ont.,  which  contains  engineering  data,  photo- 
graphs and  installation  drawings  of  this  dryer. 
It  is  recommended  for  drying  products  of 
mine,  chemical,  process,  food  and  agricultural 
industries  and  can  be  used  also  as  a  cooler. 

DRILLING  MACHINES 

Describing  and  illustrating  ten  of  the  four- 
teen models  of  "Buffalo  No.  18"  drilling 
machines  with  chrome-nickel  alloy  spindles, 
Bulletin  No.  3123,  issued  by  Canadian  Blower 
&  Forge  Co.,  Ltd.,  Kitchener,  Ont.,  contains 
specifications,  capacities  and  dimensional 
drawings. 

CENTRAL  ELECTRIC  STATION 
OUTPUT 

The  chart,  issued  each  year  by  Canadian 
General  Electric  Co.  Ltd.,  Toronto,  showing 
the  kilowatt  hour  output  of  Canadian  Central 
electric  stations,  contains  the  records  from 
1919  to  the  present. 

CEMENT  DISPERSION 

In  a  20-page  pamphlet,  The  Master 
Builders  Co.  Ltd.,  Toronto,  discuss  the  man- 
ner in  which  dispersing  agents  function  in 
colloidal  systems  generally  and  describe  the 
way  in  which  this  principle  has  been  applied 
to  cement.  The  pamphlet  summarizes  the 
effects  of  a  dispersing  agent  on  the  properties 
of  the  hardened  concrete  or  mortar. 

AUTOMATIC  CONTROLS 

Designated  as  Catalogue  No.  10,  a  24-page 
book  issued  by  Davis  Automatic  Controls 
Co.,  Toronto,  Ont.,  illustrates  the  company's 
line  of  automatic  controls  with  specifications 
in  each  case.  This  covers  a  wide  range  of 
controls  for  heating,  refrigeration  and  in- 
dustrial  equipment. 


MELBOURNE  F.  YULL 

Formerly  a  partner  in  the  firm  of  Potter  & 
Company,  Montreal,  Mr.  Yull  has  been 
appointed  manager  of  the  Montreal  office  of 
H.  L.  Peiler  &  Co.  Ltd. 


218 


April,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  MAY  1941 


NUMBER  5 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


L.  AUSTIN  WRIGHT,  m.e.i.c 
Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R,  DeL.  FRENCH,  m.e.i.c,  Vice-chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.e.i.c 


ADVISORY  MEMBERS 
OF  PUBLICATION  COMMITTEE 

L.  McK.  ARKLEY,  m.e.i.c 
S.  R.    BANKS,  m.e.i.c 
J.  L.  CLARKE,  m.e.i.c 
R.  L.  DUNSMORE,  m.e.i.c 
J.  T.  FARMER,  m.e.i.c 
R.  H.  FIELD,  m.e.i.c 
J.  N.  FINLAYSON,  m.e.i.c 
R.  C.    FLITTON,  m.e.i.c 
R.  G.  GAGE,  m.e.i.c 
F.  G.  GREEN,  m.e.i.c. 
N.  MacL.  HALL,  m.e.i.c. 

B.  F.  C.  HAANEL,  m.e.i.c 
D.  S.  LAIDLAW,  m.e.i.c 
ROBT.  F.  LEGGET,  m.e.i.c 

C.  R.  LINDSEY,  m.e.i.c 
H.  J.  MACLEOD,  m.e.i.c 
J.  L.  RANNIE,  m.e.i.c 

C.  A.  ROBB,  m.e.i.c. 

D.  deC  ROSS-ROSS,  m.e.i.c 
L.  T.  RUTLEDGE,  m.e.i.c. 
H.  W.  TATE,  m.e.i.c 

H.  J.  VENNES,  m.e.i.c. 


Price  50  cents  a  copy,  $3.00  a  year,  in  Canada, 
British  Possessions,  United  States  and  Mexico. 
$4.50  a  year  in  Foreign  Countries.  To  members 
and  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


PRIMITIVE  POWER 

{Photo  by  N.  Brewer,  15818  Braemar  Dr.,  Cleveland,  Ohio) 


Cover 


REPORT  OF  THE  COMMITTEE  ON  WESTERN  WATER  PRORLEMS  .  222 

ESTIMATING  PRODUCTION  COSTS  IN  AIRCRAFT  MANUFACTURE 

A.  T.  E.  Wanek,  M.E.I.C 236 

Discussion      ............  239 


ANTITANK  AND  ANTIAIRCRAFT  GUNS 
Brig. -Gen.  R.  H.  Somers,  U.S.A.    . 


241 


COMPLACENCY  IN  CONFUSION 

Robert  E.  Doherty 243 

DISCUSSION  ON  ENGINEERING  TRAINING  FOR  NATIONAL  DEFENCE  245 

ARSTRACTS  OF  CURRENT  LITERATURE 250 

FROM  MONTH  TO  MONTH 254 

PERSONALS 258 

Visitors  to  Headquarters         .  .  .  .  .  .  ' 

Obituaries      ............ 

NEWS  OF  THE  RRANCHES 261 

NEWS  OF  OTHER  SOCIETIES 267 

LIRRARY  NOTES 270 

PRELIMINARY  NOTICE 273 

EMPLOYMENT  SERVICE 274 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed    in     the    following    pages. 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
*McNEELY  DuBOSE,  Arvida,  Que. 


*J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

*G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY,  Sydney,  N.S. 

♦J.  M.  CAMPBELL,  Lethbridge,  Alta. 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 

tD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

tl.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.  FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.   DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
tDEGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  Sackville,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville,  Ont. 

*J.   L.  LANG,  Sault  Ste.  Marie,  Ont. 

*A.  LARIVIERE,  Quebec,  Que. 

tH.  N.  MACPHERSON,  Vancouver,  B.C. 

*W.  R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.   L.  McFAUL,  Hamilton,  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,  N.S. 


JT.  H.  HOGG,  Toronto,  Ont. 


*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.   R.  PERRY,  Montreal,  Que. 

JG.  McL.  Pitts,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

•C.  E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,   N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

ÎH.  J.  VENNES,  Montreal,  Que. 

*For  1941  tFor  1941-42  JFor  1941-42-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,   Treasurer 


STANDING  COMMITTEES 

LEGISLATION 

E.  M.   KREBSER,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY,  Chairman 


PUBLICATION 


PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
J.  C.  KEITH 
W.  S.  WILSON 


C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w.  e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 
H.  A.  LUMSDEN 

H.  r.  Mackenzie 

J.  O.  MARTINEAU 
R.  W.  McCOLOUGH 

GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 
LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 
F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 
G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 
J.  A.  VANCE 
MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 


SPECIAL  COMMITTEES 

STUDENTS'  AND  JUNIORS'  PRIZES 

I  Zone  A   (Western   Provinces) 
H.   N.   Ruttan  Prize 

A.  L.  CARRUTHERS,  Chairman 

J.  M.  CAMPBELL 

H.  N.  MACPHERSON 
Zone  B   (Province  of  Ontario) 
John  Galbraith   Prize 

K.  M.  CAMERON,  Chairman 

W.  H.  MUNRO 

J.  H.  PARKIN 
Zone  C   (Province  of  Quebec) 
f,i      Phelps  Johnson   Prize   (English) 

McN.  DuBOSE,  Chairman 

C.  K.  McLEOD 

H.  J.  VENNES 
C  Ernest  Marceau  Prize   (French) 

deG.  BEAUBIEN,  Chairman 

J.  H.  FREGEAU 

A.  LARIVIERE 

r   Zone  D  (Maritime  Provinces) 

Martin  Murphy   Prize 

W.  S.  WILSON,  Chairman 

I.  W.  BUCKLEY 

S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 
r   J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 
f    R.  W.  ANGUS 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 


DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,   Vice-Chairman 
G  P.  F.  BOES 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A.  GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


220 


May,  1941    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),  J.  F.  BRIDGE 

E.  M.  KREBSER 

J.  CLARK  KEITH 
Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 

Chairman,     J.  B.  deHART 
Vice-Chair.,  H.  J.  McEWEN 
Executive,      F.  J.  HEUPERMAN 

T.  D.  STANLEY 

J.  M.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOES 

J.  HADDIN 

j.  McMillan 

Sec.-Treas.,  P.  F.  PEELE 

248  Searboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio),  I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec.-Treas.,   S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 

Chairman,     E.  NELSON 
Vice-Chair.,  R.  M.  HARDY 

Executive,     A.  M.  ALLEN  H.  R.  WEBB 

D.  HUTCHISON         C.  W.  CARRY 
J.  F.  McDOUGALL 
(Ex-Officio),  J.  GARRETT 

C.  E.  GARNETT 
Sec.-Treas.,  B.  W.  PITFIELD, 

Northwestern  Utilities  Limited, 
10124-104th  Street, 

Edmonton,  Alta. 
HALIFAX 


Chairman, 
Executive, 


(Ex-Officio), 
Sec.-Treas., 

HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ex-Officio), 
Sec.-Treas., 

KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


S.  L.  FULTZ 

J.  A.  MacKAY 

A.  E.  CAMERON 

A.  E.  FLYNN 

D.  G.  DUNBAR 

J.  F.  F.  MACKENZIE 

P.  A.  LOVETT 

G.  F.  BENNETT 

C.  SCRYMGEOUR 

S.  W.  GRAY 

S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 

W.  A.  T.  GILMOUR 
S.  SHUPE 

C.  H.  HUTTON  T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 
ALEX.  LOVE  W.  L.  McFAUL 
A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 

T.  A.  McGINNIS 
P.  ROY 
V.  R.  DAVIES 
K.  H.  McKIBBIN 
K.  M.  WINSLOW 
A.  H.  MUNRO 
(Ex-Officio),  G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
Sec.-Treas.,  J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 
LAKEHEAD 

Chairman,     H.  G.  O'LEARY 
Vice-Chair.,  B.  A.  CULPEPER 
Executive.      MISS  E.  M.  G.  MacGILL 

H.  H.  TRIPP  W.  H.  BIRD 

J.  I.  CARMICHAEL    E.  J.  DAVIES 

h.  os  c  d.  Mackintosh 

J.  S.  WILSON 
(Ex-Officio),  J.  M.  FLEMING 
Sec.-Treas.,  H.  M.  OLSSON, 

380  River  Street, 

Port  Arthur,  Ont. 
LETHBRIDGE 
Chairman,    WM.  MELDRUM 
Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  E.  A.  LAWRENCE, 

207-7th  St.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.  T.  JULIAN 
Executive,      V.  A.  McKILLOP 
F.  C.  BALL 

F.  BELL 

T.  L.  McMANAMNA 
R.  S.  CHARLES 
(Ex-Officio),  H.   F.   BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 
MONCTON 

Chairman,     F.  O.  CONDON 

Vice-Chair.,  C.  S.  G.  ROGERS 

Executive,      B.  E.  BAYNE      R.  H.  EMMERSON 

G.  L.  DICKSON  G.  E.  SMITH 
T.H.DICKSON 

(Ex-Officio),  H.  W.  McKIEL 
Sec.-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 

Moncton,  N.B 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair.,  J.  A.  LALONDE 
Executive,      E.  V.  GAGE 

P.  E.  POITRAS 
I.  S.  PATTERSON 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
(Ex-Officio),  J.  B.  CHALLIES 
deG.  BEAUBIEN 
J.  G.  HALL 
H.  MASSUE 
C.  K.  McLEOD 

B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que. 
NIAGARA  PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 

J.  L.  McDOUGALL  ■ 
L.  J.  RUSSELL 
J.  H.  TUCK 
G.  F.  VOLLMER 
(Ex-Officio),  W.  R.  MANOCK 

a.  w.  f.  McQueen 

Acting-Sec.,  GEO.  E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 


OTTAWA 

Chairman 
Executive 


T.  A.  McELHANNEY 
J.  H.  IRVINE 
W.  G.  C.  GLIDDON 
A.  A.  SWINNERTON 
W.  H.  NORRISH 
R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 
J.  H.  PARKIN 
W.  H.  MUNRO 
Sec.-Treas.,  R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 


Chairman, 
Executive, 


R.  L.  DOBBIN 
J.  CAMERON 

0.  J.  FRISKEN 

1.  F.  McRAE 
J.  W.  PIERCE 

(Ex-Officio),  B.  I.  BURGESS 

H.  R.  SILLS 
Sec.-Treas.,  A.  L.  MALBY, 

303  Rubidge  St., 

Peterborough,  Ont. 
QUEBEC 

IAfe  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE     G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,  J.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Executive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 
C.  MILLER 

W.  P.  C.  LeBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 
McN.  DtjBOSE 
M.  G.  SAUNDERS 
Sec.-Treas.,  T.  A.  TAYLOR 

Saguenay  Inn,  Arvida,  Que. 


SAINT  JOHN 

Chairman,     JOHN  P.  MOONEY 
Vice-Chair.,  J.  T.  TURNBULL 
Executive,      D.  R.  SMITH 

F.  A.  PATRIQUEN      A.  O.  WOLFF 
(Ex-Officio),  H.  F.  MORRISEY 
Sec.-Treas.,  VICTOR  S.  CHESNUT 
P.O.  Box  1393, 

Saint  John,  N.B. 
ST.  MAURICE  VALLEY 


Chairman, 

Vice-Chair., 

Executive, 


J.  M.  MITCHELL 
G.  RINFRET 
H.  J.  WARD 
H.  K.  WYMAN 


(Ex-Officio), 
Sec.-Treas., 


A.  H.  HEATLEY 
H.  G.  TIMMIS 
A.  C.  ABBOTT 
R.  DORION 
V.  JEPSEN 
J.  JOYAL 
H.  O.  KEAY 
C.  H.  CHAMPION 
C.  G.  deTONNANCOUR 
Plant  Research  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 
SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 

b.  russell 

g.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 

P.  C.  PERRY 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 
SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 
L.  R.  BROWN 
R.  A.  CAMPBELL 
N.  C.  COWIE 
C.  O.  MADDOCK 
C.  R.  MURDOCK 
(Ex-Officio),  J.  L.  LANG 

A.  E.  PICKERING 
O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 


Vice-Chair., 
Executive, 


Sec.-Treas., 


TORONTO 

Chairman, 
Vice-Chair 
Executive, 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


H.  E.  BRANDON 
W.  S.  WILSON 

F.  J.  BLAIR 
W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C.  E.  SISSON 
Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 
Executive,     T.  E.  PRICE 
J.  R.  GRANT 
W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 
VICTORIA 

Chairman,     G.  M.  IRWIN 
Vice-Chair.,  A.  S.  G.  MUSGRAVE 
Executive,      J.  H.  BLAKE 

E.  DAVIS 
A.  L.  FORD 

P.  T.  O'GRADY 
(Ex-Officio),  E.  W.  IZARD 

A.  L.  CARRUTHERS 
Sec.-Treas.,  K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 
WINNIPEG 

Chairman,     V.  MICHIE 
Vice-Chair.,  D.  M.  STEPHENS 
Executive,      C.  V.  ANTENBRING 
H.  B.  BREHAUT 
J.  T.  DYMENT 
H.  W.  McLEOD 
T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 
J.  W.  SANGER 
Sec.-Treas.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL      May,  1941 


221 


REPORT  OF  THE  COMMITTEE  ON  WESTERN 


WATER  PROBLEMS 


2050  Mansfield  Street,  Montreal, 
April  26th,  1941 


The  Right  Honourable  William  Lyon  Mackenzie  King,  C.M.G.,  LL.D. 
Prime  Minister,  Ottawa,  Canada. 
Sir, 

The  Engineering  Institute  of  Canada  submits  herewith  for  the  consideration  of  the 
Government  of  Canada  the  report  of  its  Committee  on  Western  Water  Problems,  dealing 
more  particularly  with  the  utilization  of  Canada's  share  of  the  waters  of  the  international 
streams,  the  St.  Mary  and  Milk  rivers.  If  the  projected  irrigation  development  on  these 
streams  is  to  be  proceeded  with  as  a  post  war  rehabilitation  project  the  preliminary  work 
will  have  to  be  commenced  without  delay.  Therefore  we  suggest  that  early  consideration 
be  given  to  the  appointment  of  the  advisory  board  recommended  in  the  report. 

Respectfully  submitted, 

L.  AUSTIN  WRIGHT,  General  Secretary, 

The  Engineering  Institute  of  Canada. 


In  1935  the  Council  of  the  Institute  appointed  a  committee 
under  the  chairmanship  of  G.  A.  Gaherty  to  study  the  problem 
of  water  distribution  in  the  drought  area  of  the  western  prov- 
inces. Subsequently  a  sub-committee  was  appointed,  and 
between  these  two  bodies  a  great  volume  of  work  has  been 
accomplished.  At  the  Annual  Meetingof  the  Institute  in  Ottawa 
in  1939  eight  papers  were  presented  on  this  subject,  as  part  of 
the  work  of  the  committee.  Herewith  is  the  complete  report 
which  was  presented  to  Council  on  January  18th,  1941. — Editor. 

The  President  and  Council: 

The  Engineering  Institute  of  Canada. 
A  progress  report  was  presented  to  and  accepted  by 
Council  on  February  7,  1940,  and  was  published  in  the 
Engineering  Journal  of  March  1940.  As  indicated  in  the 
progress  report,  your  Committee  felt  that  the  situation 
with  respect  to  the  international  waters  of  the  St.  Mary 
and  Milk  rivers  in  Alberta  and  Montana  had  grown  so 
pressing,  that  the  Committee  should  devote  its  next  efforts 
to  a  review  of  that  situation,  but  without  intending  thereby 
to  minimize  the  importance  of  other  water  problems  of  the 
West. 

Also,  in  line  with  the  progress  report,  a  Sub-committee 
of  western  Members  of  the  Engineering  Institute  of  Canada 
was  set  up  to  assemble  facts  and  arguments  bearing  on 
the  matter. 

The  Sub-committee  has  been  very  active  and  has  gone 
thoroughly  into  every  phase  of  the  situation  and  has  ex- 
plored all  sources  of  information.  In  addition,  the  Sub- 
committee has  been  able  to  bring  to  bear  on  the  subject  the 
wide  and  long  experience  of  its  members,  not  only  with  the 
general  conditions  of  the  West,  but  also  with  the  various 
phases  of  the  subject  itself. 

The  Sub-committee  has  produced  and  submitted  to  the 
Committee  a  most  excellent  and  thorough  report,  which, 
together  with  a  map,  prepared  for  the  Committee  showing 
the  areas  involved  and  indicating  the  works  proposed,  is 
attached  hereto,  being  exhibits  as  follows: 
Exhibit  A.    The  report  of  the  Sub-committee,  except — 
Exhibit  B.    The  paper  in  full  by  G.  N.  Houston,  m.e.i.c, 
entitled  "International  Aspects  of  the  Prob- 
lem" attached  to  and  a  part  of  the  Sub-com- 
mittee's report,  and 
Exhibit  C.    The   paper  in  full   by  D.  W.  Hays,  m.e.i.c, 
entitled  "Economic  Development  for  Irrigable 
Land"  which  is  also  attached  to  and  a  part  of 
the  Sub-committee  report. 
Exhibit  D.    Map   of   portions   of   Alberta   and   Montana, 
showing   sources   of   water   and    present   and 
proposed   irrigation   developments. 
The  report  of  the  Sub-committee  and  the  other  accom- 
panying exhibits  all  bear  directly  on  the  St.  Mary  river  and 
Milk  river  international  situation  and  its  solution  through 
the  development  of  the  Lethbridge  South-East  Project.    In 
addition,  Mr.  Hays'  paper  (Exhibit  C)  is  of  general  appli- 
cation.   He  develops  an  important  argument  with  respect 


to  irrigation  development  and  arrives  at  specific  figures  for 
allowable  total  costs  and  equitable  allocation  of  costs. 
While  there  is  room  for  difference  of  opinion  with  respect 
to  his  specific  conclusions,  there  can,  we  believe,  be  general 
acceptance  of  the  soundness  of  his  reasoning,  and  of  the 
method  of  his  argument  in  arriving  at  conclusions. 

The  report  of  the  Sub-committee  is  in  such  form  that  the 
Committee  finds  it  desirable  to  incorporate  it  into  its  own 
report  in  full,  rather  than  abstract  and  re-arrange  the  in- 
formation it  supplies.  Therefore,  your  Committee  recom- 
mends that  the  Sub-committee  report,  including  the  two 
papers  by  Mr.  Houston  and  Mr.  Hays,  be  published  in  full, 
together  with  the  map,  as  parts  of  this  report. 

From  the  report  of  the  Sub-committee,  and  from  other 
sources,  your  Committee  submits: 

1.  That  the  St.  Mary  and  Milk  rivers  are  international, 
that  their  waters  are  now  partially  used  and  can  be  fully 
used,  beneficially,  mainly  for  irrigation,  but  also,  to  some 
extent,  for  domestic  and  other  purposes,  by  Canada  and 
the  United  States  together. 

2.  That  the  division  of  the  waters  between  the  two  coun- 
tries is  governed  by  a  treaty  between  Great  Britain  and  the 
United  States,  dated  January  11,  1909,  and  under  the 
supervision  of  a  permanent  authority,  the  International 
Joint  Commission. 

3.  That  the  International  Joint  Commission,  after  hold- 
ing hearings  over  a  period  of  about  six  years,  made  rulings 
under  date  of  October  4,  1921,  as  to  the  methods  of  deter- 
mining the  allotment  to  each  country,  and  on  October  6, 
1921,  made  certain  recommendations  regarding  provision 
of  storage  reservoirs. 

4.  That  either  country  may,  for  good  and  sufficient  cause, 
ask  for  a  re-opening  of  the  matter  and  request  modification 
of  the  regulations  in  its  interest. 

5.  That  since  October  4,  1921,  the  waters  have  been 
divided  between  the  two  countries  in  accordance  with  the 
rulings,  but  that  there  has  been  no  joint  action  with  regard 
to  storage. 

6.  That  Canada's  share  of  the  waters  of  the  two  rivers 
allotted  to  her  under  the  terms  of  the  treaty  as  interpreted 
by  the  regulations  of  the  Commission  has  averaged  since 
1922  about  393,000  acre-feet  annually. 

7.  That  Canada  has  been  diverting  and  putting  to  bene- 
ficial use  since  1935  an  average  of  about  172,000  acre-feet 
annually,  from  the  natural  un-regulated  flow  of  the  St. 
Mary  river  and  not  more  than  2,000  acre-feet  annually 
from  Milk  river. 

8.  That  Canada's  share,  still  unused,  amounts  to  an 
average  of  about  220,000  acre-feet  annually. 

9.  That  the  Government  of  the  United  States  has  been 
and  is  proceeding  diligently  to  use  its  share  of  the  water  of 
the  two  rivers.  That  works  now  constructed,  in  progress 
or  contemplated  are  adequate  to  put  to  beneficial  use  all  of 
its  share  and  more. 


222 


May,  1941     THE  ENGINEERING  JOURNAL 


10.  That  the  general  principle  governing  the  right  to  the 
use  of  water  for  irrigation  and  other  uses,  in  arid  and  semi- 
arid  areas,  is  its  application  to  beneficial  use. 

11.  That,  as  a  consequence,  Canada,  if  she  fails  to  exer- 
cise due  diligence  in  putting  her  share  to  beneficial  use, 
stands  in  danger  of  losing,  in  perpetuity,  valuable  rights 
allotted  to  her  under  the  terms  of  the  treaty. 

12.  That  there  is  an  economically  sound  method  of  bene- 
ficially utilizing  Canada's  share  of  these  international  waters. 

13.  That  this  utilization  will  create  taxable  wealth  and 
a  flow  of  trade  far  in  excess  of  the  cost. 

14.  That  the  utilization  of  this  water  in  irrigating  avail- 
able lands  will  bring  about  an  extension  of  intensive  agri- 
culture into  one  of  the  worst  drought  areas,  a  very  desirable 
contribution  to  full  national  and  provincial  development, 
and  a  very  substantial  contribution  to  the  solution  of  the 
perennial  problems  of  drought,  crop  failure  and  relief  costs. 

With  respect  to  the  specific  problems  of  water  utilization, 
your  Committee  finds: 

1.  That  it  is  economically  desirable  to  associate  the  full 
development  of  the  St.  Mary  river  and  the  Milk  river  with 
plans  for  their  common  development  with  the  waters  of 
the  Belly  and  Waterton  rivers. 

2.  That  it  is  quite  feasible  and  relatively  simple  to  carry 
the  available  waters  of  the  Belly  and  Waterton  rivers  into 
the  St.  Mary  river  at  a  point  between  Cardston  and  Spring 
Coulee. 

3.  That  it  is  feasible  to  create  a  storage  reservoir  of  ap- 
proximately 270,000  acre-feet  capacity  on  the  main  channel 
of  St.  Mary  river  near  Spring  Coulee  and  below  the  point 
of  inflow  of  the  water  diverted  from  the  Belly  and  Waterton 
rivers. 

4.  That  the  proposed  reservoir  is  ideally  situated  in  that 
it  will  control  the  entire  annual  flow  of  St.  Mary  river  below 
any  important  tributary,  and  that,  together  with  the 
diverting  works,  canals  and  auxiliary  reservoirs,  it  can 
conserve  for  beneficial  use  all  of  the  available  water  of  these 
three  rivers,  an  estimated  average  of  760,000  acre-feet 
annually. 

5.  That  after  allowing  for  210,000  acre-feet  for  lands 
already  having  irrigation  rights,  this  amount  of  water  will 
be  sufficient  to  serve  an  additional  area  of  345,000  acres. 

6.  That  there  is  an  area  of  tributary  land  suitable  for  irri- 
gation and  intensive  agricultural  development  very  sub- 
stantially in  excess  of  the  above  area,  which  has  been  de- 
signated as  the  Lethbridge  South  East  Project. 

7.  That  the  proposed  development  is  economically 
feasible  and  is  definitely  related  to  national,  provincial  and 
local  growth  and  self-sufficiency. 

8.  That  climatic  and  soil  conditions  of  the  areas  avail- 
able for  irrigation  development  are  similar  to  those  of  the 
Lethbridge  area.  That  crops  that  it  is  known  can  be  grown 
to  advantage  under  irrigation  include  alfalfa  and  other 
forage  crops,  sugar  beets,  potatoes,  vegetables,  and  some 
fruits  and  coarse  grains  (as  well  as  wheat),  all  of  which  lend 
themselves  to  building  up  intensive  agricultural  production 
and  are  important  adjuncts  to  the  livestock  industry  on 
adjacent  grazing  lands,  as  is  so  well  exemplified  in  the 
present  irrigated  areas  around  Lethbridge  and  in  other 
irrigated  areas  of  the  semi-arid  region. 

9.  That  there  will  be  some  important  structures  of  large 
— but  by  no  means  unprecedented — size,  and  that  the  very 
considerable  investigations  already  made  indicate  that 
there  will  be  no  serious  foundation  or  other  construction 
problems. 

10.  That  the  completed  project  will  cost  about  $12,000,000 
or  not  more  than  $40  per  acre  of  irrigable  land.  That 
it  lends  itself  to  an  orderly  step-by-step  development  over 
a  period  of  years.  That  its  construction,  in  considerable 
measure,  will  lessen  relief  costs  during  the  construction 
period  and  will  thereafter  result  in  the  transfer  of  many 
farmers  in  the  drought  area  from  relief  rolls  to  self-support- 
ing, wealth-producing  agriculturists. 


Your  Committee  recommends  that  the  Council  of  the 
Engineering  Institute  of  Canada  should,  through  the 
proper  channels,  suggest: 

1.  That  the  Dominion  and  Provincial  governments,  in 
co-operation,  approve  the  development  of  the  Lethbridge 
South  East  Project  and  constitute  an  agency  for  carrying 
out  such  development.  That  funds  be  made  available  for 
an  early  start  on  construction  in  accordance  with  a  plan 
for  orderly  progress  over  a  suitable  period. 

2.  That  an  agency  charged  with  development  should, 
before  final  decisions  are  made  with  respect  to  important 
engineering  structures  and  system  layout,  appoint  an 
advisory  board  of  engineers  and  at  least  one  geologist  to 
report  on  sites,  foundations  and  designs. 

3.  That  the  same  or  another  advisory  board  of  engineers 
and  economists  be  appointed  to  report  on  the  joint  engin- 
eering and  economic  aspects  of  the  project. 

4.  That  in  the  interest  of  allocating  unused  water  to  the 
best  advantage,  the  Province  of  Alberta  set  up  an  advisory 
board  to  study  this  matter  and  advise  the  government. 
That  pending  the  results  of  such  procedure,  action  on  appli- 
cations for  allotment  of  unappropriated  water  be  deferred 
as  far  as  possible. 

Acknowledgments 

Your  Committee  wishes  to  express  its  sincere  thanks  and 
appreciation  to  those  persons  and  agencies  who  have  given 
so  much  help  to  the  Sub-committee  and  to  whom  the  Sub- 
committee expressed  its  appreciation. 

It  also  wishes  to  commend  and  express  its  appreciation 
to  the  members  of  the  Sub-committee  for  their  untiring 
efforts  and  for  the  splendid  and  valuable  report  they  have 
rendered. 

References 

To  the  reader  with  limited  interest,  we  suggest  that  the 
report  of  the  Sub-committee  should  be  read  as  part  of  this 
report  in  order  to  get  a  clear  picture  of  the  situation. 

To  those  whose  interest  goes  a  little  deeper,  we  recom- 
mend a  reading  and  study  of  the  two  excellent  papers  by 
Mr.  Houston  and  Mr.  Hays. 

To  those  who  may  wish  to  go  more  fully  into  the  matter, 
a  great  many  sources  of  information  are  available.  Many 
papers  on  western  water  problems  and  related  subjects 
have  been  presented  to  the  Engineering  Institute  of  Canada 
and  published  in  its  Journal.  A  number  of  these,  dating 
back  to  December  1934,  are  indicated  as  follows: 

1.  Editorial — "Water  for  the  Western  Farmer,"  December 
1934. 

2.  A  symposium  of  twelve  papers  presented  to  the  Annual 
Meeting  of  the  Institute  at  Toronto,  February  1935, 
published  in  April  1935,  preceded  by  a  short  review  of 
the  papers,  and  followed  by  an  editorial  entitled  "The 
Technical  Aspects  of  the  Western  Drought  Problem." 

3.  Two  papers,  one  by  Dr.  E.  S.  Archibald,  the  other  by 
Ben  Russell,  and  an  editorial  on  the  work  under  the 
Prairie  Farm  Rehabilitation  Act,  May  1936. 

4.  "Irrigation  Engineering"  by  S.  G.  Porter,  June,  1937. 

5.  A  symposium  of  four  papers  and  four  talks  on  Western 
Drought  and  Water  Problems  presented  to  the  Annual 
Meeting  of  the  Institute  at  Ottawa,  February  1939. 
Three  of  the  papers  were  published  in  the  January  1939 
Journal  and  the  fourth,  "Drought,  A  National  Problem," 
by  G.  A.  Gaherty,  in  the  February  1939  issue. 

6.  "Stream  Control  in  Relation  to  Drought  and  Floods" 
by  P.  C.  Perry,  June  1939. 

Further  information  as  to  the  papers  and  copies  of  the 
papers,  or  the  Journal  issues  in  which  they  appear,  may  be 
had  by  application  to  the  General  Secretary,  Engineering 
Institute  of  Canada,  2050  Mansfield  Street,  Montreal. 

Signed,  on  behalf  of  the  Committee, 

G.  A.  Gaherty,  Chairman. 
Dated,  January  15,  1941. 


THE  ENGINEERING  JOURNAL    May,  1941 


223 


EXHIBIT  "A" 

REPORT  OF  THE  SUB-COMMITTEE  TO  THE  COMMITTEE  ON 

WESTERN  WATER  PROBLEMS  OF 
THE  ENGINEERING  INSTITUTE  OF  CANADA 


Preface 

The  Western  Water  Problems  Committee  of  the  Engin- 
eering Institute  of  Canada  is  much  exercised  over  the  situ- 
ation developing  in  regard  to  the  international  waters  of  the 
St.  Mary  and  Milk  rivers.  On  the  American  side  of  the 
boundary,  works  are  nearing  completion  that  will  enable 
the  Americans  to  put  to  beneficial  use  not  only  the  share 
presently  allotted  to  them,  but  also  water  of  Canada's 
share  not  put  to  use  by  Canada.  As  our  right  to  the  water 
is  contingent  upon  our  putting  it  to  beneficial  use  with  due 
diligence,  we  are  likely  to  lose  it  forever  unless  prompt 
action  is  taken.  This  means  that  the  existing  irrigation 
users  on  the  Canadian  side  will  suffer  a  deficiency  in  water 
supply  in  perpetuity  and  that  a  tract  of  several  hundred 
thousand  acres  south  and  east  of  Lethbridge  that  could  be 
made  highly  productive  under  irrigation  must  continue 
permanently  devoted  to  ranching  or  precarious  dry  farming. 

The  implications  of  the  question  are  such  that  it  is  neces- 
sary to  be  sure  of  our  ground.  To  this  end,  the  Western 
Water  Problems  Committee  nominated  a  Sub-committee 
to  investigate  the  problem  and  prepare  a  detailed  report 
setting  out  certain  facts  in  so  far  as  they  can  be  ascertained. 

The  proposed  diversions,  storages  and  distribution 
systems  to  fully  utilize  Canada's  share  of  the  international 
waters  supplemented  by  water  from  other  sources  as  ex- 
plained, and  the  lands  served  by  them  are  collectively 
designated  as  the  Lethbridge  South  East  Project.  For 
simplified  layout,  construction,  operation  and  manage- 
ment it  is  probable  that  the  existing  irrigation  systems 
diverting  water  from  the  St.  Mary  river  and  the  lands 
served  by  them  should  be  absorbed  into  the  larger  project. 

Personnel 
Members  of  the  Sub-committee  are: 

F.  G.  Cross,  m.e.i.c, 

Superintendent,  Alberta  Railway  &  Irrigation  System, 

Lethbridge,  Alberta. 

D.  W.  Hays,  m.e.i.c, 

Manager,  Canada  Land  &  Irrigation  Company  Ltd., 

Medicine  Hat,  Alta. 

G.  N.  Houston,  m.e.i.c, 

Consulting  Engineer  (formerly  Commissioner 

of  Irrigation,  Dominion  Government), 

Olds,  Alberta. 

P.  M.  Sauder,  m.e.i.c, 

Director  of  Water  Resources,  Province  of  Alberta, 

Edmonton,  Alberta. 

H.  J.  McLean,  m.e.i.c  (Chairman) 

Production  Superintendent,  Calgary  Power  Company 

Ltd., 

Calgary,  Alberta. 

Scope  of  the  Report  and  Assignments 

This  report  is  directed  primarily  and  particularly  to  a 
consideration  of  the  proposed  Lethbridge  South  East 
Project,  and  the  utilization  of  Canada's  share  of  the  waters 
of  the  St.  Mary  and  Milk  rivers,  in  connection  with  which 
it  is  desirable  to  associate  the  developments  of  the  available 
waters  of  the  Belly  and  Waterton  rivers  and  tributaries  of 
the  St.  Mary  river  in  Canada  above  the  proposed  St.  Mary 
river  reservoir. 

Special  assignments  were  made  as  follows: 

(a)    International  Aspects  to  G.  N.  Houston. 


(6) 
(c) 
(d) 

(e) 


Economic  Development  to  D.  W.  Hays. 
Water  Supply  to  P.  M.  Sauder. 
Availability  and   Suitability  of  Irrigable   Land  to 
F.  G.  Cross. 

Engineering  (with  particular  reference  to  the  pro- 
posed St.  Mary  storage  reservoir)  to  H.  J.  McLean. 

Meetings 

Three  meetings  of  the  Sub-committee  were  held: 
First:       At  Calgary,  May  22,  1940,  at  which  Mr.  S.  G. 
Porter,  member  of  the  Committee,  was  also  present. 
Second:  At  Calgary,  July  11,  1940,  at  which  the  following 
named  members  of  the  Committee  were  present: 
Messrs.  G.  A.  Gaherty,  chairman,  S.  G.  Porter 
and  A.  Griffin. 
Third:     At  Calgary,  December  3,  1940.   All  members  being 
present  except  Mr.  Houston.     Also  present  were 
Messrs.  S.  G.  Porter  and  A.  Griffin. 

In  addition,  there  were  numerous  meetings  and  consul- 
tations between  two  or  more  members  of  the  Sub-committee 
and  close  contact  was  maintained  with  local  members  of  the 
Committee. 

Trips  and  Inspections 

At  various  times,  as  opportunity  permitted,  all  members 
of  the  Sub-committee,  singly  and  in  groups,  visited  the 
places  and  areas  concerned  and  studied  the  various  prob- 
lems on  the  ground.  In  addition,  Messrs.  Hays,  Houston 
and  Sauder  were  able  to  bring  to  the  various  problems  their 
intimate  association -with  past  investigations  over  a  period 
of  more  than  twenty  years.  Mr.  Hays  made  a  very  ex- 
haustive study  of  the  same  project  some  twenty  years  ago, 
reported  fully  by  him  under  date  of  June  30,  1923. 

Acknowledgments 

1.  To  Dr.  W.  H.  Fairfield,  Superintendent  of  the  Dominion 
Experimental  Station,  Lethbridge,  for  his  opinions  and 
advice  as  to  the  suitability  of  available  lands  for  irriga- 
tion development. 

2.  To  Dr.  F.  A.  Wyatt  of  the  Soils  Department,  University 
of  Alberta,  and  staff,  for  Soil  Survey  Reports  and  other 
information  supplied. 

3.  To  the  office  of  the  Director  of  Water  Resources,  Prov- 
ince of  Alberta. 

4.  To  the  reports  of  Surveys  and  Investigations  over  the 
past  forty  or  more  years  by  the  Dominion  Reclamation 
Service  and  other  agencies. 

5.  To  the  Prairie  Farm  Rehabilitation  Act  (P.F.R.A.) 
organization  and  particularly  to  Mr.  Ben  Russell,  Chief 
Engineer,  Regina,  and  to  Mr.  W.  L.  Foss,  District  En- 
gineer, Calgary,  for  access  to  the  reports  of  the  very 
extensive  surveys,  investigations  and  studies  made  during 
the  past  several  years  and  for  information  and  advice 
personally  given. 

6.  To  numerous  others. 

Reference 

As  evidence  of  the  anxiety  of  the  people  of  southern 
Alberta  regarding  the  present  water  situation,  reference  is 
here  made  to  the  organization  known  as  the  South  Alberta 
Water  Conservation  Council,  formed  October  4,  1939.  The 
purpose  of  this  organization  is  to  secure  the  benefits  of 
irrigation  for  their  lands  and  communities  and  to  impress 
upon  our  government  the  necessity  of  prompt  action  for  the 


224 


May,  1941     THE  ENGINEERING  JOURNAL 


conservation  of  the  water  resources  of  southern  Alberta  and 
their  complete  agricultural  utilization.  More  than  2500 
farmers  on  irrigated  land  and  more  than  1500  farmers  on 
drought-stricken  land  have  subscribed  to  the  funds  of  the 
organization.  In  addition,  most  towns,  villages  and  muni- 
cipalities and  many  business  men  in  southern  Alberta  have 
also  subscribed.  It  is  a  virile  organization  and  has  used 
every  opportunity  to  bring  the  matter  to  the  attention  of 
our  governments. 

Submissions 

(a)  International  Aspects  of  the  Problem. 

Mr.  G.  N.  Houston  has  prepared  a  paper,  which,  on  ac- 
count of  its  thorough  treatment  of  this  important  subject, 
is  submitted  in  full,  attached  hereto.  Following  is  a  brief 
summary: 

The  author  reviews  the  history  leading  up  to  the  signing 
of  the  treaty  of  January  11,  1909,  providing  for  the  diver- 
sion of  the  waters  of  Milk  and  St.  Mary  rivers  under  the 
International  Joint  Commission.  He  quotes  freely  from  the 
treaty,  and  from  the  proceedings  and  findings  of  the  Inter- 
national Joint  Commission. 

The  United  States  has  developed  storage  and  plans  ad- 
ditional development  in  conformity  with  the  spirit  of  the 
Commission's  recommendations.  The  United  States  is  now 
in  a  position  to  put  Canada's  share  of  Milk  river  water  to 
beneficial  use. 

Approximately  50  per  cent  of  Canada's  share  of  St.  Mary 
river  water  is  now  lost  for  want  of  storage  facilities.  Unless 
Canada  proceeds  promptly  and  actively  to  utilize  her  shares 
of  the  waters  of  these  two  rivers  she  will  be  left  in  a  weak 
position  to  defend  her  claim  to  the  rights  to  which  she  is 
entitled. 

(b)  Economic  development  of  Irrigable  Land. 

Mr.  D.  W.  Hays  has  prepared  a  paper  dealing  so  thor- 
oughly with  this  subject  that  it,  also,  is  submitted  in  full, 
attached  hereto.    Following  is  a  brief  summary: 

The  author  prefaces  his  paper  by  the  statement  that  in 
the  past  history  of  irrigation  development  in  Canada,  the 
costs  for  development  of  irrigable  lands  have  been  based  on 
the  principle  of  repayment  by  the  farmers  who  occupy  the 
land.  Recently  and  to  the  other  extreme,  it  has  been  sug- 
gested that  governments  should  build  irrigation  projects  in 
the  general  interest  of  political  economy  without  repayment 
of  any  capital  costs  by  the  farmer.  The  author  states  that 
both  principles  are  wrong. 

He  indicates  the  advantages  of  irrigation  farming:  that 
a  capable  farmer  can  make  a  good  living  and  a  comfortable 
home  on  irrigated  land  and  should  be  willing  to  pay  in  fair 
proportion  to  the  benefits  received  and  also  indicates  the 
advantages  to  governments  in  taxable  wealth  and  concludes 
that  benefits  do  accrue — 

1.  To  the  farmer  who  irrigates  the  land. 

2.  To  local  and  regional  centres  in  which  developments  are 
created  and  which  aid  through  taxation  in  the  main- 
tenance of  municipal  and  provincial  government. 

3.  To  the  general  development  of  the  country  at  large  by 
the  business  created,  out  of  which  the  Dominion  govern- 
ment gains  by  increased  taxable  wealth  and  the  main- 
tenance of  employment  and  business  activity. 

The  author  states  that  past  experiences  show  that  ir- 
rigation districts,  acting  independently,  cannot  sell  irriga- 
tion bonds  without  government  guarantees  and  that  private 
companies  are  not  warranted  in  financing  irrigation  pro- 
jects, limited  as  they  have  been  to  repayments  by  farmers 
only.  He  concludes  that  any  future  developments  must  be 
initiated  and  carried  out  by  the  provincial  and  Dominion 
governments  or  by  one  acting  directly  through  equitable 
arrangements  with  the  other. 

In  the  event  such  developments  are  undertaken  by 
governments,  the  author  indicates  the  proportionate  costs 
which  should  be  shared  by  those  benefited,  the  sum  of  which 
is  the  total  permissible  cost  for  irrigation  development. 


He  concludes  that  the  share  of  the  cost  would  approximate 
one-third  to  each  beneficiary  and  that  the  total  permissible 
cost  would  work  out  at  $62.50  per  acre.  Making  allowance 
for  development  cost  during  the  transition  period  from 
initial  development  to  completed  settlement  of  lands,  the 
author  states,  in  round  numbers,  that  $50  per  acre  is  a 
permissible  value  for  land  and  cost  of  irrigation  works. 

(c)  Water  Supply. 

Mr.  Sauder  and  the  Sub-committee  find  : 
That  a  safe,  conservative  estimate  of  the  available  water, 
on  past  records,  is,  in  round  numbers,  as  follows: 

1.  Canada's  share  annually,  is — 

Milk  river  36,000  acre-feet 

St.  Mary  river  357,000 

2.  Inflow  into  St.  Mary  river,  north 

of  international  boundary 

3.  Combined    flow    of    Belly    and 

Waterton  rivers,  available 
and  divertable  to  St.  Mary 
reservoir 

Total 


393,000  acre-feet 
43,000 


360,000 
796,000 


NOTE:  The  greater  part  of  the  flow  of  St.  Mary  river  ori- 
ginates in  the  high  mountains  of  Glacier  park  in  the  United 
States.  This  is  in  an  area  of  high  precipitation  with  large 
snow  fields  which  do  not  melt  until  early  summer,  and  with 
a  number  of  glaciers  which  contribute  to  late  summer  flow. 
The  watershed  of  Milk  river  on  the  other  hand  reaches  only 
to  the  foothills  east  of  Glacier  park.  Precipitation  is  much 
less,  snow  runoff  occurs  in  late  spring  and  flow  dwindles  to 
the  vanishing  point  in  summer,  except  as  revived  by  summer 
storms  on  the  prairies  and  in  the  foothills. 

After  allowing  for  domestic  and  riparian  needs  and  for 
estimated  storage  and  transmission  losses,  this  amount  of 
water  will  adequately  serve  a  total  irrigable  area  of  465,000 
acres,  as  follows: 

Now  served  or  entitled  to  be  served  with  irrigation, 

120,000  acres 
345,000     " 


Possible  extensions 


Up  to  the  present  time  the  only  diversion  from  the  St. 
Mary  river  in  Canada  has  been  by  the  Alberta  Railway  and 
Irrigation  system,  known  as  the  A.  R.  &  I.,  with  headworks 
at  Kimball,  Alberta,  a  few  miles  north  of  the  international 
boundary.  There  is  no  regulating  storage,  and  diversion  is 
limited  to  the  day-by-day  natural  flow,  or  to  the  capacity 
of  the  canal  (about  1300  cubic  feet  per  second  at  the  present 
time)  depending  on  which  is  the  lesser.  This  means,  of 
course,  that  during  periods  when  more  than  canal  capacity 
is  available,  the  excess  must  be  wasted,  while  during  the 
extended  periods  of  low  flow  occurring  each  irrigation 
season  there  are  severe  shortages  which  limit  both  the  area 
of  land  that  can  be  irrigated  and  the  effective  use  of  such 
water  as  is  available. 

The  lands  which  are  irrigated  through  this  system  include 
not  only  the  A.  R.  &  I.  lands  but  also  the  Magrath,  Ray- 
mond and  Taber  irrigation  districts.  The  Taber  irrigation 
district  is  supplied  from  storage  in  Chin  and  Stafford  re- 
servoirs, which  in  turn  are  supplied  through  the  A.  R.  &  I. 
system.  The  irrigation  of  lands,  except  those  of  the  Taber 
irrigation  district,  is  wholly  dependent  on  the  day-by-day 
flow  available  to  them.  This  leads,  at  times,  to  excessive 
use  in  times  of  plenty,  in  anticipation  of  shortages  to  follow 
— a  crude  and  only  partially  effective  method  of  conserva- 
tion. During  periods  of  shortage  there  is  necessarily  restric- 
ed  and  less  effective  use.  This  leads  to  excessive  and  in- 
.  efficient  use  of  the  water  supply  as  a  whole,  as  compared 
with  the  economy  and  efficiency  of  the  use  of  a  regulated 
supply,  such  as  would  be  provided  by  the  adequate  storage 
contemplated  for  the  Lethbridge  South  East  Project. 

There  has  been  a  progressive  increase  in  the  capacity  of 
the  A.  R.  &  I.  diverting  canal,  so  that  for  similar  flow  con- 
ditions of  the  river  there  has  been  some  increase  in  the 


THE  ENGINEERING  JOURNAL    May,  1941 


225 


amount  of  water  that  can  be  diverted  and  beneficially  used. 
During  the  four-year  period  1936  to  1939  inclusive,  the 
annual  diversion  has  been  from  152,000  to  195,000  acre- 
feet  with  an  average  of  172,000  acre-feet.  Naturally,  the 
amount  that  can  be  diverted  depends  on  the  total  flow  and 
its  seasonal  distribution.  Unfortunately  it  is  a  fact  that 
low  total  flow  and  poor  distribution  is  associated  with  hot 
dry  years  when  irrigation  needs  are  greater.  The  capacity 
of  the  diversion  canal  is  near  its  economic  limit  unless  and 
until  there  is  regulation  by  storage  on  the  river  above  the 
diversion  works  (which  is  not  very  feasible,  if  at  all,  in 
Canada).  In  addition,  there  should  be  supplementary 
storage  reservoirs  within  the  irrigation  system  for  best 
results. 

Very  little  use  has  been  made  of  Canada's  share  of  Milk 
river  water,  the  few  existing  licenses  being  for  a  total  of  only 
about  2,000  acre-feet  annually. 

(d)  Availability  and  Suitability  of  Irrigable  Land. 
Mr.  Cross  and  the  Sub-committee  find: 
Within  the  area  lying  east  of  the  St.  Mary  river  and 
extending  almost  to  Medicine  Hat,  and  between  the  inter- 


national boundary  on  the  south  and  the  Old  Man  river  on 
the  North,  there  are  many  tracts  of  land  of  good  agricul- 
tural quality,  in  elevation  below  present  and  proposed 
diversions  of  water  and  capable  of  being  served  by  such 
diversions  and  capable  of  being  beneficially  irrigated. 
Through  investigations,  surveys  and  studies  over  a  period 
of  more  than  forty  years,  areas  suitable  for  irrigation  de- 
velopment and  capable  of  being  served  have  been  deter- 
mined. Soil  surveys  have  been  made  at  various  times  by 
Dominion  and  provincial  governments  and  other  agencies. 
Quite  recently  and  still  in  progress,  are  reviews  of  these 
earlier  investigations  as  well  as  new  and  independent 
studies  by  the  Prairie  Farm  Rehabilitation  Act  engineers. 
It  is  known  that  there  is  much  more  land  suitable  for  irri- 
gation and  capable  of  being  irrigated  than  the  465,000 
acres  which,  it  has  been  estimated,  can  be  served  by  the 
available  water.  This  land  does  not  lie  in  one  solid  block, 
but  is  in  tracts  of  various  sizes  only  loosely  connected  to 
adjacent  tracts,  or  in  some  cases  completely  separated  by 
ridges  or  drainage  lines. 

The  Alberta  Railway   Irrigation  system  has  served  a 
number  of  these  tracts,  beginning  about  forty  years  ago, 


226 


Exhibit  "D"  — General  plan  of  the 

May,  1941     THE  ENGINEERING  JOURNAL 


either  directly  or  indirectly  through  the  Magrath,  Ray- 
mond and  Taber  irrigation  districts.  The  total  area  which 
can  be  served  by  this  system  (including  the  three  irrigation 
districts),  as  approved  by  the  government,  is  143,661  acres, 
of  which  120,193  acres  received  water  or  were  entitled  to 
receive  water  as  of  1939. 

All  of  these  tracts  are  located  within  the  arid  or  semi- 
arid  portion  of  southern  Alberta.  Some,  in  the  more  fav- 
oured localities,  are  reasonably  adapted  to  dry  farming. 
The  greater  part  are  in  the  zone  of  precarious  dry  farming 
and  a  substantial  portion  are  in  the  drought  area,  where 
relief  conditions  have  been  acute  and  there  has  been  much 
abandonment  by  dry  farmers.  It  is  evident  that  it  will  be 
possible  and  desirable  to  exercise  considerable  discretion 
in  choosing  the  particular  lands  that  can  be  served  to  best 
advantage  by  the  available  water. 

In  addition  to  supplying  full  irrigation  rights  to  most  of 
the  land  to  be  served  it  is  probable  that  it  will  be  found 
desirable  to  devote  a  portion  of  the  water  supply  to  pro- 
viding stock  and  domestic  water  and  irrigation  water  for 
small  isolated  areas  to  serve  the  adjacent  extensive  ranch- 
ing industry  which  will  be  permanent  throughout  the  area. 


(e)  Engineering. 

Mr.  McLean  and  the  Sub-committee  find: 

The  "works"  for  the  Lethbridge  South  East  Project 
would  include  a  reservoir  of  270,000  acre-feet  capacity  on 
the  channel  of  the  St.  Mary  river  within  Canada,  at  a  point 
near  Spring  Coulee.  This  reservoir  with  appurtenant  works 
would  conserve  the  entire  yearly  flow  of  the  St.  Mary  river 
passing  into  Canada,  and  also  the  substantial  inflow  from 
Lee  creek  and  lesser  tributaries  in  Canada. 

A  canal,  of  proposed  capacity  of  1100  cubic  feet  per 
second,  would  divert  the  available  natural  flow,  within  its 
capacity,  from  Waterton  river  into  Belly  river.  A  diverting 
canal  of  proposed  capacity  of  1700  cubic  feet  per  second 
from  Belly  river  would  divert  the  water  brought  from  the 
Waterton  river  plus  the  available  natural  flow  of  the  Belly 
iver,  within  the  capacity  of  this  canal,  into  the  St.  Mary 
reservoir.  The  estimated  yield  of  these  two  rivers  of  360,000 
acre-feet  annually  is  based  on  diversions  during  the  ice-free 
period  only  and  without  the  benefit  of  regulatory  storage. 
A  reservoir  on  the  Waterton  river  storing  25,000  acre-feet 
is  among  the  proposals,  however. 

A  third  diverting  canal  of  3,000  cubic  feet  per  second 


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Lethbridge  South  East  Project. 

THE  ENGINEERING  JOURNAL    May,  1941 


227 


capacity  would  lead  the  accumulated  waters  of  the  three 
rivers  easterly  from  St.  Mary  reservoir.  Irrigable  land 
would  be  reached  within  a  few  miles.  A  southerly  branch 
would  carry  water  into  storage  in  Milk  river  ridge  reservoir 
(80,000  acre-feet)  and  into  Raymond  reservoir  (17,000 
acre-feet).  These  two  reservoirs  command  most  of  the  irri- 
gable land  of  the  project,  both  proposed  or  now  served. 
Water  can  also  be  diverted  into  Milk  river  ridge  reservoir 
from  Milk  river  and  this  may  be  done,  unless,  as  is  probable, 
a  more  satisfactory  arrangement  can  be  worked  out  in- 
volving an  exchange  with  the  United  States  of  Milk  river 
water  for  St.  Mary  river  water. 

Another  branch  of  this  diverting  canal  would  join  the 
A.  R.  &  I.  system,  portions  of  which  would  need  to  be  en- 
larged. This  would  supply  the  existing  Chin  reservoir 
which  would  be  enlarged  from  35,000  acre-feet  to  100,000 
acre-feet.  These  diverting  canals  from  St.  Mary  reservoir 
would  supply  the  distributing  systems  for  certain  tracts 
but  the  bulk  of  the  new  lands  in  the  project  would  be  served 
by  distributing  systems  from  the  three  supplementary  re- 
servoirs above  mentioned.  Under  full  development  there 
will  doubtless  be  other  subsidiary  storages  provided  in  the 
lower  portions  of  the  distributing  systems  for  special 
requirements  of  regulating  flow,  prevention  of  waste  and 
salvaging  of  water  that  would  otherwise  necessarily  be 
wasted. 

Some  of  the  main  canals  would  be  of  large  size  and  there 
would  also  be  some  rather  large  structures.  However,  there 
is  nothing  that  will  present  any  serious  engineering  or  con- 
struction problem. 

The  reservoir  on  St.  Mary  river  is  a  key  feature  to  the 
whole  project  and  the  one  that  should  be  provided  first. 
It  also  involves  the  largest  and  most  important  dam  and 
other  structures  of  the  project  and  the  ones  presenting  the 
most  difficult  engineering  and  construction  problems. 
Therefore  it  is  dealt  with  at  some  length. 

St.  Mary  Reservoir 

The  investigatory  work  done  by  the  Canadian  Pacific 
Railway,  the  Reclamation  Service,  Mr.  D.  W.  Hays  and 
the  P.F.R.A.  indicates  that  a  large  storage  reservoir  on  the 
St.  Mary  river,  north  of  the  international  boundary,  would 
be  most  desirable  to  conserve  spring  run-off  and  winter 
flow  of  the  river.  In  1938  a  reconnaissance  survey  of  the 
river  was  made  by  Mr.  W.  L.  Foss,  District  Engineer, 
P.F.R.A.,  to  investigate  the  possible  and  practicable 
storage  sites  on  the  St.  Mary  river.  This  survey  indicated 
that  a  former  suggested  site  between  Spring  Coulee  and 
Magrath,  would  require  a  very  high  dam  (height  225  feet) 
for  a  relatively  small  storage  of  approximately  100,000  acre- 
feet.  Also,  an  outlet  tunnel  approximately  three-quarters 
of  a  mile  in  length  would  be  required  to  deliver  water  to 
the  canal.  Another  site  near  Raley  (Sec.  34-4-24  W.  4th 
M.)  would  provide  approximately  250,000  acre-feet  of 
storage,  but  would  be  relatively  expensive  owing  to  canal 
location  which  would  involve  heavy  cuts.  The  P.F.R.A. 
concluded  that  both  of  these  sites  would  be  more  costly 
per  acre-feet  of  storage  water  than  the  one  now  selected 
near  Spring  Coulee  which  they  find  is  a  favourable  site  to 
meet  all  requirements. 

A  preliminary  topographic  survey  has  been  made  of  the 
Spring  Coulee  site,  also  some  test  borings  taken,  which 
information  permitted  working  out  a  tentative  design  for 
the  purpose  of  obtaining  cost  estimates.  This  preliminary 
design  is  for  an  earth  fill  dam  186  feet  in  height  with  crest 
length  of  2,600  feet  and  net  effective  storage  of  270,000 
acre-feet.  The  cost  of  the  dam  is  estimated  at  $3,445,000 
and  the  construction  of  the  irrigation  works  complete  to  the 
existing  A.  R.  &  I.  canal  would  bring  this  total  to  $3,800,000. 
An  alternative  design  for  a  concrete  gravity  dam  indicated 
that  the  cost  would  be  approximately  thirty  per  cent  greater. 

The  St.  Mary  reservoir  and  outlet  canal  would  be  the 
first  step  in  extension  of  the  Lethbridge  South  East  Project. 


It  has  been  estimated  that  the  total  cost  of  the  complete 
project  would  be  approximately  eleven  to  thirteen  million 
dollars  which  would  represent  a  cost  of  from  $30  to  $35  per 
acre  of  irrigable  land.  P.F.R.A.  engineers  are  continuing  the 
study  of  various  alternative  designs,  methods  and  procedures. 
A  few  remarks  follow  as  to  certain  features  of  the  pro- 
posed St.  Mary  reservoir  dam: 

(a)  Foundations. 

Additional  test  pits  are  required  to  permit  study  of  the 
quality  of  the  foundation  rock,  also  the  dip  and  strike  of 
the  strata  for  projection  to  areas  not  proved  by  test  holes. 
Dr.  R.  T.  D.  Wickenden,  Dominion  Government  Geologist, 
has  the  information  obtained  to  date  and  it  is  expected  that 
he  will  make  a  field  examination  and  a  thorough  study  of 
the  sub-surface  conditions  at  the  proposed  dam  site  and 
reservoir.  This  information  is  urgently  needed  since  it  will 
have  an  important  bearing  upon  the  type  and  design  of 
structure  proposed  for  the  site. 

(b)  Unwatering. 

The  unwatering  tunnel  now  being  considered  would  be 
set  on  foundation  rock  and  the  upstream  section  of  this 
would  be  sealed  off  by  concrete,  after  completion  of  the 
structure,  leaving  an  intake  penstock  through  the  concrete 
plug  for  the  purpose  of  water  supply  to  the  small  hydro- 
electric unit  planned  for  the  utilization  of  water  discharged 
for  riparian  rights. 

(c)  Intake  to  Irrigation  Canal. 

As  an  alternative  to  the  vertical  pressure  section  and 
tunnel  leading  to  the  irrigation  canal  as  shown  in  the  P.F.R. 
A.  design  it  is  now  proposed  that  the  intake  for  the  canal 
be  placed  on  the  bed  rock  at  Contour  3538  with  the  intake 
entrance  near  the  upstream  heel.  This  conduit  would  be 
covered  by  the  earth  fill  dam  and  the  flow  controlled  by 
suitable  regulating  equipment. 

(d)  Overflow  Spillway  Dam. 

A  concrete  spillway  dam  located  at  the  north  end  of  the 
bed  rock  would  be  provided  with  a  concrete  apron  and  chute 
to  discharge  approximately  36,000  cu.  ft.  per  sec.  at  full 
supply  level  through  stop  log  openings.  Excavation  at  the 
site  of  the  spillway  dam  would  provide  material  for  the 
earth  fill  structures. 

Fairly  detailed  designs  of  the  above  listed  features  will 
be  necessary  before  arriving  at  cost  estimates,  which  are 
expected  to  be  considerably  less  than  those  shown  for  the 
original  design.  The  rolled  earth  fill  dam  would  have  a 
volume  of  approximately  3,200,000  cu.  yd.  and  the  volume 
of  concrete  would  amount  to  48,000  cu.  yd.  The  earth  fill 
material  available  on  the  north  bank  should  be  carefully 
tested  and  analyzed  for  both  core  material  and  side  berms 
and  it  is  noted  that  gravel  supplies  are  not  assured  as  yet. 

It  will  be  noted  that  it  is  planned  to  provide  a  spillway 
capacity  of  36,000  cu.  ft.  per  sec,  which  appears  ample  in 
view  of  the  maximum  recorded  flow  of  18,000  cu.  ft.  per  sec. 
at  Kimball  in  1908,  to  which  should  be  added  the  simul- 
taneous flood  flow  of  Lee  Creek  and  intervening  tributaries 
which  are  liberally  estimated  at  5,000  cu.  ft.  per  sec.  A 
further  factor  of  safety  lies  in  the  fact  that  the  flood  stages 
are  of  short  duration  and  occur  at  a  time  of  the  year  when, 
under  ordinary  operating  procedure,  the  St.  Mary  re- 
servoir would  have  been  lowered  by  the  transfer  of  water 
to  the  lower  reservoirs  of  the  system.  Another  safety  factor 
arises  from  the  annual  spring  snow  surveys  from  which 
close  estimates  are  made  of  the  total  probable  summer 
yield  of  the  watersheds,  and  reliable  information  is  obtained 
as  to  the  probable  magnitude  and  duration  of  normal 
flood  flow. 

Suggested  Plan  of  Development 

The  Sub-committee  finds: 

The  Lethbridge  South  East  Project  lends  itself  to  a 
step-by-step  orderly  development  over  a  period  of  years. 


228 


May,  1941     THE  ENGINEERING  JOURNAL 


The  first  step  should  be  an  immediate  start  on  construc- 
tion of  St.  Mary  reservoir,  followed  by  a  first  stage  in  the 
construction  of  the  diverting  canal  from  the  reservoir  and 
first  units  of  the  distributing  system.  This  will  enable 
Canada  to  fully  control  the  flow  of  the  St.  Mary  river  and 
put  it  to  beneficial  use  and  will  constitute  due  diligence  on 
her  part.  It  will  probably  be  found  economical  to  complete 
the  St.  Mary  reservoir  and  appurtenant  works  in  one  con- 
tinuous operation.  The  3,000  cu.  ft.  per  sec.  diverting  canal 
can  probably  be  built  to  a  lesser  capacity,  with  future 
enlargement,  in  two  or  three  stages  as  required.  Units  of 
the  lower  storage  system  can  be  provided  as  required.  The 
distribution  systems  to  the  various  tracts  can  be  built  in 
units  as  land  settlement  and  development  proceed. 

At  a  later  stage  the  diverting  canal  from  the  Belly  river 
can  be  provided  and  still  later  the  diverting  canal  from  the 
Waterton  to  the  Belly.  If  it  proves  feasible  and  desirable 
to  provide  regulating  storage  on  the  Belly  or  Waterton 
rivers  (or  both)  this  would  find  its  suitable  place  in  a  later 
stage  of  the  plan. 

The  final  place  of  Milk  river  in  the  plan  is  somewhat 
obscure  due  to  the  fact  that  it  can  be  fitted  in,  in  several 
different  ways.  It  is  quite  feasible  from  an  engineering 
standpoint  to  divert  and  use  Canada's  share  of  Milk  river. 
However,  it  is  a  flashy  stream  with  very  little  available  to 
Canada  during  the  irrigation  season.  It  is  not  feasible  to 
use  it  effectively  without  providing  regulating  storage  on 
the  main  river,  or  alternatively,  an  unduly  large  diverting 
canal  by  means  of  which  water  could  be  carried  into  the 
proposed  Milk  river  ridge  reservoir.  Both  of  these  methods 
are  relatively  expensive.  They  are  further  complicated  by 
the  fact  that  Milk  river  in  Canada  carries  United  States 


water  diverted  from  St.  Mary  river  (as  provided  by  the 
treaty  and  its  regulations)  and  during  much  of  the  irri- 
gation season  this  constitutes  the  bulk  of  the  flow  in  Milk 
river.  By  far  the  larger  portion  of  the  flow  of  Milk  river  is 
allocated  to  the  United  States.  The  United  States  has 
provided,  by  Fresno  dam,  across  the  channel  of  Milk  river, 
near  Havre,  Montana,  a  reservoir  capable  of  storing  more 
than  the  entire  average  annual  flow  of  the  Milk.  This 
reservoir  is  capable  of  further  substantial  enlargement  and 
the  Chain-of- Lakes  reservoir  adjacent  to  Milk  river  is  still 
being  considered.  In  addition,  the  Nelson  reservoir  lower 
down  the  Milk  river  project  in  Montana  provides  an  ad- 
ditional means  of  conservation  of  the  Milk  river  flow  as 
regulated  by  Fresno  dam  reservoir. 

Since  practically  all  land  in  Canada  irrigable  from  Milk 
river  can  also  be  supplied  from  St.  Mary  river  as  a  part  of 
Lethbridge  South  East  Project  at  lesser  cost  and  with  less 
probability  of  international  complications,  it  would  seem 
desirable  to  arrange  an  interchange  with  the  United  States 
of  at  least  most  of  Canada's  share  of  Milk  river  for  a  cor- 
responding share  of  the  United  States  rights  in  St.  Mary 
river.  The  Verdigris  Coulee  reservoir,  into  which  water  can 
be  diverted  from  Milk  river  and  from  which  it  can  be 
returned  to  Milk  river,  has  been  proposed  as  an  instrument 
of  such  interchange,  but  with  the  storage  now  provided  and 
contemplated  by  the  United  States,  it  is,  possibly,  not  of 
further  interest. 

SIGNED,  on  behalf  of  the  Sub-committee, 

H.  J.  McLEAN,  Chairman. 
Dated  at  Calgary,  December  14,  1940. 


EXHIBIT  "B" 

INTERNATIONAL   ASPECTS  OF   THE   SOUTHERN   ALBERTA 

IRRIGATION  PROJECT 


G.  N.  HOUSTON,  m.e.i.c. 
Consulting  Engineer,  Olds,  Alta. 


History 

The  early  settlers  in  the  eastern  States  and  provinces 
came  principally  from  humid  countries  where  the  rainfall 
was  sufficient  to  mature  crops  and  they  found  the  conditions 
in  this  new  country  similar  to  those  to  which  they  had  been 
accustomed.  There  was  no  need  of  their  using  water  from 
the  streams  for  irrigation  as  the  rainfall  was  sufficient.  So 
the  common  law  of  riparian  rights  came  with  them.  Briefly 
this  allows  an  owner  of  land  on  a  non-navigable  stream  to 
use  the  water  flowing  past  his  property  providing  he  returns 
it  to  the  stream  practically  undiminished  in  quantity  and 
unpolluted  in  quality. 

As  settlement  pushed  westward  to  the  semi-arid  parts  of 
the  country,  it  was  found  necessary  to  divert  water  from 
the  streams  on  to  the  land  in  order  to  mature  agricultural 
crops  or  increase  their  yield.  Most  of  this  water  being 
absorbed  by  the  plants  could  not  be  returned  to  the  stream, 
the  volume  of  which  was  depleted  by  this  amount  and  the 
lower  riparian  owners  deprived  of  its  use. 

The  settlers  were  obliged  to  abandon  the  law  of  riparian 
rights  and  adopt  from  the  old  Roman  law  the  doctrine  of 
prior  appropriation  and  beneficial  use  which  at  present  is 
the  basis  of  all  irrigation  law.    In  brief  this  is  as  follows: 

The  appropriators  of  water  from  a  stream  are  granted 
priority  for  its  use  in  the  order  of  their  respective  dates  of 
appropriation:  i.e.,  first  in  time  is  first  in  right,  provided 
they  proceed  with  due  diligence  to  put  the  water  to  bene- 
ficial use.    This  basic  principle  is  recognized  wherever  irri- 


gation is  practised  in  the  United  States  and  Canada. 
Between  1890  and  1904,  surveys  had  been  made  and  water 
appropriated  for  the  irrigation  of  certain  lands  in  Montana 
from  the  Milk  river.  Some  of  this  land  had  been  settled  and 
irrigation  started.  The  Milk  river  rises  in  the  United  States 
and  flows  north  into  Canada,  thence  easterly  through 
Alberta  some  210  miles,  then  turns  south  across  the  inter- 
national boundary  again  into  Montana  and  thence  into  the 
Mississippi  river  drainage.  During  the  same  period  in 
Alberta,  the  Dominion  government  had  granted  an  ap- 
propriation of  500  cu.  ft.  per  sec.  from  the  flow  of  the  St. 
Mary  river  to  the  Canadian  Northwest  Irrigation  Company 
for  the  irrigation  of  a  block  of  land  in  the  vicinity  of  Leth- 
bridge. The  St.  Mary  river  rises  in  Glacier  park,  Montana, 
and  flows  north  across  the  boundary  into  Alberta  and  thence 
into  the  Hudson  bay  drainage. 

The  Company  completed  some  90  miles  of  main  canal 
from  its  head  gates  near  the  international  boundary  to 
Lethbridge. 

In  1904,  the  several  companies  which  were  interested  in 
the  development  of  the  lands,  coal  mines  and  irrigation  in 
southern  Alberta  merged,  forming  the  Alberta  Railway  and 
Irrigation  Company  (later  acquired  by  the  Canadian 
Pacific  Railway  Company). 

This  Company  was  granted  a  priority  on  all  surface  water 
supplies  in  southern  Alberta  which  might  be  used,  as  de- 
velopment progressed  to  irrigate  their  land. 

In  1904,  they  built  a  diversion  dam  in  the  Milk  river  and 


THE  ENGINEERING  JOURNAL    May,  1941 


229 


a  canal  running  north  to  irrigate  land  in  the  vicinity  of  the 
towns  of  Milk  River  and  Warner. 

The  early  investigations  on  the  United  States  side  had 
shown  that  additional  water  for  irrigation  of  the  lands  of 
the  settlers  in  the  lower  Milk  river  valley  could  be  obtained 
from  the  St.  Mary  river  by  an  all  United  States  canal,  but 
estimates  of  cost  showed  this  to  be  a  very  expensive  de- 
velopment and  it  was  decided  to  construct  the  canal  only 
as  far  as  the  head  waters  of  the  Milk  river  in  the  United 
States.  They  would  then  use  the  Milk  river  channel  as  a 
conduit  to  run  the  water  to  their  irrigation  projects  in  the 
lower  valley.  This  contemplated  running  the  water  through 
the  210  miles  of  river  in  Canada. 

The  building  of  this  irrigation  canal  from  the  Milk  river, 
by  the  Alberta  Railway  and  Irrigation  Company  in  Canada, 
immediately  raised  a  protest  from  the  United  States  set- 
tlers, that  this  would  interfere  with  the  proposed  develop- 
ment on  their  side  of  the  line;  and  they  appealed  to  their 
government  to  protect  them. 

It  should  be  noted  that  no  water  had  been  run  from  the 
St.  Mary  to  the  Milk  river  at  this  time,  as  the  United 
States  did  not  complete  its  29-mile  canal  until  1916.  The 
result  of  this  protest  is  Article  VI  of  the  treaty  entered  into 
between  the  two  countries  on  January  11th,  1909.  This 
article  is  as  follows: 

"The  High  Contracting  Parties  agree  that  the  St.  Mary 
and  Milk  rivers  and  their  tributaries  (in  the  State  of  Mon- 
tana and  the  Province  of  Alberta  and  Saskatchewan)  are 
to  be  treated  as  one  stream  for  the  purpose  of  irrigation  and 
power,  and  the  waters  thereof  shall  be  apportioned  equally 
between  the  two  countries;  but  in  making  such  equal  ap- 
portionment, more  than  half  may  be  taken  from  one  river 
and  less  than  half  from  the  other  by  either  country  so  as  to 
afford  a  more  beneficial  use  to  each.  It  is  further  agreed  that 
in  the  division  of  such  waters  during  the  irrigation  season, 
between  the  first  of  April  and  the  thirty-first  of  October, 
inclusive,  annually,  the  United  States  is  entitled  to  a  prior 
appropriation  of  500  cu.  ft.  per  sec.  of  the  waters  of  the 
Milk  river,  or  so  much  of  such  amount  as  constitutes  three- 
fourths  of  its  natural  flow,  and  that  Canada  is  entitled  to 
a  prior  appropriation  of  500  cu.  ft.  per  sec,  of  the  flow  of 
St.  Mary  river,  or  so  much  of  such  amount  as  consti- 
tutes three-fourths  of  its  natural  flow." 

"The  channel  of  the  Milk  river  in  Canada  may  be  used 
at  the  convenience  of  the  United  States  for  the  conveyance, 
while  passing  through  Canadian  territory,  of  waters  diverted 
from  the  St.  Mary  river.  The  provisions  of  Article  II  of  the 
treaty  shall  apply  to  any  injury  resulting  to  property  in 
Canada  from  the  conveyance  of  such  waters  through  the 
Milk  river." 

"The  measurement  and  apportionment  of  the  water  to  be 
used  by  each  country  shall  from  time  to  time  be  made  jointly 
by  the  properly  constituted  Reclamation  Officers  of  the 
United  States  and  the  properly  constituted  Irrigation 
Officers  of  His  Majesty  under  the  direction  of  the  Interna- 
tional Joint  Commission." 

The  division  of  water  between  the  two  countries  pro- 
ceeded under  this  treaty  until  1915.  The  United  States 
Reclamation  Officers  and  the  Irrigation  Officers  of  the 
Dominion  of  Canada  however  were  not  able  to  agree  as  to 
the  manner  in  which  the  waters  of  the  two  rivers  should  be 
measured.  So  the  International  Joint  Commission,  under 
whom  they  were  working,  decided  that  before  making  a  rul- 
ing in  the  matter  it  would  be  proper  to  hear  such  representa- 
tions and  suggestions  thereon  as  the  parties  concerned  might 
see  fit  to  make.  To  thisend  the  Commission  held  several  meet- 
ings during  the  years  1915  to  1921,  inclusive,  at  various 
points  in  United  States  and  Canada.  At  these  meetings  the 
governments  of  United  States  and  Canada,  the  provinces 
of  Alberta  and  Saskatchewan  and  various  corporations  and 
individuals  appeared  and  presented  their  views.  As  a  result 
of  these  hearings,  the  International  Joint  Commission,  on 
October  4th,  1921,  handed  down  a  unanimous  decision, 
interpreting  Article  VI  of  the  treaty  and  ordering  the  divi- 


sion of  the  waters  to  proceed  in  accordance  with  certain 
rules  which  they  presented.    In  brief  these  are  as  follows: 

Rules 

1.  During  the  Irrigation  Season. 

(a)  When  the  flow  in  the  St.  Mary  river  at  the  inter- 
national boundary  is  666  cu.  ft.  per  sec.  or  less, 
CANADA  gets  %  of  the  water.  UNITED 
STATES  gets  \i  of  the  water. 

(b)  When  the  flow  exceeds  666  cu.  ft.  per  sec.  CAN- 
ADA gets  500  cu.  ft.  per  sec.  UNITED  STATES 
gets  166  cu.  ft.  per  sec.  The  balance  is  divided 
equally  between  the  two  countries. 

(c)  When  the  flow  in  the  Milk  river  at  the  easterly 
crossing  of  the  international  boundary,  is  666  cu. 
ft.  per  sec.  or  less,  CANADA  gets  34  of  the  water. 
UNITED  STATES  gets  %  of  the  water. 

(d)  When  the  flow  exceeds  666  cu.  ft.  per  sec.  CAN- 
ADA gets  166  cu.  ft.  per  sec.  UNITED  STATES 
gets  500  cu.  ft.  per  sec.  The  balance  is  divided 
equally. 

2.  During  the  Non-Irrigation  Season. 

The  flow  of  each  river  is  divided  equally  at  the 
boundary. 

3.  The  tributaries  of  the  Milk  river,  rising  in  Saskat- 
chewan, (Battle  creek,  Lodge  creek,  Frenchman  river 
etc.)  and  joining  the  main  river  in  the  United  States 
beyond  the  easterly  crossing  are  each  divided  equally 
at  the  boundary. 

4.  The  flow  in  tributaries  not  naturally  crossing  the 
boundary  are  apportioned  to  each  country. 

5.  Gives  the  methods  in  detail  by  which  the  flow  at  the 
boundary  is  to  be  computed. 

-')Directs  where  gauging  stations  are  to  be  maintained. 

8.  Directs  the  reclamation  and  irrigation  officers  to  make 
such  additional  measurements  and  take  such  further 
steps  as  may  be  necessary  or  advisable  to  insure  the 
division  of  said  waters  as  directed  and  "to  operate  the 
irrigation  works  of  either  country  in  such  a  manner  as 
to  facilitate  the  use  by  the  other  country  of  its  share  of 
said  waters  and  subject  hereto,  to  secure  to  the  two 
countries  the  greatest  beneficial  use  thereof." 

9.  Disagreements  are  to  be  reported  to  the  Commission. 
10.  Cancels  a  former  order. 

Two  days  later,  October  6th,  1921,  the  Commission  made 
certain  recommendations  regarding  storage  of  waters  of  the 
St.  Mary  and  Milk  rivers,  which  in  brief  are  as  follows  : 

After  a  very  thorough  investigation  they  find  that  the 
quantity  of  land  in  each  country  susceptible  of  irrigation 
development  from  the  St.  Mary  river  and  Milk  river  and  their 
tributaries  far  exceed  the  capacity  of  the  rivers,  even  under  the 
most  exhaustive  system  of  conservation. 

In  order  to  avoid  misunderstanding  between  the  two 
countries  it  is  therefore  of  greatest  importance  "that  every 
effort  should  be  made  to  obtain  maximum  efficiency  in  irri- 
gation from  these  waters' ' ;  the  Commission  therefore  re- 
commends: 

1.  That  the  United  States,  in  addition  to  the  Sherburne 
Lake  reservoir  already  constructed  on  the  headwaters 
of  the  St.  Mary,  proceed  to  build  the  proposed  Chain- 
of-Lakes  reservoir  in  the  Milk  river  valley,  Montana, 
below  the  easterly  crossing. 

2.  That  Canada  construct  their  proposed  Verdigris  re- 
servoir on  Verdigris  Coulee  in  Canada. 

3.  That  the  construction  of  a  dam  at  the  outlet  of  the  St. 
Mary's  lakes  in  Glacier  park  which  was  proposed  by  the 
United  States  Reclamation  Service,  for  creating  storage 
for  their  own  use,  be  made  an  international  reservoir, 
the  cost  of  construction  to  be  borne  jointly  by  the  two 
countries  and  not  charged  against  any  particular  project. 


230 


May,  1941     THE  ENGINEERING  JOURNAL 


The  title  to  the  reservoir  to  be  vested  in  the  United 
States  government. 
4.  In  the  opinion  of  the  Commission  the  operation  of  these 
reservoirs  under  their  direction  would  make  it  possible 
to  conserve  the  entire  winter  flow  and  flood  waters  of 
the  St.  Mary  and  Milk  rivers. 

From  1922  to  1938,  inclusive,  the  division  of  these  waters 
proceeded  under  the  rules  of  the  Commission  but  none  of 
their  recommendations  regarding  storage  of  water  was 
carried  out.  Notwithstanding  the  fact  that  the  United 
States  was  operating  Sherburne  Lake  reservoir  on  the  head 
waters  of  the  St.  Mary,  they  were  only  able  to  make  bene- 
ficial use  of  an  average  each  year  of  51  per  cent  of  their 
share  of  the  water.  Canada  without  any  storage  during  the 
same  period  used  an  average  of  only  46  per  cent  of  its  share. 
That  is,  52  per  cent  of  the  average  flow  in  the  St.  Mary 
river  each  year  was  going  to  waste. 

It  is  quite  evident  from  this  that  storage  of  the  St.  Mary 
river  water  is  very  necessary  in  both  countries  in  order  to 
get  the  maximum  beneficial  use  of  the  water. 

The  Canadian  Reclamation  Service,  from  1913  to  1921, 
made  a  survey  of  some  350,000  acres,  known  as  the  Leth- 
bridge  Southeastern  Project,  and  in  their  1921-22  report 
in  connection  with  this  project,  recommended  a  storage 
site  on  the  St.  Mary  river  in  Section  34,  Township  4, 
Range  24. 

Nothing  was  done  toward  developing  this  site,  however, 
largely  on  account  of  the  recommendation  of  the  Commis- 
sion for  the  joint  development  of  St.  Mary's  lakes  which 
would  probably  have  been  cheaper. 

The  development  of  St.  Mary's  lakes  was  not  carried  out 
however,  partly  because  of  the  great  distance  the  water 
would  have  to  run  (some  500  miles)  before  reaching  the 
land  to  be  irrigated  on  the  United  States  side,  and  partly 
because  of  the  general  public  sentiment  in  the  United  States 
against  development  of  natural  lakes  in  national  parks  as 
reservoirs,  for  fear  of  destroying  their  scenic  beauty.  In 
1938,  the  United  States  completed  the  Fresno  reservoir 
located  a  short  distance  below  the  site  of  the  Chain-of-Lakes 
reservoir  recommended  by  the  Commission.  This  solved 
the  storage  problem  for  them  and  as  a  result  they  were  able 
to  use,  last  year,  nearly  100  per  cent  of  their  share  of  the 
St.  Mary  water.  Apparently  they  have  not  abandoned  the 
development  of  the  proposed  Chain-of-Lakes  reservoir  for 
still  more  storage.  The  following  excerpt  from  the  Recla- 
mation Era,  May,  1940,  page  138,  presents  their  view  of 
the  matter.  (This  is  an  official  publication  of  the  United 
States  Reclamation  Service.) 

"Construction  of  the  Fresno  dam  and  the  creation  of  the 
Chain-of-Lakes  reservoir,  will  not  only  supply  additional 
water  for  the  system,  but  it  will  help  control  the  periodic 
floods  of  the  river.  The  towns  of  Havre,  Chinook  and 
Harlem  will  use  water  and  the  Utah-Idaho  Sugar  Company 
has  agreed  to  a  contract  for  water.  Success  of  the  develop- 
ment plans  for  the  entire  valley  depends  directly  upon  this 
unit  of  the  irrigation  system." 

Since  the  United  States  abandoned  the  proposed  storage 
in  St.  Mary's  lakes,  Canada,  through  the  Prairie  Farm 
Rehabilitation  Act  organization,  has  located  a  storage  site 
on  the  St.  Mary  river,  on  the  Canadian  side  of  the  line. 

This  location  is  a  short  distance  below  the  site  recom- 
mended by  the  Canadian  Reclamation  Service  in  1922. 

With  regard  to  the  Milk  river:  the  natural  flow  of  this 
stream  at  the  easterly  crossing  of  the  boundary  rarely 
carries  as  much  as  500  cu.  ft.  per  sec.  for  any  considerable 
length  of  time.  Occasionally  there  are  floods  which  carry 
double  this  amount  but  they  subside  rapidly.  Canada's 
share  is  only  one  quarter  of  the  usual  flow.  We  have  used 
a  very  small  amount  of  this.  There  are  no  large  projects 
taking  water  from  this  source,  only  a  few  individual  farm- 
ers. The  Milk  river  canal,  previously  mentioned,  built  in 
1904,  never  ran  water  except  to  test  the  canal.  The  diver- 
sion dam  has  washed  out  and  the  canal  has  been  abandoned. 


On  the  eastern  tributaries  in  Saskatchewan  of  Milk  river 
the  ruling  provides  that  each  shall  be  regarded  as  a  separate 
stream  and  the  flow  divided  equally  at  the  boundary.  Up 
to  1938  on  this  side  of  the  line  there  were  only  a  few  in- 
dividual farmers  using  water  and  no  record  was  kept  of  the 
total  amount.  By  1938  however,  the  P.F.R.A.  had  de- 
veloped two  large  projects  on  the  Frenchman  river,  which, 
together  with  the  existing  diversions,  used  about  34  per  cent 
of  our  share  of  the  flow  in  this  stream.  Last  year  (1939), 
some  9,000  acres  more  had  been  added  to  the  irrigated  land 
on  these  streams  and  we  used:  on  Frenchman  river — 15  per 
cent  of  our  share:  on  Lodge  creek — 5  per  cent  of  our  share; 
on  Battle  creek — 114  per  cent  of  our  share.  It  will  be  noted 
that  we  overdrew  our  account  on  Battle  creek  last  year. 
The  total  flow  last  year  on  these  three  largest  tributaries 
was  about  144,000  acre-feet  of  which  our  share  was  72,000. 
Of  this  we  used  a  total  of  22  per  cent.  It  should  be  noted 
that  the  division  of  flow  of  the  eastern  tributaries  has  no 
direct  bearing  on  the  division  of  flows  of  Milk  river  west 
of  the  eastern  crossing  and  St.  Mary  river. 

Present  Situation 

This  brings  us  up  to  the  present  situation,  which  is  as 
follows.  In  view  of  the  large  area  covered  by  the  proposed 
Lethbridge  Southeastern  Project,  Canada  has  proceeded 
with  due  diligence,  from  the  time  of  its  inauguration  of  the 
project  in  1913,  to  the  completion  of  the  surveys  and  esti- 
mates in  1922,  in  preparing  to  put  to  beneficial  use  its  share 
of  the  St.  Mary  and  Milk  rivers,  so  apportioned  by  the 
treaty. 

Storage  of  the  St.  Mary  waters  was  recognized  as  essen- 
tial to  this  scheme  and  was  provided  for  in  the  surveys. 

The  Joint  Commission's  recommendation,  for  the  joint 
development  of  the  St.  Mary's  lakes  for  this  purpose,  in- 
troduced a  new  element  into  the  problem. 

Owing  to  the  delay  and  final  abandonment  of  this  solu- 
tion by  the  United  States,  progress  was  held  up  in  Canada 
by  causes  beyond  its  control. 

There  would  have  been  little  use  in  proceeding  with  the 
construction  of  the  recommended  Verdigris  storage,  as  the 
chief  value  of  this  reservoir  would  be  to  store  Canada's 
share  of  the  Milk  river  together  with  water  from  other 
sources  not  available  to  the  United  States,  to  trade  for 
additional  water  from  the  St.  Mary. 

Neither  United  States  nor  Canada  was  in  a  position  then 
to  use  this  additional  water.  Up  to  1938,  each  country  was 
able  to  use  only  about  50  per  cent  of  its  share  of  the  St. 
Mary  water. 

With  the  completion  of  the  Fresno  reservoir  by  the  United 
States,  however,  the  whole  situation  has  changed.  They 
have  put  themselves  in  a  position  to  use  all  of  their  share 
and  more  if  available.  The  treaty  cannot  be  enforced  like 
an  Act  of  Parliament.  It  is  more  in  the  nature  of  a  gentle- 
man's agreement.  There  is  no  time  limit  for  its  duration. 
Either  party  may  repudiate  the  agreement  and  ask  for  a 
reconsideration  of  the  whole  matter  if  it  is  thought  the 
terms  are  working  against  their  interests. 

At  the  time  of  signing,  both  countries  had  the  same  very 
definite  object,  namely,  the  maximum  beneficial  use  of  the 
water  by  each  country.  They  were  satisfied  at  the  time  that 
the  terms  of  the  treaty  would  produce  that  result. 

In  endeavouring  to  carry  out  the  terms,  however,  many 
difficulties  arose.  In  the  discussion  of  these  troubles  before 
the  Joint  Commission  in  1915,  F.  H.  Newel,  consulting 
engineer  for  the  United  States  Reclamation  Service,  ex- 
pressed the  United  States  view  as  follows: 

"In  making  the  apportionment,  therefore,  the  operation 
is  to  a  certain  extent  simplified  by  being  confined  to  a  con- 
sideration of  the  water  which  may  be  used  either  by  direct 
diversion  or  storage.  On  the  other  hand,  it  should  not  be 
assumed  that  because  one  country  is  not  prepared  to  use 
one-half  of  the  water  therefore  the  other  country  must  be 
deprived  of  the  use  of  any  portion  which  otherwise  would  be 
wasted." 


THE  ENGINEERING  JOURNAL    May,  1941 


231 


The  water  which  Canada  is  wasting  at  present  would 
supply  not  only  the  present  settlers  with  much  needed  late 
water,  but  would  irrigate  at  least  one  hundred  thousand 
acres  (100,000  acres)  additional  land. 

Now  that  the  United  States  is  prepared  to  use  its  full 
share  and  more  if  available,  we  may  expect  that  a  revision 
of  the  treaty  will  be  requested  with  the  idea  of  getting  some 
or  all  of  Canada's  share  which  is  now  going  to  waste,  unless 
Canada  proceeds  promptly  to  put  it  to  use. 

In  the  event  of  a  reconsideration  of  the  whole  matter, 
Canada  would  be  in  a  very  weak  position  to  defend  its  claim 
to  more  than  50  per  cent  of  the  water  to  which  it  is  entitled 


under  the  treaty,  on  the  grounds  of  beneficial  use,  unless  it 
is  proceeding  with  an  orderly  development,  and  might  lose 
this  water  to  the  United  States  permanently.  There  are 
other  complications  which  might  arise  in  the  event  of  a  re- 
consideration, which  need  not  be  considered  here,  but 
which  make  it  very  desirable  to  maintain  the  status  quo. 

It  is,  therefore,  very  essential  to  the  future  development 
of  southern  Alberta  that  storage  be  provided  immediately 
on  the  St.  Mary  river,  so  that  water  for  the  gradual  develop- 
ment of  the  Lethbridge  Southeastern  Project  can  be  assured. 

NOTE:  (Use  of  italics  in  quotations  is  by  the  author.) 

Olds,  Alberta,  December  10,  1940. 


EXHIBIT  "C" 

ECONOMIC  DEVELOPMENT  FOR  IRRIGABLE  LANDS 

D.  W.  HAYS,  m.e.i.c. 
Manager,  Canada  Land  and  Irrigation  Com-pany,  Limited,  Medicine  Hat,  Alberta 


Some  centuries  ago  farmers  of  the  day  used  tread  mills 
or  buckets  attached  to  sweeps  to  draw  water  from  the  Nile 
or  the  Yangtze  rivers  to  sustain  meager  crops  on  a  thirsty 
soil.  The  method  was  crude  and  the  work  hard  but  the 
farmers  gained  a  living  for  themselves  and  their  families. 
The  kings  of  Babylonia  built  canals  to  irrigate  lands  in  the 
valley  of  the  Euphrates,  thereby  aiding  to  supply  the  food 
required  for  the  subjects  of  an  empire.  They,  too,  knew  the 
value  of  irrigation.  From  these  early  beginnings,  irrigation 
has  progressed  throughout  the  centuries  until  today  we 
have  such  massive  monuments  to  the  value  of  storage,  irri- 
gation and  power  as  the  Boulder  and  Grand  Coulee  dams 
with  probably  still  larger  projects  to  come. 

Millions  of  dollars  have  been  spent  on  irrigation  projects 
and  great  countries  have  been  enriched  by  the  develop- 
ments. Their  useful  purposes  have  been  manifested.  They 
serve  a  dual  purpose,  firstly,  in  the  direct  benefit  to  the 
individual  who  creates  a  farm  home;  secondly,  in  benefit 
to  governments  through  increased  taxable  wealth  and  to 
all  citizens  in  the  many  channels  of  trade  and  business 
activity'.  These  interlocking  benefits  are  generally  recog- 
nized. To  the  uninitiated  they  are  a  misty  apparition.  To 
those  close  to  the  subject  they  are  real  though  diffused  and 
not  in  all  respects  tangible  in  the  threads  leading  by  many 
ramifications,  in  and  out,  to  sundry  political  and  commer- 
cial centres. 

In  the  past  history  of  irrigation  in  Canada,  the  costs  for 
development  of  irrigable  lands  have  been  based  on  the 
principle  of  repayment  by  the  farmer  who  occupies  the  land. 
Recently  and  to  the  other  extreme,  it  has  been  suggested 
that  governments  should  build  irrigation  projects  in  the 
general  interest  of  political  economy  without  repayment 
of  any  capital  costs  by  the  farmer.  Both  principles  are 
wrong. 

As  to  the  first  principle,  no  large  project  can  be  built 
with  its  attending  development  costs  and  be  paid  for  with 
interest  by  the  farmer.  Private  companies  and  bonded 
irrigation  districts  have  learned  this  by  sufficiently  heavy 
losses.  This  principle,  if  it  were  to  be  fulfilled,  would  limit 
development  to  small  projects  cheaply  built  and  easily 
settled,  if  these  can  be  found,  and  ignore  the  value  of  the 
business  accruing  from  them  for  which  something  should 
be  paid  by  the  public. 

As  to  the  suggestion  that  governments  should  build 
projects  with  no  repayment  of  costs  by  the  farmer,  this 
foreshadows  bad  complications.  Primarily  it  implies  a  gift 
of  land  or  a  water  right  or  both  to  individuals  favoured  with 
irrigable  land,  on  which  they  can  make  a  living,  as  com- 
pared with  the  individuals  who  must  buy  land  for  purposes 


of  dry  farming  which  has  less  agricultural  attributes.  It 
discounts  the  property  value  to  those  who  now  own  or  have 
an  equity  in  irrigated  lands  and  in  turn,  by  direct  implica- 
tion, further  reduces  if  not  destroys  the  value  in  property 
and  irrigation  works  of  company  projects  and  irrigation 
districts.  Moreover  and  perhaps  of  significant  importance, 
there  are  the  political  repercussions  which  may  thrive  on 
patronage  of  this  sort. 

Reasons  for  Irrigation  Development 

It  is  known  that  a  capable  farmer  can  make  a  good  living 
and  a  comfortable  home  on  irrigated  land.  He  is  an  in- 
dependent and  self-supporting  citizen.  Were  he  to  buy  land 
outside  of  an  irrigated  area,  it  would  cost  him  money  with 
less  favourable  prospects  for  sustained  agricultural  pro- 
gress. Therefore  irrigated  land,  properly  farmed,  is  worth 
something  to  the  farmer,  for  which  he  should  be  willing  to 
pay  in  fair  proportion  to  the  benefits  received. 

From  a  provincial  standpoint,  it  is  evident  that  taxes  on 
highly  productive  lands  will  exceed  the  taxes  on  sparsely 
settled  lands  in  stock  leases  and  on  lands  where  poor  crops 
are  the  rule  rather  than  the  exception.  Government  stock 
leases  bear  a  combined  rental  and  tax  levy  of  about  4  cents 
per  acre  per  year.  On  good  productive  farm  lands  the  taxes 
average  30  cents  or  more  per  acre  per  year. 

On  dry  farmed  lands  in  the  drought  areas  large  sums  of 
tax  arrears  remain  unpaid  and  from  time  to  time  are 
written  off.  Likewise  advances  for  various  forms  of  relief 
remain  unpaid  and  also  must  be  written  off.  This  is  an  un- 
avoidable waste  of  money  so  long  as  dry  farming  is  per- 
mitted in  these  areas. 

The  following  figures  are  informative  as  related  to  four 
municipalities  for  the  year  1937: — 

Total  population  3,964  individuals;  total  relief  in  seed 
grain,  clothing,  food  and  tractor  fuel  supplied  in  1937  was 
$250,344.00.  Taxes  levied  $86,552.00,  amount  unpaid 
$77,377.00.  The  year  1937  was  very  dry  but  every  year  has 
its  deficits  with  poor  prospects  of  meeting  current  yearly 
costs  let  alone  paying  arrears.  The  losses  represent  huge 
sums  of  money  over  a  period  of  years  about  which  both  the 
provincial  and  Dominion  governments  are  aware  and 
gravely  concerned. 

In  contrast  to  the  above,  lands  having  an  appreciable 
area  under  irrigation  and  with  similar  soil  and  climatic 
conditions,  have  a  population  per  square  mile  many  times 
as  large,  have  assessed  land  valuation  five  times  as  much 
per  acre,  create  agricultural  and  live-stock  wealth  approxi- 
mately ten  times  as  great,  promote  and  support  general 


232 


May,  1941    THE  ENGINEERING  JOURNAL 


business  activity  proportionately  larger  and  impose  little 
or  no  burden  on  the  governments  for  relief. 

If  some  of  these  lands  in  the  drought  areas  were  irrigated 
or  the  inhabitants  placed  on  irrigated  land,  capital  costs  as 
applied  to  irrigation  would  convert  waste  to  profitable  use, 
aid  in  the  rehabilitation  of  farms  and  farmers  and  create  an 
asset  for  posterity.  Irrigation  potentialities  in  Alberta  of  say 
500,000  acres  would  supply  irrigated  farms  to  3,500  or  more 
families  or  enough  to  take  care  of  a  large  part  of  the  farmers 
in  the  drought  areas  of  the  province. 

Benefits  of  Irrigation 

Presuming  it  is  recognized  that  general  benefits  do  result 
from  irrigation  and  that  development  is  warranted  as  a 
government  undertaking,  it  is  the  purpose  of  the  author  to 
assess  the  value  of  these  benefits  to  individuals  and  to  the 
public  at  large  as  a  basis  for  a  fair  proportional  repayment 
of  the  costs  involved. 

It  is  apparent  that  any  payments  of  cost  made  by  the 
public  would  be  through  taxation.  It  is  therefore  pertinent 
to  this  subject  that  some  analysis  be  made  as  a  basis  for 
taxation.  There  is  an  old  saying  that  for  each  family  en- 
gaged in  primary  production  there  is  a  family  engaged  in 
the  disposal  of  that  primary  production.  This  provides  for 
the  building  of  urban  towns  and  regional  cities,  local  and 
distant  merchandizing  and  manufacturing  centres,  rail- 
ways, elevators,  etc.,  all  subject  to  taxation. 

It  is  a  principle  of  political  economy  that  production  is  a 
measure  of  national  wealth  and  the  distribution  of  that 
wealth  is  the  basis  of  trade  and  commerce.  Governments 
build  railways,  roads,  waterways,  buildings,  etc.,  to  facilitate 
the  movement  of  commerce.  Railways  have  been  subsidized 
by  land  grants  in  the  interest  of  national  development.  It  is 
axiomatic  that  outgoing  shipments  of  one  product  create 
an  important  movement  of  other  products.  One  is  essential 
for  trade  with  the  other.  The  products  of  irrigated  farms 
are  exchanged  for  other  food  products,  textiles,  machinery, 
etc.  This  in  itself  creates  an  exchange  for  the  value  of  prim- 
any  farm  products.  But  there  is  still  a  further  value  which 
exists  in  excess  of  the  amount  received  by  the  farmer  for  his 
primary  product.  This  is  represented  in  various  services 
and  functions,  paid  for  by  the  ultimate  consumer,  for  trans- 
portation, marketing,  merchandizing  and  in  outside  manu- 
facturing using  raw  farm  products. 

For  example,  it  is  the  difference  in  the  value  of  a  bushel 
of  wheat  sold  by  a  farmer,  say  in  Alberta,  and  the  value  of 
the  flour,  shorts,  bran,  etc.,  obtained  from  the  bushel  of 
wheat  plus  containers,  sold  to  a  consumer  living,  say  in 
Montreal.  The  primary  product  has  undergone  transport- 
ation, processing,  wholesale  and  retail  salesmanship,  by 
which  an  earned  increment  in  value  has  been  created.  These 
various  functions  require  land,  rails,  elevators,  buildings, 
equipment,  which  are  built  and  enhanced  in  value  because 
of  primary  production.  If  production  should  cease,  in  part 
or  whole,  of  which  we  have  examples  in  drought  years, 
employment  and  capital  values  decrease.  Conversely  new 
agricultural  development  creates  new  wealth;  in  land,  in 
urban  and  regional  centres,  in  transportation,  power  and 
manufacturing  at  distant  places.  These  are  taxable  as  they 
may  now  exist  and  would  sustain  increased  taxation  arising 
out  of  business  improvements  or  enlargements  and  by  new 
development. 

In  recent  years,  a  Royal  Commission  was  appointed  in 
Alberta  to  enquire  into  all  phases  of  irrigation  development 
in  the  province.  In  the  course  of  their  findings  they  made 
the  following  statement: — 

"The  Commission  has  been  made  fully  aware  that  irri- 
gation authorities  now  agree  that  the  full  capital  costs  of 
an  irrigation  project  should  not  be  charged  up  to  the  land 
fully  benefited.  The  conversion  of  a  non-productive  area 
into  lands  intensively  farmed,  benefits  not  only  the  irri- 
gation farmer  but  also  the  community,  the  Province  and 
the  Dominion,  as  well  as  many  private  enterprises  such  as 
railways  and  factories." 


In  respect  to  the  above,  it  may  be  added  that  in  irrigation 
districts  in  California  and  other  states  where  urban  values 
are  taxed,  they  bear  25  to  35  per  cent  of  the  operation  and 
•maintenance  costs  and  interest  charges  of  the  districts. 
This  is  the  same  approximate  proportion  which  the  in- 
crements in  local  urban  land  values  bear  to  the  total  local 
value  created. 

On  this  subject  other  information  goes  to  show  that  the 
increment  in  total  values  approximates  five  times  the  in- 
crement in  farmed  lands.  It  is  known  also,  in  irrigation 
districts,  that  the  farmed  land  itself  is  generally  placed  as 
the  sole  security  of  bonds  for  irrigation  works.  In  other 
words  the  farmer  who  may  realize  20  per  cent  of  the  total 
values  created  is  called  upon  to  pay  the  whole  costs  for 
irrigation.  This  position  is  untenable  as  evidenced  by  the 
amounts  of  capital  costs  which  have  been  written  off  in 
irrigation  districts  and  by  the  private  companies  in  reducing 
costs  to  the  farmer  to  a  point  within  his  means.  In  the  case 
of  irrigation  districts  in  Alberta,  whose  bonds  have  been 
guaranteed  by  the  province,  the  amounts  written  off  have 
been  sustained  by  the  public  through  taxation — a  procedure 
which  could  have  been  anticipated  had  the  views  of  relative 
responsibility  for  costs  as  indicated  by  this  paper,  been  in 
effect  when  the  districts  were  first  started.  In  the  case  of 
private  irrigation  projects,  the  amounts  written  off  have 
been  sustained  as  a  loss. 

Proportionate  Benefits  of  Irrigation 

It  will  be  recognized  that  benefits  accrue  to  the  farmer, 
to  local  urban  and  regional  centres  of  business  and  to  the 
country  at  large.  These  are  broad  conclusions.  The  details 
leading  to  such  conclusions  are  greatly  involved  in  the  in- 
tricately woven  fabric  which  makes  up  the  country's 
business. 

It  is  not  difficult  in  an  abstract  way  to  arrive  at  a  value 
of  the  farmers'  primary  production  having  regard  to  average 
yields  and  average  prices.  It  is  also  not  impossible  to  obtain 
a  figure  up  to  a  point,  which  would  fairly  represent  the 
earned  increment  in  value  of  a  certain  processed  raw 
product,  ultimately  paid  for  by  the  consumer.  For  example, 
in  the  case  of  a  bushel  of  wheat  grown  in  Alberta  and  its 
equivalent  in  flour  or  breakfast  food  sold,  say  in  Montreal. 
Flax  may  appear  as  oil  and  oil-cake,  and  sugar  beets  as 
sugar  or  syrup.  But  to  proceed  further  brings  in  compli- 
cations. Oil  may  go  into  paint,  soap  or  shoe  polish  and  be 
shipped  back  to  the  point  of  the  original  flax  production. 
Oil-cake  may  be  fed  to  cattle  locally  and  appear  as  beef  on 
a  consumer's  table  at  some  remote  point. 

Further  illustrations  of  a  complex  problem  are  unneces- 
sary and  it  is  sufficient  to  say  that  details  are  not  available 
to  the  author.  It  is,  however,  apparent  that  ultimately 
through  many  ramifications,  benefits  do  accrue  to: — 

1.  The  farmer  who  irrigates  the  land. 

2.  To  local  urban  and  regional  centres  in  which  develop- 
ments are  created  and  which  aid,  through  taxation,  in  the 
maintenance  of  municipal  and  provincial  governments. 

3.  To  the  general  developments  in  the  country  at  large 
by  the  business  created  in  transportation,  marketing  and 
processing  primary  farm  products,  for  which  the  ultimate 
consumer  pays,  and  out  of  which  the  Dominion  government 
gains  by  increased  taxable  wealth  and  the  maintenance  of 
employment  and  business  activity. 

Division  of  Benefits 
In  a  paper  presented  by  Mr.  Walter  E.  Packard  at  a 
meeting  of  the  Pacific  Coast  Section  of  the  American 
Society  of  Agricultural  Engineers,  the  author  deals  with 
the  economic  feasibility  of  the  Columbia  Basin  Project  in 
the  state  of  Washington.  This  project  contemplates  the 
irrigation  of  1,200,000  acres  of  land.  He  predicts  the  ulti- 
mate value  of  the  primary  farm  product  (the  price  that 
would  be  paid  by  the  consumer)  and  makes  a  division 
firstly,  to  the  individuals  or  groups  who  would  receive  the 
proceeds  and  secondly,  an  allocation  by  location,  i.e.  local 


THE  ENGINEERING  JOURNAL    May,  1941 


233 


and  regional  centres  or  outside  points,  where  the  proceeds 

would  be  spent. 

With  respect  to  individuals  or  groups  receiving  the  money 

paid  by  the  consumer  he  concludes  that  it  is  divided: — 
47  per  cent  to  the  farmer; 
9  per  cent  to  local  manufacturers  such  as  creameries, 

canning  factories,  meat  packers  and  others. 

44  per  cent  to  transportation  agencies,  merchandizing 

interests  and  outside  manufacturers. 

With  respect  to  the  locality  where  the  money  is  spent, 

through  the  various  facilities  necessary  to  the  interchange 

of  goods,  he  gives  abstract  figures  as  related  to  the  Columbia 

Basin  Project  which  are  here  reduced  to  percentages  as 

follows  : — 

Total  price  paid  by  the  ultimate  consumer 

for  product  originating  on  the  farm.  .  .  .        100  per  cent 

Less  part  of  price  arising  for  outside  ser- 
vices, transportation,  marketing,  etc 24 . 3  per  cent 

Remainder  treated  as  a  local  fund 75 . 7  per  cent 

This  amount  is  an  annual  sum  wholly  dependent  on  farm 

production.    It  would  disappear  if  production  should  cease. 

It  is  shown  to  be  expended  as  follows: — 

In  local  trade  representing  services  required 
by  the  community  including  the  farmer, 
approximately 20  per  cent 

In  regional  centres,  distributed  to  manu- 
facturers, wholesalers,  investors,  and 
public  utilities,  approximately 34  per  cent 

In  outside  centres,  manufacturers  of  ma- 
chinery, auto  equipment,  textiles,  pro- 
cessed food  products  and  miscellaneous 
supplies 21.7  per  cent 

Summarizing  with  respect  to  location 
where  money  is  spent,  we  have  : — 

Remaining   in    community 

for  local  trade 20  per  cent 

Spent  in  regional  centres .  .  34  per  cent         54  per  cent 

Outside  : — Services,     trans- 
portation, marketing,  etc.     24 . 3  per  cent 

Outside: —  Manufacturing, 

machinery,  textiles,  etc. .      21.7  per  cent         46  per  cent 

Mr.  Packard's  figures  are  evidently  based  on  the  kinds 
of  products,  market  facilities,  and  other  factors  bearing  on 
the  problem  he  had  in  hand.  These  may  differ  with  respect 
to  kinds  of  produce  and  other  factors  arising  out  of  irri- 
gation development  in  western  Canada  as  they  may  affect 
the  percentages  stated. 

The  figures,  however,  do  supply  a  basis  for  intelligent 
approach  to  a  problem  respecting  financial  requirements 
for  irrigation,  which  has  been  long  neglected  in  Canada. 
What  has  been  done  during  the  past  by  irrigation  districts 
or  private  companies  in  adjusting  debts,  has  been  an  after- 
math created  by  necessity  which  has  resulted  in  severe 
prejudices  to  irrigation  generally.  Whereas  by  an  appreci- 
ation of  the  general  benefits  arising  out  of  irrigation,  not 
only  to  the  farmer  but  to  the  public  as  well,  a  clearer  under- 
standing of  the  problem  is  obtained  respecting  future  de- 
velopments for  which  suitable  provisions  can  be  made  for 
financial  requirements. 

Past  experiences  show  that  irrigation  districts,  acting 
independently,  cannot  sell  irrigation  bonds  without  govern- 
ment guarantees.  Private  companies  are  not  warranted  in 
financing  irrigation  projects,  limited  as  they  have  been  to 
repayments  by  the  farmers  only.  Hence  it  is  apparent  that 
any  future  developments  must  be  initiated  and  carried  out 
by  the  provincial  and  Dominion  governments  or  by  one 
acting  directly  through  equitable  arrangements  with  the 
other. 

Repayment  of  Costs  for  Development 

Early  irrigation  developments  in  the  United  States  and 
Canada  as  previously  indicated  were  based  on  the  principle 
that  the  entire  costs  for  irrigation  would  be  repaid  by  the 
farmer.    The  principle  failed  and  various  adjustments  have 


been  required.  In  Canada,  adjustments  had  been  made  at 
sundry  times  and  by  sundry  projects  to  meet  local  condi- 
tions. They  were  not  uniform  as  between  different  projects 
nor  determined  by  a  similar  procedure.  The  results  were 
dissimilar  and  a  farmer  on  one  project  compared  his  posi- 
tion with  that  of  a  farmer  on  another  project  and  found 
reason  to  complain. 

To  meet  this  situation  a  Royal  Commission  was  appointed 
in  1936  and  requested  to  investigate  into  various  phases  of 
irrigation  development  in  all  irrigation  projects  in  Alberta. 
This  commission  is  commonly  known  as  the  Ewing  Com- 
mission. The  Commission  was  instructed,  among  other 
things,  to  enquire  into  (a)  the  ability  to  pay  by  a  farmer  of 
average  attainments  and  (b)  the  value  of  land  and  water 
right  to  the  farmer. 

The  Commission  made  exhaustive  enquiry  over  all  pro- 
jects in  the  province. 

Under  (a) — With  respect  to  "Ability  to  Pay"  the  findings 
stated: — "The  Commission  has  endeavoured  to  arrive  at 
an  average  ability  to  pay  based  on  average  production 
having  in  mind  average  capacity  and  average  conditions." 
It  based  its  findings  on  the  production  of  wheat,  oats,  and 
hay  or  pasture  subject  to  a  yearly  crop  share  to  be  delivered 
by  the  farmer.  The  Commission  stated:  "According  to  this 
assumption  the  crop  share  would  equal  $3.16  per  acre." 
For  grain  and  hay  production  the  average  yield-value  per 
year  should  approximate  $16.00  per  acre.  The  value  of  the 
crop  share  is  to  apply  to  water  rental  or  service  tax,  interest 
and  to  principal.  Assuming  that  average  water  rental 
charges  are  $1.50  per  acre  per  year,  this  leaves  $1.66  to 
apply  to  interest  and  principal.  This  annual  payment  at 
5  per  cent  interest  would  pay  off  a  capital  debt  of  $23.39  in 
25  years.  Where  production  is  on  a  higher  basis  than  wheat, 
oats,  and  hay,  as  in  the  case  where  sugar  beets  and  canning 
products  are  a  part  of  farm  operations,  the  annual  payment 
at  a  higher  crop  share  value,  would  pay  the  capital  cost  in 
less  period  of  years,  or  would  pay  a  higher  land  value  as 
may  be  required  for  higher  land  rating. 

Under  (b) — With  respect  to  the  value  of  land  with  water 
right,  the  Commission  fixed  a  value  of  $20.00  per  acre  for 
land  having  a  rating  of  70  per  cent.  Rating  is  established 
by  the  relative  merits  of  soil,  topography,  location  and 
water-area  factor  and  may  naturally  vary  with  each  quarter 
section  of  land.  The  average  rating  of  land  and  water  right 
commonly  considered  as  irrigable,  as  applied  to  existing 
or  prospective  projects  in  Alberta,  will  result  in  average 
prices  from  $16.00  to  $25.00  per  acre.  This  is  the  sum  the 
farmer  is  expected  to  pay  over  a  period  of  years. 

In  the  figures  given,  relating  to  division  of  benefits,  it  is 
shown  that  47  per  cent  of  the  ultimate  sale  price,  of  produce 
originating  at  the  farm,  is  received  by  the  farmer.  This 
represents  the  value  of  raw  farm  products.  The  remaining 
53  per  cent  of  the  ultimate  sale  price  is  the  increased  value 
brought  about  in  the  processing  and  distribution  of  the 
product.  Of  the  total  value  it  appears  that  54  per  cent  of 
the  money  is  used  or  spent  locally  and  46  per  cent  at  outside 
places. 

The  theory  of  the  author  is  that  repayment  of  costs  for 
total  development  may  be  allocated  in  the  proportions  of: 
the  value  of  the  primary  product  received  by  the  farmer 
who  also  spends  it,  the  amount  spent  in  local  and  regional 
centres  and  the  amount  spent  at  outside  points.  These 
factors  bear  to  each  other  in  the  ratio  of  47  to  54  and  46 
respectively.  Reduced  to  the  basis  of  100  they  would  work 
out  as  follows: — 

To  be  repaid  by  the  farmer 32  per  cent 

To  be  repaid  by  local  urban  and  regional 
interests  through  taxation  by  muni- 
cipal and  provincial  governments 37  per  cent 

To  be  repaid  by  the  public  at  large 
through  taxes  imposed  by  the  Domin- 
ion government  as  represented  in  in- 
come taxes,  excise  duties,  sales  taxes, 
etc 31  per  cent 


234 


May,  1941    THE  ENGINEERING  JOURNAL 


The  work  of  the  Ewing  Commission  was  thorough  and 
exhaustive  as  related  to  the  annual  and  total  payment 
which  the  farmer  was  called  upon  to  pay.  The  Commission 
also  stated,  specifically  as  before  referred  to,  that  the 
total  costs  for  irrigation  should  not  be  charged  to  the  lands 
immediately  benefited.  They  were  not  asked  under  their 
appointment  to  go  further  than  to  allocate  the  amounts  to 
be  paid  by  the  farmer. 

If,  however,  the  amount  the  farmer  is  required  to  pay, 
as  determined  by  the  Commission,  is  used  to  arrive  at  the 
value  of  benefits  to  other  interests  as  hereinbefore  set  out, 
we  have  some  measure  in  dollars  of  the  amounts  these  other 
interests  should  pay  and  the  sum  of  these  figures  will  re- 
present the  total  permissable  outlay  to  provide  irrigation. 
Using  the  percentages  last  mentioned  and  taking  the 
farmer's  payment  at  $20.00  per  acre  for  irrigable  land  an 
average  rating  of  70  per  cent  we  have: — 

To  be  paid  by  the  farmer 32  per  cent     $20 .  00 

To  be  paid  by  local  urban  and 

regional  interests 37  per  cent     $23 .  12 

To  be  paid   by  the  public  at 

large 31  per  cent     $19.38 

Total    permissable    outlay    per 

acre $62 . 50 

Limit  of  Cost  for  Irrigation  Works 

On  the  premises  preceding,  the  total  outlay  for  irrigation 
development  is  stated  at  $62.50  per  acre.  A  part  of  this 
sum  is  required  for  costs  in  meeting  carrying  charges  arising 
from  interest  on  capital  indebtedness  and  from  deficits  in 
operation  and  maintenance  of  the  canal  system  pending 
the  time  when  settlement  of  lands  by  farmers  is  completed. 
There  are  also  costs  for  colonization. 

Irrigation  systems  require  a  large  percentage  of  the  total 
costs  for  works  to  be  expended  in  initial  development,  viz: 
dams,  reservoirs,  main  and  branch  canals  and  attending 
structures,  etc.  These  must  be  built  prior  to  any  use  of 
water  and  in  the  case  of  raw  prairie  lands,  prior  to  settle- 
ment of  the  lands.  A  gradual  transition  takes  place  in  the 
development,  from  the  first  settlers  to  the  time  when  the 
project  may  be  fully  colonized.  During  the  past,  this  has 
been  a  slow  process  as  experienced  particularly  in  early 
irrigation  projects  in  Canada.  This  can  be  attributed  to 
several  reasons.     Primarily  the  prairies  had  been  settled, 


partially  at  least,  by  people  who  expected  to  carry  on  dry 
farming  operations  and  by  the  encouragement  of  occasional 
wet  years,  they  refused  to  admit  drought  conditions;  also 
irrigation  farming,  where  first  started,  was  new  and  the 
prices  for  irrigated  lands  were  high.  These  and  other  con- 
ditions delayed  settlement  in  irrigation  projects.  Today  a 
different  viewpoint  exists.  Irrigation  projects  have  shown 
their  merits.  It  is  generally  recognized  that  parts  of  the 
prairies  are  not  suitable  for  dry  farming  and  there  is  now 
an  urgent  demand  on  the  part  of  farmers  themselves  for 
irrigation.  These  conditions  imply  good  prospects  for  rapid 
settlement  but  there  is  need,  nevertheless,  that  some  pro- 
vision should  be  made  for  costs  of  various  kinds,  which 
will  arise  in  the  interval  between  the  time  when  the  irri- 
gation works  are  built  and  the  time  when  each  acre  in  the 
project  is  contributing  its  share  to  the  current  and  ultimate 
costs. 

Past  records  of  irrigation  districts  and  private  companies 
in  Canada  would  show  these  costs  to  be  very  high  but  they 
were  created  under  unfavourable  conditions.  With  respect 
to  future  projects  and  in  the  light  of  present  views  on  irri- 
gation, these  costs  should  be  estimated  for  each  project, 
having  in  mind  availability  of  settlers  and  any  special  con- 
siderations for  markets  and  general  facilities  for  establish- 
ing the  farmers  on  the  land.  Such  determined  cost,  to  be 
provided  for  by  a  carrying  fund  or  development  fund, 
should  be  deducted  from  the  total  permissible  outlay  to 
arrive  at  the  permissible  capital  costs  for  irrigation  works. 
It  is  apparent  too  that  if  development  costs  can  be  reduced, 
then  a  larger  part  of  the  total  permissible  outlay  becomes 
available  for  irrigation  works. 

In  the  opinion  of  the  writer,  having  in  mind  existing 
conditions  and  assuming  works  completed  to  enable  rela- 
tively immediate  use  of  all  the  land  for  irrigation  farming 
of  which  a  part  may  be  already  settled,  such  costs  should 
not  exceed  $12.50  per  acre  (assessable  to  local  and  regional 
interests),  thereby  leaving  in  round  numbers  approximately 
$50.00  per  acre  as  a  permissible  value  for  lands  and  cost 
for  irrigation  works. 

This  value  is  attributed  to  land  requiring  a  full  water 
right  and  not  to  lands  where  a  partial  water  right  is  used 
as  a  supplement  to  dry  farming  operations. 

(Signed)  D.  W.  HAYS,  m.e.i.c. 
Medicine  Hat,  Alberta,  December  4,  1940. 


THE  ENGINEERING  JOURNAL    May,  1941 


235 


ESTIMATING  PRODUCTION  COSTS  IN  AIRCRAFT 

MANUFACTURE 

A.  T.  E.  WANEK,  m.e.i.c.  ,  A.R.Ae.s. 
Air  Ministry  Technical  Cost  Officer,  British  Air  Commission,  Washington,  U.S.A. 

Paper  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada, 

at  Hamilton,  Ont.,  on  February  7th,  1941 


The  following  paper  gives  the  author's  idea  of  the  way  in 
which  the  estimated  costs  of  aircraft  production  should  be 
arranged  and  prepared  by  a  manufacturing  firm.  It  must  be 
understood  that  the  system  here  outlined  is  not  in  any  way 
to  be  regarded  as  official  or  as  describing  the  methods  fol- 
lowed by  any  government  costing  departments.  Without 
attempting  to  enter  into  complicated  detail,  the  article 
suggests  a  method  of  estimating  production  costs  which 
can  be  successfully  used  in  present-day  aircraft  manu- 
facture. 

In  the  aeronautical  industry  the  continual  and  rapid 
changes  in  design  and  manufacturing  conditions,  together 
with  the  fact  that  the  large  productive  orders  enjoyed  by 
other  branches  of  engineering  are  not  yet  experienced  by 
aircraft  manufacturers,  are  vital  factors  when  considering  a 
suitable  basis  to  work  on. 

At  the  outset  the  difference  between  actual  costs  and 
estimated  costs  must  be  realized.  In  the  former  case,  future 
costs  cannot  be  ascertained  until  a  batch  of  aircraft  have 
actually  been  completed,  whilst  with  estimated  costs,  an 
advance  and  fairly  accurate  schedule  of  costs  can  be 
compiled  even  before  the  building  of  the  prototype  machine. 

The  final  cost  of  manufacture  of  any  aircraft  is  advisedly 
based  on  the  following  main  items: — 

I.  Labour — Direct  and  indirect. 
II.  Overhead — Development  charges. 

III.  Material — This  should  be  divided  into: 

1.  Raw  Material,  i.e.,  sheet,  bar,  etc. 

2.  Bought  out  items,  e.g.,  rivets,  bolts,  A. O.S. 
parts,*  standard  drawn  or  extrusion  sections  (not 
obtainable  in  the  works),  patent  fasteners,  pins,  etc. 

3.  Proprietary  articles  such  as  coolers,  pumps,  oil 
separators,  specialized  equipment  such  as  under- 
carriage and  tail  wheels  not  manufactured  by  the 
aircraft  designer. 

4.  Sub-contract  work,  i.e.,  any  parts  of  the  aircraft 
which  for  reasons  of  delivery  or  lack  of  special  plant, 
the  firm  decides  to  obtain  from  outside  suppliers. 

IV.  Profit,  usually  a  percentage  based  on  the  completed 
costs. 

With  regard  to  overhead  (Item  II),  it  is  not  necessary 
to  go  into  detail,  as  the  make-up  of  this  item  does  not  differ 
greatly  from  that  usual  in  other  branches  of  engineering 
industry,  with  the  important  exception  that  in  aircraft 
work  overhead  is  usually  higher  and  involves  a  larger 
allowance  for  development  and  experimental  work. 

The  labour  charge  is  the  most  important  factor  and  is 
best  estimated  as  the  total  number  of  hours  necessary  to 
build  the  aircraft  at  an  average  hourly  rate,  e.g.,  30,000 
man-hours  at  1/9. 

After  having  obtained  and  checked  a  complete  set  of 
drawings  and  schedules  for  every  part  and  assembly  re- 
quired on  the  aircraft,  a  breakdown  scheme  to  simplify  and 
expedite  costing  should  be  planned. 

The  most  straightforward  method  of  doing  this  is  to 
divide  the  machine  into  self-contained  constructional  units 
under  such  headings  as  the  following: — 

(a)  Assembly  of  all  main  structural  units  (already  com- 

*Aircraft  General  Stores  parts,  in  England,  include  such  parts  as 
rivets,  Simmonds  nuts,  standard  size  split  pins,  cotter  pins,  turnbuckles, 
holts,  slotted  nuts,  all  of  which  are  common  to  almost  every  aircraft  of 
English  design. 


pletely  sub-assembled)  comprising  assembly  of  wings  and 
tail  unit  to  machine,  final  erection,  connection  of  pipe  lines 
and  hydraulic  systems,  painting,  flight,  shed  work,  test 
flights,  etc. 

(b)  Wings:  Probably  again  divided  into  top  inner  and 
outer,  bottom  inner  and  outer.  It  is  usually  only  necessary  to 
plan  either  the  port  or  starboard  side,  as  in  many  cases  they 
are  identical;  if  not,  any  slight  difference  can  be  easily 
added  or  subtracted  as  required.  Also  included  in  the  wing 
assessment  will  be  flaps,  ailerons  and  slots  according  to  the 
design  and  type  of  aircraft. 

(c)  Fuselage.  This  can  always  be  subdivided  if  necessary, 
especially  if  built  in  several  sections  or  portions,  e.g.,  front, 
mid  and  rear  fuselage.  The  fuselage  section  will  possibly 
include  preparation  for  equipment,  such  as  wireless  and 
any  other  sub-section  which  is  constructed  or  installed  in 
the  fuselage,  such  as  armament,  gun  turrets,  etc. 

(d)  Empennage  comprising  the  tail  unit:  tail  plane, 
elevators,  fins,  rudder  and  attachment  tabs,  etc. 

(e)  Power  unit  or  engine  installation  which  will  include 
oil  and  fuel  systems,  hydraulic  equipment  and  installation. 
Care  must  be  taken  that  all  these  systems  are  subdivided 
as  they  will  almost  certainly  occur  in  various  sections  of  the 
machine. 

(f)  Flying  controls  and  engine  controls.  These  are  self- 
explanatory. 

(g)  I T nder carriage  often  made  to  special  requirements  and 
bought  outside.  This  will  include  landing  wheels,  brake 
gear,  and  (nearly  always)  retracting  gear  which  require 
assembling  and  embodying  in  the  aircraft. 

(h)  Engine  mountings.  It  is  advisable  to  keep  this  distinct 
from  Section  E  (power  unit),  as  the  engine  mountings  and 
attachment  usually  assume  quite  large  proportions  and 
may  make  the  power  unit  section  complicated  if  included 
in  it. 

(j)  Electrical  services  and  installations.  This  will  include 
all  electrical  wiring  and  panels  and  equipment.  It  can  be 
subdivided  to  apportion  the  amount  of  labour  falling  in  any 
of  the  main  units  already  mentioned,  i.e.,  electrical  wiring 
and  installation  in  fuselage  (Section  C).  It  will  also  embody 
such  items  as  electrical  bomb  release,  navigation  lamps  and 
wiring,  wireless,  ignition  starting  and  generator  starting, 
etc. 

(k)  Armament  comprising  bomb  mountings  and  gun 
turret  and  gun  installation  in  fuselage  or  wings,  together 
with  any  protective  items  such  as  armour  plating,  etc. 

(1)  Miscellaneous  and  general  equipment.  This  will  apply 
mainly  to  such  matters  as  oxygen  system,  stowages  for 
equipment,  parachute  and  flare  stowages,  first  aid  outfit 
and  other  items  of  equipment  depending  on  the  type  of 
aircraft  being  built. 

(m)  Ground  equipment,  which  will  include  such  items  as 
trestles,  trolleys,  ladders,  bombcarriers,  covers,  jacks,  slings, 
or  ancillary  equipment. 

The  above  sections  (a)  to  (m)  break  down  the  machine 
advantageously  for  planning,  production,  and  cost  estimat- 
ing, and  also  with  regard  to  supplying  spares.  The  costs 
of  labour  or  material  are  easily  calculated  from  these 
sections. 

It  is  advisable  to  correlate  the  drawing  number  system 
with  this  sectional  scheme,  so  that  for  instance  the  prefix  b 
will  immediately  indicate  a  part  or  drawing  on  the  wing 


236 


May,  1941     THE  ENGINEERING  JOURNAL 


Section  "B"  Complete 


Quantity 

per 
Aircraft 

Drg.  No.  and 
Description 

LABOUR 

MATERIALS 

Item 

Total  Value 
Time  at  1/9 

Raw 

Eought 
Out 

Sub- 
Contract 

Proprietary 
Articles 

Total 

Hrs. 

Amount 

Material 

1 

1 

Section    "B"    comprises    Inner 
wings,   Outer   wings,   Centre 
Section,  Ailerons,  Flaps,  etc. 

3000 

£262  10.0 

£75 

£25 

£  2 

£20 

£122 

2 

1 

B-707— Port  Outer  Wing 

750 

£  65.12.6 

£45 

£  7 

10/- 

£  3 

£   55.10.0 

3 

1 

B-7071—  Port  Outer  Wing  Spar 
Assembly. 

70 

£     6.    2.6 

£6. 

10.0 

£6.10.0 

4 

2 

B-7076— Port  Wing  Spar  Web. 

5 

8/9 

£1.    5.0 

f  1.   5.0 

section,  or  H725  would  refer  to  a  part  on  the  engine 
mounting. 

It  then  follows  that  for  estimating  and  production  pur- 
poses the  cost  of  any  part  or  unit  of  the  machine  can  be 
individually  assessed,  or  can  at  any  time  be  easily  found 
from  the  schedules,  either  for  labour,  planning,  or  material 
cost  requirements. 

The  most  suitable  schedule  system  will  be  a  master 
record  of  the  sections  already  dealt  with,  first  with  the 
section  complete  and  followed  by  a  breakdown  scheme. 
The  above  example  shows  how  this  would  be  done  for 
Section  B  (wings) — 

Thus  a  complete  schedule,  breaking  down  each  section, 
is  compiled. 

Note  that  Item  4  cost  is  thrown  back  into  Item  3  and 
again  Item  3  is  referenced  into  Item  2,  so  that  we  have  all 
the  details,  then  the  sub-assembly,  followed  by  the  unit 
assembly  and  finally  the  complete  section  assembly  as 
shown  by  Item  1. 

Additional  columns  can  be  used  to  give  the  material 
breakdown  costs  so  that  almost  any  item  on  the  machine 
can  be  extracted  from  the  main  costs  in  a  few  moments, 
obviously  a  very  useful  and  desirable  feature. 

These  breakdown  schemes  and  the  sectionalizing  of  the 
aircraft  are  the  bases  on  which  a  correct  estimated  cost 
depends.  In  the  hands  of  competent,  experienced  estima- 
tors there  is  no  danger  of  any  omissions  or  complicated 
overlapping  of  costs,  and  in  this  way  a  fairly  accurate 
version  of  manufacturing  cost  can  be  arrived  at  sooner 
than  by  any  costing  system  which  is  dependent  on  actual 
costs,  and  is  subject  to  fluctuations. 

Detail  Costs 

Perhaps  a  few  words  about  detail  costs  and  methods 
recommended  for  obtaining  them  will  be  advisable  at  this 
stage. 

Firstly,  dependent  on  the  number  of  aircraft  to  be  built 
on  the  contract,  the  jig  and  tool  layout  and  production 
methods  should  be  planned. 

This  is  a  vital  factor  in  planning,  production,  and  estim- 
ating cost,  because  the  method  used  in  making  any  par- 
ticular part,  or  the  time  taken  to  assemble  completely  a 
unit  depends  on  the  jigs  and  tools  available.  Thus  the  num- 
ber of  aircraft  to  be  manufactured  and  the  binding  delivery 
dates  will  govern  the  types  of  jigs  and  tools  desirable,  and 
these  in  turn  will  limit  the  methods  or  operational  layout 
of  the  part  or  unit  in  question. 

When  estimating  a  contract,  these  points  are  of  para- 
mount importance  as  they  determine  the  labour  value  of 
any  particular  job. 

It  will  be  found  that  when  a  full  set  of  operational  layout 
sheets  has  been  checked  and  prepared  in  accordance  with 
the  system  already  described,  the  complete  planned  pro- 
duction cost  can  rapidly  be  arrived  at. 

Preferably  all  detail  parts  in  any  one  section  should  be 
estimated  first,  followed  by  the  sub-assemblies  and  then  by 
the  assembly  of  the  unit,  and  in  some  cases  possibly  again 


followed  by  assembly  of  unit  in  the  aircraft.  Using  this 
basis  the  estimator,  having  first  completed  details  and 
sub-assemblies,  when  reaching  the  main  assembly — 
naturally  the  most  difficult  part — will  be  familiar  with  the 
whole  make-up  of  the  unit,  and  will  know  exactly  what  is 
necessary  to  allow  for  in  the  main  assembly  cost.  This 
sequence  is  regarded  as  of  major  importance.  Unfortunately 
it  is  often  neglected  and  its  value  not  realized,  yet  its 
advantages  in  obtaining  maximum  accuracy  of  cost  are 
undeniable. 

Critics  may  say  that  this  procedure  is  not  possible  or 
that  it  is  uneconomical,  especially  in  a  large  firm.  Never- 
theless, after  years  of  experience  and  study  of  costing 
methods  the  author  maintains  that  such  a  method  is 
essential  where  accurate  results  are  required  at  the  early 
stages  of  a  large  contract. 

With  regard  to  the  operational  layout,  on  which  esti- 
mated costs  largely  depend,  a  straightforward,  complete 
layout  is  essential. 

For  example,  to  make  a  simple  bracket  the  following 
would  suffice: 


1.  Cut  material  to  strip  size. 

2.  Blank  and  pierce. 

3.  Open  holes  to  finished  size .  . 

4.  Burr  holes  and  clean  edges. , 

5.  Part  number 


Material 
Cost 


1.5d 


Material 


3"  x  2"  of  L.38 

6  off  required 

per  aircraft 

Ass.onB7071 

This  brief  but  complete  summary  is  a  history  of  all  that  is 
done,  from  start  to  finish,  to  make  a  part. 

Notice  that  this  combined  planning  and  estimating  sheet 
includes  material  required  and  its  cost  ;  also  the  number  off 
per  machine,  but  above  all  the  indication  where  the  part 
assembles,  thus  lining  up  with  the  breakdown  scheme 
already  described  at  length. 

It  is  unnecessary  to  go  into  details  regarding  operational 
layouts  for  small  component  parts,  because  the  estimates  of 
experienced  technical  men  for  such  work  will  not  differ  to 
any  appreciable  extent.  After  all,  the  amount  of  time 
required  to  face,  turn,  screw,  radius,  and  complete  a  small 
machine  component — given  the  plant  and  operational 
layout — does  not  present  a  difficult  problem,  and  the  margin 
of  difference  in  a  number  of  labour  estimates  will  be 
exceedingly  small. 

This  leads  us  to  assembly  unit  estimates  and  costs.  This 
is  where  many  firms  fail  to  realize  exactly  what  is  necessary 
in  both  operational  planned  layout,  or  to  allow  for  unseen 
labour  factors,  i.e.,  time  spent  on  the  job  which  is  not 
always  obvious,  even  to  an  individual  who  after  years  of 
practical  technical  experience  appreciates  and  foresees  all 
the  snags  which  occur  in  every  workshop  and  may  be 
described  as  "human  elements"  of  time  required. 

It  is  important  that  a  detailed  operational  layout  on  any 
assembly  should  be  prepared.  The  author  has  been  amazed 
at  the  number  of  famous  firms  who  totally  disregard  this. 


THE  ENGINEERING  JOURNAL     May,  1941 


237 


Such  descriptions  as  "assemble  all  items,  drill,  bolt,  rivet 
and  complete"  are  sheer  waste  of  time,  besides  being  un- 
satisfactory and  conducive  to  grave  errors  in  costing. 

Again,  unless  the  whole  job  is  visualized  as  it  will  be 
done  by  the  mechanics  in  the  shops,  a  reasonably  accurate 
cost  cannot  be  ascertained.  Many  experts  forget  that  parts 
do  not  fly  into  place  and  that  a  certain  amount  of  time  is 
expended  in  preparation  and  on  non-productive  operations 
during  assembly  of  a  unit.  Such  operations  as  preparing 
and  cleaning  of  the  assembly  jig,  truing  up,  alignment  of 
main  members  of  the  unit— such  as  spars,  ribs,  leading  and 
trailing  edges — often  take  longer  than  the  actual  operational 
time  required  to  drill  and  rivet.  Provision  must  be  made  for 
checking,  stripping  down  for  treatment,  accessibility 
(another  obviously  important  consideration,  but  too  often 
not  fully  realized)  and  lastly,  snags  and  rectification  after 
normal  completion.  Thus  for  an  assembly  of  an  aileron  one 
should  begin: — 

1.  Obtain  all  details  and  parts  required. 

2.  Clean  down  jig  and  check  for  truth. 

3.  Position  and  assemble  front  and  rear  spars  (already 
sub-assembled). 

4.  Position  main  ribs  on  spars— check  for  centres  and 
align  before  drilling. 

5.  Drill  and  temporary  service-bolt  ribs — and  so  on 
until  the  final  stage  of  "Inspect,  rectify  inaccuracies  and 
complete." 

The  assembly  question  has  been  discussed  at  some 
length  as  it  is  during  assembly  that  high  or  varying  costs 
always  occur  and  where  even  a  complete  knowledge  of  the 
jigs  and  tools  to  be  used  will  not  reveal  the  true  value  of  the 
labour  required  unless  all  details  are  given  full  consideration. 
In  many  cases  the  reverse  occurs,  i.e.,  through  lack  of 
correct  planning  and  operational  layout  an  estimated  cost 
far  in  excess  of  an  actual  cost  is  arrived  at.  This  is  just  as 
serious  as  underestimating,  for  it  may  lead  to  a  firm's 
quotation  being  high  or  unreasonable,  with  consequent  loss 
or  perhaps  valuable  contracts. 

Particularly  is  this  true  in  regard  to  Section  A,  where  the 
question  of  accessibility  is  of  paramount  importance.  It 
should  be  noted  that  many  jobs  require  two  men  and 
allowances  must  be  made  accordingly. 

Consideration  must  be  given  to  allowance  for  setting  up 
or  preparation,  according  to  the  batch  of  aircraft  being 
manufactured  on  one  order.  Many  experts  compute  this 
allowance  at  about  5  per  cent  of  the  total  man-hours 
required  for  the  aircraft,  but  the  author  does  not  accept  this 
estimate,  it  would  appear  to  be  on  the  low  side  but  is  essen- 
tially dependent  on  the  size  of  the  order  and  number  of 
parts  manufactured  at  the  same  time  in  the  shops.  Possibly 
an  allowance  of  8  per  cent  will  cover  most  types  of  aircraft. 

Having  completed  all  estimates  and  embodied  them  into 
their  respective  schedules  and  sections  it  is  a  simple  matter 
to  combine  all  the  totals  and  obtain  a  complete  figure  in 
hours  necessary  to  build  a  machine. 

To  do  this  must  be  added  : 

1.  Setting  up  and  preparation  allowance  (already  men- 
tioned, approximately  8  per  cent.) 

2.  Contingency,  or  provision  for  labour  difficulties. 

3.  Scrappage,  varying  according  to  design,  type  of 
machine  and  size  of  order. 

Merely  as  a  guide,  the  author,  from  actual  experience, 
believes  that  in  most  cases  Item  2  requires  an  allowance  of 
7  per  cent  and  Item  3  of  5  per  cent.  These  amounts  can  be 
added  on  to  each  section  for  the  purpose  of  replacements  or 
spares. 

*This  refers  to  a  special  rate  awarded  to  key  men  like  shop  mechanics 
who,  by  reason  of  their  outstanding  ability  in  speed,  experience,  and 
familiarity  with  the  job,  are  awarded  an  additional  amount,  usually  a 
penny  or  two  over  the  standard  shop  rate,  and  are  necessary  to  take 
charge  of  certain  units  or  assembly  operations.  A  fair  average  would  be 
one  ability  man  to  eight  normal  mechanics.  This  is  not  to  be  confused 
with  grades  in  labour,  such  as  skilled  and  semi-skilled.  It  can  rather  be 
described  as  a  super-skilled  man  who  has  a  number"  of  skilled  men  under 
him,  and  is  often  referred  to  in  some  labour  categories  as  a  "working 
charge  hand." 


Similarly  the  material  totals  are  obtained  and  allowances 
made  for  scrappage,  handling  charges  of  bought  out  pro- 
prietary articles  and  sub-contract  supplies;  the  whole  being 
combined  into  a  total  material  figure. 

It  is  then  necessary  to  ascertain  an  hourly  rate  which 
will  include  bonus  schemes,  ability  rates,*  setting  rates,  in 
fact  an  all-in  rate  which  will  allow  a  small  margin  of  safety 
against  such  events  as  future  wage  increases  or  inability 
to  find  suitable  labour  for  jobs.  This  will  naturally  be 
decided  in  conjunction  with  the  firm's  cost  accountants. 
Thus  the  price  of  an  aircraft  can  be  summarized  (including 
all  contingencies)  somewhat  as  follows: — 

Man-hours  labour,  30,000  at  1/9  or £2625 

Overheads,  100% £2625 

Material  (total) £2125 

£7375 
Profit,  10% £737.10 

£8112.10 

In  a  case  like  this  the  quoted  price  would  possibly  be 
£8250,  including  delivery  and  trucking  charges  within  a 
reasonable  area. 

This  article  would  not  be  complete  without  mentioning 
one  or  two  other  important  matters,  one  of  which  is  aptly 
described  as  the  nightmare  of  the  industry,  i.e.,  modifica- 
tions. 

These  are  obviously  impossible  to  assess  with  accuracy 
before  installation,  but,  if  economically  planned,  so  as  to  be 
incorporated  during  production  on  a  machine  that  has  not 
advanced  to  an  inconvenient  stage,  the  cost  can  be  ascer- 
tained with  reasonable  accuracy,  and  without  the  difficulty 
of  complications  resulting  in  overlapping  and  excessive 
costs. 

Finally,  tool  costs,  i.e.,  all  fixtures,  special  tools  and 
assembly  jigs.  This  item  is  elastic,  because  the  deliveries 
required  and  period  allowed  for  completion  govern  the 
types  and  number  of  jigs  required.  On  a  small  batch  of 
aircraft  the  ratio  of  tool  cost  to  production  cost  should  fall 
between  1.4  and  1.6.  In  the  case  of  the  imaginary  aircraft 
quoted  above,  the  value  of  50  off,  at  £8250  each,  would  be 
£412,500.  The  tool  cost  should  approximate  £68,750;  or 
£1,375  per  aircraft. 

Jig  and  tool  engineers  will  no  doubt  reflect  that  no  com- 
parison can  be  drawn  between  the  various  production  labour 
costs  of  components  and  the  "relative"  tool  costs.  As  in  the 
case  of  engine  mountings  and  undercarriage  jigs,  the  tool 
costs  are  heavy  and  often  exceed  even  the  value  of  the 
completed  component;  but  they  are  necessary  to  ensure 
accuracy,  interchangeability,  and  accurate  synchronization 
of  components.  As  against  this  example,  the  jig  and  tool 
costs  for  ribs,  formers,  or  attachment  brackets  are  quite 
moderate  and,  in  addition,  they  effectively  reduce  the 
production  labour  costs  to  a  minimum. 

These  facts  indicate  that  jig  and  tool  costs  present  a 
problem  peculiar  to  aircraft  manufacture  and  must  receive 
very  careful  thought  and  consideration  when  preparing  the 
money  and  labour  estimates  as  this  in  turn  will  favourably 
or  adversely  affect  the  final  production  cost  of  any  aircraft. 
This  applies  particularly  to  main  assembly  and  erection 
jigs. 

Larger  quantities  will  vary  the  relationship.  While  no 
attempt  is  made  in  this  article  to  lay  down  definite  ratios 
of  cost,  the  foregoing  remarks  will  indicate  approximately 
what  liability  is  likely  to  be  incurred  for  the  tool  cost. 

The  author  has  purposely  refrained  from  quoting 
operational  times  and  dealing  with  statistics  at  length, 
because  these  might  prove  uninteresting  and  perhaps  mis- 
leading, but  he  feels  that  the  system  and  methods  which 
have  been  described  are  essential  as  the  basis  for  estimating 
production  costs. 

While  there  will  no  doubt  be  criticism  and  disagreement 
with  many  of  the  points  raised,  it  is  hoped  that  some  of  the 
ideas  put  forward  will  prove  helpful  and  possibly  present  a 
fresh  point  of  view. 


238 


May,   1941    THE  ENGINEERING  JOURNAL 


DISCUSSION 


Elizabeth  M.  G.  MacGill,  m.e.i.c.1 

I  have  listened  to  the  presentation  of  Mr.  Wanek's  paper 
with  pleasure  and  considerable  profit,  but  it  is  with  mis- 
giving that  I  accept  the  chairman's  suggestion  to  comment 
on  the  paper,  believing  wholeheartedly  that  a  shoemaker 
should  stick  to  his  last.  My  rôle,  therefore,  is  that  of 
questioner  rather  than  of  critic. 

Such  a  method  of  estimating  costs  of  production  of  an 
aeroplane  as  yet  unbuilt  but  of  which  the  design  and  draw- 
ings are  completely  finished,  should  be  of  particular  value, 
I  believe,  to  companies  submitting  tenders  on  aeroplanes 
designed  at  the  instance  of  governmental  bodies — such  as 
the  British  Air  Ministry.  However,  due  to  the  different 
circumstances  attaching  to  aeroplane  designs  prepared  here, 
I  believe  that  the  emphasis  must  be  shifted  from  estimated 
costs  to  actual  costs  before  it  would  fill  the  need  of  the 
aircraft  industry  on  this  continent.  Here,  in  general,  for 
commercial  and  governmental  work,  the  prototype  aero- 
plane is  produced  simultaneously  with  the  aeroplane  draw- 
ings and  is  usually  finished  before  them.  This  postulates 
that  by  the  time  the  drawings  have  reached  that  state  of 
completion  demanded  by  the  method,  work  on  the  proto- 
type or  first  batch  of  machines  has  progressed  to  such  a 
point  that  considerable  information  regarding  actual  costs 
is  available,  and  hence  estimates  are  not  required.  In  such 
cases,  however,  the  method  proposed  is  still  applicable,  for 
I  see  no  reason  why  actual  costs  rather  than  estimated  costs 
should  not  be  determined  by  the  same  procedure.  Thus  the 
breakdown  system  would  be  adopted  as  outlined,  but  actual 
cost  figures  obtained  from  shop  timecards  would  be  sub- 
stituted for  estimates  in  the  portion  of  the  table  relating 
to  labour. 

In  considering  the  work  of  grouping  the  airframe  draw- 
ings preparatory  to  breaking  down  the  costs,  it  is  imme- 
diately apparent  that  the  use  of  a  numbering  system  for 
the  airframe  drawings  which  automatically  groups  the 
drawings  would  considerably  simplify  the  task.  Thus  the 
common  American  numbering  system  by  which  a  prefix 
letter  in  the  drawing  number  identifies  the  drawing  with 
its  group  (i.e.  all  wing  drawings  bear  the  prefix  letter  "W"; 
all  fuselage  drawings  bear  the  prefix  letter  "F")  is  admirably 
suited  to  this  work.  Such  a  system  groups  the  drawings 
regardless  of  whether  they  are  introduced  early  or  late  into 
the  drawing  system. 

In  discussing  the  item  labour,  I  should  like  to  ask  Mr. 
Wanek  if  he  does  not  think  that  a  more  accurate  cost 
estimate  could  be  obtained,  if  each  unit  or  group  were 
allotted  its  own  average  hourly  rate,  i.e.  one  average  hourly 
rate  for  wings,  another  for  engine  installation.  Super- 
ficially at  least,  it  would  appear  no  more  difficult  to  obtain 
an  hourly  rate  for  each  unit  than  for  the  complete  airframe, 
and  the  accuracy  of  the  final  results  might  be  improved 
thereby. 

Also,  in  estimating  the  cost  of  scrap,  would  it  not  be 
more  direct  to  consider  it  as  a  percentage  of  material  cost 
rather  than  to  determine  it  in  man-hours  ?  The  heading 
Scrap  might  be  entered  under  Material  in  the  table  and 
the  loss  due  to  cutting  waste  be  determined  as  a  percentage 
of  the  material  cost,  the  precentage  varying  with  the 
material.  Thus  for  electrical  cable  which  is  bought  in  rolls 
and  cut  to  the  desired  length,  the  percentage  of  scrap  would 
be  small,  whereas  for  rivets  requiring  heat  treatment  and 
handling  the  percentage  waste  would  be  large.  Also  the 
scrap  due  to  errors  and  rejections  might  be  considered  as  a 
percentage  of  the  material,  a  higher  percentage  being  taken 
for  parts  requiring  a  number  of  different  and  difficult 
operations  than  for  those  having  few  and  simple  operations. 

Regarding  tooling  costs,  I  wondered  if  Mr.  Wanek  had 
on  mind  calculating  them  from  the  drawings  of  the  jigs  and 
tools  in  a  manner  similar  to  that  which  he  suggests  for  the 

•Chief  Aeronautical  Engineer,  Canadian  Car  and  Foundry  Com- 
pany, Limited,  Fort  William,  Ont. 


airframe  drawings.  Since  the  airframe  cost  estimate  is  com- 
menced after  the  airframe  drawings  are  completed,  it  is  not 
unreasonable  to  suppose  that  the  jig  and  tool  drawings 
might  be  completed  or  well  on  the  way  to  completion  at 
that  time,  and  hence  be  available  for  cost  estimation. 

Mr.  Wanek  has  with  good  reason  stressed  the  number  of 
imponderables  present — the  size  of  the  production  order, 
the  overhead  charges  due  to  costly  experimental  and 
development  work,  the  recurring  modifications  to  drawings. 

In  conclusion,  I  would  like  to  express  my  appreciation 
to  the  speaker  for  his  thought-provoking  paper,  and  his 
particularly  interesting  presentation. 

Air  Vice-Marshal  E.  W.  Stedman,  m.e.i.c2 

The  method  of  estimating  production  costs  which  have 
been  described  by  Mr.  Wanek  can  be  used  only  when  the 
complete  drawings  of  all  parts  of  the  aeroplane,  including 
the  smallest  detail,  are  available,  and  also  when  the  scheme 
for  tooling  up  has  been  completed  and  the  process  for  the 
manufacture  of  each  part  has  been  worked  out.  This  method 
of  estimating  may  be  of  value  in  Great  Britain  where  many 
orders  are  placed  before  the  price  has  been  determined,  but 
in  the  usual  methods  of  business  on  this  continent  it  is 
necessary  for  the  manufacturer  to  be  able  to  estimate  his 
costs  before  the  aircraft  is  designed.  For  instance,  bids  may 
be  asked  for  the  production  of  a  prototype  aircraft  and 
varying  numbers  of  production  aircraft  of  the  same  type 
ranging  from  15  to  300,  in  peace  time. 

Therefore,  the  manufacturer  must  be  in  a  position  to 
know  what  his  prototype  is  going  to  cost,  and  how  much 
the  cost  of  the  production  aircraft  will  vary  with  quantity. 
This  variation  of  cost  with  quantity  is  a  most  important 
factor,  which  has  been  hardly  touched  by  Mr.  Wanek. 

A  recent  quotation  for  bombers  in  the  United  States 
varied  from  $200,000  apiece  for  15  to  $75,000  apiece  if  the 
order  was  for  300. 

The  best  method  of  taking  into  account  these  factors  in 
the  early  stages  before  the  design  work  has  been  completed 
appears  to  be  that  covered  in  a  paper  to  the  Journal  of 
Aeronautical  Sciences  by  Mr.  Kendall  Perkins  of  the  Curtiss- 
Wright  Corporation.  This  paper  is  entitled  "Dollar  Values 
in  Aeroplane  Design,"  and  is  published  in  the  February, 
1937,  copy  of  the  Journal.  The  estimation  of  manufacturing 
costs  is  dealt  with  on  pages  140  to  142.  In  this  method 
Mr.  Perkins  arrives  at  an  approximate  cost  of  labour  per 
lb.  of  aeroplane,  and  at  an  approximate  cost  of  material 
per  lb.  of  aeroplane.  In  each  case  these  costs  vary  with  the 
type  of  aeroplane  and  the  method  of  construction.  He  also 
uses  a  factor  which  has  the  effect  of  reducing  the  costs  with 
increased  quantities,  thus  allowing  not  only  for  the  per- 
sonnel becoming  familiarized  with  the  work,  but  also  for 
the  more  complete  tooling  up,  which  is  possible  with  large 
orders. 

In  Mr.  Perkins'  paper  he  suggests  values  that  can  be 
used  for  different  types  of  construction,  but  owing  to  the 
increased  costs  since  the  war  the  values  given  in  1937  cannot 
be  used  at  the  present  time.  From  my  own  experience  in  the 
analysis  of  a  large  number  of  quotations  and  orders  I  feel 
certain  that  with  a  continual  check  and  changing  the  con- 
stants as  a  result  of  changing  conditions  in  the  industry  it 
is  possible  by  Mr.  Perkins'  methods  to  make  a  very  accurate 
prediction  of  the  cost  of  aeroplanes  before  the  final  details 
of  the  design  have  been  completed,  and  before  the  method 
of  tooling  up  has  been  determined. 

A  criticism  of  Mr.  Perkins'  method  is  that  any  estimation 
based  upon  weight  is  wrong  because  it  places  a  premium 
upon  heavy  and  bad  design.  This  criticism  is,  however, 
groundless  because  aeroplanes  that  are  too  expensive 
become  eliminated  by  competition,  and,  therefore,  only  the 
best  designs  survive. 

2  Chief  Aeronautical  Engineer  and  Member  of  the  Air  Council,  Air 
Service,  Department  of  National  Defence,  Ottawa,  Ont. 


THE  ENGINEERING  JOURNAL    May,  1941 


239 


The  Author 

At  the  meeting,  Miss  MacGill  commented  on  the  diffi- 
culties experienced  with  material  in  regard  to  delivery  and 
the  difficulty  of  complying  with  the  stringent  Air  Ministry 
specifications  of  materials. 

The  author  considers  that  it  is  a  planning  and  organiza- 
tion responsibility  to  ensure  that  material  arrives  well  in 
hand  for  the  manufacturing  process;  he  also  feels  that  any 
experienced  estimator  would  provide  sufficient  allowance 
for  these  difficulties.  But  the  author  also  realizes  that  the 
material  factors  today,  during  the  war  time  conditions,  are 
exceptional  and  therefore  Miss  MacGill's  comments  were 
justified  and  of  particular  importance. 

Miss  MacGill  then  mentioned  the  fact  that  comparative 
costs  of  any  part  of  an  airplane  against,  for  example,  an 
automobile,  would  be  very  much  higher  because  of  the 
accuracy,  interchangeability  and  inspection  requirements. 

This  is  true,  but  the  author  would  respectfully  point  out 
that  this  factor  was  referred  to  in  the  opening  paragraph 
of  the  paper,  where  reference  was  made  to  the  special 
manufacturing  conditions  experienced  in  the  aircraft  in- 
dustry. Again,  in  the  contingency  and  allowance  section, 
Paragraphs  1,  2  and  3  are  particularly  applicable  to  this 
point.  The  author  thinks  that  Miss  MacGill's  comments 
on  these  points  were  really  covered  in  the  paper. 

Miss  MacGill  then  commented  on  the  effect  of  modifica- 
tions and  consequent  delays  and  production  difficulties. 

Although  these  and  other  unforseen  difficulties  will  arise, 
the  author  feels  that,  in  most  cases,  a  competent  estimator, 
who  must  have  had  long  experience  in  aeronautical  engi- 
neering, will  be  able  to  fully  cover  these  cases. 

In  later  comments,  which  Miss  MacGill  kindly  gave  in 
writing,  she  suggested  that  the  emphasis  must  be  shifted 
from  estimated  costs  to  actual  costs  in  order  to  fill  the 
needs  of  the  aircraft  industry  on  this  continent.  This  has 
serious  disadvantages.  One  is,  that  actual  costs  do  not 
necessarily  give  a  true  valuation  of  what  the  article  should 
cost.  Briefly,  actual  costs  take  no  account  of  the  competitive 
lender  or  the  need  to  produce  aircraft  as  economically  as 
possible.  I  think  Miss  MacGill  will  agree  that  there  can  be 
no  comparison  between  the  value  of  aircraft  where  the 
cost  has  been  planned  and  assessed,  and  where  the  man- 
agement are  aware  to  some  extent  of  what  it  should  cost, 
and  the  cost  when  the  management  simply  sit  back  and 
await  the  routine  completion  of  aircraft  and  then  use  the 
actual  cost.  Having  estimated  a  cost,  the  manufacturing 
company  and  management  are  aware  of  the  liability  and 
make  every  possible  effort  to  do  the  work  economically. 
In  some  circumstances  it  is  quite  possible  that  the  actual 
cost  will  soar  to  an  unexpected  height.  The  author  does 
not  wish  to  cast  aspersions  on  any  costing  system  or  methods 
used  by  manufacturers  during  the  present  critical  emerg- 
ency period.  The  need,  however,  for  the  most  economic 
and  controlled  cost  during  such  a  period  is  even  greater 
than  under  normal  conditions. 

After  years  of  experience,  the  author  is  opposed  to  accept- 
ing actual  costs  as  a  fair  and  reasonable  basis,  except  in 
exceptional  and  special  circumstances. 

With  regard  to  the  comments  suggesting  that  an  accurate 
cost  could  be  obtained  if  each  unit  or  group  were  given 
average  hourly  rates,  it  has  been  demonstrated  on  a  large 
range  of  types  and  quantities,  of  aircraft  contracts  that 
this  course  is  not  necessary,  and  is  subject  to  disadvantages 
which  are  not  obvious  at  first  sight.  One  of  these  is  that 
even  on  each  group  or  unit,  so  many  types  and  grades  of 
labour  are  used,  that  it  would  entail  an  enormous  amount 
of  detailed  work  to  decide  rates  covering  all  of  these  cate- 
gories. 

Another  point,  nearly  always  overlooked,  is  the  fad  that 
the  assembly  labour,  which  is  by  far  the  largest  cost  in  the 
complete  manufacture,  is  also  the  largest  in  man-hours. 
Such  assembly  labour  is  always  the  highest  paid  and  most 
difficult  to  obtain  and  control.  If,  therefore,  an  average 
rate,  based  on  the  assembly  rate  value,  is  used  over  .ill 


'perpec's"  and  stainless  steel  than  that 


the  aircraft,  this  will  give  the  manufacturers  and  manage- 
ment added  confidence  and  also  provide  a  safety  factor, 
inasmuch  as  they  are  covering  lower  grade  labour  with 
the  highest  rate  of  labour  used. 

The  lowest  paid  grades  of  labour  perform  only  a  small 
percentage  of  the  complete  man  hours  necessary  to  build 
an  aircraft. 

These  comments  will,  therefore,  indicate  the  desirability 
of  using  an  average  rate  over  the  whole  aircraft. 

With  reference  to  Miss  MacGill's  comments  regarding 
scrap,  the  author  intended  that  scrap  allowance  would  be 
covered  in  the  estimated  cost  as  follows: 

1.  Material: 

(a)  In  the  schedule  shown,  depicting  the  process  manu- 
facture of  a  detailed  part,  the  material  allowance  given 
already  allows  for  cutting  waste  and  a  small  scrappage 
factor. 

(b)  In  the  complete  material  cost,  an  additional  five  per 
cent  on  top  of  the  allowance  made  in  paragraph  (a),  has 
been  added. 

(c)  The  material  scrappage  and  waste  have  therefore 
been  determined  as  a  percentage,  and  only  at  the  final  stage 
have  they  been  turned  into  monetary  value. 

(d)  The  allowance  of  scrappage  to  vary  with  the  material 
has  been  included  in  the  detailed  planning  allowances,  as, 
of  course,  there  should  be  more  allowance  for  waste  of 
materials  such  as 
of  duralumin  and  mild  steel  plate. 

2.  Regarding  scrappage  on  manufactured  aircraft  or 
labour,  this  has  been  allowed  for  as  follows: 

(a)  In  each  unit,  for  example,  the  assembly  of  the  aileron, 
duly  quoted  allowance  was  made  for  inspection  rectification. 

(b)  Seven  per  cent  allowance  was  quoted  as  contingency 
in  the  grand  totals. 

(c)  Five  per  cent  allowance  was  quoted  for  scrapping. 
Thus  consideration  has  been  given  to  all  the  factors 

mentioned  by  Miss  MacGill. 

In  practice  it  is  not  possible  to  allow  different  scrappage 
factors  for  different  parts.  On  many  units,  such  as  assem- 
bling of  aileron  to  wing,  attachment  of  rudder  to  empen- 
nage, or  attachment  of  main  planes  to  fuselage,  there  cannot 
possibly  be  any  scrappage.  So  that  the  scrappage  allowance 
of  five  per  cent  on  the  complete  man  hours  labour  taken 
to  build  the  aircraft,  adequately  provides  for  the  scrap- 
page  factor.  Statistics  of  costs  over  many  years  on  various 
types  of  aircraft  substantiate  the  author's  opinion. 

Remarks  in  the  paper  relative  to  tool  costs  were  not 
intended  to  convey  the  impression  that  such  costs  should 
or  could  be  calculated  and  estimated  in  detail.  They  were 
given  merely  as  an  indication  of  the  probable  liability  for 
tool  cost  against  production  cost. 

Summarizing  this  briefly,  on  a  medium  size  order,  i.e., 
from  300  to  500  machines,  the  ratio  of  tool  cost  to  produc- 
tion cost  should  be  1  in  4  to  1  in  6.  In  other  words,  if  the 
aircraft  cost  $6.00,  the  tool  allowance  should  be  $1.00  to 
$1.50.  This  cost  ratio  is,  of  course,  per  aircraft. 

The  author  very  much  appreciates  the  discussion  con- 
tributed by  Miss  MacGill.  It  is  obvious  that  she  has  given 
the  subject  and  paper  considerable  thought  before  writing 
these  comments.  He  hopes  that  Miss  MacGill  will  not 
consider  his  reply  in  any  way  a  criticism;  he  feels  that  the 
subject  covers  a  wide  field  and  that  many  points  which 
appear  obvious  prove  on  investigation  to  be  more  com- 
plicated. 

Air  Vice-Marshal  Stedman's  reference  to  Mr.  Perkin's 
method  of  estimation  of  cost,  which  was  published  in  the 
Journal  of  Aeronautical  Sciences,  February,  1937,  is  of 
interest.  As  far  back  as  1934  to  1935,  discussions  under 
the  auspices  of  various  aeronautical  and  production  engi- 
neering societies  took  place  relative  to  this  particular  sub- 
ject. Acknowledged  authorities  from  aircraft  engineering 
plants  from  many  parts  of  the  world  took  part  when  this 
topic  of  cost  of  labour  per  pound  and  ratio  of  weight  and 
cost  factors  was  discussed.  It  was  generally  agreed  that  this 


240 


May,   1941     THE  ENGINEERING  JOURNAL 


principle  could  never  be  applied  to  the  aircraft  industry. 
Many  engineers  went  so  far  as  to  openly  condemn  it  as 
misleading,  impracticable,  and  unsuitable  for  application 
in  principle,  in  view  of  the  extensive  range  of  types  of 
aircraft,  both  in  weight  and  materials. 

It  is  further  pointed  out  that  the  changing  manufacturing- 
conditions,  which  are  governed  by  the  extreme  range  of 
many  varied  types  of  aircraft,  would  preclude  the  use  of 
any  static  or  constant  factors  which  could  be  regarded  as 
reliable  and  accurate. 

The  most  important  fact  is,  however,  that  should  this 
method  ever  be  attempted,  it  would  be  solely  dependent 
on  the  use  of  data  derived  from  previous  and  similar  types 
of  construction,  which,  in  turn,  would  be  based  on  actual 
costs.  In  other  words,  the  constants  or  weight  cost  ratio 
factors  to  be  used  depend  wholly  on  the  availability  of 
past  technical  costs  data,  without  which  no  accurate  esti- 
mate could  possibly  be  arrived  at. 

Thus  the  cost  per  pound  theory  is  entirely  dependent 
upon  previously  estimated  or  actual  costs  from  a  similar 
type  of  aircraft. 

With  reference  to  Air  Vice-Marshal  Stedman's  statement 
that  the  manufacturer  is  required  to  give  an  estimate  before 
the  aircraft  is  even  designed,  this  is  most  unusual;  the 
author  has  never  heard  of  a  case  where  any  aircraft  firm 
would  be  prepared  to  give  a  quotation  on  an  aircraft  that 
had  not  been  designed  and  for  which  all  the  drawings  were 
not  available. 

Valuations  and  assessments  must  not  be  confused  with 
estimating  production  costs;  the  former  procedures  apply 
strictly  to  prototype  aircraft,  or  for  an  order  which  is  only 
for  a  very  small  number  of  aircraft.  They  can  be  regarded 
only  as  an  approximate  indication  of  costs  or  liability. 


The  author  has  no  knowledge  of  any  aircraft  firm  ever 
quoting  a  price  for  a  prototype  aircraft.  It  may  be  regarded 
as  almost  an  impossibility.  All  available  evidence  indicates 
that  where  any  firm  has  been  asked  to  build  a  prototype 
aircraft,  it  has  been  on  a  cost-plus  basis.  If,  however,  a 
firm  were  requested  to  build  a  prototype  aircraft,  and  also 
given  a  small  order,  for  example,  ten  aircraft,  the  cost  of 
the  prototype  aircraft  would  be  spread  over  the  cost  of 
the  ten  aircraft.  In  no  case  would  any  firm  risk  giving  a 
price  on  one  prototype  aircraft. 

Based  on  these  foregoing  remarks,  the  author  feels  that 
it  is  correct  to  maintain  that  an  estimate  must  be  based 
on  a  complete  set  of  drawings,  because  whatever  the  country 
where  the  aircraft  is  built,  it  must  be  manufactured  to  the 
specification  and  drawing  requirements. 

With  regard  to  the  remakrs  that  the  variation  in  cost 
has  not  been  considered,  the  author  would  respectfully 
draw  Air  Vice-Marshal  Stedman's  attention  to  the  opening 
paragraph  of  the  article  which  most  emphatically  refers 
to  this  factor.  Another  reference  to  this  point  occurs  in 
the  paragraph  on  detailed  costs,  where  specific  mention  is 
made  of  the  fact  that  the  jigging,  tooling  and  manufactur- 
ing costs  will  depend  on  the  number  of  aircraft  to  be  built, 
giving  consideration  to  the  binding  delivery  period.  Further 
reference  is  made  in  the  paragraph  describing  jig  and  tool 
costs,  where  the  quantity  factor  is  again  emphasized. 

With  regard  to  the  weight  per  pound  theory,  after  dis- 
cussing this  point  with  leading  American  and  Canadian 
aircraft  manufacturers,  both  from  technical  and  design 
staffs,  the  author  finds  that  they  agree  that  it  is  not  applic- 
able, nor  is  there  any  evidence  of  its  being  successfully  used. 
In  the  main,  they  concur  with  the  author's  opinion  on  the 
subject. 


ANTITANK  AND  ANTIAIRCRAFT  GUNS 

Brig.-Gen.  R.  H.  SOMERS 
Chief,  Technical  Staff,  Office  of  the  Chief  of  Ordnance,  Washington,  U.S.A. 

Paper  reprinted  from  Army  Ordnance,  Washington,  January -February  1941,  with  the  kind  permissson  of  the  editors 


(abridged) 


The  advent  of  the  internal-combustion  engine  made  the 
tank  and  the  airplane  possible,  and  these  in  turn  made  the 
development  of  counter  weapons  imperative. 

Present  European  combatants  seem  to  consider  that  the 
prime  necessity  in  overcoming  a  tank  is  armour  penetration. 
Any  projectile  or  sizable  fragment  of  a  projectile  which  gets 
inside  a  tank,  together  with  the  fragments  broken  from  the 
armour  plate,  will  do  sufficient  damage  to  the  mechanism 
and  the  crew  to  put  the  tank  out  of  combat.  Tank  armour  is 
remarkably  resistant  to  the  effects  of  high-explosive  shell 
bursting  outside  the  tank,  and  there  is  no  point  in  trying  to 
secure  bursts  inside,  since  a  solid  projectile  gives  better 
penetration  than  a  shell  and  will  as  certainly  put  the  tank 
out  of  action.  Consequently,  the  present  trend  is  toward 
solid    projectiles. 

The  caliber  .30  armour-piercing  bullet  is  almost  ineffect- 
ive against  any  recent  tanks,  and  even  the  caliber  .50  bullet 
soon  may  lose  its  value  relatively.  The  larger  calibers  which 
have  been  considered  for  antitank  use  are  the  20-mm.,  the 
37-mm.  and  the  75-mm.  In  our  service  to  dale,  principal 
emphasis  has  been  on  the  development  and  utilization  of 
the  37-mm.  gun. 

The  methods  of  fire  control  used  by  anti-tank  weapons 
apply  the  principles  previously  in  use  by  our  land  services. 
Ranges  are  comparatively  short — generally  not  more  than 
a  few  hundred  yards.  The  targets  are  moving  with  whatever 
rapidity  possible.  No  great  refinement  of  apparatus  is  pos- 
sible under  battle  conditions.  Telescopes  are  single  power 


and  are  fixed  with  their  axes  parallel  to  the  bores  of  the 
guns.  They  are  provided  with  graduated  reticules  by  means 
of  which  the  gunner  can  adjust  his  fire  by  observation. 
Tracers  are  provided  in  the  projectiles  to  make  observation 
easier. 

The  problem  of  attacking  aircraft  is  quite  different.  The 
airplane  presents  an  entirely  new  kind  of  target,  moving 
in  three  dimensions  at  speeds  of  350  to  400  miles  an  hour. 

After  a  period  of  cut-and-try  development,  the  director 
system  of  fire  control  has  been  evolved.  The  problem  in- 
volves three  co-ordinates,  for  the  gun  must  point  in  the 
proper  direction,  it  must  be  laid  with  the  proper  elevation, 
and  the  fuse  must  be  set  so  that  the  projectile  will  arrive 
and  burst  at  the  position  which  will  be  occupied  by  the 
airplane  several  seconds  after  the  gun  is  fired. 

Two  principal  and  numerous  auxiliary  devices  contribute 
to  this  end.  To  solve  a  triangle  we  must  know  the  length  of 
at  least  one  of  its  sides,  and  our  first  device  obtains  this 
information  by  means  of  a  complex  optical  instrument 
known  as  a  "height  finder."  This  is  simply  a  military-type 
range  finder  with  an  added  mechanism  to  translate  auto- 
matically the  rapidly  changing  actual  slant  range  to  the 
target  into  terms  of  the  slowly  changing  height  at  which  the 
target  is  moving.  At  the  height  finder  we  have  two  observers, 
each  of  whom  follows  the  target  through  a  telescope  in  the 
instrument;  as  long  as  they  are  accurately  on  the  target 
and  a  third  observer  keeps  the  instrument  adjusted  to  the 
distance  of  the  target,  the  instrument  gives  a  continuous 


THE  ENGINEERING  JOURNAL    May,  1911 


241 


reading  of  the  height  of  the  airplane  above  the  ground.  The 
reading  is  set  on  an  electrical  data  transmitter  on  the  height 
finder,  which  causes  the  data  to  be  transmitted  to  the  next 
principal  device — the  "director" — where  an  index  or 
pointer  is  caused  to  move  to  correspond  to  the  height  of  the 
target.  Here,  no  one  actually  has  to  read  the  data.  An 
operator  by  turning  a  small  handwheel  causes  a  second 
pointer  to  move  and  keeps  it  matched  with  the  one  which 
brings  the  data  from  the  height  finder  to  the  director. 

With  numerous  planes  in  the  air,  it  would  be  easy  for  the 
observers  at  the  height  finder  and  those  at  the  director  to 
become  confused  and  to  take  observations  on  different 
airplanes.  To  obviate  this,  a  device  on  the  director  auto- 
matically "repeats  back"  to  the  height  finder  the  direction 
and  the  angular  elevation  of  the  target  on  which  the 
director  is  set.  These  are  registered  electrically  at  the  height 
finder  and  serve  to  keep  the  two  groups  of  observers  on  the 
same  target. 

Several  tasks  must  be  performed  by  the  director  before 
the  data  necessary  to  set  the  gun  to  hit  the  target  in  its 
future  position  are  available.  Allowance  must  be  made  for 
the  speed  of  the  airplane.  Corrections  must  be  made  for 
wind,  for  the  density  of  the  atmosphere,  for  any  variation 
in  the  muzzle  velocity  of  the  gun  from  standard,  etc.  The 
rapid  movement  of  the  target  is  allowed  for  and  its  future 
position  computed  by  observers  at  telescopes  attached  to 
the  director,  one  of  whom  keeps  a  vertical  cross  hair  on  the 
target  by  rotating  the  whole  instrument  about  a  vertical 
axis.  Another  keeps  a  horizontal  cross  hair  on  the  target  by 
rotating  the  telescopes  about  a  horizontal  axis  and  in  doing 
so  sets  into  motion  a  train  of  mechanism  inside  the  director. 

The  result  of  all  of  this  is  that  the  machine  computes 
continuously  and  with  high  accuracy  the  three  co-ordinates 
needed  at  the  gun.  No  one  has  to  read  these  data,  however. 
They  are  sent  to  the  gun  automatically  where  three  oper- 
ators, by  the  same  "follow-the-pointer"  system  mentioned 
above,  set  them  off.  The  gun  is  thereby  continuously  kept 
pointed  in  the  proper  direction  and  laid  at  the  proper  eleva- 
tion for  hitting  the  target.  The  setting  of  the  fuse  for  the 
time  of  flight  from  the  gun  to  the  target,  however,  offers 
more  difficulty.  No  satisfactory  device  has  yet  been  pro- 
duced for  setting  the  fuse  with  the  projectile  actually  in  the 
gun.  The  best  that  can  be  done  at  present  is  to  set  it  outside 
the  gun  in  a  device  known  as  a  fuse  setter.  A  certain  time  is 
required  to  take  the  round  of  ammunition  from  the  fuse 
setter,  insert  it  in  the  gun  and  pull  the  lanyard.  This  is 
known  as  "dead  time."  The  figure  from  the  director  which 
sent  to  the  fuse  setter  allows  for  the  time  it  takes  the 
projectile  to  travel  from  the  gun  to  the  future  position  of 
the  target  plus  an  estimated  allowance  for  "dead  time." 
This  would  be  good  if  the  "dead  time"  could  be  kept 
uniform.  But  inevitably  this  time  will  vary  from  round  to 
round — gunners  are  human  and  their  timing  is  not  uniform. 
When  it  is  seen  that  a  difference  of  one  second,  with  the 
target  travelling  250  miles  an  hour,  means  a  difference  of 
over  350  feet  in  its  position  in  space,  it  is  apparent  that  the 
elimination  of  "dead  time"  is  greatly  desirable. 

The  question  of  locating  an  aircraft  target  at  night  is  im- 
mensely more  difficult  than  in  daytime.  The  principal 
method  of  doing  this  has  been  by  means  of  an  instrument 
known  as  a  sound  locator.  This  instrument  consists,  in 
effect,  of  two  pairs  of  horns  which  conduct  the  sounds  of  an 
approaching  aircraft  to  the  ears  of  two  observers,  one  of 
whom  can  turn  the  instrument  about  a  vertical  axis  and  the 
other  about  a  horizontal  one.  This  instrument  operates 
upon  the  principle  that,  for  a  person  with  normal  hearing,  a 
sound  affects  each  ear  with  equal  intensity  when  it  appears 
to  come  from  a  position  directly  in  front.  Each  observer 
moves  the  instrument  until  he  appears  to  be  directly  facing 


the  source  of  the  sound.  It  is  to  be  remembered,  however, 
that  sound  travels  at  a  velocity  of  roughly  1,100  feet  per 
second,  and  with  an  aircraft  20,000  feet  away,  the  direction 
from  which  the  sound  appears  to  come  will  be  very  con- 
siderably behind  the  actual  position  of  the  aircraft.  In 
order  to  compensate  for  this  the  data  from  the  sound 
locator  is  fed  into  another  instrument  known  as  an 
"acoustic  corrector"  which  makes  the  necessary  corrections 
for  the  travel  of  the  aircraft  during  the  time  it  takes  the 
sound  wave  to  reach  the  ground  and  then  gives  the  instant 
position  of  the  target.  The  aircraft  having  been  thus  located, 
the  battery  is  ready  to  open  up  its  searchlights  and  get  it 
within  their  beams.  This  having  been  done,  the  problem  of 
fire  control  is  the  same  as  in  daylight. 

The  classic  time  fuse  is  the  powder-train  fuse,  but  a 
newer  and  more  accurate  type  is  the  clockwork  fuse.  This 
consists  of  a  small  watch  movement  mounted  in  the  nose 
of  the  projectile.  It  is  arranged  to  start  when  the  gun  is 
discharged  and  runs  for  a  predetermined  time,  set  by  the 
fuse  setter  at  the  gun,  at  the  end  of  which  it  causes  the 
projectile  to  burst. 

There  is  still  another  branch  of  antiaircraft  activity 
which  has  not  yet  received  anything  approaching  a  stabil- 
ized solution.  This  is  defence  against  low-flying  aircraft  such 
as  the  so-called  hedgehopper  and  the  dive  bomber.  Here  we 
have  very  high  speed  targets  flying  so  as  to  arrive  with  the 
least  possible  warning.  A  method  of  individual  sight  control 
has  given  fair  results  at  times  and  is  still  being  developed. 
Another  method  depends  on  tracer  ammunition.  This  would 
seem  to  be  easy,  since  the  line  of  flying  bullets  is  visible  like 
a  stream  of  water  from  a  fire  hose.  Unfortunately,  it  is 
practically  impossible  for  the  observer  on  the  ground  to 
tell  what  part  of  the  trajectory  is  nearest  the  airplane  and 
hence  in  what  direction  to  move  his  sight.  This  difficulty  is 
made  worse  because  the  brightest  part  of  the  tracer  path 
is  closest  to  the  gun.  The  method  does  have  the  advantage, 
however,  that  it  requires  no  apparatus  and  is  instantly 
available. 

A  further  development  is  the  central-control  tracer 
method,  in  which  the  sights  of  several  guns  are  controlled 
by  an  observer  placed  where  he  can  best  observe  the  fire.  A 
small  control  box  is  provided  into  which  vertical  and  lateral 
estimated  deflections  are  set  off  while  observing  the  tracer, 
and  these  leads  are  transmitted  by  flexible  shafts  to  the 
sights  of  the  several  machine  guns  in  the  group.  The  gunners 
then  concentrate  on  aligning  the  sights  directly  on  the 
target  against  which  they  are  firing.  This  method  yields 
considerably  better  accuracy  than  individual  tracer  control 
since  the  control  box  is  not  directly  back  of  the  guns,  but  it 
sacrifices  the  greater  advantage  of  individual  tracer  control 
which  requires  no  apparatus  whatsoever.  Because  of  the 
apparatus  required,  it  is  not  available  on  the  march,  but 
can  be  used  only  for  firing  in  position.  A  fourth  method 
that  is  now  in  the  development  stage  is  that  of  central 
control  with  computed  leads.  This  is  the  most  accurate  of 
all  methods  under  discussion  when  circumstances  are  such 
as  to  permit  its  use.  Here  leads,  instead  of  being  estimated, 
actually  are  computed  by  suitable  apparatus. 

Low-flying  aircraft  are  available  as  targets  only  for  a  very 
short  time.  It  is  necessary,  therefore,  to  have  extremely 
flexible  guns  to  meet  them.  Guns  such  as  our  3-inch  and 
90-mm.  antiaircraft  cannon,  although  entirely  satisfactory 
to  meet  bombing  airplanes,  are  entirely  too  slow  and 
cumbrous  to  engage  such  targets.  In  addition  to  the  smaller 
caliber  machine  guns,  we  have  developed  an  automatic 
37-mm.  gun  and  are  developing  a  semiautomatic  75-mm. 
gun  for  this  purpose.  The  standard  projectile  for  attack  of 
low-flying  aircraft  is  a  high-explosive  shell  with  an  impact 
fuse. 


242 


May,  1941    THE  ENGINEERING  JOURNAL 


COMPLACENCY   IN   CONFUSION 

ROBERT  E.  DOHERTY 

President,  Carnegie  Institute  of  Technology,  Pittsburgh,  Pa.,  U.S.A. 

An  address  delivered  to  students  at  the  Carnegie  Institute  of  Technology,  Pittsburgh,  Pa.,  on  "Carnegie   Day,"  November  26, 
1940,  and  printed  simultaneously  in  the  publications  of  the  members  of  the  Engineers  Council  for  Professional  Development 


Most  people  live  in  a  state  of  complacent  confusion.  Col- 
lege students  and  graduates  are  no  exceptions.  How  many 
of  them,  for  instance,  have  only  a  vague  and  confused 
notion  of  the  fundamental  principles  of  their  professional 
study  or  practice;  how  many  of  them  are  content  to  live 
without  a  clearly  thoughtout  philosophy  of  life;  how  many 
of  them  are  inclined  to  think  with  their  emotions  instead 
of  with  their  minds;  how  many,  disillusioned  by  events 
of  the  past  decade,  are  intellectually  lost  and  assume  the 
role  of  the  cynic;  how  many,  I  ask,  thus  bear  their  own 
evidence  of  confusion  ?  I  believe  you  will  agree  with  me 
that  the  number  is  discouragingly  great. 

The  consequences  of  complacent  confusion  are  serious. 
If  these  consequences  were  personal  only — if  they  were 
merely  the  unrewarded  personal  careers,  or  the  travail  of 
minds  that  see  no  way  out  of  new  and  trying  situations, 
or  the  sterile  satisfactions  that  go  with  intellectual  poverty 
— they  would  be  serious  enough.  But  the  consequences  do 
not  end  there.  They  become  national  in  scope  when  con- 
fused minds  decide  matters  of  destiny,  for  our  democracy 
rests  full-weight  upon  the  proposition  that  the  people  are 
competent  to  determine  their  destiny.  If  they  depend  upon 
leadership,  as  they  must,  and  leadership  is  confused,  the 
consequences  in  national  and  local  community  life  must  be 
devastating,  and  indeed  they  have  been  devastating.  By 
leadership  I  do  not  mean  federal  leadership  alone.  It  is 
only  a  part  of  the  whole.  I  mean  every  policy-making  body 
or  policy-making  person  in  the  country,  whether  in  business, 
industry,  education,  or  government.  The  general  direction 
of  flow  of  national  and  community  life  depends  upon  the 
general  policy  pattern  constituted  of  all  the  individual  poli- 
cies of  these  agencies,  and  the  people  must  accept  that  flow 
of  life.  Hence  the  consequences  of  confusion  may  strike 
you  on  two  serious  counts.  They  may  strike  you  personally 
and  professionally  if  you  elect  to  join  the  large  ranks  of 
the  confused,  and  then  you  may  continue  to  be  the  victims 
with  all  the  rest  of  us  of  confused  leadership.  You  thus 
have  a  definite  and  direct  personal  interest  in  this  matter, 
and  also  a  very  important  interest  as  a  citizen,  even  if  this 
may  appear  to  you  less  direct.  My  purpose  here  is  to  help 
you  to  recognize  your  interest  and  to  encourage  you  to  do 
something  about  it.  I  realize  that  the  immediate,  direct 
personal  interest  is,  from  your  point  of  view,  probably  a 
more  convincing  basis  for  my  appeal  to  you,  but  since  the 
general  social  interest  is  not  less  important  to  you,  I  wish 
to  pursue  it  further. 

In  the  confused  and  demoralized  world  in  which  we  now 
live,  and  which  certainly  will  become  more  confused  and 
more  demoralized,  there  is  a  great  challenge  to  the  college 
students  of  America.  It  is  the  challenge  to  become  intel- 
lectually prepared  to  deal  with  such  a  world,  to  meet  with 
intelligence,  courage,  and  confidence  the  new  and  trying 
situations  which  rapid  changes  are  now  bringing  about. 
In  such  a  world,  which  will  be  the  world  of  your  generation, 
life  in  America  must  be  profoundly  affected.  National 
life  will  be  difficult.  Individual  life  will  be  difficult.  The 
formulas  of  day-to-day  contemporary  life  will  not  suffice 
because  many  of  them  will  not  apply  to  the  new  situations. 
New  formulas  must  be  thought  out,  and  in  this  thinking 
there  must  be  a  return  to  the  very  fundamentals  of  science 
and  living.  There  must  be  a  clarification  of  basic  philosophies 
— personal,  professional,  social.  There  must  be  clear,  straight 
thinking.  And  to  have  these  there  must  be  genuinely  edu- 
cated people.  Walking  encyclopedias  and  handbooks  will 
accomplish  little.  College  graduates  who  have  learned  only 
the  routine  skills  and  formulas  of  their  work  will  be  intel- 


lectually lost  in  a  world  of  new  problems  and  thus  will  be 
ineffective  in  determining  either  social  or  individual  destiny. 
There  must  be  an  intellectual  renaissance,  and  that  is  your 
challenge. 

I  have  mentioned  confusion  and  its  consequences  and 
how  I  find  these  related  to  your  own  interests.  I  wish  now 
to  consider  the  question  why  in  a  nation  of  incomparably 
great  educational  opportunity  there  should  be  such  per- 
vasive confusion;  why  it  is  that  the  experience  of  16  or  18 
years  of  formal  study,  especially  the  period  of  college  study, 
does  not  cultivate  in  more  students  a  deeper  understanding 
and  a  greater  intellectual  competence  ?  After  I  have  con- 
sidered this  question,  I  shall  indicate  more  fully  the  nature 
of  the  task  you  will  face  if  you  set  out  in  earnest  to  cul- 
tivate your  own  mind  to  its  full  capacity. 

Does  the  habit  of  confusion  and  superficiality  among  so 
many  college  graduates  stem  from  an  inherent  lack  of  in- 
tellectual capacity  ?  Many  times  I  have  heard  this  given 
as  the  reason.  But  my  personal  experience  with  students 
and  large  numbers  of  young  graduates  does  not  confirm 
this  defeatist  view.  Now  I  know  it  is  a  long  hard  struggle 
for  most  of  us  really  to  learn  the  art  of  constructive  thought, 
but  I  know,  too,  that  many  of  us  have  more  capacity  for 
understanding  and  for  intelligent  thought  than  we  are  given 
credit  for  having.  In  college  we  may  be  slow  in  getting  our 
thinking  gears  into  mesh  ;  and  if  while  we  are  trying  to  get 
them  into  mesh  the  external  machinery  of  classroom  pro- 
cedure moves  too  fast,  the  gears  get  stripped.  Then  dis- 
order and  confusion  result.  However,  with  a  little  more 
patience  and  a  little  more  emphasis  at  the  right  points, 
more  of  us  might  have  got  our  mental  machinery  into  gear 
and  successfully  made  the  shifts  until  we  got  into  high  gear. 
No,  I  do  not  accept  the  view  that  inherent  limitations  of 
mind  fix  the  intellectual  achievements  of  college  graduates 
at  their  present  levels.  We  all  have  our  own  limits,  of  course, 
and  these  are  not  the  same  for  everybody;  but  I  am  con- 
vinced that  there  is  still  good  leeway  between  actual  and 
potential  intellectual  achievement.  So  we  must  look  else- 
where for  the  trouble. 

I  have  already  hinted  at  it.  We  strip  the  gears.  The 
trouble  is  that  too  much  is  undertaken  in  the  time  avail- 
able. In  the  modern  curriculum  there  is  so  much  subject 
matter  to  be  covered  that  in  the  time  available  few,  if  any, 
students  can  cover  all  of  it  with  understanding.  The  result 
is  that  they  do  not  understand  much  of  what  they  have 
covered,  or  only  partly  understand  it.  They  come  to  de- 
pending more  and  more  upon  memorizing,  and  less  and 
less  upon  understanding.  This  process  of  racing  through, 
with  one  eye  on  the  next  quiz,  pages  of  words  and  formulas 
with  half  understanding  or  no  understanding  is  utterly  de- 
moralizing. It  is  repeated  in  American  colleges  day  after 
day,  month  after  month,  year  after  year,  until  superficiality 
becomes  a  habit,  until  confusion  becomes  accepted  as  a 
normal  state  of  mind.  With  such  a  habit  firmly  established 
in  college,  it  naturally  persists  afterward;  and  thus  con- 
fusion and  superficiality  mark  the  minds  of  too  many 
graduates. 

It  is  therefore  a  deplorable  fact  that  the  college  diploma 
is  usually  not  a  certificate  of  a  cultivated  mind.  Rather  it 
may  signify  only  that  the  graduate  has  acquired  the  requi- 
site number  of  credits  by  meeting  the  course  requirements 
of  grades,  lessons,  and  attendance.  And  the  meeting  of 
these  requirements  is  no  guarantee  of  intellectual  compe- 
tence in  the  sense  that  I  am  stressing.  The  work  may  have 
been  fully  done  and  good  grades  received,  and  still  the 
diploma  might  not  be  a  certificate  of  a  cultivated  mind.  I 


THE  ENGINEERING  JOURNAL    May,  1941 


243 


mean  a  mind  that  can  cope  with  new  situations — a  mind 
that  intelligently  can  find  its  way  out  of  perplexities,  whether 
these  be  professional,  personal,  or  social — and  that  has  the 
capacity  of  humane  appreciation.  The  test  for  identifying 
a  cultivated  mind  is  to  face  it  with  perplexities — to  face  it 
with  new  situations  not  in  the  books  but  involving  principles 
and  knowledge  which  that  mind  has  studied.  Then  see  how 
it  behaves.  Does  it  grab  for  straws,  does  it  become  emo- 
tional, is  it  evasive,  does  it  give  up  ?  Or  does  it  try  to  anchor 
to  principle,  does  it  have  a  philosophical  base  for  its  thought, 
has  it  essential  knowledge,  however  limited,  that  will  give 
meaning  to  its  principles  and  to  its  philosophy,  and  can  it 
think  logically  in  applying  all  of  these  to  the  understanding 
and  solution  of  the  new  situations  with  which  it  is  faced  ? 
I  might  state  the  point  in  still  different  words.  An  educated 
person  is  one  whose  intellect  has  been  cultivated  in  the 
processes  of  understanding,  of  thinking,  of  appreciating, 
of  solving  perplexities;  and  the  only  way  yet  found  that  I 
know  of  to  cultivate  these  processes  is  actually  to  engage 
in  them,  to  experience  them,  and  to  keep  on  experiencing 
them  at  increasing  levels  of  difficulty.  Thus,  the  question 
whether  at  commencement  you,  and  indeed  all  other  col- 
lege graduates,  will  have  achieved  the  status  of  educated 
persons  will  not,  I  am  afraid,  be  answered  completely  by 
the  fact  that  you  and  they  have  received  diplomas.  More- 
over, neither  will  the  extent  to  which  you  have  approached 
that  status  be  necessarily  measured  by  the  number  of 
courses  you  have  taken,  nor  yet  infallibly  indicated  by 
our  grades.  But  you  can  measure  it.  You  can  tell  whether 
you  understand  thoroughly  what  you  have  studied,  whether 
you  have  grasped  great  truths  and  worked  them  into  your 
thinking  so  that  as  time  goes  by  you  can  think  your  way 
out  of  situations  and  problems  of  increasing  difficulty.  You 
can  know  your  own  mind.  Do  not  rest  upon  the  assump- 
tion that  a  college  diploma  tells  the  whole  story.  It  does 
signify  that  you  have  completed  a  college  programme  and 
it  may  also  be  a  ticket  to  a  job;  but  it  is  not  a  ticket  to 
the  ranks  of  intellectual  competence  or  to  a  successful  career. 

I  am  trying  to  have  you  grasp  what  I  consider  to  be  the 
most  important  thought  in  your  educational  career.  It  is 
this:  that  genuine  education — the  only  kind  of  education 
that  will  help  you  to  advance  professionally  and  that  will 
help  you  to  live  a  life  of  service  and  satisfaction  in  a  chang- 
ing world — is  not  to  be  achieved  merely  by  memorizing 
large  quantities  of  miscellaneous  information;  it  is  not  to 
be  achieved  merely  by  learning  formulas,  important  as  many 
of  these  may  be;  still  less  is  it  to  be  achieved  by  memoriz- 
ing the  words  or  the  symbolisms  of  such  information  with- 
out understanding  what  they  mean.  It  is  to  be  achieved 
only  by  the  acquisition  of  fundamental  knowledge  that  is 
thoroughly  understood  and  by  the  development  of  a  pur- 
poseful attitude  of  mind  and  of  a  competence  in  thinking 
your  way  out  of  perplexities. 

I  realize  I  am  on  delicate  ground.  I  run  the  danger  of 
suffering  your  judgment  that  I  indulge  in  pedantic  counsel 
to  you,  and  the  faculty's  judgment  that  my  appraisal  may 
be  too  pessimistic.  I  hope  that  I  may  not  deserve  such 
judgments;  but  if  I  seem  to,  may  I  ask  that  before  the 
judgment  becomes  final,  you  at  least  think  over  carefully 
what  I  say  and  place  it  against  the  background  of  the 
world  changes  you  see  on  all  sides. 

In  any  case,  do  not  misunderstand  me.  Memorized  in- 
formation and  formulas  are  of  course  important,  indeed 
they  are  essential,  but  only  so. if  they  are  thoroughly  under- 
stood and  furthermore  are  related  in  your  own  mind  to  a 
definite  intellectual  purpose.  Then  they  cease  to  be  miscel- 
laneous information  and  become  knowledge.  For  instance, 
it  is  futile  to  learn,  however  perfectly,  the  language  of 
Newton's  laws  of  motion  unless  the  significance  of  the 
language  is  clearly  comprehended  in  its  relation  to  the 
tangible  physical  facts  which  these  laws  correlate;  in  other 
words,  unless  one  can  visualize  and  interpret  a  physical 
situation  involving  these  laws. 

Let  me  be  more  specific  regarding  the  nature  of  genuine 


education  as  I  conceive  it.  I  will  discuss  four  essential 
elements  which  I  have  already  mentioned  in  passing.  The 
first  is  the  acquisition  of  fundamental  knowledge;  that  it 
to  say,  the  learning  and  understanding  of  great  basic  truths 
and  of  a  sufficient  background  of  related  fact  to  give  definite 
and  constructive  meaning  to  those  truths.  As  great  truths 
I  include  those  in  the  physical  world,  in  the  social  and 
economic  world,  and  in  the  realm  of  the  human  spirit. 
There  are  not  many.  I  refer  to  such  principles  as  the  law 
of  conservation  of  energy;  the  law  of  diminishing  return, 
the  principle  underlying  the  golden  rule.  There  are  of  course 
hundreds,  perhaps  thousands,  of  principles  and  formulas 
derived  from  such  basic  truths,  much  as  the  numerous 
theorems  of  geometry  are  derived  from  a  few  fundamental 
premises;  and  then  there  are  perhaps  a  few  hundred  more 
based  upon  somebody's  opinion.  But  it  would  be  both 
hopeless  and  futile  to  undertake  to  learn  all  of  them.  One 
must  discriminate  between  these  and  the  great  truths  that 
form  the  bedrock  of  intelligent  thought. 

A  second  element  is  the  development  of  a  philosophy  of 
life.  This  is  a  long  process.  It  is  settling  upon  basic  purposes 
and  attitudes  in  life  and  the  reasons  for  them;  it  is  placing 
the  indispensable  underpinnings  of  faith  and  courage  and 
self-confidence.  It  is  a  continuing  building  process — the  pro- 
cess of  testing  against  the  experience  of  your  own  life  and 
the  recorded  lives  of  others,  those  purposes  and  attitudes 
that  are  tentatively  adopted  and  of  thus  selecting  and  fit- 
ting in,  piece  by  piece,  the  structural  units  of  a  life  purpose. 
For  instance,  one  important  and  immediate  unit  in  this 
structure  with  which  you  are  now  presumably  concerned 
is  professional  purpose.  I  do  not  mean  the  specific  details 
and  place  of  your  future  work,  but  the  broad  lines  of  pro- 
fessional activity  that  now  seem  to  offer  the  greatest  promise 
of  those  satisfactions  which,  after  careful  thought,  you  have 
come  to  cherish. 

Next  I  mention  humane  appreciation.  A  mind  or  life 
that  shuts  itself  off  from  an  understanding  of  man  as  a 
human  being;  that  shuts  itself  off  from  an  appreciation 
of  the  desires  and  disappointments,  the  yearnings  and  sat- 
isfactions that  motivate  human  activity;  that  shuts  itself 
off  from  an  appreciation  of  the  literature  and  arts  through 
which  the  human  soul  has  attempted  to  express  itself — 
such  an  isolated  mind  or  life  is  only  half  human,  and  there- 
fore not  genuinely  educated. 

Finally  I  come  to  intellectual  competence.  Without  this 
competence  the  other  elements  I  have  mentioned — funda- 
mental knowledge,  a  philosophy  of  life,  and  humane  appre- 
ciation— would  represent  merely  passive  satisfactions.  Such 
satisfactions  are  of  course  important  fruits  of  education. 
But  they  do  not  constitute  a  whole  ;  they  are  complementary 
to  another  fruit — the  fruit  of  constructive  thought.  And  to 
achieve  this  competence  in  thinking  one's  way  out  of  per- 
plexing situations  is  to  round  out  that  genuine  education 
which  I  am  urging  upon  you. 

Do  you  want  that  kind  of  an  education  ?  Do  you  wish  to 
prepare  for  keen  competition  ?  Do  you  wish  to  preserve 
your  precious  liberty  of  thought,  speech,  and  worship  ? 

If  you  want  these  things  you  can  have  them,  provided 
you  pay  the  price.  I  doubt  that  the  price  is  any  higher 
than  you  are  now  paying,  for  I  know  most  of  you  are 
already  working  hard.  But  it  is  a  different  kind  of  price. 
it  is  the  price  of  taking  the  initiative  in  your  educational 
work.  This  demands  of  you  greater  resolution  than  does 
merely  following  the  regimen  of  class-work.  It  requires 
greater  devotion  to  purpose. 

No  one  can  possibly  do  this  educational  job  for  you.  The 
assumption  that  the  instructor  can  do  it  for  you  is  the 
basis  for  more  educational  confusion  than  any  other  I  can 
think  of,  save  one,  namely,  the  assumption  that  education 
is  achieved  by  memorizing  a  lesson  merely  in  order  to  re- 
port it  back  on  a  quiz  and  get  a  grade.  A  recent  definition, 
if  I  may  be  facetious,  is  that  education  is  the  process  by 
which  the  instructor's  notes  get  into  the  notes  of  the  student 
without  passing  through  the  brains  of  either.  No,  the  kind 


244 


May,  1941     THE  ENGINEERING  JOURNAL 


of  education  I  am  proposing  cannot  be  given  to  you;  you 
must  win  it  by  hard  intellectual  struggle  in  which  you 
take  the  initiative.  The  faculty  may  inspire  you  to  intellec- 
tual effort,  but  you  must  exert  it  ;  the  faculty  can  help  you 
to  understand,  but  you  have  to  do  the  understanding;  the 
faculty  can  coach  you  in  the  art  of  logical  thought,  but 
you  must  do  the  thinking;  and  the  faculty  can  help  you  to 
cultivate  good  taste  and  humane  appreciation,  but  you  have 
to  do  the  cultivating.  Every  time  you  struggle  with  a  new 
concept  and  master  it — for  instance,  a  physical  law,  or  an 
economic  theory,  or  a  concept  of  art — you  will  have  made 
an  educational  advance,  you  will  have  added  to  your  intel- 
lectual stature.  Furthermore,  every  time  you  make  use  of 
such  a  law  or  theory  or  concept  to  think  your  way  out  of 
a  perplexity  or  to  experience  a  new  appreciation,  you  will 
have  achieved  another  and  further  intellectual  advance 
But  in  both  cases  you  must  do  the  job.  You,  not  the  coach, 
must  carry  the  ball. 

So  I  urge  you  to  take  the  initiative  and  learn  to  use  your 


heads.  In  the  first  place,  dig  yourself  out  of  confusion. 
Insist  on  understanding!  Do  away  with  superficiality!  Stop 
memorizing  words  and  formulas  that  you  do  not  under- 
stand, merely  for  a  grade.  Do  not  go  on  cultivating  a  habit 
that  will  cripple  your  mind  for  the  rest  of  your  days — the 
habit  of  superficiality,  the  habit  of  accepting  confusion  as 
a  normal  state  of  mind,  the  habit  of  playing  on  words 
that  carry  no  meaning.  You  know  when  you  understand 
and  when  you  do  not  ;  when  you  grasp  a  point  that  is  clear 
and  clean  cut  and  when,  instead,  it  is  blurred  and  confused. 
With  all  the  emphasis  in  me  I  repeat  :  Insist  on  understand- 
ing !  Then,  under  the  guidance  of  the  faculty  in  your  regular 
class  programmes,  but  under  your  own  initiative,  you  will 
be  in  position  to  go  forward  more  effectively  and  more 
rapidly  with  the  acquisition  of  great  truths,  the  evolution 
of  a  philosophy  of  life,  the  cultivation  of  humane  apprecia- 
tion, and  the  development  of  intellectual  competence — in 
other  words,  a  genuine  education  gauged  to  the  demands 
of  the  changing  world  in  which  you  will  live. 


DISCUSSION  ON  ENGINEERING  TRAINING  FOR 

NATIONAL  DEFENCE 


A.  R.   CULLIMORE2 

In  dealing  with  the  tremendous  defence  programme  in 
the  United  States  from  a  production  standpoint,  it  was 
soon  realized  that  the  problem  could  not  be  met  by  industry 
alone  without  some  help  as  regards  technical  or  vocational 
and,  on  the  top,  engineering  training. 

The  engineering  training  programme,  it  seemed  to  me, 
was  conceived  on  a  threefold  basis.  It  was  easy  enough  to 
get  in  boys  if  they  were  available,  or  young  men  from 
plants  on  the  outside,  and  teach  them  to  operate  a  machine. 
But  in  order  to  get  production,  there  had  to  be  something 
more  specific  or  definite  than  that.  So  a  plan  of  training 
was  prepared  in  Washington,  in  collaboration  with  Dean 
Potter  and  his  Advisory  Committee  and  the  United  States 
Department  of  Education,  taking  into  account  three  factors. 

One  was  training  at  the  vocational  school  level.  For  this, 
men  were  recruited  largely  from  the  local  State  Unem- 
ployment Bureaux,  the  United  States  Unemployment  Com- 
mission, and  the  W.P.A. 

This  training,  of  which  Dean  Potter  speaks,  and  to  which 
$66,000,000  has  been  given,  was  really  a  pre-service,  as 
well  as  an  in-service  training. 

In  addition  there  is  a  very  definite  in-service  training 
as  such,  or  training  within  industry,  which  is  in  charge 
of  two  of  our  ablest  men  in  the  States,  Mr.  C.  R.  Dooley 
of  the  Standard  Oil  Company,  and  Mr.  Walter  Dietz  of 
the  Western  Electric  Company. 

The  United  States  Department  of  Education  have  charge 
of  all  this  vocational  training. 

In  addition,  it  was  evident  that  the  engineer  had  a  part 
to  play  and  before  we  got  very  far  in  the  spending  of 
dollars  we  must  have  more  men  on  what  might  be  called 
the  engineering  level. 

So,  Congress  provided  money  for  that,  and  they  named 
Dean  Potter  as  Consultant  and  Chairman  of  the  Advisory 


'Paper  prepared  by  A.  A.  Potter,  Dean  of  the  Schools  of  Engineer- 
ing, Purdue  University,  Lafayette,  Ind.,  and  Chairman  of  the  Advisory 
Committee  on  Engineering  for  National  Defence,  at  Washington,  for 
presentation  at  the  Annual  Meeting  of  the  Institute  and  published 
in  the  February,  1941,  issue  of  The  Engineering  Journal.  Owing  to 
the  pressure  of  work  in  the  defence  programme,  Dean  Potter  was 
prevented,  at  the  last  moment,  from  coming  to  the  meeting  at 
Hamilton.  Fortunately  one  of  the  members  of  his  Committee,  Mr. 
A.  R.  Cullimore,  was  able  to  present  the  paper  and  tell  of  his  own 
experience  in  organizing  the  State  of  New  Jersey. 

2  President,  Newark  College  of  Engineering,  Newark,  N.J.,  U.S.A. 


Committee  on  Engineering  Training  for  National  Defence. 
While  his  paper  covers  only  a  part  of  the  whole  picture, 
we  in  engineering  believe  that  it  is  a  very  important  part. 

It  has  been  a  pleasure  to  present  Dean  Potter's  paper. 
As  my  contacts  have  been  particularly  in  the  New  Jersey 
area,  and  as  I  was  more  or  less  familiar  with  the  basic 
philosophy  of  the  programme,  Dean  Potter  suggested  that 
I  might  attempt  to  answer  questions  arising  during  dis- 
cussion. Please  note,  however,  that  the  answers  or  opinions 
are  mine,  not  his. 

We  in  our  America,  as  you  in  your  part  of  America,  are 
very  sensitive  as  to  our  autonomy,  as  regards  educational 
institutions. 

The  situation  was  that  our  engineering  colleges  through- 
out the  country  were  not  able  to  finance  short  courses  of 
intensive  training  without  financial  help.  Probably  those 
of  you  who  are  in  educational  work  will  appreciate  that 
difficulty.  So  it  was  decided  to  have  the  institutions  respons- 
ible directly  to  the  United  States  Government,  without 
any  attempt  at  supervision,  except  direction  as  to  the  broad 
general  lines  of  the  endeavour. 

Thus  the  institutions  became  custodians  of  certain  gen- 
eral public  funds  to  be  spent  upon  courses  which  were  out- 
lined and  definitely  laid  down  by  the  institution,  and  not 
by  the  United  States  Government,  with  the  help  of  advisers, 
of  whom  I  happen  to  be  one. 

Sometimes  as  educational  adviser  I  have  wished  I  could 
tell  all  the  colleges  in  any  neighbourhood  exactly  what 
they  ought  to  do  and  when  they  ought  to  do  it,  and  get 
something  started,  but  that  comes  perilously  near  the  sort 
of  dictatorship  which  is  repugnant  to  our  ideals. 

This  brings  in  the  great  problem  which  we  face  today. 
How  can  we  make  the  best  of  existing  conditions  and  get 
efficiency  ? 

The  question  has  been  asked  whether  the  United  States 
of  America  is  doing  all  possible  to  help  the  war.  My  reply 
is  "No,  not  all  possible,  but  all  that  is  humanly  possible." 

The  problem  then  becomes  one  of  gearing  up  a  plan 
of  this  kind  to  meet  the  human  needs,  the  human  factors 
and  the  human  criteria  which  bear  upon  it,  and  in  my 
opinion,  Dean  Potter  and  his  committee  did  an  outstanding 
job  in  that  respect. 

Take  the  case  in  our  own  industry,  which  had  its  own 
specific  needs,  in  some  cases  quite  vital,  in  other  cases  not 
so  vital.  At  the  start,  contracts  were  coming  in  at  the  rate 
of  one  billion,  three  hundred  million  in  six  months.  A  man 


THE  ENGINEERING  JOURNAL     May,  1941 


245 


the  day  before  he  had  his  contract  had  no  needs  in  the  way 
of  staff  or  production  engineering.  The  day  he  got  the 
contract  he  did  not  know  what  it  was  all  about. 

Thus  the  whole  picture  changes  from  day  to  day.  The 
plant  with  no  needs  yesterday  has  overwhelming  needs  to- 
day, and  the  plant  that  has  no  needs  today  may  have  over 
whelming  needs  tomorrow.  In  order  to  meet  the  specific 
needs  in  engineering  training,  it  was  necessary  to  build  up 
a  reserve  of  engineering  personnel,  based  on  the  experiences 
which  we  gathered  in  trouble  shooting. 

The  thing  that  seemed  to  us  the  most  necessary  in  that 
particular  area  was  the  question  of  production  engineering 
and  production  supervision.  And  if  we  could  only  get  the 
heads  of  our  concerns  production-minded  we  would  have 
accomplished  a  great  deal. 

Next  to  that  was  the  subject  of  engineering  drawing, 
not  necessarily  from  the  standpoint  of  draughtsmanship, 
although  there  was  great  need  for  instance  in  the  aeroplane 
industry  for  draughtsmen,  but  because  drawing  is  the  uni- 
versal language  of  engineering,  and  it  is  difficult  to  picture 
any  man  going  far  in  the  engineering  field  unless  he  knows 
something  about  the  language  with  which  one  engineer 
could  talk  to  another. 

Another  thing  which  became  and  still  is  extremely  im- 
portant is  the  inspection  and  testing  of  material. 

These  three  matters  in  our  area,  and  probably  in  most 
regions  of  the  United  States,  stood  foremost  in  our  imme- 
diate wants. 

I  think  something  ought  to  be  said  about  the  type  of 
men — they  are  not  all  young  men — coming  in  for  this  work. 
When  we  started  in  New  Jersey  at  Newark  College,  we 
had  four  engineering  courses,  but  did  not  give  the  matter 
much  publicity.  We  had  a  few  posters  in  the  vicinity  of 
Newark  in  plants,  and  a  few  newspaper  articles  appeared. 

In  our  own  institution  there  were  some  3,500  applications 
within  the  first  two  weeks.  They  were  studied  to  see  what 
class  of  men  were  applying,  and  to  find  whether  these  men 
were  really  wanted  by  industry,  or  just  boys  who  wanted 
to  get  a  little  tuition  free  and  of  course  get  a  little  more 
money  in  connection  with  the  defence  programme.  In 
other  words,  how  many  really  came  with  the  backing  and 
blessing  of  their  own  industrial  concern.  At  least  35  per 
cent  of  them  came  with  this  support. 

One  of  the  reasons  why  industry  was  not  asked  to  name 
these  men  was  because  we  thought  this  programme  had 
very  definite  value  as  a  recruiting  agency.  After  all,  what 
we  wanted  to  get  a  hold  of  was  a  group  of  men  who  not 
only  held  defence  positions  of  some  consequence  and  who 
would  be  directly  benefited  by  a  programme  of  this  sort, 
but  we  wanted  to  find,  if  we  could,  if  there  were  any  other 
men  in  any  non-essential  plants  who  had  the  capacity  of 
getting  into  defence  industry,  as  such.  Actually,  there  was 
a  very  considerable  group  of  such  men.  About  75  per  cent 
of  our  applications  were  from  college  graduates,  engineering 
college  graduates.  Quite  a  few  men  had  had  two,  three  or 
four  years  work  in  engineering  college,  without  graduation. 

Some  of  the  men  had  one,  or  two,  or  even  four  years  in 
the  college  of  arts,  majoring  in  science  or  mathematics. 

It  is  felt  that  to  gather  together  those  people,  to  give 
them  a  course,  to  test  them  in  that  field,  to  make  them 
available  for  industry,  was  in  itself  a  very  considerable 
contribution. 

Now,  that,  in  a  word  is  perhaps  a  very  sketchy  outline 
of  some  of  the  things  that  we  have  been  trying  to  do.  At 
the  present  time,  out  of  the  total  of  3,500  applicants  in 
New  Jersey,  we  have  in  training  there,  by  the  10th  of  the 
month,  1,089  young  engineers,  and  none  of  whom  have  had 
less  than  two  years  of  engineering  training. 

Concerning  the  capacity  of  the  vocational  schools  and 
the  technical  institutes,  we  found  we  would  have  to  adopt 
the  farming  out  method,  taking  care  of  about  565  men 
more  than  we  have  any  business  to  take  care  of,  and  doing 
it  very  largely  by  utilizing  laboratories  on  Saturday  after- 
noons, when  they  were  free,  and  holding  classes  in  the 


junior  colleges,  art  classes — anywhere  we  could  get  space 
within  the  limits  of  Newark. 

We  have  to  do  with  education  production  as  with  other 
production — farm  out  a  good  deal  of  material  where  we  can. 

As  regards  the  relation  of  vocational  training  to  training 
in  the  plant,  I  am  heartily  in  sympathy  with  plant  train- 
ing, but  believe  that  if  higher  education  plant  training  or 
vocational  training,  separately  or  together,  can  turn  out 
a  man  who  can  step  in  and  immediately  take  his  place 
in  a  productive  capacity,  the  problem  is  being  solved. 

For  instance,  in  talking  with  a  man  in  charge  of  one  of 
the  large  arsenals  the  other  day,  he  said,  "We  give  them  a 
good  course  of  about  sixty  hours  when  they  get  into  the 
arsenal." 

Of  course  they  do.  We  could  not  possibly  give  a  course 
in  our  college  or  any  vocational  school  which  would  teach 
a  man  how  to  be  a  powder  inspector  in  a  certain  particular 
arsenal,  testing  a  certain  particular  powder.  We  could  give 
enough  of  the  background  of  powders— the  technology, 
metallurgy  and  chemistry — and  then  they  could  take  that 
engineer  as  an  assistant  and  jump  him  from  that  to  a 
junior,  finally  a  senior,  and  finally  an  inspector. 

So  the  vocational  problem  and  the  school  problem  in 
engineering  is  only  a  part  of  the  whole  frame,  and  I  think 
that  should  be  definitely  realized. 

E.  P.  Muntz,  M.E.I.C.3 

Dean  Potter  has  shown  us  very  clearly  how  the  United 
States  Office  of  Education,  for  which  he  is  consultant,  is 
coping  with  the  shortage  of  technical  and  skilled  manual 
workers.  The  plan  he  outlines  is  impressive  and  its  results 
should  once  again  emphasize  the  effectiveness  of  analysis 
and  execution  of  the  solution  of  many  such  problems  from 
the  engineering  point  of  view. 

As  the  war  progresses  we  are  becoming  more  and  more 
accustomed  to  thinking  in  sums  over  seven  figures.  A  plant 
valued  at  over  one  billion  dollars,  and  composed  of  over 
one  thousand  public  vocational  schools,  is  something  to 
conjure  with  when  an  increase  in  manual  workers  is  re- 
quired. I  wonder  if  Dr.  Potter  would  give  us  the  approxi- 
mate capacity  of  these  schools.  He  mentions  that  "it  is 
expected  that  during  the  present  fiscal  year  the  skills  of 
more  than  five  hundred  thousand  people  will  be  increased 
through  this  vocational  educational  programme  of  'less 
than  college  grade'."  The  figures  given  indicate  a  high 
average — over  five  hundred  per  unit — at  least  high  to  us 
in  this  country. 

It  is  most  impressive  to  learn  from  Dr.  Potter's  paper 
that  up  to  December  30,  1940,  a  total  of  four  hundred  and 
forty-four  engineering  defence  training  programmes  had 
been  approved  to  be  administered  by  ninety-one  engineering 
colleges  in  forty-four  states,  the  District  of  Columbia  and 
Puerto  Rico. 

In  this  country  also,  there  is  an  acute  shortage  of  engi- 
neering specialists  in  many  lines.  Our  new  war  industries 
are  reported  as  requiring  one  hundred  thousand  workers 
this  year,  between  four  and  five  thousand  of  whom  must 
be  technically-trained  people. 

A  similar  supervising  agency  for  technical  education  is 
required  here.  There  should  be  the  closest  co-operation  be- 
tween such  an  agency  and  the  most  efficient  placement 
agency  that  can  be  devised. 

Our  potential  reservoirs  of  technically-trained  workers 
lie  undoubtedly  in: 

1 .  Refreshing  and  re-establishing  those  previously  qualified 
and  presently  engaged  in  non-essential  industries. 

2.  Giving  to  those  already  proficient  in  mathematics  and 
physics  sufficient  additional  instruction  along  practical 
lines  to  permit  them  to  take  over  certain  specific  tech- 
nical work  and  thus  release  those  with  a  broader  tech- 
nical training. 


3  Foundation  Company  of  Canada,  Limited,  Montreal,  Que. 


246 


May,  1941     THE  ENGINEERING  JOURNAL 


Our  regular  supply  of  technically-trained  workers  comes 
from  our  engineering  schools  of  course  and  must  be  aug- 
mented to  the  limit  of  the  capacity  of  staffs  and  facilities. 

The  best  trained  and  most  efficient  man  in  the  world 
is  not  much  good  if  placed  in  the  wrong  job. 

I  wonder  if  it  is  too  early  to  ask  what  results  are  indi- 
cated under  the  United  States  system  and  what  difficulties 
are  encountered  in  placing  the  people  trained  ?  A  principle 
which  has  been  advocated  here  is  that  training  in  vocational 
schools,  while  desirable  to  a  point,  should  be  carried  on 
only  to  supplement  a  much  larger  proportion  of  training 
within  industry  itself.  The  chief  reasons  are:  (1)  that  the 
actual  contact  with,  and  orientation  to,  industry  is  made 
by  the  individual  during  schooling,  considerable  time  and 
wastage  thus  being  saved;  (2)  that  in  a  vocational  school 
a  whole  class  is  too  often  retarded  by  one  or  two  drones 
to  an  extent  out  of  all  proportion  to  its  numbers,  the  result 
being  a  longer  period  of  training  for  the  majority  or  less 
proficiency  in  a  given  time. 

It  would  be  interesting  to  know  if  the  Office  of  Education 
in  the  United  States  is  attempting  to  bring  about  any  con- 
siderable increase  in  schools  within  individual  industries. 

Dr.  Potter  notes  that  "Present  world  conditions  demand 
that  technology  operates  at  full  speed."  We  will  all  agree 
absolutely.  Once  again  our  profession  is  called  upon  to 
create  newer  and  newer  articles  for  offensive  and  defensive 
warfare  far  in  advance  of  our  normal  peacetime  develop- 
ment and  at  the  same  time  to  develop  the  most  stupendous 
industrial  production  of  all  time. 

However,  it  would  be  neither  good  engineering  nor  com- 
mon sense  (and  the  two  are  really  largely  synonymous)  to 
disregard  where  we  are  going.  True,  the  paramount  con- 
cern of  every  one  of  us  is  to  contribute  all  our  energy  to 
winning  the  war — but  how  much  more  sensible  to  have  a 
definite  plan  for  after  the  war,  and,  as  the  opportunity 
occurs,  so  mould  our  actions  without  impairing  the  effec- 
tiveness of  our  war  effort,  that  the  birth  pains  of  peace  may 
be  endured. 

We  as  a  profession  will  be  accused  once  again  of  having 
developed  processes  and  increased  productions  without  a 
thought  to  the  distribution  of  the  increased  products  of 
our  brain  children.  This  accusation  will  not  appear  during 
time  of  war — but  it  will  thereafter.  The  last  Great  War  is 
so  fresh  in  the  minds  of  so  any  of  us,  and  the  aftermath, 
too,  that  there  should  be  little  doubt  that  winning  the 
peace  is  equally  as  important  as  winning  the  war,  or  even 
more  important.  Therefore,  I  plead  that  just  as  soon  as 
our  various  technical  educational  programmes  show  that 
the  war  demand  is  being  fulfilled,  attention  must  be  given 
to  after-the-war  requirements,  so  that  we  may  not  lag  be- 
hind the  requirements. 

We  who  have  been  largely  responsible  for  our  technical 
advances  may  develop  by  engineering  approach  to,  and 
analysis  of,  these  requirements,  a  plan  for  the  future  which 
will  have  some  prospect  of  avoiding  the  unemployment 
and  resulting  hardships  of  the  decade  previous  to  the  present 
war,  as  well  as  much  of  the  unrest  immediately  following 
the  last. 

Already  Great  Britain  has  a  Ministry  of  Reconstruction, 
one  of  its  chief  duties  being  adequate  preparation  to  meet 
post-war  problems.  Great  Britain  will  have  vastly  more 
physical  reconstruction  to  contemplate  than  we  are  likely 
to  have.  It  is  becoming  increasingly  evident  as  time  goes 
on  that  she  has  solved  many  social  problems  that  we  still 
have  to  face.  Mismanagement  of  these  is  much  more  likely 
to  lead  to  disorder  and  chaos,  than  if  all  our  physical  pos- 
sessions were  battered  by  bombs. 

Everyone  will  agree  that  after  the  last  war  we  tried  to 
get  back  to  a  so-called  normal  altogether  too  quickly.  This 
time  the  problems  are  much  greater  and  the  time  required 
to  readjust  will  be  considerable.  Such  educational  pro- 
grammes as  Dr.  Potter  has  outlined  will  be  of  the  greatest 
benefit  if  continued  and  moulded  to  help  realign  us  to 
peaceful  occupations. 


I  would  like  to  compliment  Dr.  Potter  on  his  paper.  It 
is  a  most  valuable  contribution  at  a  very  crucial  time. 

Ernest  Brown,  m.e.i.c.4 

The  central  thought  in  the  scheme  of  engineering  train- 
ing described  by  Dean  Potter  is  expressed  by  that  para- 
graph of  his  paper  which  reads  as  follows:  "The  leaders  in 
the  engineering  profession  as  well  as  in  the  Army  and  Navy 
of  the  United  States  of  America  are  insistent  that  the  engi- 
neering schools  of  this  country  should  maintain  during  the 
present  emergency  the  strongest  possible  programmes  of 
undergraduate  and  graduate  instruction  and  should  increase 
their  research  efforts  so  that  an  adequate  supply  of  well 
trained  and  creative  engineers  is  assured." 

A  meeting  of  this  kind  hardly  needs  to  be  assured  of  the 
special  responsibilities  of  those  in  charge  of  our  engineering 
schools  during  war  time.  The  difficulties  in  the  problem 
of  training  are  probably  not  realized  so  fully.  Two  main 
factors  are  of  paramount  importance — the  staffing  of  the 
schools,  and  the  state  of  mind  of  the  student  body.  Mem- 
bers of  staffs  have  withdrawn  wholly,  or  in  part,  from  teach- 
ing duties  in  our  schools  to  serve  in  the  active  forces,  to 
act  as  instructors  in  the  air-training  scheme,  to  work  on 
special  problems  in  association  with  the  National  Research 
Council,  or  in  numerous  other  forms  of  war  effort.  Replace- 
ments are  in  many  cases  impossible  in  existing  conditions, 
and  the  teaching  burden  of  those  who  remain  has  increased 
greatly.  Many  young  graduates  who  normally  would  be 
doing  post-graduate  work  are  engaged  in  industry,  and  are 
therefore  not  available  as  demonstrators.  As  a  result  of 
all  this,  teaching  resources  are  heavily  taxed. 

A  condition  of  unrest  exists  in  our  student  body.  Under 
an  agreement  made  between  the  universities  and  the  Gov- 
ernment they  have  devoted  six  hours  per  week  to  military 
training,  in  addition  to  the  regular  course  of  study,  and 
have  been  immune  from  call  for  training  during  the  college 
year.  It  is  difficult,  however,  to  keep  their  minds  centred 
on  the  idea  that  in  thus  continuing  professional  training 
they  are  doing  their  part  fully  and  serving  a  necessary 
purpose  in  the  war  effort.  There  is  the  strong  and  ever 
present  pressure  towards  enlistment,  or  towards  work  in 
some  war  industry.  The  latter  condition,  particularly  in 
the  final  year,  frequently  involves  the  question  of  a  student 
leaving  before  completion  of  his  studies,  or  in  the  extreme 
case  a  drastic  shortening  of  the  period  of  study  leading  to 
a  degree  in  the  case  of  all  students.  The  student  does  not 
wish  to  leave  without  his  diploma.  The  diploma,  as  a  cer- 
tificate of  professional  training,  loses  some  of  its  value  if 
that  training  is  seriously  curtailed,  or  its  efficiency  impaired. 
Only  those  who  are  in  close  touch  with  such  a  situation 
can  realize  the  full  effects  of  it,  and  the  difficulties  which 
it  creates.  It  is  a  long  way  removed  from  the  ideal  out- 
lined by  Dean  Potter.  It  results  from  our  being  at  war. 

A  survey  of  the  careers  of  members  of  a  class  which 
graduated  about  five  years  ago,  showed  that  a  considerable 
number  are  on  active  service.  Enlistment,  or  withdrawal 
for  war  service  from  the  earlier  years  of  our  courses  is 
already  appreciable,  and  shows  a  tendency  to  increase.  The 
numbers  graduating  in  the  next  two  or  three  years  will 
thereby  be  reduced,  and  it  seems  likely  that  the  needs  of 
industry  and  of  our  active  forces  will  increase.  These  facts 
show  the  need  for  intelligent  effort  to  establish  a  proper 
balance.  The  Engineering  Institute  of  Canada,  the  Canadian 
Institute  of  Mining  and  Metallurgy,  and  the  Canadian 
Institute  of  Chemistry  took  early  steps  to  provide  for  the 
Government  a  register  of  their  memberships,  and  of  their 
special  qualifications,  in  the  hope  that  the  best  use  might 
be  made  of  our  technically  trained  men  in  the  war  effort. 
The  results  have  been  disappointing.  It  is  rumoured,  how- 
ever, that  a  proper  control  will  soon  be  set  up,  in  which 
the  bodies  named  will  be  asked  to  take  an  active  part,  so 


4  Dean  of  the  Faculty  of  Engineering,  McGill  University,  Mont- 
real, Que. 


THE  ENGINEERING  JOURNAL    May,  1941 


247 


that  better  use  may  be  made  of  our  resources.  This  should 
tend  to  ease  the  situation  in  the  schools  by  enabling  in- 
dustry to  appeal  confidently  to  such  an  organization  to 
fill  its  needs,  rather  than  to  seek  partially  trained  men 
from  the  schools.  A  favourable  reaction  on  the  state  of 
mind  of  the  student  should  follow — an  important  matter 
where  his  education  is  concerned.  The  industries  themselves, 
and  our  technical  schools,  can  continue  to  train  effectively 
the  large  numbers  required  in  the  sub-professional  groups 
such  as  machinists,  welders,  junior  draftsmen,  etc. — a  serv- 
ice for  which  the  engineering  schools  are  not  equipped. 
Their  true  function,  as  Dean  Potter  has  said,  is  to  "main- 
tain during  the  present  emergency  the  strongest  possible 
programme  of  undergraduate  and  graduate  instruction  .  .  . 
so  that  an  adequate  supply  of  well  trained  and  creative 
engineers  is  assured." 

C.  R.  Young,  m.e.i.c.5 

The  outline  of  the  personnel  activities  being  carried  on 
in  the  United  States  in  connection  with  the  great  defence 
programme  of  our  neighbour  indicates  a  very  comprehen- 
sive and  a  very  thorough  enterprise. 

I  fancy  that  those  here  present  who,  like  myself,  are 
particularly  concerned  with  engineering  education  are  most 
interested  in  training  on  the  engineering  college  level.  As 
Dean  Brown  has  clearly  pointed  out,  there  are  great  diffi- 
culties associated  with  the  carrying  on  of  a  war-training 
programme  as  we  might  wish  to  carry  it  on. 

At  the  outset  of  the  war  a  very  helpful  letter  was  addressed 
by  Lieut. -General  MacNaughton  to  the  presidents  of  the 
universities  of  Canada,  suggesting,  on  behalf  of  the  National 
Research  Council,  that  training  in  engineering  and  in  scien- 
tific courses  should  follow  normal  lines,  that  it  would  be 
inadvisable  for  men  in  such  courses  to  enrol  in  any  large 
numbers  in  the  armed  forces  immediately,  particularly  so 
for  those  in  the  upper  years,  and  that  it  would  be  much 
better  for  them  to  continue  their  courses  and  be  thoroughly 
prepared  and  ready  for  the  call  when  it  should  come. 

At  the  University  of  Toronto  we  have  carried  on  in  accord- 
ance with  that  policy.  In  the  session  of  1939-40  no  great 
numbers  of  men  left  their  courses  for  the  armed  forces  or 
for  war  industry,  but  during  the  present  session  we  have 
found  a  very  considerable  unrest.  The  symptoms  reported 
at  McGill  are  duplicated  at  Toronto. 

It  had  been  known  almost  from  the  beginning  of  the 
session  that  considerable  numbers  would  wish  to  enter  the 
armed  forces  long  before  the  session  had  ended  and,  late  in 
December,  when  we  were  besieged  by  urgent  requests  on 
the  part  of  war  industry,  in  some  cases  from  governmental 
corporations,  it  became  necessary  to  adopt  special  measures 
to  deal  with  the  situation.  We  consequently  released  a  num- 
ber of  men,  especially  in  chemical  engineering,  at  the  end 
of  the  first  term  with  the  assurance  that  they  would  receive 
their  degrees  in  June  if  they  presented  certificates  of  having 
been  suitably  employed  in  war  industry  for  a  defined  period. 
These  were  picked  men  whose  success  in  the  year's  work 
was  assured,  and  who  therefore  might  very  reasonably  be 
allowed  to  go  without  doing  any  violence  to  the  standards 
of  the  institution. 

Since  then  further  withdrawals  have  taken  place.  Out  of 
a  fourth  year  of  186,  over  30  (43  on  March  8th)  have  with- 
drawn for  the  armed  forces  or  industry,  and  I  have  no 
doubt  more  will  withdraw  before  the  end  of  the  session. 

In  the  third  year  unrest  was  also  evident,  and  in  order 
to  do  something  to  stabilize  the  situation  it  was  decided 
by  the  Council  of  the  Faculty  of  Applied  Science  and 
Engineering  that  in  the  national  interest  we  should  curtail 
the  fourth  year,  at  least  so  far  as  the  examinations  were 
concerned,  and  free  the  men  of  this  year  by  the  middle  of 
March  with  all  examinations  and  tests  completed.  The 
third  year  is  being  freed  by  the  first  of  April,  with  examina- 


5  Professor  of  Civil  Engineering,  University  of  Toronto,  Toronto, 
Ont. 


tions  and  tests  also  completed.  These  measures  will,  I  think, 
have  some  effect  in  quieting  the  unrest.  The  curtailed  exam- 
inations or  tests  will  be  as  simple  as  it  is  possible  to  make 
them  in  order  to  discover  the  qualifications  of  the  men  for 
graduation  or  for  undertaking  the  work  of  the  next  higher 
year. 

We  are  not  curtailing  in  the  slightest  the  work  of  the 
first  two  years  and  the  normal  examinations  will  be  held 
for  them. 

That  is  merely  one  contribution  that  we  are  trying  to 
make  to  the  national  war  effort  at  the  University  of  Toronto. 
Another  one  has  been  the  selection  from  the  fourth  year 
of  a  number  of  men  of  particularly  high  qualifications  to 
take  an  intensive  special  course  in  radio  and  communica- 
tions. It  is  believed  that  these  men,  along  with  others  from 
the  final  year  in  the  Faculty  of  Arts,  will  be  most  useful 
in  connection  with  certain  activities  with  which  you  are 
already  familiar. 

We  could  wish  that  we  had  a  little  more  direct  leadership 
from  governmental  authorities  as  to  the  lines  which  our 
endeavour  might  profitably  take  in  the  Faculty  of  Applied 
Science  and  Engineering  at  Toronto.  It  seems  probable  that 
as  a  result  of  the  newly  announced  federal  activity  in  mar- 
shalling the  technical  personnel  of  this  country  we  may 
have  direction  in  the  framing  of  our  programmes  very 
shortly.  I  am  quite  sure  that  at  Toronto,  as  at  all  of  the 
other  engineering  colleges  in  Canada,  we  are  prepared  to 
do  anything  that  may  be  practicable  and  in  the  national 
interest,  despite  the  fact  that  our  staff  is  overworked  due 
to  the  absence  of  several  senior  members  of  it  on  war  service. 

It  is  a  very  difficult  thing,  as  Dean  Brown  has  suggested, 
to  find  at  this  time  the  teaching  personnel  required  for 
special  war  courses.  Unless  we  can  attract  additional  men 
of  sufficiently  high  qualifications,  I  do  not  believe  that  we 
could  undertake  additional  courses  of  the  kind  to  which 
Dr.  Malcolm  has  referred. 

Someone  in  authority  might  very  well  point  out  at  this 
time  the  great  need  of  holding  in  the  engineering  colleges 
those  men  who  are  especially  qualified  to  teach  technical 
subjects.  The  lure  of  the  armed  forces  is  very  great,  but  it 
should  be  pointed  out  that  the  duty  of  many  of  these  men 
distinctly  lies  in  teaching  work  in  the  engineering  colleges. 

I  was  very  much  pleased  to  read  some  time  ago  a  recom- 
mendation of  the  National  Academy  of  Sciences  and  the 
National  Committee  on  Education  and  Defence  of  the 
United  States  to  the  effect  that  deferment  of  military  train- 
ing under  the  Selective  Service  Law  be  granted  for  those 
who  are  required  to  replenish  depleted  instructional  staffs. 
We  ought  to  be  thoroughly  aware  of  the  fact  that  to  allow 
teaching  personnel  to  go  off  to  war  industry,  or  to  the 
armed  forces  is  tantamount  to  eating  our  seed  grain.  You 
cannot  possibly  carry  on  the  grade  of  training  that  is  essen- 
tial in  these  days  without  having  a  skilled  and  competent 
teaching  staff. 

We  should  like  to  carry  on  graduate  work  to  a  much 
greater  degree  than  we  are  able  to  do  it  at  the  present  time. 
There  is  here,  again,  the  problem  of  staff,  but  at  the  same 
time  there  is  to  some  extent  a  disposition  amongst  students 
to  look  for  something  that  is  quick  and  direct;  in  other 
words  a  demand  for  the  ad  hoc  type  of  training.  Training 
for  the  armed  forces  is,  of  course,  very  much  of  that  variety. 
It  is  necessarily  training  in  a  narrow  specialty,  intensive 
and  direct,  with  a  view  to  doing  some  particular  job  in  a 
particular  way.  Such  is  not  sound  engineering  education, 
but,  after  all,  the  conduct  of  war  is  not  a  normal  engineer- 
ing enterprise  such  as  you  would  ordinarily  advocate  for 
the  people  of  any  country.  It  is  a  disagreeable  task  that  must 
be  done  in  the  shortest  possible  time  andinthemost  effective 
way  that  can  be  discovered. 

I  fancy  that  as  time  goes  on  we  shall  be  asked  to  under- 
take some  narrower  and  more  intensive  training  than  we 
now  give  and  to  fit  it  in  somehow  or  other  with  our  existing 
programmes.  If  we  are  asked  to  do  so  we  must  be  aided  in 
some  manner  in  the  obtaining  of  the  necessary  staff  and 


248 


May,  1941     THE  ENGINEERING  JOURNAL 


the  necessary  funds.  Under  the  existing  budget  it  is  imprac- 
ticable at  the  University  of  Toronto  to  carry  out  any  large 
programme  of  specialized  training.  Additional  funds  would 
need  to  be  provided  from  some  governmental  source. 

Whether  courses  of  this  kind  should  be  carried  on  simul- 
taneously with  the  regular  courses,  or  whether  they  should 
be  given  at  night  or  given  during  the  summer  months  has 
not  yet  been  determined.  At  Toronto  there  is  a  Committee 
of  the  Faculty  Council  now  giving  careful  study  to  the 
whole  matter  and  I  feel  quite  sure  that  when  the  policy 
is  laid  down  for  us  and  we  are  able  to  work  to  a  definite 
pattern,  we  shall  not  fail  in  doing  our  duty. 

Lindsay  Malcolm,  m.e.i.c.6 

It  seems  somewhat  preposterous  for  me  to  discuss  a  mat- 
ter brought  up  by  Dr.  Cullimore  of  Newark  College,  but 
I  am  probably  in  the  position  of  being  a  platoon  commander, 
rather  than  a  general,  or  the  general's  aide,  whom  Dr. 
Cullimore  represents. 

We  have  been  up  to  our  necks  in  this  kind  of  training 
since  last  September.  Cornell  University,  due  to  the  exer- 
tion of  our  Dean,  saw  the  opportunity  of  doing  some  work 
to  help  the  aeroplane  industry,  more  particularly  in  Buffalo, 
and  in  September  last  he  organized  there  a  course  at  gradu- 
ate level  to  help  this  industry. 

This  was  not  under  the  Defence  Training  Plan,  as  this 
plan  was  not  then  constituted.  We  had  in  that  first  course 
about  125  students  from  the  aeroplane  industry  who  were 
graduates  of  some  university  or  other.  To  teach  this  group 
we  released  one  man  from  the  School  of  Mechanical  Engi- 
neering, and  one  from  the  School  of  Civil  Engineering, 
(both  assistant  professors). 

The  assistant  to  the  Dean,  Dr.  Adams,  was  placed  in 
immediate  charge,  so  that  these  three  men  were  there  to 
to  do  the  work.  They  carried  on  until  the  Defence  Training 
Plan  came  into  being. 

Immediately  following  the  organization  of  the  Defence 
Training  Plan  there  was  set  up  at  Buffalo  an  additional 
course  at  the  undergraduate  level  for  those  who  had  gradu- 
ated from  high  schools  or  had  an  adequate  period  of  training 
in  the  industry  itself.  We  had  about  400  students  apply 
and  about  350  are  carrying  on  at  the  present. 

The  Curtiss  plant  and  the  Bell  plant,  if  I  may  speak 
particularly,  were  so  much  impressed  that  they  have  con- 
tinued this  work  and  have  asked  for  an  additional  school 
in  mechanics  at  a  higher  level  then  even  the  graduate  level. 
Dr.  Goodier,  who  was  formerly  connected  with  Toronto 
University,  is  in  charge  of  that  work.  He  is  the  head  of  the 
Mechanics  Department  in  the  School  of  Mechanical  Engi- 
neering. He  goes  to  Buffalo  every  Friday.  Peculiarly  enough, 
where  we  expected  30  we  have  70  students  taking  this  very 
advanced  course  in  aeronautics. 

We  have  three  very  flourishing  courses  at  Buffalo.  Now, 
we  were  not  able  to  release  any  more  than  two  members 
of  the  staff,  without  counting  Dr.  Adams,  to  this  Buffalo 
work.  We  had  to  go  out  in  the  open  market  and  obtain 
engineers  who  were  capable  of  teaching,  and  we  now  have 
four  additional  members  of  staff  there,  making  seven  in 
all  for  the  training  programme  in  Buffalo. 

I  suppose  you  might  call  them  special  courses,  although 
the  instructors  are  for  the  present  permanently  there. 

Professor  Moynihan,  of  the  School  of  Mechanical  Engi- 
neering, and  Professor  Chamberlain,  of  the  School  of  Elec- 
trical Engineering,  were  sent  to  the  southern  and  western 
part  of  New  York  State  to  canvass  all  industry.  They  came 
home  with  the  most  surprising  amount  of  information  con- 
cerning the  industries  who  wished  their  employees  to  take 
advantage  of  this  opportunity,  so  they  could  speed  up  their 
work  from  the  engineering  point  of  view. 

In  Elmira,  N.Y.,  the  chief  industry  is  the  American  Bridge 
Company,  and  the  officials  asked  that  courses  be  set  up  for 

6Director  of  the  School  of  Civil  Engineering,  Cornell  University, 
Ithaca,  N.Y.,  U.S.A. 


their  men.  This  has  been  done,  but  we  did  not  limit  the 
courses  to  those  men.  Anybody  in  that  district  capable  of 
doing  the  work  can  come.  We  have  students  there  from 
about  eight  or  nine  industries.  The  courses  we  have  set  up 
are  handled  from  the  School  of  Civil  Engineering  at  Cornell. 

In  the  structural  field  on  Friday  last  we  started  an  ad- 
vanced course  in  structural  draughting,  at  the  request  of 
the  American  Bridge  Company.  We  had  no  instructors  that 
we  could  spare,  so  we  obtained  from  the  chief  engineer  of 
the  American  Bridge  Company  in  Elmira,  one  of  his  men, 
who  he  thought  was  capable  of  doing  the  work.  This  in- 
structor is  proving  a  very  satisfactory  man  indeed. 

The  elementary  course  in  structural  engineering  and  ele- 
mentary design,  and  the  advanced  course,  could  not  be 
handled  in  any  other  way  than  simply  to  detail  two  of  our 
staff.  As  we  have  had  some  deaths  in  the  past  year  in  our 
staff,  we  could  not  overload  the  new  men  coming  in,  so 
one  of  the  members  of  the  Structural  Department  and  I 
are  teaching  these  two  courses. 

In  Ithica  itself,  because  we  draw  from  such  places  as 
Corning,  Elmira,  Bath,  Sidney,  on  the  south,  Geneva  on 
the  north,  and  Courtland  on  the  east  (we  cannot  go  too 
far  to  the  east  because  Syracuse  University  is  in  the  picture 
there),  we  have  organized  five  different  groups  in  Ithaca, 
largely  in  the  industrial  field.  The  courses  which  we  have 
in  Ithaca,  are:  Materials  Testing  and  Physical  Metallurgy, 
Electronics,  Machine  Design,  Tooling  and  Design,  Produc- 
tion Management  and  Supervision,  specifically  related  to 
industry. 

In  all  we  have  eleven  courses  set  up.  (There  are  three 
others  in  contemplation,  at  the  request  of  people  who  are 
interested.)  This  has  put  a  great  strain  on  the  staff.  Our 
staff  members  normally  have  been,  as  in  most  universities, 
doing  all  that  they  could  at  any  one  time,  sometimes  being 
overloaded  (although  our  friends  in  the  open  always  want 
to  tell  the  professors  how  little  they  do).  We  have  thirty 
members  of  staff  actually  teaching  these  courses.  The 
courses  have  from  seven  to  fifteen  students  in  any  one 
particular  course.  We  try  to  keep  the  classes  as  small  as 
possible  in  order  to  provide  supervision — on  design  and 
draughting  and  personnel  work.  We  try  to  limit  attendance 
in  any  one  course  to  about  twenty  per  teacher  per  evening. 
Normally  the  length  of  these  courses  is  three  hours  each 
night.  In  order  to  get  around  and  see  that  everyone  is 
following  the  work,  the  classes  should  be  limited  in  size. 

I  was  impressed  by  Dr.  Cullimore's  statement  about  the 
ages  of  these  men.  In  the  class  of  which  I  have  personal 
charge,  there  are  three  boys  whom  one  industry  has  just 
taken  in  the  draughting-room.  These  have  had  high  school 
training  and  have  graduated  from  the  high  school.  They 
are  just  youngsters,  keen,  fairly  well  trained  in  their  mathe- 
matics, and  seem  to  follow  the  work  all  right. 

I  have  four  men  in  that  same  class  that  I  would  say 
were  fifty  years  of  age.  These  men  have  been  in  highway 
engineering,  in  sales  department  work,  etc.,  and  are  anxious 
to  get  back  to  the  technical  side  of  the  work.  It  is  surprising 
how  keen  both  these  boys  and  men  are.  They  are  anxious 
to  get  ahead  with  their  work,  and  they  show  that  they 
intend  to  go  to  it  and  stick  it  out. 

Another  point  that  Dr.  Cullimore  suggested  was  the  re- 
cruiting for  these  courses.  We  have  used  the  newspapers 
and  two  radio  stations  in  the  district,  that  I  know  of. 
There  is  one  other  that  I  do  not  think  we  have  used  yet. 
Cornell  University  has  its  own  radio  station,  and  we  have 
used  that  rather  extensively  to  cover  the  district.  We  have 
also  used  the  radio  station  in  Elmira,  and  we  have  had 
surprisingly  good  results.  It  is  not  a  very  highly  indus- 
trialized area,  but  we  are  drawing  from  the  industries  that 
we  have.  These  industries  give  us  their  support  and  the 
managements  in  many  cases  are  intensely  interested.  For 
example,  last  Friday  and  Monday  nights,  the  chief  engineer 
of  the  American  Bridge  Company  at  Elmira  attended  all 
the  sessions,  just  to  show  his  interest  in  this  worth-while 
problem. 


THE  ENGINEERING  JOURNAL     May,  1941 


249 


Abstracts  of  Current  Literature 


NEW  AMERICAN  TONNAGE 

From  Trade  and  Engineering,  (London),  November,  1940 

In  the  programme  undertaken  by  the  U.S.  Maritime  Com- 
mission for  the  rebuilding  of  the  mercantile  fleet  are  18 
cargo-passenger  liners.  A  number  of  tankers  and  many  pure 
cargo  ships  have  been  completed  as  part  of  the  programme, 
but  none  of  the  cargo  passenger  ships  have  yet  run  trials. 
These  are,  however,  in  many  ways  the  most  interesting  of 
all  the  vessels.  Some  of  them  are  equipped  with  steam 
machinery  and  others  with  Diesel  engines.  The  first  steamer 
will  be  placed  in  service  in  the  course  of  the  next  month  or 
two,  and  the  first  of  the  oil-engined  vessels  will  run  trials 
next  spring.  According  to  present  arrangements,  the  motor- 
liners  and  some  of  the  steamers  will  trade  between  New 
York  and  East  Coast  South  American  ports.  The  remain- 
ing steamers  were  intended  to  operate  on  a  round-the-world 
service,  or  between  New  York  and  London.  These  routes 
will  have  to  be  modified  while  the  war  is  in  progress. 

The  hulls  are  standardized  in  most  respects,  in  spite  of 
the  installation  of  different  classes  of  machinery,  and  it 
may  be  noted  that  the  high-pressure  boilers  and  steam 
turbines  are  to  be  installed  in  a  machinery  space  equal  to 
that  occupied  by  the  Diesel  engines.  The  range  of  action 
of  the  steamers  is,  however,  less.  The  length  overall  of  the 
ships  is  492  ft.,  the  moulded  breadth  69  ft.  6  in.,  and  the 
draught  27  ft.  3  in.  The  gross  register  is  7,800  tons,  and  in 
normal  service  a  speed  of  lô)^  knots  is  to  be  maintained. 

In  the  motor-ship  two  Sun-Doxford  engines  will  be  in- 
stalled, each  developing  4,500  b.h.p.  The  installation  will 
be  entirely  different  from  that  of  any  British-built  Doxford- 
engined  ship,  since  the  two  units  will  be  geared  to  a  single 
shaft.  They  are  designed  to  run  at  180  r.p.m.  which  is  a 
much  higher  speed  than  has  hitherto  been  adopted  with 
Diesel  machinery,  and  the  propeller  will  turn  at  80  r.p.m. 
The  drive  is  taken  through  Westinghouse  gearing  and  elec- 
tric couplings,  which  receive  their  excitation  at  240  volts 
from  the  main  generators.  The  total  cargo  capacity  is 
560,000  cu.  ft.,  including  60,000  cu.  ft.  of  refrigerated 
produce. 

The  cost  of  each  of  the  ships  at  normal  rate  of  exchange 
is  in  the  neighbourhood  of  £800,000,  which,  at  the  time 
the  order  was  placed,  was  probably  about  double  the  ex- 
penditure involved  in  building  a  similar  ship  in  this 
country. 

REPORT  ON  CONSULTING  ENGINEERING 
PRACTICE  AND  FEES 

From  Mechanical  Engineering  (New  York),  March,  1941 

The  problems  facing  the  consulting  mechanical  engineer 
in  setting  fees  for  his  services,  in  defining  the  scope  of  his 
activities,  and  in  determining  the  cost  to  him  of  rendering 
service  have  been  before  The  American  Society  of  Mechan- 
ical Engineers  for  some  time.  Early  in  1940,  President 
McBryde  initiated  an  investigation  of  these  problems  and 
in  August  appointed  a  Committee  on  Consulting  Practice 
to  analyze  them  in  the  light  of  the  greatly  increased  use  of 
consulting  mechanical  engineering  services  in  the  national- 
defense  programme  and  also  in  relation  to  the  broad  aspects 
of  rendering  consulting  services  in  the  fields  which  are  pre- 
dominantly of  a  mechanical-engineering  nature. 

Subsequent  meetings  brought  forth  a  preliminary  draft 
which  was  reviewed  carefully  by  the  committee  members 
and  Mr.  Davies  and  then  sent  to  a  number  of  represent- 
ative engineers  (in  all  parts  of  the  country)  fully  conversant 
with  consulting  engineering  problems  as  they  relate  both 
to  rendering  and  to  using  such  services.  The  finished  draft 
was  presented  to  the  Executive  Committee  of  the  Council 
in  November,  together  with  the  written  comments  of  this 
large  informal  "board  of  review." 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


An  abstract  of  the  report  has  been  prepared  and  is  in- 
cluded with  this  article  for  the  benefit  of  all  A.S.M.E. 
members.  Where  members  or  organizations  contemplate 
using  consulting  mechanical-engineering  services,  it  is  re- 
commended that  a  copy  of  the  complete  report  be  studied. 

The  report  has  been  divided  into  ten  sections:  (1)  Gen- 
eral principles  for  consulting  work  ;  (2)  classification  of  con- 
sulting services;  (3)  designation  of  mechanical-engineering 
projects;  (4)  cost  of  rendering  consulting  service:  (5)  types 
of  service  on  design  projects;  (6)  recommended  bases  for 
making  charges;  (7)  repetitive  work;  (8)  drawings  and 
designs;  (9)  patents;  and  (10)  confidential  data. 

The  report  defines  the  various  types  of  consulting  service 
and  classifies  them  into  two  broad  groups: 

(a)  Personal  Service,  Reports,  Investigations,  etc. 

1.  Individual  service. 

2.  Appraisals,  valuations,  rate  studies,  reports. 

3.  Management  and  production  engineering  services. 

4.  Inspection  or  testing  of  apparatus,  equipment,  etc. 

(b)  Design  Projects: 

1.  Machinery  or  equipment  consulting  services. 

2.  Consulting  services  on  complete  projects  or  sections  of 
projects. 

For  per-diem  rates  covering  personal  service,  reports  and 
similar  activities  a  minimum  rate  of  $50  per  day  for  each 
day  or  fraction  thereof,  with  a  minimum  charge  of  $100  for 
each  engagement  is  recommended.  Where  special  technical 
knowledge  or  skill  is  involved,  charges  from  $100  to  $250 
per  day  are  considered  reasonable. 

When  long-term  engagements  are  required,  a  reduction 
of  25  to  50  percent  from  these  minimum  rates  is  justified 
providing  the  term  of  engagement  is  in  excess  of  one  week 
to  ten  days.  Variations  of  the  per-diem  rate  such  as  billing 
at  three  times  pay  roll  or  cost-plus-a-fee,  and  cost-plus-a- 
percentage  are  also  recommended. 

Recommended  Minimum  Fees  based  on  Net  Cost  of 
Work,  Designed  by  Consulting  Engineer,  expressed  as  a 
percentage  of  cost  of  work. 

ABC 
Mechanical    equipment    of 

Bldgs.  Complete 

Mechanical 
With  Without       engineering 

supervision     supervision        projects 
percent  percent  percents 

Net  cost  of  work,  dollars 

25,000  or  under 10  8H  14 

50,000 8M  7H  12M 

100,000 l\i  6K  10H 

200,000 6J4  h\i  9 

300,000 6  5  8 

500,000 6  5  8 

Where  the  scope  of  services  can  be  determined  in  advance 
with  some  degree  of  accuracy  and  where  the  total  cost  of  the 
work  does  not  exceed  $500,000  the  method  of  evaluating  fees 
as  a  percentage  of  the  cost  of  the  work  has  been  recom- 
mended. 

The  detailed  description  of  the  various  items  included 
under  this  service  is  set  forth  in  the  complete  report.  It 
should  be  noted  that  these  percentage  fees  do  not  include 
reproduction  or  communication  costs,  living  or  travelling 
expenses  incurred  on  account  of  the  work,  nor  do  they 
include  resident  inspection  or  supervision  at  the  site.  Such 
items  are  billed  in  addition  to  the  percentage  fee  as  are 
field  surveys,  etc. 


250 


May,  1941    THE  ENGINEERING  JOURNAL 


TRUCK    CARRYING -CAPACITY    RATING 

Report  of  S.A.E.  Motor  Truck  Rating  Committee 

From  Journal  of  Society  of  Automotive  Engineer,  March,  1941 

The  carrying  capacity  of  a  motor  truck  is  the  end  product 
of  the  almost  innumerable  elements  of  its  design  and  con- 
struction. It  is  the  integration  of  the  carrying  capacities  of 
the  tires,  wheels,  bearings,  axles,  springs,  stearing  system, 
brakes,  frame,  engine,  etc.,  and  the  many  parts  of  these 
major  components.  Ideally  it  would  be  desirable  to  rate 
carrying  capacity  by  means  of  an  engineering  criterion,  or 
formula,  which  would  integrate  this  multitude  of  complex 
elements  and  give  an  answer  entirely  objective  in  character. 
Unfortunately  no  such  criterion  is  available  and,  if  an 
acceptable  one  could  be  developed,  it  would  be  exceedingly 
complicated.  It  consequently  would  not  have  the  requisite 
characteristics  of  simplicity  and  understandability,  and 
thus  would  be  without  practical  usefulness. 

Lacking  such  a  criterion  the  Rating  Committee  believes 
that  the  most  satisfactory  alternative  is  for  the  manufac- 
turer to  rate  the  carrying  capacity  of  his  own  products  and 
that,  for  the  worth-while  benefits  to  be  derived  from  uni- 
formity, the  form  of  rating  should  follow  a  standardized 
pattern.  This  would  require  each  manufacturer  to  provide 
the  same  information  about  the  carrying  capacity  of  his 
trucks.  This  information,  however,  would  not  necessarily 
be  entirely  comparable  because  of  the  variations  in  the 
bases  on  which  different  manufacturers  rate  their  products 
as  determined  by  their  own  design  and  selling  policies. 

With  this  background,  the  Rating  Committee  presents 
its  recommendations  for  a  uniform  method  of  rating  the 
carrying  capacities  of  motor  trucks. 

The  carrying  capacity  should  be  rated  by  the  following 
terms: 

1.  Maximum  Gross  Vehicle  Weight pounds. 

2.  Maximum  Gross  Combination  Weight pounds. 

3.  Maximum  Gross  Carrying  Capacity pounds. 

4.  Maximum  Authorized  Tire  Equipment 

5.  Structural  Chassis  Weight pounds. 

The  above  terms  which,  taken  together,  give  the  capacity 
rating  of  a  truck,  are  denned  as  follows: 

1.  Maximum  Gross  Vehicle  Weight  is  the  weight  in  pounds 
of  a  truck  chassis  with  lubricants,  water  and  full  tank  or 
tanks  of  fuel,  plus  the  Maximum  Gross  Carrying  Capacity 
as  defined  below. 

2.  Maximum  Gross  Combination  Weight  is  the  Maximum 
Authorized  Gross  Weight  in  pounds  of  a  tractor  truck  and 
any  combination  of  trailers.  It  is  made  up  of  the  sum  of  the 
weights  of  all  chassis  (including  tractor-truck  and  trailer), 
cab,  lubricants,  water,  full  tank  or  tanks  of  fuel,  all  bodies, 
special  chassis  and  body  equipment,  attaching  parts  and 
payload. 

3.  Maximum  Gross  Carrying  Capacity  is  the  maximum 
authorized  weight  in  pounds  which  may  be  superimposed 
upon  a  truck  chassis  when  equipped  with  the  maximum 
authorized  number  and  size  of  tires.  It  is  equal  to  the  sum 
of  the  weights  of  cab,  body,  special  chassis  and  body 
equipment,  and  payload. 

4.  Maximum  Authorized  Tire  Equipment  means  the  size, 
number  of  plies  and  number  of  tires  on  the  load  carrying 
wheels  of  the  prime  mover  which,  in  accordance  with  Tire 
and  Rim  Association  Standards,  is  the  maximum  in  capa- 
city authorized  by  the  manufacturer. 

5.  Structural  Chassis  Weight  is  the  weight  in  pounds  of 
a  truck  chassis  without  lubricants,  water  and  fuel,  less  the 
weight  of  tires,  radiator  (including  shell  and  grille),  engine, 
clutch,  transmission  and  propeller  shaft  assemblies. 

Relation  of  Capacity  Rating  to  Ability  Rating 

The  information  conveyed  by  the  five  factors  used  as  a 
basis  for  the  capacity  rating,  taken  in  conjunction  with  the 
information  required  for  the  ability  rating,  gives  a  complete 
general  idea  of  the  capabilities  of  any  given  truck  chassis. 


In  addition  to  the  capacity  factors,  the  maximum  certi- 
fied horsepower  and  the  r.p.m.  at  which  it  occurs  are  neces- 
sary to  evaluate  the  all-around  ability  of  a  truck  and  to 
compute  the  ability  factor. 

It  is  recommended  that  this  information  at  least  be 
presented  by  means  of  a  plate  upon  which  the  six  factors 
required  for  both  ability  rating  and  capacity  rating  are 
shown. 

WHAT  U.S.  AID  MEANS 

From  Aeronautics,  (London),  February,  1941 

While  during  the  last  two  decades  many  practical  demon- 
strations of  British  progress  in  aviation  were  being  made, 
year  after  year,  the  United  States  was  running  us  close 
and  sometimes  outpacing  us  in  technical  development.  This 
was  noticeably  so  in  the  production  of  commençai  land- 
planes  and,  until  the  Short  Empire  boat  was  designed,  it 
seemed  as  though  the  lead  in  flying  boat  construction  which 
Britain  had  held  was  to  be  eclipsed  by  the  strikingly  ad- 
vanced designs  of  American  manufacturers.  It  has  always 
been  a  characteristic  of  aircraft  constructors  in  the  United 
States  that  they  never  shrink  from  breaking  away  from  the 
orthodox,  and  it  is  largely  due  to  this  that  we  have  to  thank 
them  for  such  standardized  features  as  the  retractable 
undercarriage,  the  metal  variablepitch  airscrew,  for  it  was 
in  America  that  these  were  brought  to  practical  form  in  the 
first  place.  To-day  the  American  aircraft  industry  with  its 
immense  research  and  manufacturing  resources  is  making 
great  strides  in  substratosphere  flying  technique.  It  is  push- 
ing ahead  with  petrol  injection  systems  and  exhaust-driven 
supercharging  designs.  It  is  solving  icing-up  problems,  and 
it  is  doing  much  in  evolving  pressure  cabins  and  new  aero- 
foils for  high-altitude  flight.  Progress  is  being  achieved,  too, 
in  new  aircraft  alloys,  plastics  and  fuels. 

There  is  no  doubt  that  America  will  be  able  to  teach 
England  quite  a  lot  and  England  in  return  will  pass  on  a 
great  deal  to  America  in  the  way  of  new  ideas,  develop- 
ments, and  discoveries  in  the  near  future.  This  close  Anglo- 
American  co-operation  and  joint  effort  without  a  doubt 
will  result  in  the  R.A.F.  and  the  U.S.  Army  Air  Corps 
having  the  finest  aircraft  in  the  world  before  this  war  is 
over.  Not  only  that,  but  we  shall  have  them  in  tremendous 
numbers,  and  quality  and  quantity  are  the  factors  that 
are  going  to  count. 

LIGHT  WEIGHT  CONCRETE 

From  Civil  Engineering  (London),  November,  1940 

Notes  on  the  production  of  vermiculite  are  given  in 
Mineral  Trade  Notes.  The  raw  material  is  crushed,  dried 
and  screened  before  being  expanded  in  an  oil-fired  vermi- 
culite kiln,  after  which  it  is  separated  into  three  sizes.  A 
great  many  fines  are  rejected  at  the  mine,  so  a  ton  of  dried 
material  yields  700  lb.  of  house-fill  that  passes  34  in.  but 
remains  on  10  mesh  and  900  lb.  of  minus  10  plus  30  mesh, 
which  is  used  in  plaster  and  concrete  products.  The  product 
used  for  house-fill  weighs  only  5H  lb-  per  cu.  ft.  The  finer 
sizes,  which  bulk  6  to  7  lb.  to  the  cu.  ft.,  are  made  into 
plastic  insulation,  plaster  and  concrete  products.  Experi- 
ments are  being  made  with  insulation  brick,  which  may 
be  sold  at  $80.00  a  thousand.  The  latter  appear  to  be  blended 
with  bentonite  and  amphibole  as.bestos  fibre,  thus  differing 
from  the  plastic  insulating  material  only  in  that  they  are 
pressed  after  being  moulded. 

Col.  Ellis  C.  Soper  has  designed  a  pre-cast  concrete  slab 
for  floor,  roof  or  wall  construction  that  weighs  35  to  40  lb. 
per  cu.  ft.,  and  carries  at  least  200  lb.  per  sq.  in.  in  com- 
pression. A  7  ft.  slab  support  near  the  ends  will  bend  as 
much  as  \)/i  in.  under  a  150  lb.  load  at  the  middle  and 
then  come  back  to  its  original  shape.  In  addition  to  their 
light  weight  and  heat-insulating  properties,  it  is  said  that 
these  slabs  are  easy  to  install.  If  necessary  they  can  be 
sawn,  cut  with  a  knife,  drilled  or  nailed,  in  much  the  same 
way  as  wood  lumber. 


THE  ENGINEERING  JOURNAL    May,  1941 


251 


THE  QUEEN  ELIZABETH  WAY 

Abstract  of  paper  by  A.  L.  MacDougall,  delivered  before  the 

Sault  Ste.  Marie  Branch  of  the  Engineering  Institute 

of  Canada,  March  21st,  1941. 

The  Queen  Elizabeth  Way,  the  first  four  lane  highway  in 
Ontario,  is  being  built  to  relieve  congested  traffic  con- 
ditions between  Toronto  and  the  Niagara  Peninsula.  It  has 
now  been  completed  from  Toronto  to  Niagara  Falls,  a 
distance  of  73  miles  and  the  remaining  18  miles  to  Fort 
Erie,  directly  opposite  the  Peace  Bridge  over  the  Niagara 
River  has  been  graded  and  will  probably  be  paved  this  year. 

The  completion  of  the  highway  will  provide  adequately 
for  the  heavy  tourist  traffic  from  the  United  States.  It  is 
estimated  that  50%  of  the  United  States  visitors  to  Canada 
enter  at  border  points  in  the  Niagara  District.  It  will 
provide  transportation  facilities  for  materials  and  finished 
products  to  and  from  a  large  number  of  industrial  plants 
now  engaged  in  the  production  of  war  supplies.  It  will  also 
be  valuable  from  a  military  standpoint;  recent  troop 
manoeuvres  demonstrated  that  motorized  units  could 
maintain  on  it  a  speed  of  from  45  to  50  miles  per  hour  as 
compared  with  a  speed  on  ordinary  roads  of  from  25  to  30 
miles  per  hour. 

A  traffic  census  taken  during  the  Labour  Day  period 
last  year  showed  that  from  17,000  to  38,000  vehicles  were 
handled  daily  and  it  is  estimated  that  a  traffic  of  60,000 
vehicles  per  day  would  be  no  inconvenience. 

The  road  is  being  built  to  the  highest  modern  standards 
of  both  safety  and  stability.  Grades  are  limited  to  a  max- 
imum of  3%  and  curves  to  2  degrees.  The  pavement  is  of 
cement  concrete  four  lane  construction,  the  driving  lanes 
being  11  feet  in  width  and  passing  lanes  12  feet.  Separating 
the  motor  ways  is  a  grassed  boulevard  of  varying  widths 
but  generally  30  feet.  Slopes  are  being  sodded  and  trees 
planted.  Grade  separations  are  being  installed  at  all 
intersecting  heavily  travelled  roads  and  railways,  and 
clover  leafs  constructed  at  entrances  and  outlets  to  Towns 
and  Cities.  Separated  bridges  have  been  built  accom- 
modating traffic  in  each  direction. 

The  highway  is  being  lighted  as  an  added  safety  measure, 
14  miles  already  having  been  done.  All  crossings  and 
junctions  are  being  marked  with  sodium  vapour  lamps  which 
glow  a  bright  yellow  in  contrast  with  the  incandescent 
lights  elsewhere.  Another  safety  measure  is  the  banning 
of  bicycles  from  the  highway.  There  are  parallel  roads 
nearby  which  can  be  used  by  cyclists  and  horse-drawn 
vehicles. 

One  of  the  rolls  of  film  shown  deals  more  particularly  with 
construction  work  carried  out  last  year  between  Burlington 
and  Niagara  Falls.  As  time  was  an  important  factor  the 
41  miles  to  be  built  were  divided  into  eight  contracts.  The 
most  up-to-date  type  of  equipment  was  used  and  the  whole 
pavement  was  laid  in  44  working  days.  The  highest  indi- 
vidual daily  production  of  concrete  by  one  contractor  was 
4,000  feet  of  11-foot  wide  strip  in  16  hours.  The  highest 
total  daily  production  for  seven  contracts  was  the  equiv- 
alent of  2.33  miles  of  23-foot-wide  pavement. 

All  mixes  of  concrete  were  determined  by  trial  in  the 
field,  trial  mixes  being  based  on  a  cement  content  of  6.6  to 
6.75  sacks  of  cement  per  cubic  yard  of  concrete;  slump 
limited  from  1  in.  to  3  in.  and  a  water  cement  ratio  of  four 
imperial  gallons  per  sack  of  cement. 

Daily  tests  of  samples  of  concrete,  job  cured,  showed  an 
average  compressive  strength  of  4,500  lbs.  per  square  inch. 

The  pavement  section  adopted  has  a  uniform  thickness 
of  9  in.  as  compared  with  the  10-7-10  adopted  heretofore. 
Adjacent  slabs  are  keyed  together  by  a  key  formed  in  the 
side  of  the  slab  3  in.  deep  and  1  in.  wide.  Transverse  expan- 
sion joints  of  creosoted  wood  were  installed  at  300-ft. 
intervals. 

After  the  concrete  was  poured,  finished  and  broomed,  it 
was  cured  by  the  customary  method  of  covering  with  wet 
burlap  kept  continuously  wet  for  24  hours,  then  by  ponding 
for  8  days. 


252 


RAILWAY  DIFFICULTIES 

From  Trade  &  Engineering,  (London),  December,  1940 

After  15  months  of  war  and  three  months  of  intensive 
air  attacks  train  speeds  and  punctuality  are  suffering.  The 
main  reasons  are  the  redistribution  of  the  population, 
greatly  increased  freight  traffics,  black-out  and  weather 
conditions,  the  immediate  and  after  effects  of  enemy  action, 
and  air-raid  warnings.  Longer  trains  are  being  run  to  carry 
all  who  desire  and  have  to  travel.  More  passengers  are 
making  longer  journeys  than  in  peacetime.  Men  and  women 
in  uniform,  evacuee  children,  their  parents  and  relatives, 
all  make  long,  individual  journeys.  The  running  of  longer 
trains  at  times  involves  double  stopping  at  stations  and 
delays  to  main  line  trains  react  on  services  in  other  parts 
over  wide  areas.  During  air-raid  "alerts"  train  speeds  of 
25  miles  an  hour  are  necessary  for  safety  reasons  during 
non-black-out  hours,  a  restriction  which  has  undoubtedly 
reduced  the  severity  of  casualties  in  railway  accidents,  apart 
from  saving  rolling  stock,  engines,  carriages  and  wagons 
which  are  not  now  readily  replaceable.  It  is  perhaps  over- 
looked that  the  railways  have  not  endless  supplies  of  loco- 
motives, carriages,  rails  and  sleepers,  and  the  renewal  of 
rolling  stock  requires  men  and  material  urgently  needed 
elsewhere. 

All  kinds  of  commodities,  coal,  munitions,  shells,  guns, 
war  equipment  and  essential  food  supplies  are  being  moved 
in  greater  masses  on  the  railways  than  in  peace-time.  As  a 
nation  we  are  becoming  more  and  more  self-supporting. 
Evacuation  has  meant  that  small  stations  now  deal  with 
three  and  four  times  more  freight  than  hitherto,  and  evacu- 
ation also  means  that  supplies  of  clothing,  foods,  fuels, 
mails,  newspapers  and  all  other  commodities  for  the  up- 
keep of  the  new  homes  of  the  people  require  transport. 
Home-grown  timber  is  being  loaded  at  country  stations, 
branch  lines  are  busier,  and  local  produce  is  being  moved 
in  quantities  to  feed  the  nearest  large  towns  and  cities. 
Heavy  freights  have  also  to  be  handled  when  the  convoys 
arrive  at  the  docks  and  there  has  been  such  diversion  to 
the  railways  of  freights  which  formerly  were  carried  by 
coastwise  steamers.  New  unusual  traffics,  such  as  the  leaves 
of  bushes  and  plants  for  medical  supplies,  are  being  dis- 
patched to  wholesale  chemists,  and  the  urgent  tonnages 
for  the  war  effort  are  being  moved  by  freight  trains  which 
are  slower  than  passenger  trains  and  take  much  longer 
times  on  their  journeys. 

Much  of  the  freight  traffic  in  peace-time  was  handled 
during  the  night.  To-day  the  position  is  that  during  the 
black-out  hours  freight  movements  and  shunting  are  slowed 
up,  and  the  time  available  for  loading  and  unloading  in 
daylight  is  restricted.  Winter-time  weather  also  affects 
the  rapidity  of  freight  operation.  Throughout  the  railway 
system  control  staffs  are  constantly  watching  and  regulating 
the  flow  of  traffic,  both  passenger  and  freight,  to  keep  the 
railway  wheels  turning.  Although  railwaymen  remain  at 
work  during  air  raids,  air  raid  warnings  affect  the  collec- 
tion and  delivery  of  goods,  and  although  extremely  rapid 
repairs  are  carried  out  to  bombed  tracks,  stations,  bridges, 
and  tunnels,  it  is  often  necessary  for  speed  checks  to  be 
instituted  at  particular  points  on  the  railway  lines  until 
more  permanent  restorations  can  be  effected.  The  running 
of  more  and  faster  passenger  trains  is  said  to  be  imprac- 
ticable in  present  conditions  when  priority  must  be  given 
to  the  movement  of  freight  traffics  for  war  production. 
Every  passenger  train  provides  regular  communication  for 
as  many  places  as  possible,  and  while  there  is  no  restriction 
on  travel  by  train,  essential  freights  must  get  through.  The 
railways  have  stood  up  well  to  the  effects  of  enemy  action, 
and  although  there  does  not  seem  much  prospect  of  an 
immediate  return  to  the  regularity  and  punctuality  of 
peace-time  passenger  trains,  railwaymen  are  determined 
that  the  trains  shall  be  kept  running  and  the  essential 
services  maintained. 

May,  1941    THE  ENGINEERING  JOURNAL 


A  ROLE  FOR  ENGINEERS 

From  Mechanical  Engineering,  Easton,  Pa.,  April,  1941 

Engineers  should  find  some  way  to  pluck  William  E. 
Wickenden  out  of  his  administrative  duties  as  President  of 
the  Case  School  of  Applied  Science  and  from  his  important 
services  at  Washington  in  the  cause  of  national  defense 
and  send  him  around  the  country  for  a  few  months  at  least, 
to  carry  to  all  engineers  and  their  well-wishers  the  message 
he  delivered  on  February  7th  to  The  Engineering  Institute 
of  Canada.  The  reading  of  it  will  start  many  minds  off  on 
a  track  of  wishful  speculation  and,  it  is  hoped,  pious  resolve 
to  work  for  the  advancement  of  the  engineering  profession, 
and  it  should  also  help  to  crystalize  in  the  minds  of  readers 
some  of  the  basic  principles  of  professionalism.  Probably 
Dr.  Wickenden  cannot  be  spared  from  either  of  his  impor- 
tant posts  at  this  time,  but  one  wonders  if  he  might  not  at 
some  future  date  speak  on  this  subject  to  many  groups  and 
bring  within  the  influence  of  his  personality  men  who, 
awakened  to  the  high  purposes  his  address  sets  forth,  would 
immeasurably  raise  the  level  of  the  profession  in  which  they 
find  themselves  and  coincidentally  make  a  better  world  for 
their  fellow  men. 

It  is  a  satisfaction  to  direct  attention,  for  the  purpose  of 
emphasis,  to  a  portion  of  Dr.  Wickenden's  address  that 
covers  a  point  frequently  urged  in  these  pages.  This  refers 
to  the  strategic  position  held  by  engineers  as  managers  of 
enterprises,  in  whole  or  in  part,  where  their  intermediate 
position  between  owners  and  employee  vests  them  with 
responsibilities  to  both  and  equal  responsibilities  to  the 
public  served  by  these  enterprises.  Few  thinking  men  doubt 
the  inevitable  social  and  economic  changes  that  the  future, 
conditioned  by  world-wide  upheaval  of  which  the  war  is  a 
horrifying  witness,  may  hold  in  store.  The  industrial  era  of 
modern  civilization  is  working  toward  its  climatic  phase, 
during  which  the  pattern  of  economic,  social,  and  political 
life  will  either  be  woven  into  a  strong  fabric  of  more  whole- 
some relationships  or  be  replaced  by  one  that  is  alien  to 
most  of  us. 

Just  as  engineers  hold  the  key  position  in  respect  to  the 
military  conflict  that  is  spreading  so  rapidly  over  the  globe, 
so  also  they  may  occupy  the  position  of  determining 
influence  in  the  unpredictable  events  that  inevitably  will 
accompany  peace.  But  to  exercise  to  beneficial  purpose  the 
influence  that  may  be  theirs,  engineers  must  rapidly  assume 
a  habit  of  intellectual  maturity  in  the  chaotic  field  of  human 
relationships.  They  alone  cannot  insure  the  character  of  the 
pattern  of  things  to  come,  but,  aided  by  thousands  of  men 
of  sound  judgment  and  intelligent  understanding  of  the 
rapidly  developing  history  of  our  times,  they  afford  the 
most  hopeful  instrumentality  by  means  of  which  a  better 
world  may  be  built. 

NATURE  LED  THE  WAY  TO  INSULATION 

From  Refrigeration  and  Air  Conditioning  (Gardenvale,  Que.) 
November,  1940 

In  Spain,  Portugal,  Southern  France,  and  Northern 
Africa  are  heavily  wooded  areas  which  are  subjected  to  a 
scorching  sun  and  hot,  parching  winds.  During  the  sum- 
mer, when  practically  all  other  vegetation  is  dried  up,  you 
see  certain  flourishing  trees  unaffected  by  the  heat. 

These  are  cork  oak  trees.  They  survive  because  they  are 
heavily  sheated  with  an  outer  bark  of  such  peculiar  struc- 
ture that  it  insulates  the  living  cork  tree  from  the  heat  and 
from  the  drying  wind. 

This  outer  bark  is  cork.  From  it  is  obtained  the  com- 
mercial cork  which  finds  its  way  into  a  thousand  and  one 
nooks  in  our  daily  life. 

The  commercial  cork  is  obtained  by  "stripping."  The 


"sap  bark"  lying  next  to  the  woody  growth  carries  the  life- 
blood  of  the  tree  and  under  no  circumstances  should  be 
disturbed.  This  in  turn  is  covered  by  a  thick  layer  of  multi- 
celled  bark,  highly  resilient  and  compressible.  It  is  this 
bark  which  is  used  for  insulation  and  other  purposes.  A 
shaggy  outer  bark  encases  the  whole,  this  last  having  no 
commercial  value. 

When  stripped  from  the  parent  tree,  the  bark  is  natur- 
ally curved,  as  it  conformed  to  the  trunk  or  large  branch. 
These  slabs  are  piled  high  on  a  cradle  arrangement  and  the 
huge  bundle  is  picked  up  by  a  hand  crane  and  swung  over 
and  into  a  vat  of  boiling  water.  After  being  immersed  for 
a  short  time  the  bark  becomes  pliable  and  can  be  readily 
flattened  out.  At  the  same  time  the  coarse  outer  bark  is 
softened  and  is  easily  scraped  off. 

After  being  trimmed  to  size  and  thickness,  the  slabs  are 
carefully  wrapped  and  packed  for  transportation. 

The  large  companies  operating  in  Canada  and  the  United 
States  have  their  own  factories  in  the  cork  growing  districts 
and  do  their  own  processing  and  packing.  Arrangements 
are  made  for  shipping  to  the  American  continents  where 
the  majority  of  the  world's  supply  is  consumed.  Usually, 
freighters  are  chartered  to  make  the  trip  from  a  Spanish 
or  Portuguese  port  across  the  Atlantic.  These  runs  are 
scheduled  to  keep  the  market  supplied  without  maintain- 
ing too  large  stocks  on  this  side. 

However,  the  present  war  has  considerably  interrupted 
the  even  flow  of  supplies.  The  two  greatest  export  countries 
are  situated  on  the  more  dangerous  trade  routes  and  ship- 
ping, even  when  not  commandeered,  is  irregular.  This  sit- 
uation has  caused  Canadian  and  American  manufacturers 
and  importers  to  build  up  as  large  stocks  as  possible  in 
order  to  handle  the  regular  volume  of  business  and  to  take 
care  of  war  demands.  Naturally,  munitions  have  to  receive 
first  consideration,  but  supplies  have  been  ample  to  meet 
all  demands  from  every  quarter. 

BOILER  OIL  FOR  MOTOR-SHIP  ENGINES 

From  Trade  &  Engineering,  (London),  November,  1940 

It  was  mentioned  in  these  columns  some  time  ago  that 
all  the  motorships,  numbering  over  40,  which  are  being, 
or  have  been,  built  under  the  U.S.  Maritime  Commission's 
programme  have  to  operate  on  a  heavy  grade  of  residual 
oil.  The  results  of  the  performance  of  some  of  these  vessels 
in  service  are  now  available.  It  appears  that  the  oil  is 
known  as  a  modified  Bunker  B,  that  its  specific  gravity 
may  be  anything  up  to  unity,  and  that  it  contains  a  maxi- 
mum of  one  per  cent  of  sulphur.  The  new  vessels — there 
are  four  of  them — are  cargo  ships  of  about  11,600  tons 
deadweight  capacity,  with  geared  two-stroke  machinery  of 
8,000  b.h.p.  driving  a  single  shaft.  Four  engines  are  em- 
ployed and  they  run  at  225  r.p.m.  The  shaft  speed  is  about 
90  r.p.m. 

The  results  indicate  that  the  total  fuel  consumption  with 
this  boiler  oil  in  service  on  fairly  long  routes  is  0.42  lb. 
per  b.h.p.  hour  for  all  purposes.  This  figure  seems  somewhat 
high,  even  bearing  in  mind  the  large  amount  of  electric 
power  generated  by  Diesel  machinery,  required  on  board 
ship.  It  is,  moreover,  expected  that  the  cylinder  liner  wear 
will  be  greater,  and  these  two  factors  have  to  be  taken  into 
account  when  the  question  of  the  economy  of  utilizing 
boiler  oil  is  under  consideration.  In  a  corresponding  Euro- 
pean ship  with  a  single  engine  direct-coupled  to  the  pro- 
peller, a  fuel  consumption  of  about  0.38-0.39  lb.  per  b.h.p. 
hour  for  all  purposes  would  be  expected.  Thus,  the  increased 
consumption  with  the  heavier  oil,  to  the  extent  of  10  per 
cent,  and  the  cost  of  more  frequent  liner  replacements  have 
to  be  set  against  the  economy  affected  by  burning  oil 
which  is,  roughly  speaking,  30  per  cent  cheaper. 


THE  ENGINEERING  JOURNAL    May,  1941 


253 


From  Month  to  Month 


HONOURS  FOR  THE  PRESIDENT 

It  is  a  matter  of  general  satisfaction  and  pleasure  to  all 
engineers  that  Dean  Mackenzie  is  to  receive  this  month, 
not  only  one  but  two  honourary  degrees.  On  May  thir- 
teenth, at  Halifax,  his  own  alma  mater,  Dalhousie  Univer- 
sity, gives  him  a  Doctorate  of  Laws,  and  on  May  twenty- 
ninth,  McGill  University  confers  upon  him  a  Doctorate 
of  Science. 

While  there  is  more  than  one  justification  for  paying 
these  tributes  to  Dean  Mackenzie,  members  will  feel  that 
his  presidency  of  the  Institute  may  have  been  a  contribut- 
ing factor,  and  engineers  in  general  may  be  excused  if  they 
see  in  these  acknowledgments  of  merit  and  attainment,  a 
tribute  to  the  profession. 

The  profession  will  be  proud  to  have  him  speak  for  it  as 
well  as  for  himself  on  these  two  significant  occasions.  Engi- 
neers throughout  Canada  join  wholeheartedly  in  congratu- 
lations and  wish  him  unlimited  success  in  his  important  field 
of  usefulness. 

THE  PRESIDENT  VISITS  THE  MARITIME 
BRANCHES 

It  has  been  admitted  that  the  importance  and  urgency 
of  the  work  being  done  by  President  Mackenzie  in  his 
capacity  as  Acting  President  of  the  National  Research 
Council,  would  make  it  difficult,  if  not  impossible,  for  him 
to  visit  the  branches  of  the  Institute.  Therefore  it  is  a 
matter  of  much  satisfaction  that  he  has  been  able  to  arrange 
to  visit  at  least  some  of  the  maritime  branches  in  conjunc- 
tion with  his  trip  to  Halifax  for  the  convocation  of  Dalhousie 
University. 

A  schedule  of  visits  follows.  From  this  it  will  be  seen 
that  a  regional  meeting  of  Council  is  to  be  held  in  Saint 
John,  N.B.,  as  a  feature  of  the  short  tour.  It  is  expected 
that  councillors  from  all  maritime  branches  will  be  present, 
and  that  additional  representatives  will  come  from  Ontario 
and  Quebec.  This  will  make  the  third  meeting  of  Council 
this  year  away  from  Headquarters. 
(All  times  are  Standard.  Either  Eastern  or  Atlantic) 

Sat.,    May  10— Leave  Ottawa 4.00  p.m.    C.N.R. 

Sun.,    May  11— Arrive  Halifax 8.00  p.m.    C.N.R. 

Meeting  with  Branch,  Monday  night,  May  12th 

Convocation,  Dalhousie  University,  Tuesday,  May 

13th 

Wed.,  May  14— Leave  Halifax 8.25  a.m.    C.N.R. 

Wed.,  May  14— Arrive  Moncton 1.50  p.m.    C.N.R. 

OR 

Wed.,  May  14— Leave  Halifax 4.00  p.m.     T.C.A. 

Wed.,  May  14— Arrive  Moncton 4.50  p.m.     T.C.A. 

Meeting  with  Branch,  Wednesday  night 

Thu.,  May  15— Leave  Moncton 5.15  a.m.    C.N.R. 

Thu.,  May  15— Arrive  Saint  John..  .  .     8.40  a.m.    C.N.R. 

Meeting  of  Branch,  Friday  night,  May  16th 

Meeting  of  Council,  Saturday  afternoon,  May  17th 

Sat.,    May  17— Leave  Saint  John..  .  .     7.00  p.m.     C.P.R. 

Sun.,    May  18— Arrive  Montreal 10.25  a.m.     C.P.R. 

OR 
Sun.,   May  18 — Leave  Saint  John..  .  .     5.15  p.m.     C.P.R. 
Mon.,  May  19— Arrive  Montreal 6.50  a.m.     C.P.R. 

OR 
Sun.,   May  18— Leave  Saint  John. ..  .    11.20  a.m.    C.N.R. 
Mon.,  May  19 — Arrive  Montreal  (via 

Moncton) 6.50  a.m.    C.N.R. 

A  COMMITTEE  REPORTS 

For  seven  years  the  Institute's  Committee  on  Western 
Water  Problems  has  been  at  its  task.  The  work  has  gone  on 
quietly,  continuously  and  methodically.  Not  many  members 
of  the  Institute  were  aware  of  its  existence  or  its  purpose, 
and  some  wondered  at  its  tenacity  and  longevity.  All  these 
can  now  satisfy  themselves  that  the  Committee  and  Sub- 
Committee  were  doing  a  great  work.  It  is  recommended  that 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 

the  report  of  the  Committee  appearing  in  this  number  of  the 
Journal  be  read  and  studied  as  an  example  of  the  usefulness 
of  such  groups  and  of  the  purposes  by  which  the  Institute 
can  render  a  useful  service  to  the  public. 

This  report  has  been  submitted  by  Council  to  the  Prime 
Minister  of  Canada.  It  is  felt  that  leadership  in  this  im- 
portant problem  of  combatting  drought  and  preserving 
international  water  rights  will  be  welcomed  by  the  provin- 
cial governments  concerned,  as  well  as  by  the  federal 
authorities.  The  report  certainly  provides  that  leadership 
as  it  makes  clear  and  specific  recommendations  based  on 
the  findings  of  experts,  representing  a  non-political,  non- 
prejudiced  Canadian-wide  professional  organization. 

The  situation  is  urgent.  Early  action  is  necessary  if 
certain  benefits  of  national  importance  are  not  to  be  lost 
in  perpetuity. 

REMISSION  OF  FEES 

At  the  April  meeting,  Council  accepted  without  hesita- 
tion the  recommendation  of  the  Finance  Committee  that 
fees  of  members  of  the  Institute  resident  in  the  United 
Kingdom  be  remitted.  It  was  felt  that  as  such  persons  are 
undergoing  extraordinary  experiences  of  privation,  suffering 
and  disturbances  to  normal  living,  any  reduction  in  ordinary 
business  obligations  would  be  helpful.  In  all  there  are  about 
fifty  members  so  affected. 

This   modest    gesture    of   sympathy   and   support   will 
receive  the  unanimous  approval  of  all  members  on  this 
side  of  the  Atlantic. 
WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

There  is  little  additional  progress  that  can  be  reported 
at  this  time.  The  basic  work  is  well  underway  and  many 
additional  developments  are  under  discussion.  The  me- 
chanics of  the  proposal  are  rather  formidable,  and  care  is 
being  taken  to  check  each  item  thoroughly  before  the  body 
of  technical  personnel  is  approached.  The  quantities  are  so 
large  that  only  careful  planning  and  preparation  will 
prevent  confusion  and  waste  motion  from  developing  to  a 
disturbing  degree. 

The  questionnaire  will  be  mailed  to  every  person  who, 
on  his  national  registration  last  September,  declared  he 
was  then  practising  engineering,  or  that  his  normal  occupa- 
tion was  engineering.  The  mere  photostating  of  the  original 
records  runs  into  a  tremendous  task.  It  is  estimated  that 
the  list  will  be  in  the  neighbourhood  of  a  thousand  feet 
long,  and  will  contain  approximately  thirty  thousand  names 
and  addresses. 

With  this  number  thirty  thousand  in  mind  it  is  possible 
to  grasp  some  idea  of  the  amount  of  detail  involved.  It 
means  thirty-thousand  envelopes  to  be  addressed,  the 
same  number  of  covering  explanatory  letters,  question- 
naires and  classifications  lists.  Upon  their  return,  the  in- 
formation has  to  be  indexed,  sorted  and  filed.  The  resultant 
file  system  will  have  in  it  from  sixty  to  seventy  thousand 
cards  of  one  kind  or  another,  all  of  which  will  have  to  be 
kept  up  to  date. 

Certain  interesting  information  on  demand  and  supply 
has  been  obtained,  which  indicates  that  the  Bureau  has  a 
real  work  to  do.  At  a  meeting  of  the  Advisory  Board  held  in 
Ottawa  in  April,  approval  was  given  to  the  work  already 
done  and  to  plans  for  the  future.  Discussions  brought  forth 
indications  that  the  usefulness  of  the  Board  might  go  much 
farther  than  was  originally  contemplated. 

At  present  the  main  task  is  to  get  the  forms  out  to  the 
engineers  and  chemists.  This  is  a  larger  undertaking  than 
was  at  first  contemplated,  but  the  extra  time  taken  now  in 
more  detailed  preparation  will  facilitate  the  working  of  the 
system  later  when  it  goes  into  action. 


254 


May,  1911    THE  ENGINEERING  JOURNAL 


CORRESPONDENCE 

The  Institution  of  Electrical  Engineers, 
18th  March,  1941. 
L.  Austin  Wright,  Esq., 
The  Engineering  Institute  of  Canada, 
2050  Mansfield  Street, 
Montreal,  Canada. 
Dear  Mr.  Wright, 

Your  letter  of  the  3rd  February  inviting  the  Institution  of 
Electrical  Engineers  to  undertake  the  presentation  of  the 
Sir  John  Kennedy  Medal  to  General  McNaughton  did  not 
reach  me  until  the  10th  March,  when  I  immediately  con- 
sulted the  President,  who  greatly  appreciated  the  oppor- 
tunity you  have  afforded  us  in  England  to  do  honour  on 
your  behalf  to  General  McNaughton. 

Accordingly,  after  ascertaining  a  date  that  would  be 
convenient  to  General  McNaughton  and  to  the  High  Com- 
missioner for  Canada,  I  telegraphed  you  as  follows: 

"Yours  3rd  February  just  received  stop  delighted 
arrange  presentation  medal  to  General  McNaughton  at 
Kelvin  Lecture  meeting  May  8th  when  Presidents  other 
leading  Institutions  usually  present  stop  have  ascertained 
date  convenient  General  and  High  Commissioner  stop 
telegraph  or  air  mail  further  instructions  and  suggested 
guests  advisable  post  medal  early  with  details  recipients 
career  and  conditions  award." 

On  account  of  the  general  situation  here  and  also  the 
pressure  at  which  the  majority  of  our  members  are  work- 
ing, meetings  have  not  been  held  in  London  during  the 
present  Session,  but  a  few  weeks  ago  it  was  decided  that 
on  the  occasion  of  the  Annual  General  Meeting  which,  being 
a  statutory  meeting,  would  have  to  be  held,  the  Kelvin 
Lecture  should  also  be  delivered.  This  occasion  would  seem 
to  be  one  which  would  be  appropriate,  and  one  on  which  we 
could  hope  to  do  justice  to  the  presentation  ceremony. 

We  are  honoured  that  General  McNaughton  is  a  member 
of  this  Institution,  and,  in  welcoming  him  on  his  arrival  in 
this  country,  we  placed  our  resources  at  the  disposal  of 
himself  and  his  officers.  More  recently,  on  learning  of  the 
award  of  the  Sir  John  Kennedy  Medal,  we  wrote  congrat- 
ulating him.  From  this  you  will  appreciate  why,  at  a  meeting 
of  my  Council  on  the  13th  March,  pleasure  was  unanimously 
expressed  at  your  proposal  and  at  the  decision  our  President 
had  taken. 

If  the  time  your  letter  has  taken  in  reaching  here  is 
typical,  we  shall  not  have  much  opportunity  for  further 
interchange  of  view6  before  the  8th  May,  and  it  was  for  this 
reason  that  I  suggested  your  sending  me  as  soon  as  possible 
full  details  of  the  award  and  the  names  of  distinguished 
Canadians  and  others  whom  you  would  wish  to  suggest 
might  be  asked  to  the  presentation. 

Before  the  meeting  there  will  be  an  informal  luncheon  for 
members  of  the  Council  and  to  this  General  McNaughton 
and  the  High  Commissioner  understand  that  they  will 
receive  an  invitation. 

I  sincerely  hope  that  no  circumstance  will  interfere  with 
the  arrangements  for  a  ceremony  to  which  we  are  looking 
forward  with  pleasure. 

Yours  sincerely, 
(Signed)  W.  K.  Brasher,  Secretary. 

E.C.P.D.  ANNUAL  REPORT 

Engineering,  in  many  and  obvious  ways,  is  growing  as  a 
profession.  The  quality  of  that  growth  is  largely  governed 
by  activities  in  accrediting  curricula,  in  improving  the 
admission  of  suitable  students  to  the  profession,  and  in 
securing  the  proper  appreciation  of  all  that  it  means  to  be 
an  engineer.  These  activities  are  described  in  the  Eighth 
Annual  Report  of  Engineers'  Council  for  Professional 
Development,  just  published. 

The  Chairman  of  E.C.P.D.,  John  P.  H.  Perry  of  New 
York  City,  records  not  alone  the  affiliation  of  The  Engineer- 


ing Institute  of  Canada,  in  October  1940  with  E.C.P.D., 
but  stresses  the  remarkable  progress  in  accrediting  engineer- 
ing curricula.  He  reports  also  the  petition  from  a  group  of 
technical  institutes  that  some  such  plan  of  accrediting  be 
evolved  by  E.C.P.D.  for  the  technical  institutes  of  the 
country,  thus  giving  more  effective  recognition  to  their 
sphere  in  technical  education. 

The  Committee  on  Student  Selection  and  Guidance, 
Dean  Emeritus  R.  L.  Sackett  of  Pennsylvania  State  College, 
Chairman,  reports  further  progress  in  the  study  of  aptitude 
tests  and,  especially,  advance  in  the  promotion  of  proper 
selection  of  engineering  as  a  career  by  high  school  boys. 
This  committee's  report  contains  excerpts  from  summaries 
of  activities,  submitted  by  local  groups  of  engineers,  in  New 
York,  Omaha,  Detroit,  Iowa,  and  Canada,  whose  aim  was 
not  to  recruit  to  engineering  but  to  give  boys  of  high  school 
age  an  opportunity  to  learn  the  qualities  and  aptitudes 
essential  to  success.  Thus,  those  with  decided  engineering 
talent  will  continue  in  their  ambitions  for  this  field  while 
those  without  sufficient  aptitude  will  not  undertake  a 
career  in  engineering  if  they  will  be  more  likely  to  succeed 
elsewhere. 

Dean  A.  A.  Potter  of  Purdue  University,  for  the  Com- 
mittee on  Engineering  Schools,  discusses  the  problems  of 
accrediting  and  gives  statistics  on  the  subject  since  the 
initiation  of  the  accrediting  programme. 

The  Committee  on  Professional  Training,  Dean  O.  W. 
Eshbach  of  Northwestern  University,  Chairman,  reports 
further  efforts  to  discover  what  is  being  done  by  and  for 
junior  engineers  in  their  immediate  post-graduation  period, 
and  includes  as  an  appendix  a  questionnaire  used  to  gather 
information,  on  this  subject.  This  will  be  used,  then,  as 
the  basis  of  a  programme  to  be  developed  for  use  among 
the  various  organizations. 

The  Committee  on  Professional  Recognition,  Professor 
Emeritus  Charles  F.  Scott  of  Yale  University,  Chairman, 
probes  the  matter  of  engineering  as  a  profession,  and  an 
appreciation  of  it  as  such.  He  strongly  urges  the  various 
constituent  organizations  of  E.C.P.D.  to  encourage  empha- 
sis on  ethics,  the  teaching  of  ethics,  and  the  professional 
spirit  among  engineering  students,  in  order  that  they  may 
acquire  a  full  conception  of  the  profession  as  early  as 
possible. 

Founded  in  1932,  E.C.P.D.  is  an  organization  represent- 
ing the  American  Society  of  Civil  Engineers,  American 
Institute  of  Mining  and  Metallurgical  Engineers,  The 
American  Society  of  Mechanical  Engineers,  American 
Institute  of  Electrical  Engineers,  American  Institute  of 
Chemical  Engineers,  Society  for  the  Promotion  of  Engineer- 
ing Education,  National  Council  of  State  Boards  of  Engin- 
eering Examiners,  and  The  Engineering  Institute  of  Canada. 
The  purposes  of  E.C.P.D.  is  to  enhance  the  professional 
status  of  the  engineer.  Its  Eighth  Annual  Report  evidences 
definite  progress  toward  this  objective. 

MEETING  OF  COUNCIL 

Minutes  of  a  regional  meeting  of  the  Council  of  the 
Institute  held  at  the  Royal  York  Hotel,  Toronto,  Ontario, 
on  Saturday,  April  19th,  1941,  at  two  o'clock,  p.m. 

Present:  President  C.  J.  Mackenzie  in  the  chair;  Past- 
President  J.  B.  Challies  (Montreal)  ;  Vice-Presidents  K.  M. 
Cameron  (Ottawa),  McNeely  DuBose  (Arvida),  and 
J.  Clark  Keith  (Border  Cities);  Councillors  A.  E.  Berry 
(Toronto),  D.  S.  Ellis  (Kingston),  J.  G.  Hall  (Toronto), 
E.  M.  Krebser  (Border  Cities),  J.  L.  Lang  (Sault  Ste. 
Marie),  A.  Larivière  (Quebec),  W.  R.  Manock  (Niagara 
Peninsula),  H.  Massue  (Montreal),  W.  L.  McFaul  (Hamil- 
ton), C.  K.  McLeod  (Montreal),  W.  H.  Munro  (Ottawa), 
H.  R.  Sills  (Peterborough),  C.  E.  Sisson  (Toronto),  J.  A. 
Vance  (Woodstock),  and  General  Secretary  L.  Austin 
Wright. 

There  were  also  present  by  invitation:  Past-President 
C.  H.  Mitchell;  Past-Councillors  W.  E.  Bonn,  A.  U.  Sand- 
erson, J.   G.   R.  Wainwright  and  R.  B.   Young;  Branch 


THE  ENGINEERING  JOURNAL     May,  1941 


255 


Chairmen  C.  H.  McL.  Burns  (Niagara  Peninsula),  W.  A.  T. 
Gilmour  (Hamilton),  and  R.  L.  Dobbin  (Peterborough); 
H.  E.  Brandon,  chairman,  W.  S.  Wilson,  vice-chairman, 
F.  J.  Blair  and  R.  F.  Legget,  members  of  the  executive, 
and  J.  J.  Spence,  secretary-treasurer  of  the  Toronto  Branch; 
and  H.  F.  Bennett,  chairman  of  the  Institute's  Committee 
on  the  Training  and  Welfare  of  the  Young  Engineer. 

After  each  person  was  introduced  to  the  meeting,  the 
President  extended  a  cordial  welcome  to  all  guests,  and 
asked  them  to  feel  free  to  take  part  in  any  of  the  discussions. 

The  general  secretary  reported  briefly  regarding  the 
James  Watt  International  Medal,  which  is  the  senior  award 
of  its  kind  in  the  Old  Country.  The  final  decision  is  made 
by  a  committee  appointed  under  the  auspices  of  the  Insti- 
tution of  Mechanical  Engineers,  sixteen  national  engineer- 
ing societies  being  asked  to  submit  nominations.  At  the 
last  meeting  of  Council  a  letter  was  read  from  one  of  our 
members  in  London,  Colonel  C.  G.  DuCane,  suggesting 
that  it  would  be  very  suitable  if  the  next  award  could  be 
made  to  some  one  from  one  of  the  Dominions.  It  is  likely 
that  Mr.  A.  G.  M.  Mitchell,  m.c.e.,  f.r.s.,  will  be  nominated 
for  the  next  award  by  the  Institution  of  Engineers  of 
Australia,  and  supported  by  the  Institution  of  Engineers 
of  South  Africa.  It  is  suggested  that  if  the  Engineering 
Institute  of  Canada  would  support  this  nomination  it  would 
probably  insure  Mr.  Mitchell's  success.  At  the  last  meeting 
of  Council  it  was  decided  to  leave  the  matter  open  to  see 
if  anyone  had  any  other  names  to  suggest.  Since  then  the 
general  secretary  had  been  in  correspondence  with  several 
outstanding  members  in  the  mechanical  engineering  field, 
all  of  whom  had  endorsed  this  nomination.  Following  some 
discussion,  on  the  motion  of  Mr.  McFaul,  seconded  by 
Mr.  Sisson,  it  was  unanimously  resolved  that  Mr.  Mitchell's 
nomination  be  supported  by  the  Engineering  Institute  of 
Canada. 

At  the  request  of  Dr.  Challies,  the  President  vacated  the 
chair,  which  was  then  taken  by  Past-President  Mitchell. 

Dr.  Challies  drew  the  attention  of  Council  to  the  two 
honorary  degrees  which  are  shortly  to  be  conferred  upon 
the  Institute's  worthy  and  much  respected  president.  On 
May  13th  his  Alma  Mater,  Dalhousie  University,  will  confer 
upon  him  the  honorary  degree  of  Doctor  of  Laws,  and  on 
May  29th  McGill  University  will  confer  an  honorary  degree 
of  Doctor  of  Science.  Dr.  Challies  moved,  and  Mr.  Larivière 
seconded  a  motion  that  Council  record  its  pleasure  and 
satisfaction  that  these  timely  and  deserved  distinctions  had 
come  to  Dean  Mackenzie,  and  that  the  congratulations  of 
this  meeting  be  presented  to  him  through  the  acting  chair- 
man. This  proposal  was  greeted  with  enthusiastic  applause, 
and  Past-Presidenj:  Mitchell  graciously  conveyed  the  greet- 
ings and  good  wishes  to  the  president. 

In  reply,  on  retaking  the  chair,  President  Mackenzie  ex- 
pressed his  sincere  appreciation  of  the  honours  which  are 
to  be  conferred  upon  him  and  of  Council's  congratulations. 
He  did  not  consider  the  conferring  of  such  degrees  as  entirely 
a  personal  matter.  He  felt  that  the  office  of  president  of 
The  Engineering  Institute  of  Canada,  to  which  he  had 
been  graciously  elected,  was  mainly  responsible  for  these 
awards.  Recognition,  on  the  part  of  the  universities,  of  the 
position  the  engineering  profession  in  Canada  holds,  is 
shown  in  this  very  tangible  way,  and  is  something  in  which 
all  engineers  should  take  pride. 

The  president  reported  that  during  the  morning  a  meet- 
ing had  been  held  with  the  Ontario  councillors  to  discuss 
means  by  which  the  two  vice-presidencies  for  Ontario  could 
be  arranged  so  that  every  branch  would  have  a  fair  share 
of  the  honour.  The  outcome  of  the  discussion  was  that  it 
was  agreed  that  the  best  results  would  be  obtained  if  the 
province  were  divided  into  two  circuits  with  Ottawa, 
Toronto,  Peterborough  and  Kingston  in  one,  and  the  re- 
maining six  branches  in  the  other.  Subject  to  the  approval 
of  the  branches  in  the  first  group,  a  gentleman's  agreement 
could  be  arrived  at  whereby  one  vice-presidency  would  go 
from  Ottawa  to  Toronto,  to  Kingston,  then  back  to  Ottawa, 


Toronto  and  Peterborough,  this  circle  repeating  regularly. 
Such  an  arrangement  would  give  Ottawa  a  vice-president 
two  years  out  of  six,  with  Toronto  in  the  same  proportion. 
Peterborough  and  Kingston  would  have  a  vice-president 
two  years  out  of  every  twelve  years.  In  the  other  circuit, 
the  vice-presidency  would  rotate  regularly,  thus  giving 
every  branch  in  that  group  a  vice-president  two  years  out 
of  every  twelve. 

The  advantage  that  this  gives  to  Ottawa  and  Toronto 
was  thought  by  all  councillors  to  be  equitable.  It  was  ex- 
pected that  the  branch  which  had  the  privilege  of  naming 
nominees  would  put  up  more  than  one  name  for  election. 
The  president  explained  that  the  proposal  could  not  be 
any  more  than  a  recommendation  to  the  chairman  of  the 
Nominating  Committee  each  year,  but  thought  such  an 
arrangement  should  be  satisfactory  as  it  was  already  fol- 
lowed in  the  other  zones. 

The  president  also  reported  that  at  the  morning  meeting 
there  had  been  considerable  discussion  about  ways  and 
means  by  which  the  Institute  might  expand  its  programme 
of  promoting  co-operation  within  the  province  of  Ontario. 
The  discussion  revealed  the  fact  that  in  the  councillors' 
opinions  there  was  nothing  special  that  should  be  done 
at  this  time  beyond  following  out  the  established  policy 
of  promoting  at  every  opportunity  frank  and  friendly  co- 
operation with  all  engineering  bodies. 

Another  matter  which  was  discussed  was  the  possibility 
of  establishing  additional  branches  in  the  province.  Some 
of  the  councillors  suggested  that  certain  areas  had  developed 
to  the  point  that  the  Institute  could  render  a  better  service 
by  establishing  branches  in  those  areas.  It  was  left  with 
certain  councillors  to  investigate  conditions  locally  and  to 
report  back  to  Council. 

It  was  noted  that  the  financial  statement  to  the  end  of 
March  had  been  examined  by  the  Finance  Committee  and 
approved. 

In  view  of  the  privation,  and  the  sacrifice  which  is  being 
made  by  Institute  members  resident  in  the  United  Kingdom, 
and  the  difficulties  attendant  upon  remission  of  money  to 
Canada,  the  Finance  Committee  recommends  that  Council 
agree  that  the  fees  of  such  members  for  the  year  1941  be 
remitted.  The  Secretary  reported  that  this  would  affect 
the  Institute's  revenue  by  about  $700.00  a  year,  but  it 
was  the  unanimous  opinion  of  the  councillors  that  this 
sacrifice  should  be  made  in  view  of  the  circumstances. 

Upon  the  motion  of  Mr.  Hall,  seconded  by  Mr.  Massue, 
it  was  unanimously  and  enthusiastically  agreed  that  this 
policy  should  be  followed,  and  the  secretary  was  accordingly 
instructed  to  communicate  with  all  members  who  will  be 
affected  by  the  ruling. 

The  secretary  reported  that  an  interim  statement  from 
the  Hamilton  Annual  Meeting  Committee  indicated  that 
the  deficit  on  local  events  usually  paid  by  Headquarters 
was  being  met  by  the  Branch  out  of  their  own  funds.  This 
would  make  it  possible  to  keep  the  total  cost  of  the  meeting 
to  Headquarters  down  to  a  very  reasonable  sum.  As  a  part 
of  the  motion  approving  of  the  Finance  Committee's  report, 
it  was  agreed  that  Council  should  express  its  appreciation 
of  the  action  of  the  Hamilton  Branch. 

Dr.  Challies,  chairman  of  the  Institute's  Committee  on 
Professional  Interests,  reported  briefly  on  the  progress  being 
made  towards  co-operation  with  the  various  provincial 
associations.  The  co-operative  agreements  in  Saskatchewan 
and  Nova  Scotia,  completed  in  1938  and  1939  respectively, 
and  the  recently  completed  agreement  in  Alberta,  are  work- 
ing very  satisfactorily.  Discussions  are  under  way  in  Mani- 
toba and  New  Brunswick,  and  it  is  hoped  that  substantial 
progress  will  be  made  this  year. 

Mr.  H.  F.  Bennett,  chairman  of  the  Institute's  Committee 
on  the  Training  and  Welfare  of  the  Young  Engineer,  re- 
ported that  definite  progress  was  being  made  in  the  prepara- 
tion of  the  Canadian  booklet  for  distribution  to  high  school 
students.  The  final  draft  will  be  submitted  to  Council,  and 
it  is  expected  that  the  booklet  will  be  ready  for  distribution 


256 


May,  1941     THE  ENGINEERING  JOURNAL 


in  the  early  fall.  This  was  noted,  and  the  president  com- 
mented on  the  valuable  work  that  is  being  done  by  Mr. 
Bennett's  committee. 

On  the  motion  of  Mr.  Vance,  seconded  by  Mr.  Massue, 
it  was  unanimously  resolved  that  a  vote  of  thanks  be  ten- 
dered to  the  Toronto  Branch  executive  for  their  kindness 
and  courtesy  in  entertaining  the  councillors  at  lunch. 

Two  councillors  referred  to  two  specific  cases  where  Insti- 
tute certificates  were  being  displayed  by  engineers  who  were 
no  longer  members.  In  their  opinion  this  was  an  undesirable 
condition,  and  they  inquired  to  see  if  any  means  were  avail- 
able whereby  such  certificates  could  be  returned  to  the 
Institute. 

In  the  discussion  which  followed,  it  was  pointed  out  that 
the  by-laws  of  the  Institute  require  certificates  to  be  re- 
turned when  membership  ceases,  but  that  it  had  been  found 
impossible  to  carry  this  out  in  practice.  The  meeting  agreed 
that  it  was  desirable  to  have  the  certificates  returned,  and 
the  secretary  undertook  to  include  such  a  request  in  any 
correspondence  having  to  do  with  resignations  or  removals 
from  the  list. 

The  secretary  was  also  instructed  to  write  to  the  two 
individuals  specifically  mentioned  after  a  further  check 
was  made  to  see  if  the  certificates  were  still  on  display. 

The  president  pointed  out  that  in  conjunction  with  the 
presentation  of  his  honorary  degree  at  Halifax  on  May  13th, 
it  might  be  possible  for  him  to  visit  some  of  the  other 
maritime  branches  at  that  time.  He  suggested  that  if  any 
other  members  of  Council  could  find  it  convenient  to 
accompany  him,  it  would  be  very  much  appreciated  by 
the  branches.  Speaking  from  his  own  experience  in  the  west, 
he  realized  how  much  such  visits  meant  to  the  smaller 
branches,  and  how  they  stimulated  interest  in  Institute 
affairs.  He  would  be  very  glad  to  hear  from  any  councillors 
who  could  make  the  trip. 

A  number  of  applications  were  considered  and  the  follow- 
ing elections  and  transfers  were  effected: 
Admissions 

Members 17 

Students 26 

Transfers 

Junior  to  Member 5 

Student  to  Member 1 

Student  to  Junior 13 

It  was  left  with  the  President  to  decide  on  the  date  and 
location  of  the  next  Council  meeting. 
The  Council  rose  at  four  o'clock  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  April  19th,  1941,  the  following 
elections  and  transfers  were  effected: 

Members 

Agnew,  Ellis  A.,  b.a.Sc.  (Univ.  of  Toronto),  vice-president  i/c  engrg., 

Livingston  Stocker  Co.  Ltd.,  Hamilton,  Ont. 
Danks,  Cyril  Norwood,  Diploma,  s.p.s.  (Univ.  of  Toronto),  Ontario 

District  Engr.,  Canadian  Ingersoll-Rand  Co.  Ltd.,  Toronto,  Ont. 
Duncan,  Wm.  Archibald,  b.a.Sc.  (Univ.  of  Toronto),  manager,  Pro- 
cess Service,  Dominion  Oxygen  Co.  Ltd.,  Toronto,  Ont. 
Dyer,  Frederick  Frank,  b.a.Sc.    (Univ.   of  Toronto),  general  engrg. 

dept.,  Imperial  Oil  Limited,  Sarnia,  Ont. 
Folger,  Collamer  Coverdale,  (Queen's  Univ.),  general  manager  Public 

Utilities  Commission  of  Kingston,  Ont. 
Hole,  William  George,  b.sc.  (Univ.  of  Alta.),  heating  engr.,  T.  Pringle 

&  Son,  Montreal,  Que. 
Johnson,  Edwin  Lewis,  b.sc.  (McGill  Univ.),  works  mgr.,  Canadian 

Industries  Ltd.,  "Dominion"  Ammunition  Divn.,  Brownsburg,  Que. 
Leheup,  Charles  Samuel  Henry,  (Leyton  Tech.,  Woolwich  Polytechnic 

London),  member  of  United  Kingdom  Technical  Mission  to  Canada, 

Montreal. 


Noonan,  William  Fleming,  b.sc.  (Queen's  Univ.),  Divn.  engr.,  Dept. 

of  Highways  of  Ontario,  Kingston,  Ont. 
Rawlins,  James  Walter,  b.sc.  (Queen's  Univ.),  27  Ava  Rd.,  Toronto, 

Ont. 
Wood,   Elvin  Morley,   b.a.Sc.    (Univ.   of  Toronto),   planning  engr., 

H.E.P.C.  of  Ontario,  Toronto,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Bunnell,  Alexander  Robertson  b.sc.    (Univ.  of  N.B.),    road   engr., 

Trinidad  Leaseholds,  Ltd.,  Pointe-a-Pierre,  Trinidad,  B.W.I. 
Gray,  Harry  Alden  b.sc.  (Univ.  of  Man.),  res.  engr.,  Quebec  Roads 

Dept.,  Knowlton,  Que. 
Smith,  Carl  Clifford,  b.sc.   (Queen's  Univ.),  Elec.engr.,    Canadian 

Westinghouse  Co.  Ltd.,  Hamilton,  Ont. 
Spriggs,  Robert  Hayward,  b.sc,  (McGill,  Univ.),  div.  plant  engr., 

Bell  Telephone  Co.  Ltd.,  Toronto,  Ont. 
Taylor,    Franklin  Thomas,   b.a.sc,    (Univ.    of  Toronto),   dftsman. 

Richard  Wilcox  Canadian  Co.,  London,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Tassé,  Yvon  Roma,  b.a.sc,  ce.  (Ecole  Polytechnique),  apparatus 
sales  engr.,  Canadian  General  Electric  Co.,  Quebec,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Adams,   Jack   Douglas,    B.Eng.    (McGill   Univ.),    inspr.,    Dominion 

Bridge  Co.  Ltd.,  Montreal,  Que. 
Baldry,  George  S.,  b.sc.  (Univ.  of  N.  Dakota),  810  Wolsley  Ave., 

Winnipeg,  Man. 
Bellamy,  Keith  Lacy,  b.sc.   (Queen's  Univ.),    electrical  contractor, 

Niagara  Falls,  Ont. 
Brooks,  Joseph  Warren,  b.sc.  (Queen's  Univ.),  lecturer,  civil  engrg., 

Queen's  Univ.,  Kingston,  Ont. 
Forsythe,  Marshall  Anthony,  b.sc.  (Univ.  of  Alta.),  elect'l  dftsman., 

Shawinigan  Engineering  Co.,  Montreal,  Que. 
Howe,  Harold  Bertram,  b.sc.  (Queen's  Univ.),  engr.  dftsman.,  Canada 

Cement  Co.,  Montreal  East,  Que. 
Mcintosh,  William  Gardner,  b.sc.   (Univ.  of  Man.),  Flight  Lieut., 

R.C.A.F.,  engrg.  branch,  Ottawa,  Ont. 
Oliver,  James,  b.sc.  (Univ.  of  Alta.),  1407  First  St.  N.W.,  Calgary, 

Alta. 
Racicot,  Jacques,  b.a.sc,  ce.  (Ecole  Polytechnique),  res.  engr.,  Quebec 

Roads  Dept.,  Montreal,  Que. 
Wardrop,  William  Leslie,  b.sc.  (Univ.  of  Man.),  instructing  at  Univer- 
sity of  Manitoba,  Winnipeg,  Man. 

Students  Admitted 

Bateman,  Leonard  Arthur,  (Univ.  of  Man.),  508  Carlaw  Ave.,  Win- 
nipeg, Man. 

Callaghan,  James  Francis,  (Univ.  of  N.B.),  543  Brunswick  St., 
Fredericton,  N.B. 

Copping,  Edward  E.,  (McGill  Univ.),  49  St.  Thomas  St.,  Joliette,  Que. 

Cunningham,  Robert  Auld,  (Queen's  Univ.),  151  Second  Ave., 
Ottawa,  Ont. 

Dubé,  Jean  Thomas,  (McGill  Univ.),  174  St.  Jacques  St.,  Grand'- 
Mere,  Que. 

Gaudreau,  Marcel,  (Ecole  Polytechnique),  3527  Evelyn  St.,  Verdun, 
Que. 

Hiseler,  Ronald  Percy,  b.e.e.  (N.S.  Tech.  Coll.),  Canadian  General 
Electric  Co.  Ltd.,  Peterborough,  Ont. 

Kippan,  James  Alexander,  (Univ.  of  Man.),  129  Arlington  St.,  Win- 
nipeg, Man. 

Lentz,  Claude  Peter,  (No.  1  Wireless  School,  Montreal),  Gander, 
Nfld. 

McCorkindale,  Donald  Harvey,  (Queen's  Univ.),  75  Lower  Alfred 
St.,  Kingston,  Ont. 

McDowell,  Creighton  Joseph,  (Queen's  Univ.),  437  Elm  Ave., 
Windsor,  Ont. 

McKay,  William  Gordon,  B.So.  (Queen's  Univ.),  1940,  382  Earl  St., 
Kingston,  Ont. 

Pasquet,  Pierre  Auguste,  (Queen's  Univ.),  25  King  St.  W.,  Kingston, 
Ont. 

Pierce,  John  Gourley,  (Queen's  Univ.),  492  Homewood  Ave.,  Peter- 
borough, Ontario. 

Pue-Gilchrist,  Alfred  Conde,  (McGill  Univ.),  3437  Peel  St.,  Mont- 
real, Que. 

Remus,  Frank  Richard,  (Queen's  Univ.),  141  Agnes  St.,  Oshawa,  Ont. 

Savory,  John  Alfred,  (Queen's  Univ.),  10  Lumsden  Ave.,  Hamilton, 
Ont. 

Seymour,  David  Llleyellyn,  (Queen's  Univ.),  87  Cartier  St.,  Ottawa, 
Ont. 

Stopps,  F.  Sidney,  (McGill  Univ.),  3506  University  St.,  Montreal, 
Que. 

Trout,  Ross  Gregory,  (Queen's  Univ.),  Estevan,  Sask. 


THE  ENGINEERING  JOURNAL    May,  1941 


257 


Personals 


Dean  C.  J.  Mackenzie,  M.E.I. c,  president  of  the  Institute 
and  acting  president  of  the  National  Research  Council  has 
been  given  the  honorary  degree  of  LL.D.  by  his  Alma 
Mater,  Dalhousie  University,  at  the  Convocation  held  on 
May  13th. 

McGill  University  will  also  be  conferring  a  degree  of 
Doctor  of  Science  on  Dean  Mackenzie  at  the  Convocation 
to  be  held  this  month. 

J.  M.  R.  Fairbairn,  m.e.i.c,  past-president  of  the  Institute 
and  former  chief  engineer  of  the  Canadian  Pacific  Railway 
Company  has  been  appointed  director  of  works  and  build- 
ings, Naval  Service,  Department  of  National  Defence,  at 
Ottawa. 

Geo.  A.  Walkem,  m.e.i.c,  past  president  of  the  Institute, 
is  president  and  managing  director  of  the  Gulf  of  Georgia 
Towing  Company  Limited,  Vancouver,  B.C.  In  the  January 
number  of  Harbour  and  Shipping,  a  monthly  magazine 
published  at  Vancouver,  a  very  interesting  account  is  given 
of  the  beginning  of  the  company,  32  years  ago,  with  five 
small  scows.  The  company  has  now  progressed  to  a  point 
where  it  owns  five  diesel  tugs  and  sixty  scows,  and  is  the 
most  prominent  towboat  company  operating  out  of  the 
largest  city  in  British  Columbia. 


H.  E.  Brandon,  M.E.I.C. 

H.  E.  Brandon,  m.e.i.c,  is  the  newly  elected  chairman  of 
the  Toronto  Branch  of  the  Institute.  He  was  born  at 
Cannington,  Ont.,  and  was  educated  at  the  University  of 
Toronto  where  he  was  graduated  in  1907.  Upon  graduation 
he  went  with  the  Manitoba  Bridge  and  Iron  Works  at 
Winnipeg,  and  in  1910  joined  the  Vulcan  Iron  Works  of 
Winnipeg.  From  1911  to  1915  he  was  chief  engineer  with 
this  firm,  and  from  1915  to  1919  he  was  overseas  in  active 
service.  In  1919  he  joined  the  Hydro  Electric  Power  Com- 
mission of  Ontario  as  a  structural  and  mechanical  engineer, 
and  is  still  with  the  Commission. 

W.  H.  Munro,  m.e.i.c,  director  and  general  manager  of 
the  Ottawa  Light  Heat  and  Power  Company  Limited  was 
elected  president  of  the  Rotary  Club  of  Ottawa  last  month. 
He  has  also  been  elected  to  the  vice  presidency  of  the 
Industrial  Accident  Prevention  Association  of  Ontario.  Mr. 
Munro  is  a  councillor  of  the  Institute  representing  the 
Ottawa  Branch.  It  is  interesting  to  note  that  the  present 
president  of  the  Rotary  Club  of  Montreal,  Mr.  DeGaspé 
Beaubien,  is  also  a  member  of  the  Council  of  the  Institute 
being  vice-president  for  the  province  of  Quebec. 
Major  W.  L.  Thompson,  m.e.i.c,  has  recently  been  pro- 
moted to  that  rank  and  appointed  to  be  second  in  command 
of  No.  2  Army  Field  Workshop,  R.C.O.C,  which  is 
stationed   in   England.   Born  near   London,   Ont.,   Major 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


Thompson  received  his  education  at  the  University  of 
Toronto,  graduating  in  mechanical  engineering  in  1927. 
Since  then  Major  Thompson  has  been  with  the  Bailey 
Meter  Company  Limited,  of  Montreal,  where  he  specialized 
on  the  automatic  control  of  steam  power  plants.  Shortly 
before  the  outbreak  of  war  he  was  appointed  manager  of 
the  company  at  Toronto.  An  officer  of  the  Non-Permanent 
Militia  unit  of  No.  2  Army  Field  Workshop  before  the  out- 
break of  war,  Major  Thompson  proceeded  overseas  in 
January,  1940,  and  has  served  with  the  unit  in  England 
since  that  time.  Major  Thompson  is  the  brother  of  Lieu- 
tenant-Colonel H.  G.  Thomspon,  d.f.c,  m.e.i.c,  who 
originally  commanded  the  unit. 

G.  H.  Kirby,  m.e.i.c,  has  recently  been  appointed  chief 
engineer  of  the  Canadian  Car  Munitions  Limited,  Montreal. 
He  had  been  with  the  company  since  early  last  fall.  Pre- 
viously Mr.  Kirby  was  with  Price  Brothers  and  Company, 
Ltd.,  at  Kenogami,  Que.,  as  electrical  superintendent  of  the 
Riverbend  mill. 

J.  A.  Ouimet,  m.e.i.c,  has  been  appointed  assistant  chief 
engineer  of  the  Canadian  Broadcasting  Corporation.  Born 
at  Montreal  in  1908,  he  was  educated  at  the  College  Ste- 
Marie  and  obtained  his  B.A.  degree  from  the  Université  de 
Montréal  in  1932.  He  received  his  engineering  training  at 
McGill  University  where  he  was  graduated  in  electrical 
engineering,  with  the  highest  honours,  in  1932.  After  gra- 
duation he  was  employed  as  research  engineer  with  the 
Canadian  Television  Limited  and  the  Canadian  Electronic 
Company  until  1935  when  he  joined  the  staff  of  the  Cana- 
dian Radio  Broadcasting  Commission,  now  the  Canadian 
Broadcasting  Corporation.  He  was  employed  in  develop- 
ment work  until  1937  when,  as  operations  engineer,  he  was 
put  in  charge  of  the  operation  and  maintenance  of  all 
C.B.C.  stations.  In  1939,  he  was  made  general  supervising 
engineer  and  was  given  full  responsibility  for  the  engineer- 
ing organization  of  the  royal  visit  broadcasts.  In  his  new 
position  Mr.  Ouimet  will  continue  to  supervise  all  technical 
facilities  of  the  C.B.C.  and  will  be  responsible  for  the 
administration  of  the  engineering  division  under  the  direc- 
tion of  the  chief  engineer. 

Lieutenant  Trevor  C.  Thompson,  m.e.i.c,  is  now  in 
England  with  the  Royal  Canadian  Ordnance  Corps.  Before 
enlisting  last  fall,  he  was  with  the  Bell  Telephone  Company 
of  Canada,  at  Montreal. 

T.  R.  Bell,  m.e.i.c,  is  now  acting  as  resident  technical 
officer  for  the  Department  of  Munitions  and  Supply  in  the 
General  Electric  Company's  works  at  Peterborough,  Ont. 
He  was  previously  with  the  Jaeger  Machine  Company 
Limited,  and  was  located  in  Toronto. 

J.  A.  Creasor,  m.e.i.c,  is  now  located  at  Port  Colborne, 
Ont.,  with  the  Canada  Cement  Company  Limited.  Lately 
he  had  been  located  at  Kilmar,  Que.,  with  the  Canadian 
Refractories  Limited. 

H.  B.  Montizambert,  m.e.i.c,  has  been  granted  a  com- 
mission in  the  Royal  Canadian  Airforce  with  the  rank  of 
Flying-Officer,  and  has  been  appointed  Works  and  Building 
Engineer  at  No.  13  Service  Flying  Training  School,  at  St. 
Hubert,  Que.  Flying-Officer  Montizambert  has  been  con- 
nected with  several  large  construction  projects  during  his 
professional  career,  and  is  well  known  in  the  Montreal 
Branch  where  he  has  been  particularly  active. 
R.  A.  Sara,  m.e.i.c,  has  been  appointed  managing  secre- 
tary of  the  Industrial  Development  Board  of  Manitoba  at 
Winnipeg.  Mr.  Sara  is  an  alderman  for  the  City  of  Winnipeg. 


258 


May,  1941     THE  ENGINEERING  JOURNAL 


J.  A.  Ouimet,  M.E.I.C. 


W.  H.  Munro,  M.E.I.C. 


Noel  N.  Wright,  M.E.I.C. 


Noel  N.  Wright,  m.e.i.c,  has  recently  been  elected  presi- 
dent of  the  Young  Men's  Canadian  Club  of  Montreal.  He 
was  born  in  England  and  educated  at  the  University  of 
Illinois  where  he  was  graduated  in  1928.  He  has  been  with 
Ferranti  Electric  Limited  as  a  sales  engineer  since  gradua- 
tion, covering  eastern  Canada.  He  is  chairman  of  the  elec- 
trical section  of  the  papers  committee  of  the  Montreal 
Branch. 

Léon  A.  Duchastel,  m.e.i.c,  has  been  appointed  Officer 
Commanding  the  Collège  Jean  de  Brebeuf  contingent  of  the 
C.O.T.C.  at  Montreal.  Major  Duchastel  is  power  sales 
engineer  with  Shawinigan  Water  and  Power  Company.  He 
is  also  the  secretary-treasurer  of  the  Montreal  Branch  of  the 
Institute. 

A.  M.  Reid,  m.e.i.c,  who  was  district  engineer  with  the 
Department  of  Public  Works  of  Alberta  at  St.  Paul,  has 
been  transferred  to  Grande  Prairie. 

H.  R.  Younger,  m.e.i.c,  former  superintendent  of  the 
Kettle  Valley  Division  of  the  Canadian  Pacific  Railway 
Company  at  Penticton,  B.C.,  has  been  appointed  district 
engineer  at  Calgary,  Alta.  He  has  been  with  the  company 
since  his  graduation  from  McGill  University  in  1910. 

Donald  A.  Forbes,  jr. e. i.e.,  has  joined  the  staff  of  Price 
Brothers  &  Company  Limited,  at  Kenogami,  Que.  He  was 
graduated  in  civil  engineering  from  the  University  of 
Saskatchewan  in  1934.  For  a  few  months  after  graduation 
he  worked  with  the  Canadian  National  Railways  at 
Saskatoon,  and  in  1935  he  was  employed  on  a  geographical 
survey  with  the  Department  of  Mines  and  Resources  of 
Canada.  Since  1936  he  had  been  with  the  Consolidated 
Paper  Corporation  at  Port  Alfred,  Que. 

R.  V.  Anderson,  jr. e. i.e.,  left  the  Imperial  Oil  Company 
in  August,  1940  after  returning  from  five-years'  service  in 
the  tropics  and  has  since  been  employed  by  the  Chemical 
Construction  Corporation  at  Niagara  Falls,  Ont.  He  was 
graduated  from  the  University  of  British  Columbia  in  1931. 

F.  M.  Booth,  jr. e. i.e.,  has  joined  the  staff  of  the  Canadian 
Pacific  Railway  Company,  Air  Service  Department,  in 
Montreal.  He  was  graduated  in  1938  from  McGill  Univer- 
sity in  mechanical  engineering  and  upon  graduation  joined 
the  staff  of  Trans-Canada  Airlines  in  Winnipeg.  He  was 
engaged  in  the  design  and  testing  of  aircraft  structures  and 
equipment,  as  well  as  development  work,  until  he  left  to 
accept  his  new  position. 

A.  Mead  Wright,  s.E.i.c,  has  been  commissioned  as  sub- 
lieutenant in  the  R.C.N.V.R.,  Engineers'  Special  Branch, 
and  upon  his  graduation  from  McGill  University  in  elec- 
trical engineering  last  month,  left  for  Halifax,  N.S.,  to  fol- 
low a  training  course.  Sub-Lieutenant  Wright  is  the  son  of 
the  general  secretary  of  the  Institute. 


Jacques  Belle-Isle,  s.E.i.c,  is  now  employed  as  field 
engineer  in  the  Plant  Department  of  the  Bell  Telephone 
Company,  Montreal.  He  was  graduated  from  the  Ecole 
Polytechnique  in  1938  and  has  since  been  employed  with 
the  Quebec  Roads  Department.  Lately,  he  was  division 
engineer  at  Plessisville,  Que.  Mr.  Belle-Isle  was  the  winner 
of  the  Ernest  Marceau  Prize  of  the  Institute  in  1938. 

James  O.  Dineen,  s.E.i.c,  is  now  employed  as  an  instruc- 
tor in  the  War-Emergency  Radio  Classes  at  the  Westdale 
Technical  School,  Hamilton,  Ont.  He  was  graduated  in 
electrical  engineering  from  the  University  of  New  Bruns- 
wick in  1940. 

J.  S.  Hubley,  s.E.i.c,  has  returned  from  Trinidad  where 
he  has  been  employed  for  the  past  year  and  has  joined  the 
staff  of  the  McColl  Frontenac  Oil  Company  Limited,  in 
Montreal.  He  was  graduated  in  chemistry  from  Mount 
Allison  University  in  1939. 

A.  D.  K.  Laird,  s.E.i.c,  is  now  employed  with  Fraser  Brace 
Engineering  Company  Limited,  at  Winnipeg,  Man.  He  was 
graduated  in  mechanical  engineering  from  the  University 
of  British  Columbia  in  1940,  and  upon  graduation  joined 
the  staff  of  Defence  Industries  Limited  in  Montreal. 

D.  L.  Rigsby,  s.E.i.c,  is  employed  with  the  British  Air 
Commission  at  Canadian  Car  and  Foundry  Company  in 
Montreal. 

A.  M.  Swan,  s.E.i.c,  has  been  transferred  from  the  Peter- 
borough works  of  the  Canadian  General  Electric  Company 
Limited,  to  the  Toronto  district  office.  He  was  graduated 
in  electrical  engineering  in  1939  from  the  University  of 
Manitoba. 

VISITORS  TO  HEADQUARTERS 

A.  D.  Fish,  s.E.i..c,  from  Nobel,  Ont.,  on  March  24th. 

H.  M.  Howard,  s.E.i.c,  Metallurgical  Sales  Engineer,  E. 
Long  Limited,  from  Orillia,  Ont.,  on  March  28th. 

M.  J.  McHenry,  m.e.i.c,  Director  of  Sales  Promotion, 
Hydro-Electric  Power  Commission  of  Ontario,  from  Toron- 
to, Ont.,  on  March  31st. 

H.  G.  Stead,  jr. e. i.e.,  Chief  Draughtsman,  E.  Leonard  and 
Sons,  from  London,  Ont.,  on  April  3rd. 

H.  I.  Mulligan,  m.e.i.c,  Newfoundland  Pulp  and  Paper 
Co.,  from  Corner  Brook,  Nfld.,  on  April  4th. 

J.  H.  Johnson,  m.e.i.c,  Chief  Engineer,  The  Borden  Com- 
pany of  Canada,  from  Tillsonburg,  Ont.,  on  April  8th. 

Marcel  Papineau,  s.E.i.c,  from  Noranda,  Que.,  on  April 
16th. 

Professor  J.  A.  Van  den  Broek,  University  of  Michigan, 
from  Ann  Arbor,  Mich.,  on  April  17th. 


THE  ENGINEERING  JOURNAL    May,  1941 


259 


F.  S.  Hutton,  jr.E.i.c,  from  Hamilton,  Ont.,  on  April  18th. 

J.  M.  Fleming,  m.e.i.c,  President  and  General  Manager, 
C.  D.  Howe  Company  Limited,  and  Councillor  of  the  Insti- 
tute representing  the  Lakehead  Branch  from  Port  Arthur, 
Ont.,  on  April  21st. 

L.  C.  Dupuis,  m.e.i.c. ,  Division  Engineer,  Canadian 
National  Railways,  and  Chairman  of  the  Quebec  Branch 
of  the  Institute  from  Levis,  Que.,  on  April  22nd. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

Charles  George  Du  Cane,  o.b.e.,  m.e.i.c,  died  at  St. 
Albans,  Herts.,  England,  on  March  4th,  1941,  after  a  short 
illness.  He  was  born  at  Willingale,  Essex,  on  March  20th, 
1879,  and  was  educated  at  Winchester  College  and  Cam- 
bridge University,  where  he  was  graduated  in  1900.  He 
served  his  engineering  pupilage  with  Messrs.  Crompton  and 
Company  of  Chelmsford,  where  he  was  engaged  in  the  con- 
struction of  electric  locomotives  and  in  general  mechanical 
work,  and  also  received  training,  as  an  assistant  to  Messrs. 
Sir  John  Wolfe  Barry  and  Partners,  in  general  parliamen- 
tary work  and  in  the  design  and  construction  of  bridges, 
docks,  and  reservoirs.  He  served  as  assistant  engineer  to 
the  firm  on  the  dock  extensions  at  Middlesbrough,  and  in 
1905  was  appointed  resident  engineer.  Later  he  was  engaged 
for  the  firm  on  parliamentary  work,  chiefly  in  connection 
with  the  London  Outer  Circle  Railway.  In  1910  he  became 
chief  engineer  to  Messrs.  Norton  Griffiths  and  Company 
Ltd.,  of  Vancouver,  B.C.,  and  his  activities  included  the 
design  and  construction  of  reclamation  works  at  Vancouver. 
In  1912  he  practised  as  a  consulting  engineer  in  the  firm  of 
Messrs.  Du  Cane,  Dutcher  and  Company,  at  Vancouver, 
and  was  responsible  for  the  design  and  construction  of  the 
hydro-electric  plant  at  Kamloops,  and  for  water  supply, 
electric  lighting,  irrigation,  and  land  drainage  in  Canada, 
including  complete  surveys  and  estimates  for  the  Calgary- 
Fernie  Railway. 

After  the  outbreak  of  war  in  1914  he  was  appointed  a 
superintending  engineer,  being  gazetted  with  standing  as  a 
Commanding  Royal  Engineer.  In  1915  he  went  to  Russia 
on  reconnaissance  and  negotiations  for  the  Murman  Rail- 
way, and  in  the  same  year  was  commissioned  in  the  Royal 
Engineers  and  after  road  construction  work  with  a  Labour 
Battalion  became  water-supply  officer  to  the  Third  Army. 
He  formed  and  commanded  the  352nd  Electrical  and 
Mechanical  Company,  Royal  Engineers,  and  later  served 
on  the  staff  of  the  Engineer-in-Chief,  at  General  Head- 
quarters, as  water-supply  officer  for  laison  with  the  five 
armies.  He  was  demobilized  in  March,  1919,  with  the  rank 
of  Lieutenant-Colonel,  and  in  April  travelled  to  India  as 
the  representative  of  Messrs.  Sir  John  Wolfe  Barry  & 
Partners  to  report  on  harbours  for  the  Madras  and  Mysore 
Governments.  In  1922  he  became  a  partner  in  the  firm. 

The  most  recent  individual  work  carried  out  by  his  firm 
was  as  engineers  to  the  London  &  North  Eastern  Railway 
for  the  New  Fish  Dock  at  Grimsby  and  its  equipment  at  a 
total  cost  of  over  £1,700,000. 

Colonel  Du  Cane  was  one  of  the  consulting  engineers  and 
agents  for  the  Bombay  Port  Trust  and  Aden  Port  Trust 
and  was  also  a  partner  in  the  firm  of  Messrs.  Fox  and  Mayo, 
consulting  engineers.  In  1918  he  was  awarded  the  honour 
of  Championship  of  the  Order  of  the  British  Empire. 

He  was  elected  an  Associate  Member  of  The  Institution 
of  Civil  Engineers  on  the  4th  December,  1906,  and  was 
transferred  to  the  class  of  Member  on  the  14th  December, 
1920.  He  served  on  the  Council  of  the  Institution  from 
November,  1938  until  his  death.  He  was  a  Member  of  the 
Institution  of  Mechanical  Engineers,  a  Member  of  the 
Smeatonian  Society  of  Engineers  and  a  Member  of  the 


Association  of  Consulting  Engineers  being  chairman  of  the 
latter  in  1939. 

Colonel  Du  Cane  joined  the  Institute  as  an  Associate 
Member  in  1912,  and  he  transferred  to  Member  in  1931.  He 
had  represented  the  Institute  last  January  at  the  presenta- 
tion of  the  James  Watt  International  Medal  to  Professor 
Stodola,  in  London. 

Frederick  Bowles  Fripp,  m.e.i.c,  died  in  the  hospital  at 
Victoria,  B.C.,  on  April  14th,  1941.  He  was  born  at  Ottawa, 
Ont.,  on  February  18th,  1867,  and  educated  at  the  Ottawa 
Collegiate  Institute.  In  1884  he  became  engaged  with  the 
Ontario  Pacific  Railway  and  a  few  months  later  entered 
the  office  of  P.  K.  Hyndman,  civil  engineer,  Montreal, 
where  he  studied  for  a  year.  In  1885  he  joined  the  staff 
of  the  Department  of  Railways  and  Canals  as  a  draughts- 
man. From  1887  until  1890  he  worked  as  assistant  engineer 
on  the  construction  of  the  Cape  Breton  Railway.  In  1891 
he  became  connected  with  the  Canadian  Pacific  Railway 
Company  as  an  assistant  in  charge  of  work  at  Outremont, 
Que.  From  1894  to  1898  he  worked  as  a  leveller  in  the  sur- 
veys of  the  Trent  Canal.  During  the  years  1898  and  1899 
he  worked  on  the  canals  at  Sault  Ste.  Marie,  Williamsburg 
and  Cornwall.  From  1898  to  1913  he  was  engineer  in  charge 
at  Sault  Ste.  Marie  for  the  Department  of  Railways  and 
Canals,  and  from  1913  until  1919  he  was  engineer  in  charge 
at  the  Prince  Edward  Island  Railway  Car  Ferry  Terminals. 
In  1919  he  was  appointed  harbour  engineer  with  the 
Canadian  National  Railways  at  Moncton,  N.B.  He  retired 
on  pension  in  1932. 

Mr.  Fripp  joined  the  Institute  as  an  Associate  Member 
in  1892.  He  became  a  Life  Member  in  1933. 

Gaston  Lalonde,  s.e.i.c,  died  at  his  home  in  Montreal 
on  April  10th,  1941,  after  a  few  months'  illness.  He  was 
born  at  Montreal  on  May  15th,  1915,  and  received  his  early 
education  at  the  Mount  St.-Louis  College,  Montreal.  He 
entered  the  Ecole-  Polytechnique  in  1938  and  was  in  his 
fourth  year  at  this  institution  when  he  died.  Several  of  his 
classmates  gave  of  their  blood  for  transfusion  during  his 
illness.  Gaston  was  the  nephew  of  J.  A.  Lalonde,  m.e.i.c, 
general  manager  of  the  Highway  Paving  Company,  and  the 
cousin  of  Flying  Officer  Jean  A.  Lalonde,  killed  in  active 
service  last  summer. 

Mr.  Lalonde  joined  the  Institute  as  a  Student  last  fall. 

James  Grant  Moloney,  m.e.i.c,  was  killed  in  an  acci- 
dental explosion  on  March  20th,  1941,  while  on  military 
duty  with  the  Royal  Canadian  Engineers  in  England.  He 
was  born  in  London,  Ont.,  on  June  1st,  1908,  and  was 
educated  in  the  public  schools  of  that  city  and  at  Tri- 
State  College,  Indiana,  where  he  was  graduated  in  civil 
engineering  in  1935.  Returning  to  London,  Ont.,  after 
graduation,  he  was  employed  for  six  months  by  the  City 
Gas  Company  in  surveying  and  appraisal  work.  He  then 
spent  three  years  with  a  construction  company,  six  months 
with  a  firm  of  consulting  engineers  in  Buffalo,  a  year  with 
Watt  and  Blackwell,  architects,  assisting  in  the  steel  design 
of  the  Huron  &  Erie  Building  at  London,  and  two  years 
with  Archibald  &  Dillon,  consulting  engineers,  London.  In 
1936  he  became  designing  engineer  for  the  Dominion  Road 
Machinery  Co.  Ltd.,  Goderich,  Ont.,  which  position  he  re- 
signed on  February  1st,  1938,  to  join  the  editorial  depart- 
ment of  The  Canadian  Engineer  Publications. 

He  joined  the  militia  as  a  lieutenant  in  the  Canadian 
Fusiliers  at  London  in  1935.  When  he  moved  to  Toronto 
he  secured  a  transfer  to  a  Toronto  regiment.  Last  June  he 
enlisted  for  active  service,  and  after  three  months'  training 
at  Petawawa  he  went  overseas  in  September  with  reinforce- 
ments for  an  engineering  unit. 

No  details  have  been  received  in  regard  to  the  explosion 
that  caused  Lieut.  Moloney's  death,  but  it  was  known  that 
he  had  been  engaged  in  the  construction  of  gun  emplace- 
ments along  the  south  coast  of  England. 


260 


May,   1941     THE  ENGINEERING  JOURNAL 


James  Grant  Moloney,  M.E.I. C. 

Lieutenant  Moloney  joined  the  Institute  as  a  Junior  in 
1936  and  he  was  transferred  to  Associate  Member  in  1939. 

John  William  Morrison,  m.e.i.c,  died  suddenly  at  his 
home  at  Haileybury,  Ont.,  on  February  22nd,  1941.  He 
was  born  at  Oldham,  N.S.,  on  January  21st,  1880,  and  was 
educated  at  Dalhousie  University  and  Nova  Scotia  Tech- 


nical College,  where  he  was  graduated  in  1912.  Upon 
graduation  he  went  with  the  Lucky  Cross  Mines  Limited 
at  Swastika,  Ont.,  and  later  went  with  the  Miller  Lake 
O'Brien  Mines,  at  Gowganda,  Ont.  From  1914  to  1918  he 
was  manager  and  engineer  with  the  Lake  Shore  Mines  Ltd., 
at  Kirkland  Lake,  Ont.  From  1919  to  1925  he  was  with  the 
Argonaut  Gold  Limited  at  Dane,  Ont.,  first  as  manager 
and  later  as  general  superintendent.  In  1925  he  went  to 
Haileybury,  Ont.,  and  inaugurated  a  consulting  practice  in 
mining  engineering  which  he  still  carried  at  the  time  of  his 
death.  He  was  also  manager  and  director  of  Albany  River 
Mines. 

Mr.  Morrison  joined  the  Institute  as  a  Member  in  1919. 

James  Weir,  m.e.i.c,  died  at  his  home  at  Outremont,  Que., 
on  April  16th,  1941.  He  was  born  at  Miami,  Man.,  on  May 
8th,  1883,  and  was  educated  at  McGill  University  where  he 
was  graduated  with  the  degree  of  B.Sc.  in  civil  engineering 
in  1913.  He  acted  as  assistant  in  the  Department  of  Survey- 
ing before  graduation  and  remained  with  the  University  as 
a  staff  member.  During  his  career  as  professor,  he  succes- 
sively taught  surveying  and  geodesy.  At  one  time  Professor 
Weir  was  superintendent  of  the  McGill  Observatory.  He 
gave  invaluable  service  during  the  Great  War  in  determin- 
ing the  exact  time  from  the  stars  and  sending  it  out  over 
Canada  by  telegraph.  Troop  movements  from  eastern 
Canadian  ports  were  regulated  on  these  signals.  At  the 
time  of  his  death  he  was  associate  professor  of  geodesy  in 
the  Faculty  of  Engineering. 

Professor  Weir  joined  the  Institute  as  an  Associate  Mem- 
ber in  1921. 


News  of  the  Branches 


BORDER  CITIES  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


W.  P.  Augustine,  m.e.i.c. 
J.  B.  Dowlee,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  February  meeting  of  the  Border  Cities  Branch  was 
held  on  February  14th  at  the  Prince  Edward  Hotel.  After 
a  short  business  session  the  chairman,  Mr.  George  Medlar, 
turned  the  meeting  over  to  Mr.  C.  G.  R.  Armstrong  who 
introduced  the  speaker  of  the  evening.  The  speaker,  Mr. 
H.  Lloyd  Johnson,  is  a  member  of  our  own  branch  and  a 
Lieutenant  of  the  Veterans  Civil  Guard.  He  is  also  warden 
of  Division  No.  4  of  the  Civilian  Defence  Committee  of 
Windsor.  His  subject  was  The  Warden  System  of  the 
Civilian  Defence  Committee. 

Civilian  defence  is  now  a  national  undertaking  and  com- 
mittees are  being  formed  in  the  cities  and  towns  of  Canada. 
Under  the  Defence  of  Canada  Regulations  the  Dominion 
Government  has  constituted  an  air  raid  precautions  com- 
mittee. Under  this  the  provincial  governments  have  spon- 
sored the  effort  to  have  each  community  form  local  air 
raid  precautions  organizations  based  on  the  organization 
now  functioning  in  England. 

Early  in  December,  1940,  the  Windsor  Board  of  Control 
and  Council  met  and  formed  the  Civilian  Defence  Com- 
mittee of  Windsor.  The  committee  as  formed  has  followed 
closely  the  suggestions  contained  in  literature  on  the  organ- 
ization of  the  committees  in  England  where  they  are  oper- 
ating so  successfully. 

The  objective  of  the  Civilian  Defence  Committee  is  to 
be  ready  to  combat  all  forms  of  attack  including  attack 
from  the  air  and  attack  from  within.  Some  people  think 
that  the  committee  exists  solely  for  the  purpose  of  con- 
trolling damage  that  may  be  caused  by  attack  from  the 
air.  This  is  not  so.  The  impression  is  prevalent  for  the 
reason  that,  at  the  present  time  our  sister  organization  in 
Great  Britain  devotes  most  of  its  time  to  air  raid  work. 
In  broad  terms  the  function  of  the  Civilian  Defence  Com- 


mittee is  to  assist  the  authorities  to  combat  any  and  all 
forms  of  attack. 

In  Windsor  the  mayor  is  chairman  of  the  Civilian  Defence 
Committee.  There  are  five  auxiliary  services,  namely,  public 
utility  services,  police  services,  fire  services,  medical  services, 
transportation  and  communication  services.  Under  the 
police  and  fire  services  come  the  warden  services.  Other 
auxiliaries  can  be  added  as  found  necessary. 

Reporting  to  the  police  and  fire  chiefs  is  the  chief  warden, 
under  him  are  five  divisional  wardens  in  charge  of  five 
divisions  of  the  city.  Each  division,  according  to  popula- 
tion is  divided  into  two  or  three  districts  each  in  charge 
of  a  district  warden.  Each  division  is  divided  again  into 
groups  in  charge  of  group  wardens.  Each  group  is  divided 
into  posts  in  charge  of  post  wardens.  The  post  area  com- 
prises approximately  500  people.  Each  post  warden  or- 
ganizes the  people  in  his  post  who  will  volunteer  to  serve 
in  the  organization.  Thus  the  warden  service  covers  the 
entire  city. 

One  of  the  very  important  functions  of  the  wardens 
system  is  to  assist  in  exposing  and  combating  subversive 
activities.  Many  people  will  not  take  the  time  and  trouble 
to  give  bits  of  valuable  information  to  the  police  but 
they  will  pass  along  information  when  they  belong  to  a 
voluntary  organization. 

In  Canada  we  are  fortunate  in  being  able  to  copy  the 
British  A.R.P.  organization,  an  organization  that  was  plan- 
ned so  brilliantly  that  basically  it  has  not  been  changed. 
The  development  is  similar  in  many  ways  to  the  develop- 
ment of  an  organization  for  carrying  out  an  engineering 
project.  First  a  small  staff  is  formed  and  then  gradually 
expanded  and  authority  delegated  to  the  various  branches. 
Work  of  almost  any  magnitude  can  be  undertaken.  Each 


THE  ENGINEERING  JOURNAL     May,  1941 


261 


branch  functions  independently  and  yet  co-operates  closely 
with  the  other  branches.  Any  part  of  the  organization 
may  be  expanded  quickly  to  handle  any  amount  of  work 
necessary. 

In  Great  Britain  the  A.R.P.  organization  was  started 
in  1935.  In  1937  the  Air  Raid  Precautions  Bill  was  passed 
by  parliament  and  local  organizations  started.  By  the  time 
the  war  started,  four  years  of  thought  had  been  given  to 
the  development  of  the  A.R.P.  system  and  for  two  years 
the  organization  had  been  in  existence.  The  civilian  popu- 
lation of  Britain  was  prepared. 

The  veterans  civil  guard  is  a  voluntary  organization  of 
veterans  which  forms  the  mobile  unit  of  the  Civilian  Defence 
Committee.  It  comprises  five  companies  corresponding  to 
the  five  divisions  into  which  the  city  is  divided.  It  is  so 
organized  that  it  can  be  called  out  to  any  part  of  the  city 
where  trouble  arises  in  a  very  few  minutes. 

After  Mr.  Johnsons'  talk  a  vote  of  thanks  was  moved 
by  Mr.  Wm.  Fletcher. 

Our  new  councillor,  Mr.  E.  Krebser,  was  introduced  to 
the  members  and  spoke  for  a  few  minutes. 

Mr.  P.  H.  Jenkins,  the  retiring  councillor,  then  gave  a 
brief  report  on  the  annual  meeting  at  Hamilton.  He  re- 
viewed for  a  few  moments  the  papers  and  the  procedure 
of  the  meeting.  This  branch  was  represented  at  the  meeting 
by  Messrs.  P.  H.  Jenkins,  J.  C.  Keith,  C.  M.  Goodrich, 
P.  E.  Adams,  E.  M.  Krebser,  G.  C.  Henderson,  J.  G. 
Turnbull  and  J.  H.  Bradley. 

The  meeting  was  then  adjourned. 

The  March  meeting  of  the  Border  Cities  Branch  was 
held  on  March  14th  at  the  Prince  Edward  Hotel.  G.  E. 
Medlar,  the  branch  chairman,  presided  over  the  dinner 
and  the  meeting  afterwards.  C.  M.  Goodrich  introduced 
the  speaker  of  the  evening,  Mr.  J.  A.  McCrory,  vice-presi- 
dent and  chief  engineer  of  the  Shawinigan  Engineering 
Company.  Mr.  McCrory's  subject  was  La  Tuque  Power 
Development.  The  paper  was  published  in  the  February 
issue  of  the  Journal. 

After  an  interesting  discussion  period,  J.  Clark  Keith 
moved  a  vote  of  thanks  to  the  speaker. 

The  branch  was  privileged  to  have  two  visitors  from 
London,  Ontario,  J.  A.  Vance,  councillor,  and  H.  F.  Bennett. 

CALGARY  BRANCH 


P.  F.  Peele,  m.e.i.c. 
F.  A.  Brownie,  m.e.i.c. 


Secretary-T  reasurer 
Branch  News  Editor 


The  February  27th  meeting  of  the  Calgary  Branch  was 
devoted  to  a  paper  by  Mr.  R.  M.  Watson  of  Canadian 
Industries  Limited  on  the  subject,  Commercial  Explo- 
sives and  Their  Application  in  Fill-Settlement  Oper- 
ations. 

Mr.  Foster  outlined  briefly  the  history  of  explosives, 
stressing  the  great  debt  owed  to  Alfred  Nobel,  not  merely 
because  he  invented  dynamite  and  the  blasting  cap,  but 
because  of  the  high  place  he  occupied  among  the  great 
minds  of  all  time.  He  also  pointed  out  the  fact  that  explo- 
sives fall  into  two  distinct  classes,  military  and  commercial, 
and  that  explosives  of  one  class  are  not  well  adapted  for 
use  in  the  other. 

When  a  road  is  constructed  across  a  swamp  or  muskeg, 
it  will  gradually  settle  until  a  firm  foundation  is  reached. 
This  results  in  the  continual  necessity  of  repairing  and 
building  up  the  road  surface.  If  explosives  are  available, 
the  fill  may  be  completed  to  its  ultimate  depth  on  top 
of  the  swamp  and  landed  on  firm  material  by  blasting- 
out  the  muck  underneath  it. 

The  annual  general  meeting  of  the  Calgary  Branch  was 
held  following  a  luncheon  at  the  Palliser  Hotel  on  March 
8th,  1941. 

Mr.  Boese,  councillor  for  the  Calgary  Branch,  reported 
at  some  length  on  the  recent  annual  meeting  of  the  Institute 
held  at  Hamilton,  Ontario.  Reports  of  the  various  com- 
mittees were  read  and  adopted  following  which  the  results 
of  the  election  of  officers  were  announced.  Before  adjourn- 


ment the  meeting  was  turned  over  to  H.  J.  McEwen,  newly 
elected  vice-chairman  in  the  absence  of  the  new  chairman, 
J.  B.  de  Hart. 

EDMONTON  BRANCH 


B.  W.  PlTFIELD,  Jr. e. i.e. 
J.  F.  McDOTJGALL,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  Edmonton  Branch  held  a  mixed  dinner  and  meeting 
at  the  Macdonald  Hotel  on  the  evening  of  April  1st.  Chair- 
man E.  Nelson  was  toastmaster.  Mr.  Julian  Garrett  pro- 
posed the  toast  to  the  ladies  and  Mrs.  R.  M.  Dingwall 
responded. 

After  dinner  the  Belasco  Players,  a  local  comedy  troupe, 
entertained  the  members  with  several  songs  and  skits.  They 
were  extremely  gifted  artists  and  kept  everyone  laughing. 

Later,  a  motion  picture  dealing  with  the  manufacture 
of  household  silver  articles  was  shown. 

Twenty-six  members  and  their  wives  were  present.  All 
agreed  that  the  evening  was  a  great  success  and  that  a 
mixed  dinner  should  become  an  annual  feature  of  the  branch. 
The  meeting  adjourned  at  11.00  p.m. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c. 
G.  V.  Ross,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


A  technicolour  talking  picture  entitled  Friction  Fighters 

was  shown  to  the  members  of  the  Halifax  Branch  and  the 
Professional  Engineers  of  Nova  Scotia,  at  the  March  dinner 
meeting.  Presented  by  R.  L.  Dunsmore,  superintendent  of 
the  Imperial  Oil  Refinery,  the  picture  is  a  story  of  the 
development  of  lubricating  oils  in  keeping  pace  with  the 
high  speeds  and  pressures  in  present  day  motor  cars. 

Several  senior  students  of  the  Nova  Scotia  Technical 
College  were  guests  of  the  branch.  The  Institute  award  to 
the  student  outstanding  in  scholastic  and  extra-curricular 
work,  was  made  by  Ira  P.  Macnab  to  Wallace  A.  Mac- 
Callum  of  Amherst,  N.S.,  a  senior  mechanical. 

S.  L.  Fultz  presided  at  the  meeting  which  was  attended 
by  about  fifty  members  and  their  guests. 

LONDON  BRANCH 


H.  G.  Stead,  jr. e. i.e.     - 

A.  L.  FURANNA,  S.E.I.C.  - 


Secretary-Treasurer 
Branch  News  Editor 


The  regular  monthly  meeting  of  the  Branch  on  March 
13th,  1941,  was  addressed  by  J.  A.  McCrory,  the  vice- 
president  and  chief  engineer  for  the  Shawinigan  Engineering 
Company  of  Montreal.  He  described  the  La  Tuque  Hydro- 
Electric  Development.  The  paper  was  published  in  the 
February  issue  of  the  Journal. 

The  many  questions  asked  of  Mr.  McCrory  after  he  had 
given  his  paper  indicated  the  keen  interest  taken  by  those 
present.  The  speaker  was  introduced  by  Mr.  Buchanan. 

NIAGARA  PENINSULA  BRANCH 


Geo.  E.  Griffiths,  m.e.i.c. 
C.  G.  Cline,  m.e.i.c 


Acting  Secretary-Treasurer 
Branch  News  Editor 


A  dinner  meeting  of  the  Niagara  Peninsula  Branch  was 
held  on  March  21st,  1941,  at  the  Reeta  Hotel,  Welland. 
Mr.  H.  B.  Chambers,  metallurgist  of  Atlas  Steels,  Welland, 
spoke  on  Some  Fundamental  Steel  Characteristics  of 
Special  Interest  to  Engineers.  He  stated  that  the  metal- 
lurgist has  been  able  to  produce  a  range  of  steels  that  can 
cover  all  ordinary  requirements,  but  the  engineer  does  not 
always  use  them  to  the  best  advantage.  With  the  aid  of 
slides,  the  speaker  showed  the  chemical  basis  of  all  steels. 
He  showed  the  relation  of  carbon  content  to  application  in 
the  case  of  plain  carbon  steels.  These  steels  must  be  hard- 
ened in  water  and  this  tends  to  cause  warping  and  cracking. 
He  showed  the  effect  of  mass  on  the  mechanical  properties 
and  how  an  increase  in  size  causes  shallow  penetration  of 
hardness.  It  is  these  shortcomings  of  water-hardening  steels 
that  have  led  to  the  introduction  of  alloy  steels,  which 


262 


May,  1941     THE  ENGINEERING  JOURNAL 


may  be  hardened  in  oil  or  even  in  air,  thus  reducing  hard- 
ening strains.  In  some  cases  it  is  possible  to  improve  the 
design,  from  a  metallurgical  point  of  view,  by  balancing 
the  cross  section,  thus  reducing  hardening  stresses  and 
making  it  possible  to  use  plain  carbon  steel.  Where  the 
design  is  so  intricate  that  this  cannot  be  done,  an  alloy 
steel,  either  oil  or  air  hardening,  should  be  used. 

The  speaker  was  introduced  by  A.  N.  Conklin  and  the 
vote  of  thanks  was  tendered  by  Paul  Buss.  A.  L.  McPhail, 
vice-chairman  of  the  Branch,  presided.  There  was  an  attend- 
ance of  thirty. 

OTTAWA  BRANCH 

R.  K.  Odell,  m.e.i.c.     -     Secretary-Treasurer 

At  one  of  the  most  largely  attended  luncheon  meetings 
in  the  history  of  the  Branch,  held  at  the  Château  Laurier  on 
March  13th,  Flying  Officer  H.  T.  Mitchell,  d.f.c,  of  the 
Royal  Air  Force,  gave  an  address  on  the  Activities  of  a 
Fighter  Squadron.  In  simple  language  and  in  unassuming 
manner  he  told  of  the  activities  of  the  Hurricane  Fighter 
Squadron  to  which  he  had  been  attached  from  the  begin- 
ning of  the  war,  first  in  France  and  then  in  England. 

At  the  commencement  of  the  war  the  squadron  was 
located  in  the  vicinity  of  Rouen,  France,  though  at  first 
there  was  not  a  great  deal  to  do.  The  first  German  plane 
shot  down  was  a  Heinkel  111,  of  which  some  interesting 
photographs  were  taken  from  the  moment  it  was  attacked 
until  it  fell  to  the  ground.  Other  moves  of  the  squadron 
were  to  Amiens  and  to  Verdun.  While  at  the  latter  place  the 
blitzkrieg  started  in  real  earnest  and  the  squadron  was 
moved  to  Lille  before  it  was  forced  to  return  to  England. 
In  twelve  days  of  fighting,  five  of  the  R.A.F.  squadron 
pilots  were  shot  down  to  73  enemy  planes. 

The  return  to  England  had  to  be  made  on  ten  minute's 
notice,  and  each  pilot  was  told  to  land  on  any  English  field 
available.  Two  weeks  were  then  taken  to  get  reassembled 
and  re-equipped  and  for  this  reason  the  squadron  missed 
action  at  Dunkerque,  most  of  the  action  there  being  taken 
by  home  defence  squadrons.  When  the  German  air  raids  on 
England  commenced  in  real  earnest  the  squadron  was 
located  at  the  south  coast. 

Flying  Officer  Mitchell  outlined  the  course  of  action  on  a 
typical  day  against  the  enemy  from  the  time  the  first 
telephone  call  came  from  the  "operations  room"  that  an 
enemy  formation  was  massing  for  attack  over  the  west 
coast  of  France  until  the  action  was  over.  He  stated  that 
ordinarily  it  took  2%  minutes  for  the  squadron  to  get  into 
the  air  and  from  five  to  ten  minutes  after  that  before  con- 
tact was  made  with  the  enemy.  In  a  real  fight  there  may  be 
as  many  as  500  aeroplanes  in  the  air  at  the  same  time  and 
the  pilot  himself  does  not  get  a  clear  impression  of  the  fight 
as  a  whole,  being  concerned  more  with  his  own  individual 
action  and  that  of  his  immediate  enemy. 

In  answer  to  a  question  from  the  audience  he  stated  that 
the  most  vulnerable  part  of  a  plane  is  the  pilot  himself  and 
then  the  gas  tank.  In  the  Messerschmidt  109  there  is  a  gas 
tank  immediately  behind  the  pilot.  It  is  not  armour  plated 
and  if  a  direct  hit  is  scored  upon  it  the  plane  and  pilot  are 
quite  likely  to  both  be  put  out  of  action.  He  also  gave  it  as 
his  personal  opinion  that  no  matter  how  speeds  are  in- 
creased the  pilots  will  be  able  to  stand  up  to  them.  In  some 
dive  bombing  actions,  speeds  in  the  region  of  600  miles 
per  hour  are  obtained  with  no  effects  upon  the  pilot  except 
perhaps  "blackout,"  but  this  is  something  that  experience 
overcomes. 

The  most  dangerous  enemy  plane,  the  speaker  believed, 
was  the  Heinkel  113  fighter,  especially  when  it  followed  the 
practice  of  rushing  in,  attacking  quickly,  and  then  flying  off. 
This  with  the  Messerschmidt  110  twin-engined  fighter  or 
fighter-bomber  constitute  the  two  most  dangerous  enemy 
planes,  he  believed. 

Asked  to  give  his  opinion  regarding  the  relative  merits  of 
manoeuverability  and  speed  he  believed  the  former  will 
win  over  the  latter  in  the  end.  The  Hurricane  fighter  is  the 


most  manoeuverable  of  the  English  planes  and  it  has  shot 
down  more  than  any  other,  even  though  it  is  not  the  fastest. 
The  Spitfire  he  believes  is  the  best  interceptor  fighter  but  in 
a  big  fight  the  Hurricane  is  best. 

Flying  Officer  Mitchell  is  at  present  in  Canada  on  in- 
structional duties  connected  with  the  air  training  scheme. 


At  the  noon  luncheon  on  March  27th,  L.  A.  Hawkins, 
executive  engineer  of  the  General  Electric  Company, 
Schenectady,  New  York  State,  gave  an  address  on  Research 
and  Security  Now  and  Later.  T.  A.  McElhanney, 
chairman  of  the  Branch,  presided. 

Mr.  Hawkins  commenced  his  address  by  paying  a  tribute 
to  the  work  of  the  National  Research  Council  at  Ottawa 
which  he  said  was  "as  fine  a  research  institution  as  is  to  be 
found  anywhere."  He  also  referred  to  the  loss  sustained 
through  the  recent  death  of  Dr.  Banting,  a  man  whom 
history  would  accord  a  high  place  in  his  own  field  alongside, 
for  instance,  of  such  men  as  Osier  in  medicine  and  Ruther- 
ford in  physics.  Research  actually  has  no  national  boundary 
lines  with  its  products  of  benefit  to  everyone. 

Regarding  the  onset  and  trend  of  the  present  war  and  its 
threat  to  democracy,  Mr.  Hawkins  stated  that  his  country 
was  all  too  slow  in  recognizing  the  emergency.  "The  United 
States  was  bound  in  a  strait  jacket  of  official  neutrality," 
he  said,  "although  we  know  how  the  vast  majority  of  people 
felt  in  that  country." 

To-day  there  is  little  left  of  that  official  neutrality  with 
the  passage  of  the  Lend-Lease  Bill  and  the  country  "to 
the  limit  of  its  ability  will  not  only  produce  all  the  materials 
that  Great  Britain  needs  but  will  see  that  they  get  there." 

When  the  United  States  at  last  woke  up  to  the  emergency 
facing  it,  the  president  of  the  General  Electric  Company 
made  it  quite  clear  that  they  would  do  all  they  could  to 
help  the  war  programme.  Now  about  75  per  cent  of  the 
technical  staff  are  working  intensively  on  war  projects, 
working  hours  per  week  have  been  extended  and  the  staff 
increased.  "All  of  us  are  convinced,"  he  said,  "that  if  the 
role  of  the  United  States  in  this  war  is  to  be  the  arsenal  of 
the  free  nations  then  we  should  do  all  in  our  power  to  see 
that  the  stock  going  into  that  arsenal  is  the  best  possible." 

The  speaker  related  some  of  the  research  results  achieved 
during  the  first  Great  War,  particularly  in  the  development 
of  submarine  detecting  devices,  wireless  apparatus,  and 
portable  safe  X-ray  outfits,  for  use  of  the  military  forces. 
To-day,  he  added,  "war  is  becoming  mechanized  beyond 
belief,"  the  problems  are  far  more  complex,  much  different 
from  1917,  and  "we  have  a  real  job  to  catch  up."  It  is  a  war 
of  ships,  tanks,  aeroplanes,  and  other  machines,  he  said, 
and  the  efforts  of  the  research  laboratories  in  England 
"first  class  in  every  particular"  as  well  as  those  in  the  other 
free  countries  are  all  needed. 

Mr.  Hawkins  stated  that  in  peace  time  there  should  be 
some  kind  of  consolidation  of  the  powers  of  the  English- 
speaking  nations  for  their  own  protection  and  advancement. 
Several  steps  along  this  line  have  already  been  taken,  in- 
cluding the  formation  of  the  Joint  United  States  Canadian 
Mission  for  defence  as  well  as  the  agreement  relating  to 
the  transfer  of  United  States  destroyers  to  England  and  the 
use  of  naval  bases  by  United  States  in  return.  This  general 
policy  has  been  advanced  and  "crystallized"  under  the 
Lend-Lease  Bill. 

If  the  consummation  of  such  a  policy,  he  declared  at  the 
conclusion  of  his  address,  can  afford  to  our  children  and  to 
our  children's  children  a  full  measure  of  peace,  liberty  and 
prosperity  then  the  sacrifices  called  forth  by  the  present 
war  will  not  have  been  made  in  vain. 


At  a  largely  attended  evening  meeting  held  at  the  Nat- 
ional Research  Laboratories  on  April  10th,  A.  E.  Davison, 
transmission  engineer  of  the  Hydro  Electric  Power  Com- 
mission of  Ontario,  gave  an  address  illustrated  with  motion 
pictures  on  Dancing  Cables  and  Bridges. 

Mr.  Davison  has  devoted  considerable  thought  in  the 


THE  ENGINEERING  JOURNAL    May,  1941 


263 


past  fifteen  years  to  the  subject  of  vibration  and  remarked 
that  everything  was  not  yet  known  about  it.  So  far  as 
cables  and  bridges  are  concerned,  vibration  gives  rise  to 
the  phenomenon  known  as  "galloping"  or  "dancing"  which 
may  become  so  pronounced  as  to  cause  damage.  Cable 
conductors  and  supporting  structures  have  been  brought 
to  the  ground  in  severe  cases  and  bridges  have  collapsed, 
as  in  the  recent  case  of  the  Tacoma  Narrows  Bridge. 

One  contributing  cause  to  the  dancing  of  cables,  stated 
the  speaker,  is  the  change  in  cross  section  due  to  the  for- 
mation of  ice  on  one  side.  The  cross  section,  then,  instead 
of  being  a  circle,  approaches  that  of  an  ellipse  or  even  that 
of  an  aeroplane  wing.  While  temporarily  of  this  shape, 
moderate  gusty  winds  will  cause  the  cable  to  assume  an 
undulating  or  rolling  motion  that  becomes  more  severe  as 
the  wind  increases  in  velocity.  The  central  portion  of  a 
cable,  as  suspended  between  two  supports,  will  travel  up- 
ward as  well  as  downward  through  the  action  of  the  wind 
and  will  also  move  from  side  to  side  in  a  remarkable  manner. 

This  characteristic  was  revealed  by  motion  pictures 
exhibited  at  the  meeting.  They  showed  the  action  of  wind 
on  cables  partially  encrusted  with  ice  and  damage  done  to 
transmission  lines  under  such  conditions.  In  one  case,  due 
to  the  galloping  action,  cables  were  detached  from  the  sup- 
porting cross  arms  and  newly  erected  wooden  poles  were 
snapped  off  at  points  several  feet  from  the  ground. 

A  most  interesting  event  of  the  evening  was  the  showing 
of  a  remarkable  coloured  film  of  the  galloping  of  the 
Tacoma  Narrows  Bridge  preceding  its  collapse  and  the 
actual  collapse  itself. 

T.  A.  McElhanney,  chairman  of  the  Branch,  presided  and 
the  speaker  was  introduced  by  W.  H.  Munro,  past  chairman 
of  the  Branch,  and  present  councillor  of  the  Institute. 

PETERBOROUGH  BRANCH 


A.  L.  MALBY,  Jr.E.I.C. 
E.  WhITELY,  Jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor. 


The  evening  of  March  20th  was  a  noteworthy  one  for 
members  of  the  Peterborough  Branch.  In  the  first  place  it 
was  the  night  when  the  Junior  and  Student  Section  provide 
the  programme,  an  annual  affair.  This  year,  under  chairman 
F.  Athey,  a  new  programme  was  tried,  with  evident  success. 
The  dinner  was  followed  by  a  student  paper  and  enter- 
tainment in  the  form  of  some  very  interesting  moving 
pictures. 

Student  engineers  are  guests  of  senior  members  of  the 
Branch  at  this  meeting  and  are  introduced  to  the  members 
during  the  meeting.  It  has  been  found  that  this  helps  the 
membership  committee  a  great  deal.  The  event  was  re- 
markable this  time  in  the  presence  among  the  student 
engineers  of  a  young  lady.  Miss  E.  Rabkin  graduated  from 
the  University  of  Alberta  in  electrical  engineering  and  is 
now  taking  the  student  engineering  course  with  the  Cana- 
dian General  Electric  Company.  This  event  introduces  a 
new  note  into  the  activities  of  the  Branch. 

Mr.  H.  R.  Sills,  our  councillor,  was  also  present  and  gave 
his  impressions  of  the  annual  general  meeting,  recently  held 
in  Hamilton,  especially  the  things  that  would  be  of  interest 
to  the  junior  engineers.  The  meeting  must  have  been  in- 
spiring when  even  the  story  of  it  was  enthusiastic. 

The  speaker  of  the  evening,  J.  M.  Mercier,  graduated  from 
the  University  of  Montreal,  Ecole  Polytechnique,  in  1940 
and  is  now  in  the  Test  Department  of  the  Canadian  General 
Electric  Company.  His  paper,  Some  Aspects  of  Railway 
Signalling,  was  based  on  a  study  made  for  his  graduation 
thesis  with  a  background  of  life-long  association  with  and 
interest  in  railroads. 

Beginning  with  the  simple  track  circuit  Mr.  Mercier 
showed  the  fundamental  components  of  modern  signal 
systems  and  how  they  operate.  This  is  one  of  those  things 
everyone  comes  in  contact  with  but  few  people  know  how 
they  work.  As  described  by  Mr.  Mercier  it  is  all  very  simple. 
The  development  of  the  various  systems  was  traced  his- 


torically, and  quite  completely  as  far  as  fundamentals  go. 
The  complicated  details  were  omitted  which  is  as  it  should 
be  when  such  things  are  first  described  to  laymen.  The 
story  was  not  without  its  thrills  too,  a  rare  thing  in  tech- 
nical papers.  It  was  quite  evident  from  the  discussion  after- 
wards that  the  speaker's  description  of  two  trains  meeting 
on  a  single  track  at  a  siding,  the  trains  passing  without 
stopping,  with  their  position  being  indicated  on  a  remote 
control  board  from  which  the  track  switches  are  operated 
stirred  many  to  imagine  themselves  doing  the  switching. 
All  kinds  of  difficulties  were  imagined,  but  Mr.  Mercier  was 
able  to  convince  everyone  the  feat  is  not  only  feasible  but  a 
common  occurrence.  Our  railway  signal  systems  are  much 
bigger  and  more  important  than  the  average  person  might 
suspect.  They  are  apparently  extremely  efficient. 


At  a  meeting  of  Peterborough  Branch  on  February  27th, 
1941,  Mr.  C.  L.  Sherman,  metallurgist  for  Phillips  Electrical 
Works  Limited,  Brockville,  Ontario,  presented  an  excel- 
lent paper  on  Processing  of  Copper.  The  paper  covered 
the  metallurgy  and  processing  of  copper  from  mine  to 
copper  wire,  one  of  its  finished  products. 

Canada  is  fortunate  in  having  large  copper  ore  deposits 
containing  about  1  lb.  of  copper,  in  the  form  of  copper  sul- 
phide, per  ton  of  ore.  The  ore  is  picked  over  to  remove 
obvious  waste,  crushed  in  rod  or  ball  mills  and  the  wet 
powder  agitated  in  an  oily  solution.  This  last  process  known 
as  flotation,  gives  a  20  to  40  per  cent  concentrate.  The  next 
step  is  smelting  in  reverberatory  furnaces  where  the  con- 
centrate is  melted  and  a  slag  or  matt  of  iron-copper-sul- 
phide is  skimmed  off.  The  molten  matt  is  put  in  converters 
where  air  is  blown  in  and  a  siliceous  flux  is  added.  The 
resulting  reaction  removes  most  of  the  sulphur  and  iron 
leaving  a  charge  that  is  cast  in  cakes,  called  blister  copper 
because  it  is  very  porous. 

Beyond  this  point  there  are  alternative  methods  of  treat- 
ing the  copper — by  electrolysis  in  copper  sulphate  solution, 
or  by  further  melting  in  furnaces.  Electrolytic  copper  is 
very  pure  but  unfortunately  in  present  processes  it  is 
remelted  for  casting  into  rods  and  thereby  picks  up  gases 
and  loses  some  of  its  desirable  purity. 

Small  amounts  of  impurities  have  a  marked  effect  on  the 
electrical  conductivity  and  mechanical  strength  of  copper. 

Rod  for  wire  is  produced  from  the  standard  bars  by  hot 
rolling  alternately  oval  and  square  sections.  This  breaks  up 
large  crystal  structures  and  refines  the  grain  size  at  the  same 
time  as  the  section  is  reduced.  Water  cools  the  rolls  and 
cracks  off  oxide  scale  which  forms  on  the  rod.  It  is  important 
that  surface  defects  are  not  put  on  the  rod  at  this  stage  as 
they  will  persist  to  the  final  wire  and  may  lead  to  slivers. 

The  wire  is  drawn  from  rod  thus  made,  the  amount  of  cold 
working  being  adjusted  to  suit  the  temper  required  in  the 
wire,  which  may  be  hard,  medium  or  soft.  Annealing  will 
reduce  the  hardness  produced  by  cold  working.  Carbide 
dies  are  used  for  larger  sizes,  and  diamonds  for  smaller 
sizes.  There  seems  to  be  no  limit  to  the  speed  at  which  wire 
can  be  drawn  except  the  purely  mechanical  difficulties  in 
high  speed  machines.  Speeds  of  a  mile-a-minute  are  common. 

Quite  a  lively  discussion  followed  Mr.  Sherman's  talk 
which  was  illustrated  by  slides  and  a  motion  picture  "The 
Mining,  Smelting  and  Refining  of  Copper-Nickel  Ores." 

QUEBEC  BRANCH 

Paul  Vincent,  m.e.i.c.     -     Secretary-Treasurer 

Lundi  soir,  le  17  février,  avait  lieu  une  représentation  de 
films  à  la  fois  instructifs  et  récréatifs  présentés  par  l'Inter- 
national Nickel  Company  of  Canada  Limited. 

Cette  séance  marquait  l'inauguration  d'une  série  de  films 
documentaires  sur  les  activités  des  ingénieurs  dans  le 
domaine  du  génie  civil  en  général.  Les  dames  et  le  public 
étaient  admis  à  cette  soirée  d'éducation  technique. 

Le  programme  se  composait  de  cinq  films  parlants  et 
semi-techniques  sur  l'Industrie  du  Nickel  au  Canada. 


264 


May,  1941    THE  ENGINEERING  JOURNAL 


Les  méthodes  récentes  d'exploitation  des  mines  de  nickel  et 
de  cuivre  au  Canada  y  furent  montrées  et  tous  purent 
constater  le  rôle  important  que  ces  deux  métaux  jouent  dans 
la  vie  économique  du  pays. 

Au  début  de  la  séance,  le  secrétaire  Paul  Vincent  souhaita 
la  bienvenue  à  un  auditoire  d'environ  200  personnes. 
Monsieur  J.  Alex.  Larivière,  régisseur  de  la  Régie  des 
Services  Publics  de  Québec,  remercia  l'assistance  de  son 
encouragement  et  il  annonça  que  d'autres  séances  sem- 
blables suivraient. 


Le  28  février,  les  membres  de  la  section  de  Québec  de 
l'Institut  furent  invités  à  un  déjeuner-causerie  au  Château 
Frontenac. 

L'Honorable  T.  A.  Crerar,  Ministre  des  Mines  à  Ottawa  y 
donna  une  conférence  des  plus  intéressantes  sur  les  Contri- 
butions Minières  du  Canada  dans  la  Guerre. 

Cette  causerie  était  sous  les  auspices  des  Clubs  Canadien, 
Rotary,  Kiwanis  et  de  l'Engineering  Institute  of  Canada. 
Monsieur  L.  C.  Dupuis,  président  de  la  Section  de  Québec 
et  le  secrétaire-trésorier  Paul  Vincent  représentaient 
l'Institut  àla  table  d'honneur.  Plusieurs  membres  assistèrent 
à  ce  déjeuner. 

On  Monday,  March  10th,  the  Quebec  Branch  held  a  very 
interesting  meeting  in  the  theatre  room  of  the  Palais 
Montcalm. 

The  Engineer  and  the  Hydroelectric  Developments 
on  the  St-Maurice  River  was  the  subject  which  captivated 
the  interest  of  the  members  accompanied  by  their  wives. 
The  public  was  also  invited,  so  that  some  500  people  listened 
to  Huet  Massue  and  Guy  Rinfret,  who  were  the  guest 
speakers.  Five  films  were  presented  to  illustrate  their  talk. 
A  local  orchestra  played  some  winning  music  pieces  while 
the  silent  films  were  being  shown  on  the  screen. 

Mr.  Huet  Massue,  engineer  with  the  Shawinigan  Water 
&  Power  Company,  gave  a  short,  but  a  masterly  and  well 
illustrated  talk,  on  the  Hydroelectric  Industry  in  Quebec 
and  the  Hydrology  of  the  St.  Maurice  River. 

A  forty-minute  programme  of  silent  films  was  then  pre- 
sented on  the  Shawinigan  Power  and  especially  on  the 
Construction  of  the  Rapide  Blanc  Power  Plant. 

Mr.  Guy  Rinfret,  then  presented  a  short  talk  on  the 
Construction  of  the  Rapide  Blanc  and  La  Tuque 
Power  Plant. 

Mr.  E.  D.  Gray-Donald,  vice-chairman  of  the  Branch 
introduced  the  speakers  and  Mr.  R.  B.  McDunnough  moved 
a  vote  of  thanks  to  the  lecturers  and  to  the  large  audience 
for  their  encouragement  to  engineering  activities. 

SAGUENAY  BRANCH 


T.  A.  I.  C.  Taylor,  jr.E.i.c. 
B.  E.  Stjrveyer,  Affil.E.i.c. 


-     Secretary-Treasurer 
Branch  News  Editor 


The  first  meeting  of  the  Saguenay  Branch,  for  the  year 
1941,  was  held  on  14th  January  at  the  Arvida  Protestant 
School.  The  speaker  was  A.  T.  Cairncross,  of  the  Aluminum 
Company  of  Canada,  Limited.  The  subject  of  his  talk  was 
Experiences  of  an  Engineer  in  China.  Mr.  Cairncross 
was  engaged  for  quite  a  number  of  years  on  engineering 
work  in  China.  With  the  help  of  slides  he  took  the  meeting 
through  an  imaginary  trip  in  the  interior  of  that  country. 
He  showed  what  an  engineer  had  to  cope  with  in  his  work 
over  there,  some  of  the  difficulties  encountered  and  some 
of  the  methods  used  in  solving  these.  He  blended  his  talk 
with  some  of  his  own  personal  experiences  all  of  which  made 
for  a  highly  interesting  and  educational  evening.  After  the 
presentation  of  the  paper  a  meeting  of  the  executive  of  the 
Branch  was  held. 

The  second  meeting  of  the  New  Year  was  held  on  the 
21st  February  at  the  Arvida  Protestant  School.  The  guest 
speaker  was  W.  H.  D.  Clark,  chief  engineer  of  the  Com- 
bustion Engineering  Corporation.  He  entertained  his 
audience  with  an  illustrated  talk  on  Combustion  Boiler 


Installations.  He  spoke  on  modern  boiler  designs  and 
described  the  different  types  of  boilers  now  in  use  showing 
the  improvements  reached  in  recent  years.  He  pointed  out 
in  detail  the  problems  solved  by  the  designers  stressing  the 
fact  that  improvements  and  new  designs  were  based  on  past 
performances  rather  than  any  set  formula.  His  subject  was 
timely,  as  in  this  district  an  increased  use  of  combustion 
boilers  has  been  made  in  the  last  eighteen  months,  and  the 
active  discussion  which  followed  served  to  demonstrate 
the  interest  felt  by  everyone  at  the  meeting. 

The  following  meeting  of  the  Saguenay  Branch  was  an 
unusual  one,  unusual  in  the  way  that  it  was  a  mixed 
meeting  and  that  all  attendance  records  were  broken.  It 
was  held  on  28th  March  at  the  Arvida  Protestant  School. 
The  speaker  was  Jean  Flahault,  of  the  Aluminum  Company 
of  Canada,  Limited,  and  his  subject,  highly  up  to  date,  was 
Engineering  in  the  Battle  of  France.  Mr.  Flahault, 
a  graduate  of  the  Ecole  Polytechnique  of  Montreal,  has 
just  recently  returned  from  France  where  he  was  taken 
prisoner  of  war  while  serving  with  the  French  Army.  After 
making  his  escape  to  unoccupied  France  he  obtained  passage 
to  Canada  and  he  is  now  a  resident  of  Arvida.  He  discussed 
some  of  the  methods  used  by  the  German  Army  in  their 
conquest  of  western  Europe  and  emphasized  the  engineer- 
ing basis  on  which  the  German  High  Command  had 
developped  their  new  modes  of  offensive  warfare.  He  gave 
examples  on  the  workings  of  some  of  the  weapons  used  and 
showed  how  field  and  air  strategy  can  efficiently  co-operate 
when  based  on  engineering  principles.  He  flavoured  his 
topic  by  relating  some  of  his  own  personal  experiences  and 
adventures  injecting  the  right  amount  of  humour  at  the 
right  time.  That  the  evening  and  the  lecture  were  such  a 
huge  success  stand  as  a  tribute  to  the  talents  of  Mr. 
Flahault  as  a  speaker. 

SAINT  JOHN  BRANCH 

V.  S.  Chesnut,  M.E.I.C.     -     Secretary-Treasurer 

A  supper  meeting  was  held  at  the  Admiral  Beatty  Hotel 
on  March  21st.  The  attendance  was  16. 

A  four  reel  sound  film,  loaned  by  the  International 
Nickel  Company  of  Canada  Limited,  was  shown.  The  film 
portrayed  the  various  operations  involved  in  producing 
nickel  and  copper  at  the  Company's  plants  in  Sudbury  and 
Port  McNicoll,  Ontario,  from  the  mining  of  the  ore  to  the 
refining  of  the  metal. 

A  proposal  by  President  Mackenzie  to  ask  all  members 
and  juniors  to  contribute  $1.00  towards  the  expense  of 
underpinning  the  Headquarters  building  was  unanimously 
approved. 

The  Tacoma  bridge  film  was  presented  at  a  meeting  of 
the  branch  on  April  18th. 

There  were  twenty  present  at  our  meeting,  all  of  whom 
found  the  film  most  interesting.  After  the  showing  of  the 
film,  considerable  discussion  took  place,  led  by  Mr.  Sidney 
Hogg  of  the  Saint  John  Drydock  and  Shipbuilding  Co.,  Ltd. 

The  programme  was  then  rounded  out  by  Mr.  H.  P. 
Lingley  who  presented  a  colored  film  of  his  own,  showing 
fishing  scenes  and  scenes  of  wild  life  in  New  Brunswick, 
and  a  view  of  the  recent  Emerson  fire  in  Saint  John. 

A  motion  of  thanks  to  Institute  Headquarters  and  to 
Mr.  Lingley  was  passed  for  a  very  enjoyable  programme. 

SASKATCHEWAN  BRANCH 

Stewart  Young,  m.e.i.c.     -     Acting  Secretary-Treasurer 

The  regular  monthly  meeting  of  the  Saskatchewan 
Branch,  of  the  Institute  was  held  jointly  with  the  Associa- 
tion of  Professional  Engineers  and  the  Saskatchewan 
Section  of  the  American  Institute  of  Electrical  Engineers 
at  the  Kitchener  Hotel,  Regina,  on  Friday  evening  March 
21st,  with  52  members  and  guests  in  attendance.  The 
speaker  of  the  evening,  Flight  Lieutenant  G.  Thornber, 
gave  an  outline  of  the  theory  of  Air  Bombing  and  Gun- 
nery progressively  illustrating  his  lecture  by  lantern  slides 


THE  ENGINEERING  JOURNAL    May,  1941 


265 


showing  graphs  of  the  several  aspects  of  his  subject.  Con- 
siderable discussion  followed  the  address  after  which  a 
hearty  vote  of  thanks,  moved  by  W.  E.  Denley,  was  ten- 
dered the  speaker. 

SAULT  STE.  MARIE  BRANCH 


O.  A.  Evans,  jr. e. i.e. 
N.  C.  Cowie,  Jr. e. i.e. 


Secretary-Treasurer 
Branch  News  Editor 


The  third  general  meeting  for  the  year  1941  was  held  in 
the  Windsor  Hotel  on  Friday,  March  21st,  when  19  members 
and  guests  sat  down  to  dinner  at  6.45  p.m. 

The  business  portion  of  the  meeting  began  at  8.00  p.m., 
with  Chairman  E.  M.  MacQuarrie,  presiding. 

A  letter  was  read  from  President  C.  J.  MacKenzie, 
asking  the  branch  to  solicit  funds  from  the  members  for  the 
work  done  on  Headquarters  building  last  year,  caused  by 
settling  due  to  changing  soil  conditions  under  the  building. 
J.  S.  MacLeod  and  N.  C.  Cowie,  moved  that  the  secretary 
circularize  the  members  in  the  branch  asking  for  a  donation 
of  $1.00  for  this  cause.  K.  G.  Ross  and  W.  S.  Wilson  moved 
an  amendment  to  the  motion  that  the  necessary  funds  be 
taken  from  the  branches'  funds  provided  a  proportionate 
amount  is  raised  from  the  other  branches.  The  amendment 
was  carried. 

The  chairman  then  introduced  the  speaker  of  the  evening 
A.  L.  MacDougall,  district  engineer  for  Highways,  who  gave 
a  short  address  on  the  Queen  Elizabeth  Highway. 

On  the  conclusion  of  the  address  the  members  were 
shown  two  technicolour  reels  on  the  Queen  Elizabeth 
Highway.  The  first  showed  the  construction  of  the  highway, 
while  the  second  was  the  highway  from  Toronto  to  Niagara 
as  seen  from  the  air. 

At  the  conclusion,  C.  Stenbol  moved  a  vote  of  thanks  to 
the  speaker  for  obtaining  this  fine  film  for  the  branch.  E.  M. 
MacQuarrie  thanked  Mr.  MacDougall  on  behalf  of  the 
branch. 

ST.  MAURICE  VALLEY  BRANCH 

Gordon  B.  Baxter,  Jr.E.i.c.     -     Secretary-Treasurer 

The  annual  dinner  meeting  of  the  St.  Maurice  Valley 
Branch  of  the  Institute  was  held  on  Saturday  evening, 
March  22nd,  in  the  Cascade  Inn,  Shawinigan  Falls. 

The  retiring  chairman,  Mr.  C.  H.  Champion,  presided 
and  the  secretary-treasurer  read  the  annual  report  and 
financial  statement.  This  showed  the  Branch's  financial 
position  to  be  excellent. 


C.  H.  Champion  the  retiring  chairman  and  A.  H.  Heatley  the 
incoming  chairman  of  the  St.  Maurice  Valley  Branch. 

The  presiding  chairman  introduced  the  chairman-elect, 
Dr.  A.  H.  Heatley,  of  Shawinigan  Falls.  Dr. Heatley  thanked 
the  retiring  chairman  for  the  good  work  accomplished 
during  the  past  year,  following  which  he  introduced  the 
members  of  his  executive  committee  for  the  coming  year. 

The  guest  speaker  of  the  evening  was  our  general- 
secretary,  Mr.  L.  Austin  Wright,  who  outlined  the  setting 
up  and  duties  of  the  Wartime  Bureau  of  Technical  Personnel 
under  the  directorship  of  Mr.  E.  M.  Little,  a  prominent 
engineer  and  general  manager  of  the  Anglo-Canadian  Pulp 
and  Paper  Mills,  and  the  Gaspesia  Sulphite  Company.  Mr. 
Wright  stated  that  the  Department  of  Labour  by  authority 


of  the  Minister,  had  handed  over  the  operation  of  the 
Bureau  to  the  engineers  themselves  with  full  authority  to 
set  up  their  own  organization  and  choose  their  own  director- 
ate. Mr.  Little  had  accepted  the  appointment  on  condition 
that  all  the  engineering  societies  would  support  him,  and 
Mr.  Wright  was  selected  to  be  assistant  director  of  the 
Bureau. 

He  then  gave  a  brief  outline  of  the  trouble  to  the  Head- 
quarters building,  due  to  shifting  soil  conditions  and  the 


J^k 

-  * 

J           mm     /' 

■v^fl 

^HE^HHHHi 

Preceding  the  annual  dinner  of  the  St.  Maurice  Valley  Branch. 

From  left  to  right,  A.  H.  Heatley,  A.  C.  Abbott,  C.  H.  Champion, 

J.    P.    Villemure,    G.    B.    Baxter,   J.    M.    Mitchell,    V.    Jepsen, 

H.  K.  Wyman. 

necessary  repairs  that  had  to  be  made,  which  cost  $10,000. 
He  outlined  several  proposed  schemes  to  pay  for  this. 
Stating  that  council  believes  that  the  Institute  finances 
should  be  kept  intact  if  possible  since  same  are  sure  to  be 
needed  in  the  difficult  period  that  will  follow  the  end  of  this 
war.  He  pointed  out  that  if  each  member,  other  than 
students,  were  to  furnish  $1.00  apiece,  about  $4,000  would 
be  realized,  which  would  be  a  big  help. 

Mr.  Abbott  thanked  the  speaker  in  a  very  capable 
manner,  remarking  that  the  members  were  always  glad  to 
hear  news  from  the  Institute  Headquarters.  He  concluded 
by  saying  that  he  hoped  that  we  would  hear  from  him  again 
in  the  very  near  future. 

VANCOUVER  BRANCH 


T.  V.  Berry,  m.e.i.c.     -     - 
Archie  Peebles,  m.e.i.c.    - 


Secretary-Treasurer 
Branch  News  Editor 


Industrial  Applications  of  the  X-Ray  was  the  subject 
of  an  illustrated  address  given  by  A.  H.  Eggleton,  manager 
of  the  Industrial  X-ray  Company,  Vancouver,  before  the 
Vancouver  Branch  of  the  Institute  on  Thursday  evening, 
March  27th. 

Mr.  Eggleton  first  described  some  of  the  industrial  uses 
to  which  the  X-ray  has  been  put  in  the  past  ten  years. 
Even  at  the  present  time,  the  use  of  X-ray  is  generally 
associated  with  medicine  and  surgery,  in  spite  of  the  fact 
that  the  first  X-ray  pictures  made  by  their  discoverer, 
Roentgen,  in  1895,  were  of  pieces  of  metal.  One  possible 
reason  for  the  slower  development  of  their  use  for  industrial 
purposes  is  the  greater  penetrating  power  required  in  most 
cases,  requiring  high  voltage  equipment  with  elaborate 
protective  and  cooling  devices  for  safety  in  continuous 
operation. 

In  the  packaged  food  industries,  considerable  use  is  now 
made  of  X-ray  to  detect  foreign  material  which  may  have 
found  its  way  into  the  product  during  processing.  Typical 
of  the  products  checked  in  this  way  are  cereals,  peanuts, 
confections,  canned  soups,  etc.  One  firm  marketing  tobacco 
makes  a  similar  check. 

The  X-ray  technique  in  dealing  with  large  numbers  of 
articles  is  to  pass  them  before  a  fluorescent  screen  so  that 
the  rays  will  penetrate  the  object  and  cast  an  image  on  the 
screen.  Variations  in  the  colour  of  this  image  indicate 
materials  of  different  density,  permitting  the  detection  of 
foreign  material  or  damaged  product. 

Where  the  use  of  a  screen  is  not  practicable,  owing  to  the 
higher  power  required  and  the  necessary  protection  of 
operators,  the  radiograph  exposure  method  is  adopted.  A 


266 


May,  1941    THE  ENGINEERING  JOURNAL 


film  is  so  placed  in  relation  to  the  object  that  it  will  be 
exposed  by  the  X-rays  which  have  penetrated  the  material. 
The  degree  of  penetration,  which  depends  on  the  density 
of  the  substance  and  its  thickness,  will  be  indicated  by  light 
and  dark  areas  on  the  developed  negative. 

Applications  of  the  radiograph  method  include  the  testing 
of  castings  and  welds,  and  the  detection  of  highly  stressed 
metal  as  might  be  caused  by  heat  treatment.  Power  line 
poles  have  been  X-rayed  to  ascertain  the  extent  of  decay 
before  replacement.  Automobile  tires  are  examined  for  nails, 
stones,  or  damaged  fabric,  as  well  as  being  checked  at  the 
factory  for  inferior  construction.  About  75  miles  of  welded 
seams  in  the  penstocks  at  Boulder  dam  were  radiographed, 
using  36  in.  of  exposure  at  a  time.  In  aircraft  factories, 
many  thousands  of  castings  are  examined  daily  for  shrink- 
age, cracks  or  gas  pockets.  By  means  of  such  examinations, 
foundry  procedure  can  be  altered  to  eliminate  these  defects, 
such  as  by  changing  the  radius  of  fillets  or  by  pouring  the 
mould  at  a  different  point.  Steam  tubing,  valves,  and  all 
types  of  pressure  tanks  are  now  tested,  and  in  some  coun- 
tries such  testing  is  required  by  law.  In  some  cases,  rejects 
in  casting  have  been  reduced  to  2  per  cent  from  as  high  as 
90  per  cent. 

Commercial  X-ray  machines  are  available  up  to  400,000 
volts  capacity,  and  these  will  penetrate  up  to  33^  in.  of 
steel  or  9  in.  of  aluminum.  The  largest  unit  is  at  the  National 
Bureau  of  Standards  in  Washington,  D.C.,  and  develops 
1,500,000  volts.  A  larger  unit  still  is  under  construction  for 


the  Ford  Motor  Company.  The  usual  commercial"machines 
will  photograph  straight  welds  in  17  in.  lengths,  and  cir- 
cumferential welds  in  10  in.  lengths.  A  device  known  as  a 
stepped  penetrameter  must  be  included  in  the  radiograph 
to  check  the  penetration.  It  is  a  stepped  piece  of  metal 
varying  in  thickness  by  steps  of  known  height,  which  forms 
a  standard  band  of  colour  in  the  negative  and  permits 
checking  the  penetration  of  the  X-rays  to  within  0.002  in. 
The  heat  generated  in  large  units  requires  a  circulating  oil 
cooling  system,  and  immersion  of  the  tube  and  coils  in  oil. 
The  operator  must  be  shielded  by  a  lead  lined  cab,  as  a 
protection  against  wandering  X-rays.  These  large  machines 
are  now  built  completely  portable,  mounted  on  rubber-tired 
wheels.  In  some  cases  it  is  easier  to  move  the  subject 
material,  while  in  others  it  is  more  convenient  to  move  the 
machine. 

The  speaker  predicted  that  very  rapid  growth  in  the  use 
of  X-ray  would  extend  the  control  of  products  and  manufac- 
turing methods  even  more  than  it  has  done  in  the  last  few 
years,  because  of  the  large  savings  resulting  from  it,  and  the 
greater  safety  which  is  synonymous  with  products  free  from 
defects.  A  large  number  of  radiographs  and  samples  of 
welds  and  castings  were  shown  to  the  audience  by  Mr. 
Eggleton,  chief  technician  of  the  Industrial  X-ray  Com- 
pany. The  chair  was  occupied  by  Dean  J.  N.  Finlayson, 
branch  chairman,  and  the  appreciation  of  the  audience  was 
expressed  by  Mr.  W.  N.  Kelly.  About  40  members  and 
guests  were  present. 


News  of  Other  Societies 


JOINT  MEETING  OF  COUNCILS  OF 
THE  ENGINEERING  INSTITUTE  OF  CANADA  AND 
THE  ASSOCIATION  OF  PROFESSIONAL 
ENGINEERS  OF  ONTARIO 

A  joint  dinner  of  the  members  of  Council  of  the  Engin- 
eering Institute  of  Canada  and  of  the  members  of  Council 
of  the  Association  of  Professional  Engineers  of  Ontario  was 
held   at   the   Royal   York  Hotel,   Toronto,   on  Saturday, 


Dean  C.  J.  Mackenzie,  president  of  the  Institute  and  S.  R. 
Frost,     president     of     Ontario     Association     of     Professional 

Engineers. 

April  19th,  1941.  That  an  event  of  this  kind  could  be  held 
was  possible  due  only  to  the  fact  that  a  meeting  of  the 
Council  of  the  Institute  coincided  with  the  quarterly  meet- 
ing of  the  Council  of  the  Ontario  Association. 

Stanley  R.  Frost,  President  of  the  Association,  acted  as 
Chairman.  Others  at  the  head  table  included  Dean  C.  J. 
Mackenzie,  President  of  the  Institute;  McNeely  DuBose, 
K.  M.  Cameron,  W.  C.  Miller,  Dr.  T.  H.  Hogg,  Alex  Lari- 
vière  (Vice-President  of  the  Dominion  Council  of  Profes- 
sional Engineers),  J.  Clark  Keith  and  Dr.  J.  B.  Challies. 

The  Chairman   in   his  opening  remarks  welcomed   the 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


Council  of  the  Engineering  Institute  to  Toronto  and  stated 
that  it  was  a  great  pleasure  for  the  Council  of  the  Ontario 
Association  to  meet  with  them  on  this  occasion  recalling 
a  similar  meeting  held  in  Toronto  three  years  ago.  He  then 
called  on  Dean  Mackenzie,  Acting  President  of  the  National 
Research  Council  and  President  of  the  Institute,  for  a  few 
words.  Dean  Mackenzie  stated  that  the  Councillors  of  the 
Institute  welcomed  the  opportunity  of  meeting  with  the 
Council  of  the  Association.  He  outlined  the  part  that  the 
engineer  was  playing  in  the  war. 

Alex  Larivière,  a  councillor  of  the  Institute  and  Vice- 
President  of  the  Dominion  Council  of  Professional  En- 
gineers brought  greetings  from  that  body.  Other  speakers 
included  Dr.  T.  H.  Hogg,  immediate  Past-President  of  the 
Institute;  Lieut-. Comdr.  C.  P.  Edwards,  Deputy  Minister 


R.  Frost  addresses  the  joint  dinner  with  Dr.  T.  H.  Hogg,  past- 
president  of  the  Institute  on  his  left. 


THE  ENGINEERING  JOURNAL     May,  1941 


267 


McNeely  DuBose,  vice-president  of  the  Institute  was  also  a 
speaker  at  the  joint  dinner.  On  his  left,  W.  C.  Miller,  Dean 
Mackenzie,  S.  R.  Frost,  Dr.  Hogg,  Alex  Larivière  and  J.  Clark 

Keith. 


of  Transport  and  Councillor  of  the  Ontario  Association; 
Dr.  J.  B.  Challies,  Past-President  of  the  Institute  and  Dean 
C.  H.  Mitchell,  Past-President  both  of  the  Institute  and  of 
the  Association. 

ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  ALBERTA 

A  joint  dinner  of  the  Association  of  Professional  Engi- 
neers of  Alberta  and  the  Engineering  Institute  of  Canada 
was  held  in  the  Marquis  Hotel  at  Lethbridge  on  Saturday 
evening,  March  22nd,  1941,  following  the  annual  meeting 
of  the  Association.  H.  J.  McLean,  president  of  the  Associa- 
tion of  Professional  Engineers,  presided. 

About  60  members  and  guests  sat  down  to  dinner.  Many 
came  from  as  widely  separated  points  as  Edmonton,  Cal- 
gary, the  Crow's  Nest  Pass,  Cardston,  and  Waterton,  and 
a  good  representation  from  Lethbridge.  Music  was  supplied 
during  the  evening  by  Mr.  and  Mrs.  Geo.  Brown  and  Mr. 
Henderson.  After  the  toast  to  the  King,  community  singing 
was  led  by  Mr.  R.  S.  Lawrence.  Mr.  Tom  Smith  and  Mr. 
Geo.  Brown,  Jr.,  contributed  to  the  enjoyment  of  the  meet- 
ing by  rendering  several  soli  which  were  enthusiastically 
received.  At  the  conclusion  of  the  musical  portion  of  the 
programme,  Mr.  H.  J.  McLean  tendered  the  artists  the 
thanks  of  the  meeting  for  their  splendid  entertainment. 

The  chairman  then  introduced  to  the  meeting  Professor 
Cornish  of  Edmonton,  president  of  the  Association  of  Pro- 
fessional Engineers  of  Alberta,  for  the  ensuing  year.  Pro- 
fessor Cornish  made  suitable  acknowledgement  in  a  brief 
speech  of  thanks. 

The  chairman  next  called  upon  Mr.  J.  T.  Watson  to 
introduce  the  speaker  of  the  evening,  Mayor  D.  H.  Elton, 
which  Mr.  Watson  proceeded  to  do  with  sundry  reminis- 
cences of  previous  similar  gatherings  which  they  had  both 
attended. 

Mayor  D.  H.  Elton  rose  to  address  the  meeting  announc- 
ing as  his  subject  History  Repeats  Itself.  It  is  a  matter 
for  regret  that  we  are  not  able  to  give  a  verbatim  report 
of  this  address,  which  was  acknowledged  by  those  present 
to  be  of  outstanding  quality.  In  his  presentation  Mayor 
Elton  quoted  fluently  from  such  a  wide  variety  of  sources 
as  Mother  Shipton's  Prophecy,  William  Shakespeare, 
Oliver  Cromwell,  Thomas  Grey,  Wordsworth,  Abe  Lincoln, 
Tennyson,  J.  S.  Blackie,  Garibaldi,  Winston  Churchill, Cham- 
berlain, Grenville,  Franklin  D.  Roosevelt,  Solomon,  Kipling, 
the  New  York  Times,  and  Norman  Rogers.  This  with 
references  to  Hitler  and  Mussolini  left  no  doubt  in  the 
minds  of  his  listeners  that  history  does  repeat  itself,  The 
chairman  in  calling  for  a  vote  of  thanks  complimented 
Mayor  Elton  on  an  outstanding  address,  to  which  the 
meeting  gave  enthusiastic  approval. 

The  meeting  then  closed  with  the  singing  of  the  national 
anthem. 


The  newly  elected  officers  of  the  association  are:  Presi- 
dent, W.  C.  Cornish;  Vice-President,  S.  G.  Coultis;  Coun- 
cillors, F.  R.  Burfield,  J.  A.  Carruthers,  H.  B.  Le  Bourveau, 
C.  W.  Dingman,  C.  S.  Clendening,  R.  R.  Cauper,  W.  J. 
McFarland,  C.  S.  Donaldson. 

ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  SASKATCHEWAN 

The  annual  meeting  of  the  Association  of  Professional 
Engineers  of  Saskatchewan  wes  held  in  the  Saskatchewan 
Hotel,  Regina,  on  Friday,  February  21st,  1941,  with  the 
president,  P.  C.  Perry,  in  the  chair. 

The  newly  elected  officers  are:  president,  R.  A.  McLellan, 
vice-president,  A.  P.  Linton;  councillors,  R.  W.  Jickling, 
H.  R.  Mackenzie,  B.  Russell.  Continuing  councillors  are 
G.  L.  MacKenzie,  C.  J.  McGavin  and  A.  A.  Murphy. 

Upon  concluding  the  business  session  those  in  attendance 
gathered  for  an  hour's  informal  get-together  before  proceed- 
ing to  the  annual  banquet;  following  which,  interspersed 
by  appropriate  musical  numbers,  greetings  were  conveyed 
on  behalf  of  the  Alberta  Association  by  Squadron  Leader 
Davidson,  for  Manitoba  by  George  Cole,  president,  and 
from  Ontario  by  Colonel  Dillon.  A  telegram  of  greeting 
was  read  from  J.  J.  White,  registrar  for  the  past  several 
years  and  now  on  active  service. 

Presentation  of  a  bowler  hat  was  made  to  D.  D.  (Dave) 
Low  for  his  excellent  service  during  the  past  year  in  organ- 
izing the  several  meetings;  presentation  also  of  a  gold 
Institute  badge  was  made  to  I.  M.  Fraser,  past  president 
and  past  chairman,  Saskatchewan  Branch,  Engineering 
Institute  of  Canada. 

The  main  speaker  of  the  evening  was  Hon.  A.  T.  Proctor, 
Minister  of  Highways  and  Transportation,  Saskatchewan, 
whose  address  may  well  have  been  entlied  The  Professions 
Protect  the  Public. 

Terming  a  recent  series  of  articles  appearing  in  the  public 
press  as  "part  of  a  grand  campaign  to  do  away  with  what 
all  democratic  peoples  are  fighting  for,"  Mr.  Proctor  said 
that  "the  effect  on  the  public  of  the  recent  articles  in  the 
press  can  only  be  to  make  them  think  that  professional 
bodies  have  a  legalized  method  of  robbing  the  public." 

Mr.  Proctor  suggested  that  the  presidents  and  executives 
of  all  professions  should  get  together  to  offset  the  campaign 
through,  possibly,  a  series  of  articles  dealing  with  the 
achievements  of  the  respective  professions. 

"We  should  give  a  true  understanding,"  said  Mr.  Proctor, 
"of  what  the  professions  mean;  not  that  the  numbers  of 
those  engaged  in  the  professions  should  be  limited  but  to 
make  sure  that  the  people  who  enter  should  have  the 
integrity  and  honour  which  the  professions  are  trying  to 
maintain." 

He  concluded  with  an  appeal  that  the  ideals  of  democracy 
for  freedom  and  liberty,  gained  only  through  sacrifice  in  the 
past,  could  be  maintained  only  at  a  heavy  price  in  the  future. 

ENGINEERS'  CLUB  OF  TORONTO 

At  a  recently  held  meeting  of  The  Engineers'  Club  of 
Toronto  the  following  officers  and  directors  were  elected 
for  the  current  year:  President,  W.  S.  Ewens,  b.sc.  (McGill), 
vice-president.  Sangamo  Company,  Ltd.;  1st  Vice-President, 
H.  C.  Crane,  b.a.sc.  (Toronto),  Chief  Engineer,  Turnbull 
Elevator  Co.,  Ltd.;  2nd  Vice-President,  J.  F.  Comer,  b.sc. 
(Queen's),  J.  F.  Comer  Company;  3rd  Vice-President,  K.  A. 
Christie,  b.a.  (Toronto),  Chairman,  Toronto  Hydro-Electric 
Commission. 

Other  Directors:  Messrs.  G.  Bishop,  W.  L.  Dobbin,  J.  E. 
Greenland,  J.  M.  Gordon,  C.  C.  Huston,  T.  C.  James, 
R.  J.  Jowsey,  W.  E.  Ross,  J.  W.  R.  Taylor,  G.  E.  Treloar 
and  A.  F.  Wells. 

Secretary-Manager,  Wm.  C.  Foulds. 


268 


May,  1941     THE  ENGINEERING  JOURNAL 


CORPORATION  OF  PROFESSIONAL  ENGINEERS 
OF  QUEREC 

The  annual  general  meeting  of  the  Corporation  of  Pro- 
fessional Engineers  of  Quebec  was  held  at  the  headquarters 
of  the  Engineering  Institute  of  Canada,  Mansfield  Street, 
Montreal,  on  Saturday,  March  29th,  with  about  seventy- 
five  members  of  the  Corporation  present.  The  annual  report 
of  council,  the  treasurer's  report  and  the  financial  statement 
showing  a  continued  satisfactory  condition  were  adopted 
unanimously. 

The  results  of  the  elections  to  council  for  the  current  year 
were  announced  as  follows:  for  the  district  of  Montreal, 
Messrs.  C.  C.  Lindsay,  J.  A.  McCrory  and  Brian  R.  Perry; 
for  the  district  of  Quebec,  Mr.  A.  O.  Dufresne.  The  council 
for  the  ensuing  year  consists  of  Messrs.  A.  O.  Dufresne, 
R.  E.  Jamieson,  Alex.  Larivière,  Dr.  O.  Lefebvre,  C.  C. 
Lindsay,  J.  O.  Martineau,  J.  A.  McCrory  and  Brian  R. 
Perry. 

At  a  meeting  held  immediately  after  the  annual  meeting, 
Dr.  Olivier  Lefebvre  was  elected  president,  Mr.  Brian  R. 
Perry,  vice-president,  and  Mr.  C.  C.  Lindsay,  secretary- 


Professor  R.  E.  Jamieson  delivers  his  retiring  address  as  pre- 
sident of  the  Corporation  of  Professional  Engineers  of  Quebec. 
On  his  left  are  J.  R.  Smith,  Brian  R.  Perry  and  J.  A.  McCrory. 

treasurer.  Mr.  C.  René  Dufresne  was  appointed  auditor 
for  the  current  year. 

In  the  evening,  the  Corporation  held  a  dinner  at  the 
Windsor  Hotel.  The  guests  included  Mr.  McNeely  DuBose, 
representing  the  Engineering  Institute  of  Canada,  Mr.  J.  R. 
Smith,  representing  the  Province  of  Quebec  Association  of 
Architects,  and  Mr.  Aimé  Cousineau,  representing  the 
Alumni  Association  of  the  Ecole  Polytechnique. 

A.I.E.E.  CONVENTION  IN  TORONTO 

Canadian  electrical  engineers  are  to  be  hosts  this  year 
to  members  of  the  profession  from  the  United  States  when 
the  American  Institute  of  Electrical  Engineers  holds  its 
summer  convention  in  Toronto,  Canada,  on  June  16-20. 
Plans  are  now  practically  completed  for  the  five-day  gath- 
ering, to  consist  of  technical  sessions,  inspection  trips,  enter- 
tainment and  sports  activities.  A  number  of  advance  regis- 
trations have  already  been  received  by  the  Royal  York 
Hotel,  the  Toronto  Convention  Headquarters,  and  this  fact 
is  taken  as  an  indication  that  a  record  attendance  may  be 
expected. 

The  technical  papers  to  be  presented  will  cover  every 
major  branch  of  electrical  engineering.  Starting  with  a  ses- 
sion on  communications,  there  will  be  papers  and  meetings 
covering:  instruments  and  measurements;  basic  sciences  and 
electronics;  land  transportation;  switching  equipment;  elec- 
trical machinery;  relays,  lighting  and  insulation;  industrial 


Part  of  the  head  table  at  the  Corporation  dinner.  Left  to  right, 

Hector    Cimon,    J.    O.     Martineau,     Aimé   Cousineau,    A.  O. 

Dufresne,  Alex  Larivière. 


McNeely   DuBose   tells   another  one.    At    the   right    Dr.   O.   O. 
Lefebvre,  newly  elected  president  of  the  Corporation. 

power  applications;  power  transmission;  domestic  and  com- 
mercial applications;  and  power  generation. 

Generally  speaking  the  afternoons  and  evenings  will  be 
free  for  sports  and  entertainment.  The  sports  events  include 
the  annual  A.I.E.E.  Mershon  Trophy  competitions,  (both 
golf  and  tennis),  the  Lee  Trophy  competition,  and  a  variety 
of  special  golf  tournaments.  There  will  be  sports  events 
and  special  entertainment  for  the  ladies  at  some  of  Toronto's 
beauty  spots.  For  the  evenings  elaborate  plans  have  been 
laid  to  present  feature  entertainments  of  a  uniquely  Can- 
adian nature. 

Of  course,  the  war  is  bound  to  leave  its  imprint  on  the 
convention.  Canada  is  an  active  participant  in  the  present 
conflict,  and  accordingly  wartime  regulations  will  have  some 
effect  on  the  programme.  On  the  whole,  however,  it  is  felt 
that  the  wartime  spirit  prevalent  in  Canada  will  add  a 
zest  to  the  convention  which  would  not  otherwise  be  present. 

In  spite  of  wartime  regulations,  the  inspection  trips  com- 
mittee has  arranged  visits  to  several  utility  properties  and 
manufacturing  plants.  Advance  registration  for  these  trips  is 
absolutely  essential  due  to  national  defence  requirements. 

Expected  to  be  one  of  the  most  popular  trips  is  the  one 
to  be  held  on  Monday  afternoon  to  the  Toronto-Leaside 
220  kv.  transformer  station  of  the  Hydro-Electric  Power 
Commission  of  Ontario.  Located  on  the  outskirts  of  the 
city,  some  seven  miles  from  convention  headquarters,  this 
station  is  one  of  two  receiving  terminal  stations  of  the 
Hydro's  220  kv.  system.  The  initial  components  of  the 
station  were  placed  in  service  in  1928,  since  then  it  has 
been  expanded  to  its  existing  capacity  of  420,000  kva.  Three 
220  kv.  circuits  enter  and  one  leaves  the  station,  on  four- 
circuit  bridge-type  structure  on  a  200-ft.  wide  right-of-way. 
Six  banks  of  45,000  kva.  and  two  banks  of  75,000  kva. 
three-winding  transformers  are  installed.  Four  25,000  kva, 
vertical  shaft,  outdoor  synchronous  condensers  are  also 
installed. 

Perhaps  of  still  greater  interest  will  be  the  Hydro-Electric 
Power  Commission's  new  220  kv.  receiving  terminal  now 
nearing  completion  of  the  initial  installation.  It  is  located 
some  40  miles  west  of  Toronto  on  the  Queen  Elizabeth  Way. 
Known  as  the  Burlington  Transformer  Station,  this  new  re- 


THE  ENGINEERING  JOURNAL    May,  1941 


269 


ceiving  terminal  has  an  initial  installation  of  two  incoming 
200  kv.  circuits  and  two  banks  of  75,000  kva.  forced  air- 
cooled  transformers.  The  station  is  designed  for  an  ultimate 
installation  of  450,000  kva. 

The  220  kv.  transmission  extension  of  the  Commission, 
around  the  metropolitan  area  of  Toronto  and  west  to  Bur- 
lington, consists  of  double  circuit  construction,  utilizing 
type  HH  segmental-copper  conductors.  Arrangements  will 
be  made  to  inspect  this  new  construction  as  part  of  the 
Burlington  trip. 

For  cummunications  men  there  will  be  a  trip  to  the  Bell 
Telephone  Automatic  Exchange  on  Monday,  June  16,  and 
on  Tuesday,  June  17,  a  specially  arranged  communication 
trip  will  take  in  radio  station  CBL,  Hornby  repeater  station, 
and  the  Trans-Canada  Airways  beacon  and  airport  facilities. 
A  special  trip  for  distribution  men  will  cover  the  low  voltage 
network  of  the  Toronto  Hydro-Electric  System,  also  a  tour 
of  the  recently  completed  primary  network  of  York  Town- 
ship Hydro,  as  well  as  visits  to  the  newly  completed  resi- 
dential substation  of  the  Toronto  Hydro,  and  another  to 
the  Glengrove  Avenue  substation.  A  trip  is  also  arranged 
to  the  Hillcrest  Shops  of  the  Toronto  Transportation 
Commission. 

Of  special  interest  are  organized  strips  to  the  Hydro- 
Electric  Power  Commission's  laboratories,  an  inspection  of 
the  H.E.P.C's  network  calculator,  and  an  evening  trip 
(on  Wednesday,  June  18)  to  the  Dunlap  Observatory. 


Efforts  will  be  made  to  arrange  trips  to  a  number  of 
manufacturing  plants  in  Toronto,  Hamilton  and  Oshawa. 
These  trips,  of  course,  must  be  governed  entirely  by 
National  Defence  Regulations  which  may  be  in  force  at 
the  time  of  the  Convention,  but  if  advance  registration 
indicates  sufficient  interest,  the  Trips  Committee  will  do 
its  best  to  arrange  visits  to  such  of  the  following  plants  as 
are  of  particular  interest  to  visitors  :  Canada  Wire  &  Cable 
Co.  Ltd.  ;  Canadian  Westinghouse  Co.  Ltd.  ;  Steel  Company 
of  Canada;  Otis-Fensom  Elevator  Co.;  Ferranti  Electric 
Co.;  Canadian  General  Electric  Co.  Ltd. — transformer 
plant,  and  others. 

The  personnel  of  the  General  Convention  Committee  is 
as  follows:  M.  J.  McHenry,  general  convention  chairman; 
A.  H.  Frampton,  vice-chairman;  D.  G.  Geiger,  secretary; 
C.  E.  McWilliam,  treasurer;  Sub-Committee  Chairmen: 
M.  J.  McHenry,  finance;  T.  W.  Hill,  publicity;  W.  J.  Gilson, 
entertainment;  T.  W.  Eadie,  sports;  J.  F.  Neild,  transporta- 
tion; V.  G.  Smith,  trips;  F.  F.  Ambuhl,  hotel  and  registra- 
tion; O.  W.  Titus,  ladies'  entertainment;  J.  W.  Barker, 
technical  programme;  O.  W.  Titus,  local  representative 
technical  programme;  J.  M.  Thomson,  local  representative 
sections.  Members  at  large  :  J.  H.  Steede,  Vancouver  ;  B.  J.O. 
Strong,  Regina;  E.  V.  Caton,  Winnipeg;  R.  B.  Chandler, 
Port  Arthur  ;  A.  W.  Bradt,  Hamilton  ;  K.  V.  Farmer,  Niagara 
Falls;  G.  R.  Langley,  Peterboro;  W.  G.  C.  Gliddon,  Ottawa; 
H.  W.  Haberl,  Montreal;  G  H.  Burchill,  Halifax. 


Library  Notes 


Book  notes,    Additions   to   the    Library   of  the   Engineer- 
ing  Institute,    Reviews   of  New    Books    and    Publications 


NEW  CANADIAN  STANDARDS 

The  Canadian  Engineering  Standards  Asso- 
ciation announces  the  publication  of  the  re- 
vised and  new  standards  mentioned  below. 

C.E.S. A.  No. 

C22.2    No.     51— 1941— Armoured    Cables 
and  Armoured   Cords   (2nd  edition): 

C22.2    No.    52—1941 — Service-entrance 
Cables: 

The  Canadian  Engineering  Standards 
Association  announces  the  publication  of 
two  Approvals  Specifications,  C22.2  No. 
51-1941 — Armoured  Cables  and  Armoured 
Cords  (2nd  edition)  and  C22.2  No.  52-1941 
— Service-entrance  Cables — under  Part  II 
of  the  Canadian  Electrical  Code,  the  re- 
quirements of  which  must  be  met  in  order 
to  obtain  C.E.S. A.  approval  of  the  electrical 
device  concerned.  Both  standards  were  pre- 
pared in  collaboration  with  interested  manu- 
facturers and  industrial  associations,  and 
are  based  on  laboratory  tests  and  record  in 
service. 

Specification  No.  51  applies  to  the  con- 
struction and  lest  of  armoured  cables  and 
armoured  cords  for  use.  in  power  and  light- 
ing circuits  in  accordance  with  the  Rules 
of  Part  I  of  the  Canadian  Electrical  Code. 
These  conductors  are  not  ordinarily  used 
on  communication  circuits.  This  Specifica- 


tion is  effective  as  of  April  30th,  1941,  for 
new  production. 

Specification  No.  52  applies  to  the  con- 
struction and  test  of  service-entrance  cables 
for  use  on  circuits  involving  potentials  of 
600  volts  or  less,  and  for  use — in  the  case 
of  cables  embodying  in  their  assembly  an 
uninsulated  conductor — on  circuits  involv- 
ing potentials  of  150  volts  or  less  to  ground, 
when  installed  in  accordance  with  the  Rules 
of  Part  I  of  the  Canadian  Electrical  Code. 
This  specification  is  effective  as  of  April 
15th,  1941,  for  new  production. 
Price  50  cents  each. 

B  62 — 1940 — Welded  Genuine  Wrought- 
Iron  Pipe: 

This  specification  covers  "standard  weight," 
"extra  strong"  and  "double  extra  strong" 
welded  genuine  wrought-iron  pipe.  Pipe 
ordered  under  this  specification  is  intended 
for  coiling,  bending,  flanging,  and  other 
special  purposes.  Butt-welded  pipe  is  not 
intended  for  flanging  and  is  not  recom- 
mended for  bending  or  coiling  in  sizes  1  % 
in.  or  over. 
Price  50  cents. 

B    64 — 1940 — Copper    and     Brass    Pipes, 
Standard  Sizes: 

This  specification  covers  seamless  copper 
and  brass  pipes  in  standard  sizes  suitable 


for  use  in  plumbing,  boiler  feed  lines,  etc. 
Price  50  cents. 

B  66 — 1940 — Copper  Water  Tubes: 

This  specification  covers  seamless  copper 
Tubes  especially  designed  for  plumbing 
purposes,  underground  water  service  etc., 
but  also  suitable  for  copper  coil  water 
heaters,  fuel  oil  lines,  gas  lines,  etc. 
Price  60  cents. 

S  69— 1941— Welders'  Helmets,  Hand 
Shields  and  Goggles,  and  for  General 
Purpose  Anti-Glare  Goggles: 

The  Canadian  Engineering  Standards 
Association  announces  the  publication  of 
a  specification  for  the  various  protective 
devices  against  injurious  radiations  from 
welding  operations.  This  specification  covers 
the  essential  characteristics  of  helmets,  hand 
shields  and  goggles,  it  is  intended  to  pro- 
vide against  the  hazards  to  the  eyes  and 
the  skin  of  the  head  in  operations  involving 
exposure  to  intense  ultra-violet,  infra-red 
or  visible  radiation. 
Price  50  cents. 

Copies  of  these  Standards  may  be  ob- 
tained at  prices  quoted  from  the  Can- 
adian Engineering  Standards  Associa- 
tion, National  Research  Building,  Ottawa 
Ontario. 


ADDITIONS  TO  THE 

LIBRARY 

TECHNICAL  BOOKS 

Cement  Chemists'  and  Works  Managers' 
Handbook 

By  W.  Watson  and  Q.  1.  Craddock,  Lon- 
don, Concrete  Publications  Ltd.,  1940. 
199  pp.,  9Y2   x  6H  in.  $3,50. 

National    Building    Code — Part    3,    Engi- 
neering Requirements. 

Published  by  National  Research  Council, 
Ottawa,  1941.  256  pp.,  8\i  x  5Y2  in.  $1.75. 


Reinforced  Concrete  Chimneys 

By  C.  Percy  Taylor  and  Leslie  Turner, 
London,  Concrete  Publications  Ltd.,  1940. 
64  pp.,  9}4  x  6}i  in.,  $1.90. 

Structural  Drafting 

By  Carlton  T.  Bishop,  New  York,  John 
Wiley  &  Sons,  1941.  287  pp.,  illus., 
charts,  9}4  x  6  in.,  $3.50. 

Theory  of  Simple  Structures 

By  Thomas  Clark  Shedd  and  Jamison 
Vawter,  New  York,  John  Wiley  &  Sons, 
1941.  505  pp.,  illus.,  diagrs.,  9%  x  6  in., 

$3.75. 


PROCEEDINGS,  TRANSACTIONS,  ETC. 
American  Institute  of  Electrical  Engineers 

Transactions,  volume  59,  1940. 

Canadian  Good  Roads  Association 

Proceedings  of  the  25th  Annual  Conven- 
tion, 1940. 

Electric     Supply     Authority     Engineers 
Association,  New  Zealand 
Transactions  prepared  for  the  14th  Annual 
Conference,  1939,  Volume  12,  1940. 

National  Council  of  State  Boards  of  En- 
gineering Examiners 
Proceedings  21st  Annual  Meeting,  1940-41- 


270 


May,  1941     THE  ENGINEERING  JOURNAL 


REPORTS 

Aluminum  Research  Laboratories — 
Technical  Papers 

Bending  tests  on  panels  of  stiffened  flat 
sheet,  by  E.  C.  Hartmann  and  R.  L.  Moore, 
Aluminum  Company  of  America,  1941, 
technical  paper  No.  4;  Static  and  repeated 
load  tests  of  aluminum  alloy  and  steel 
riveted  hull  plate  splices  by  R.  L.  Templin 
and  E.  C.  Hartmann,  Aluminum  Com- 
pany of  America,  194-1,  technical  paper 
No.  5. 

Aluminum  Research  Laboratories 

Fatigue  machines  for  testing  structural 
units  by  R.  L.  Templin,  1989;  Fatigue  test 
results,  their  use  in  design  calculations  by 
E.  C.  Hartmann,  1941. 

American  Institute  of  Consulting  Engi- 
neers 

Constitution  and  by-laws  and  list  of  mem- 
bers, 1941. 

Canada  Department  of  Mines  and 
Resources  : 

Report  of  the  Department  of  Mines  &  Re- 
sources including  report  of  Soldier  Settle- 
ment of  Canada,  for  the  fiscal  year  ended 
March  81,  1940.  Ottawa,  1941. 

Canada  Department  of  Mines  &  Re- 
sources— Mines  &  Geology  Branch- 
Geological  Survey  papers. 

Preliminary  map  Grave  Flats,  Alberta, 
paper  40-15;  preliminary  map  Pembina 
Forks,  Alberta,  paper  40-16;  preliminary 
map  Bearberry,  Alberta,  paper  40-19;  pre- 
liminary map  Mishagomish  Lake,  Quebec 
paper  40-21. 

Electrochemical  Society — Preprints 

Silver  Plating  baths  containing  amines; 
Studies  of  electro-chemical  polarization; 
diagnosis  of  cancer  by  means  of  the  drop- 
ping mercury  electrode;  Potentials  of  iron- 
chromium  alloys  containing  hydrogen; 
Efficiency  of  a  sodium  chlorate  cell  with 
rod  cathodes;  Voltage  (during  discharge) 
of  the  sponge  lead  plate  of  the  storage  bat- 
tery; Electric  currents  in  the  atmosphere 
and  their  effects.  Preprints  Nos.  79-13  to 
79-19. 

New  Brunswick  Electric  Power  Commis- 
sion 

Tweny-first  annual  report  for  the  year  end- 
ing October  81,  1940. 

Nova  Scotia  Board  of  Commissioners  of 
Public  Utilities 

Report  of  the  Board  of  Commissioners  of 
Public  Utilities,  for  the  year  ended  Decem- 
ber 81st,  1940.  Halifax,  1941. 

Nova  Scotia  Power  Commission: 

Twenty-first  annual  report  for  the  twelve 
months  period  ended  Nov.  80th,  1940. 
Halifax,  1941. 

Quebec  Association  of  Architects  : 

Register  for  the  year  1941. 

United  States  Department  of  Commerce 
— Building  Materials  and  Structures 

Solar  heating  of  various  surfaces,  BMS  64; 
Wall  and  floor  constructions — supplement 
to  report  BMS  17. 

BOOK  NOTES 

The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engi- 
neering Societies  Library  of  New  York. 
As  yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 

ADVANCED  ELECTRICAL  MEASURE- 
MENTS 

By  W.  C.  Michels,  2  ed.  D.  Van  Nostrand 
Co.,  New  York,  1941.  847  pp.,  illus., 
diagrs.,  charts,  tables,  9  x  5]^  in.,  cloth, 
$8.50. 


In  addition  to  the  standard  methods  and 
apparatus  of  the  electrical  laboratory,  this 
book  covers  the  application  of  instruments 
essentially  electrical  in  character  to  the  meas- 
urement of  other  physical  quantities.  Among 
alternative  methods  or  instruments  the  author 
has  chosen  to  describe  those  which  he  has 
found  satisfactory  from  personal  experience. 
The  thorough  revision  for  the  new  edition  is 
particularly  marked  in  the  application  of  elec- 
tronic methods. 

AMERICAN     PLANNING     AND     CIVIC 

ANNUAL,  1940 

Edited  by  H .  James.  American  Planning 
and  Civic  Association,  Washington,  D.C., 
1940.  278  pp.,  illus.,  9Y2  x  6  in.,  cloth, 
$8.00. 
The  papers  collected  in  this  volume  consti- 
tute a  record  of  recent  civic  advance  in  the 
fields  of  planning,  parks,  housing  and  neigh- 
borhood    improvement.     About     half     the 
material    was    prepared    especially    for    the 
Annual;  the  remainder  consists  of  the  prin- 
cipal papers  delivered  at  the  1940  National 
Conference  on  Planning  and  the  nineteenth 
National  Conference  on  State  Parks,  1940. 

ANALYTICAL  DESIGN  OF  HIGH  SPEED 
INTERNAL  COMBUSTION  ENGINES 

By  F.   M.    Cousins.   Pitman   Publishing 
Corp.,  New  York  and  Chicago,  1941.  226 
pp.,  diagrs.,  charts,  tables,  9x6  in.,  cloth, 
$8.50. 
Beginning  with  a  brief  review  of  thermo- 
dynamic cycles  the  author  proceeds  to  a  de- 
tailed study  of  the  dynamics  of  high-speed 
engines.    In-line,   V-type,   radial   and   off-set 
cylinder  engines  are  all  considered  in  the  dis- 
cussion of  engine  balance  and  the  analysis 
and   design    of   cams,    crankshafts,   etc.    For 
practical  purposes,  the  analysis  has  been  re- 
stricted to  the  calculus  and  simple  harmonic 
theory.  A  bibliography  is  provided. 

APPLIED  HEAT  TRANSMISSION 

By  H.  J.  Stoever.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  226  pp., 
illus.,  diagrs.,  charts,  tables,  9x/<i  x  6  in., 
cloth,  $2.50. 
The  purpose  of  this  book  is  to  provide  in 
readily  usable  form  some  of  the  more  import- 
ant data  on  heat  transmission  and  to  describe 
some  of  the  common  types  of  equipment  for 
transferring  heat  and  kinds  of  insulation  used 
in  industry.  The  presentation  is  a  thoroughly 
practical  one,  intended  for  engineers.  A  large 
number  of  charts  and  tables  for  determining 
convection  coefficients  and  values  of  the  pres- 
sure drop  is  included. 

CAR  BUILDERS'  CYCLOPEDIA  OF 
AMERICAN  PRACTICE,  15th  éd., 
1940 

Compiled  and  edited  for  the  Association 
of  American  Railroads — Mechanical  Divi- 
sion. Edited  by  R.  V.  Wright  and  others. 
Simmons-Boardman     Publishing     Corp., 
New  York.,  illus.,  diagrs.,  charts,  tables, 
12  x  8  in.,  cloth,  $5.00. 
This  standard  reference  book  presents  defi- 
nitions and  typical  illustrations  of  railroad  and 
industrial  cars,   their  parts   and  equipment. 
There  are  also  descriptions  and  illustrations 
of  shops  and  equipment  employed  in  car  con- 
struction and  repair.   Many  new  designs  of 
cars  and  appliances  have  been  added  since 
the  previous  edition,  and  the  table  of  contents 
and  index  to  car  parts  have  been  amplified  for 
better  reference. 

(The)  CHEMICAL  ACTION  OF  ULTRA- 
VIOLET RAYS 

By  C.  Ellis  and  A.  A.  Wells,  rev.  and  enl. 
ed.  by  F.  F.  Heyroth.  Reinhold  Publishing 
Corp.,  1941-  961  pp.,  illus.,  diagrs.,  charts, 
tables,  9%  x  6  in.,  cloth,  $12.00. 
In    the   sixteen   years   since  this   valuable 
monograph  first  appeared,  there  have  been 
great  advances  in  the  field  of  photochemistry, 
and  the  new  edition  has  called  for  much  re- 
writing and  considerable  expansion.  The  book 
is   characterized   by   comprehensiveness  and 


profusion  of  bibliographical  references.  Part 
one  describes  the  types  of  apparatus  available 
for  producing  ultraviolet  rays.  Part  two  deals 
with  photochemical  reactions.  In  part  three 
the  uses  of  photochemistry  in  industry  are 
described,  and  in  part  four  the  applications 
in  biology. 

COMMERCIAL  REFRIGERATION  AND 
COMFORT  COOLING 

By  S.  C.  Moncher.  Nickerson  &  Collins 

Co.,  Chicago,  III,  1940.   109  pp.,  illus., 

diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 

$1.50. 

A  brief,   non-mathematical  description   of 

commercial  refrigeration,   with  emphasis  on 

engineering  methods  in  common  use.  The  book 

is  intended  for  those  with  a  general  knowledge 

of  the  field,  who  wish  definite  information  upon 

equipment  and  its  installation.  The  book  is 

confined  to  the  type  of  apparatus  used  in 

retail  shops  and  restaurants.  Air  conditioning 

is  considered  briefly. 

CUTTING  TOOLS  FOR  METAL 
MACHINING 

By  M.   Kurrein  and  F.   C.   Lea.   J.   B. 

Lippincott    Company,    Philadelphia    and. 

New  York,  1940.  219  pp.,  illus.,  diagrs., 

charts,  tables,  9x6  in.,  cloth,  $6.00. 
This  new  and  informative  book  describes 
how  the  best  results  can  be  obtained  from 
any  machining  operation.  Workshop  practice, 
or  production  as  distinct  from  design,  is  the 
major  consideration.  Tool  shapes  and  angles 
are  treated  fully,  and  much  recent  information 
on  feeds  and  speeds  has  been  summarized. 
Tool  grinding  and  hardening  are  also  briefly 
covered. 

DESCRIPTIVE  GEOMETRY 

By  A.  S.  Levens  and  H.  C.   T.  Eggers. 
Harper  &  Brothers,  New  York  and  Lon- 
don, 1941.  240  pp.,  illus.,  diagrs.,  charts, 
tables,  9)4  x  6  in.,  cloth,  $2.50. 
A   full  presentation   of  both  graphic    and 
algebraic    methods    of   descriptive    geometry 
provides   a   double   check   on   solutions   and 
achieves    a    correlation    between    descriptive 
and  analytical  geometry.  In  addition  to  the 
general  coverage  of  fundamentals  there  is  a 
long  chapter  on  present-day  practical  appli- 
cations in  various  technical  fields. 

DESIGN  OF  SHADING  COILS  FOR  AL- 
TERNATING-CURRENT ELECTRO- 
MAGNETS 

By  L.  A.  Doggett  and  F.  S.  Veith.  Pennsyl- 
vania State  College  Engineering  Experi- 
ment Station  Bulletin  No.  52,  State  College, 
Pa.,  1940.  24  pp.,  illus.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  50c. 
This  booklet  contains  complete  instructions 
for  the  design  of  a  shaded-coil  alternating- 
current  electromagnet,  with  special  reference 
to  minimizing  vibration  by  proper  selection 
of  shading-coil  resistance.   There  is  a  short 
bibliography. 

DRAINAGE    AND    FLOOD-CONTROL 
ENGINEERING 

By  G.  W.  Pickels.  2  ed.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1941.  4?6  pp., 
illus.,  diagrs.,  charts,  maps,  tables,  9x6 
in.,  cloth,  $4.00. 
The  improvement  of  small  areas  of  culti- 
vable land  by  under-drainage  and  the  recla- 
mation  of  large  areas  of  wet  and  overflow 
lands  by  surface  drainage  and  by  flood  control 
are  discussed  in  this  treatise.  The  new  edition 
has  been  thoroughly  revised,  and  the  informa- 
tion acquired  during  the  last  fifteen  years  in- 
corporated. 

ELECTRIC  AND  MAGNETIC  FIELDS 

By  S.  S.  Attwood.  2  ed.  John  Wiley  & 
Sons,  New  York,  1941.  430  pp.,  diagrs., 
charts,  tables,  9l/2  x  6  in.,  cloth,  $4-50. 
The  fundamentals  of  electricity  and  mag- 
netism are  presented  in  a  manner  intended  to 
co-ordinate  under-class  work  in  mathematics, 
mechanics  and  physics  with  the  professional 
work  of  the  last  two  years.  This  edition  has 


THE  ENGINEERING  JOURNAL    May,  1941 


271 


been  revised  with  the  object  of  providing  an 
adequate  background  for  courses  in  elec- 
tronics, electrical  design  and  machinery.  The 
four  parts  of  the  book  cover  respectively  the 
electric  field,  the  magnetic  field,  the  ferro- 
magnetic field  and  combined  fields. 

ELEMENTARY  STRUCTURAL  ENGI- 
NEERING 

By  L.  C.  Urquhart  and  C.  E.  O'Rourke. 

McGraw-Hill  Book  Co.,  New  York,  1941. 

348  pp.,  diagrs.,  charts,  tables,  9x6  in., 

cloth,  $3.00. 
Intended  for  use  both  as  a  text  for  non-civil 
engineering  courses  and  as  a  manual  for  gradu- 
ate engineers  and  architects,  this  book  presents 
first  the  basic  principles  of  structural  mechan- 
ics and  the  more  important  properties  of  struc- 
tural materials.  Succeeding  chapters  cover  the 
fundamental  principles  of  structural  theory 
and  design  in  steel,  timber  and  concrete.  There 
are  many  worked-out  examples. 

GENERATING  STATIONS,  Economic 
Elements  of  Electrical  Design 

By  A.  H.  Lovell.  3  ed.  McGraw-Hill  Book 
Co.,    New    York,    1941.    471    pp.,   Mus., 
diagrs.,  charts,   tables,  maps,  9x6  in., 
cloth,  $4.50. 
The  application  of  economic  principles  to 
the  problems  of  the  design  of  generating  sta- 
tions and  transmission  systems  is  described. 
The  selection  and  application  of  apparatus, 
the  proportioning  of  details  of  the  assembly, 
the  balancing  of  initial  and  subsequent  costs, 
and  related  topics  are  considered.  The  new 
edition  has  been  revised  in  the  light  of  recent 
developments.   Illustrative  problems  accom- 
pany each  chapter. 

Great  Britain.  Dept.  of  Scientific  and 
Industrial  Research.  Building  Re- 
search. Wartime  Building  Bulletin 
No.  12.  EMERGENCY  PIPE  REPAIRS 

His  Majesty's  Stationery  Office,  London, 
1941-  8  pp.,  charts,  11  x  8}4  in.,  paper, 
(obtainable  from  British  Library  of  Infor- 
mation, 50  Rockefeller  Plaza,  New  York, 
15c). 
This  pamphlet  tells  what  is  known  both  of 
thoroughly  tried  methods  alternative  to  lead 
jointing  and  of  others  of  a  less  established 
nature  which  may  be  used  to  restore  service 
quickly  when  pipe  lines  are  injured  by  enemy 
action. 

Great  Britain.  Home  Office.  Air  Raid 
Precautions  Dept. 

Air  Raid  Precautions  Memorandum  No.  1 
(2  éd.).  ORGANIZATION  OF  AIR 
RAID  CASUALTIES  SERVICES.  32 
pp.,  15c. 

Air  Raid  Precautions  Memorandum  No.  3 
(2  éd.).  ORGANIZATION  OF  DE- 
CONTAMINATION SERVICES.  12 
pp.,  5c. 

Air  Raid  Precautions  Memorandum  No.  6 
(2  éd.).  LOCAL  COMMUNICATIONS 
AND  REPORTING  OF  AIR  RAID 
DAMAGE.  49  pp.,  15c. 

Air  Raid  Precautions  Memorandum  No.  7 
(1  ed.) .  PERSONAL  REQUIREMENTS 
for  AIR  RAID  GENERAL  and  FIRE 
PRECAUTIONS  SERVICES,  and  the 
POLICE  SERVICE.  11  pp.,  5c. 
His  Majesty's  Stationery  Office,  London, 
1938-1939.  Diagrs.,  charts,  tables,  9lA  x  6 
in.,  paper,  (obtainable  from  British  Library 
of  Information,  50  Rockefeller  Plaza,  New 
York). 
These  memoranda  have  been  prepared  for 

the  guidance  of  local  authorities  in  organizing 

services  to  deal  with  the  problems  that  result 

from  air  raids. 

Great  Britain,  Ministry  of  Health,  Min- 
istry of  Home  Security 

RECOMMENDATIONS  OF  LORD  HOR- 
DER'S  COMMITTEE  REGARDING 
THE  CONDITIONS  IN  AIR-RAID 
SHELTERS  WITH  SPECIAL  REFER- 
ENCE   TO    HEALTH;    and    a    Brief 


Statement  of  Action  Taken  by   the 
Government  Thereon 

His  Majesty's  Stationery  Office,  London, 

1940.  7  pp.,  9%  x  6  in.,  paper,  (obtainable 

from  British  Library  of  Information,  50 

Rockefeller  Plaza,  New  York,  5c). 

These  recommendations  deal  with  various 

phases  of  the  air-raid  shelter  problem,  but  are 

mainly  concerned  with  sanitation,  first  aid, 

ventilation  and  other  hygienic  considerations. 

Annotations  describe  what  is  being  done  to 

comply  with  the  recommended  practices. 

HEATING,  VENTILATING,  AIR  CON- 
DITIONING GUIDE,  Vol.  19,  1941 

American  Society  for  Heating  and  Ventil- 
ating Engineers,   New   York.   1,120  pp., 
Mus.,  diagrs.,  charts,   tables,  9x6  in., 
cloth,  $5.00. 
The  annual  revision  of  this  comprehensive 
manual  provides  designers  and  installers  of 
apparatus   for   heating,    ventilating   and   air 
conditioning  with  up-to-date  information  on 
the  subject.  The  theory  and  practical  appli- 
cation presented  cover  both  domestic  and  in- 
dustrial practice.  In  addition  to  necessary  re- 
vision the  chapters  have  been  rearranged  and 
grouped  into  seven  major  sections.  The  Guide 
also  contains  a  Catalogue  Data  section  which 
lists  apparatus  and  materials,  a  glossary  of 
terms  and  the  membership  list  of  the  Society. 

HYDRAULIC  MEASUREMENTS 

By  H.  Addison.  John  Wiley  &  Sons,  New 
York,  1941-  301  pp.,  Mus.,  diagrs.,  charts, 
tables,  9  x  514  in.,  cloth,  $5.00. 
This  is  a  manual  of  hydraulic  measuring 
technique,  intended  to  be  of  practical  utility 
both  in  the  laboratory  and  in  making  measure- 
ments under  service  conditions.   The  whole 
range  of  measurements  is  covered,  and  a  great 
variety  of  methods  and  apparatus  is  consider- 
ed critically.  A  glossary  and  a  bibliography  are 
appended. 

INDUSTRIAL  RELATIONS  DIGESTS 
I.  The    ORGANIZATION    of    a    PER- 
SONNEL DEPARTMENT.  7  pp. 
II.  The  EMPLOMENT  DIVISION.  7  pp. 
Ill;  RE-ORGANIZATION       of       HOUR 
SCHEDULES.  7  pp. 
Princeton  University,  Industrial  Relations 
Section,    Princeton,    N.J.,    1941.    Tables, 
10  x  7  in.,  paper,  20c.  each. 
The  three  pamphlets  listed  above  have  been 
prepared  for  use  in  companies  facing  rapid 
expansion  because  of  defense  orders.  They 
are  based  on  information  received  currently 
from  a  large  number  of  representative  com- 
panies. In  the  case  of  No.  Ill,  a  more  com- 
plete study  is  in  preparation. 

MANUAL  FOR  THE  DESIGN  OF  FER- 
ROUS AND  NON-FERROUS  PRES- 
SURE VESSELS  AND  TANKS 

By  K.  Siemon.  Karl  Siemon,  Metuchen, 
New  Jersey,  1940.  280  pp.,  diagrs.,  charts, 
tables,  8)4.  x  5}4  in.,  cloth,  $3.00. 
The  first  part  of  this  manual  discusses  the 
physical  properties  and  fabricating  character- 
istics of  the  principal  metals  used.  The  larger 
section,  on  design,  gives,  for  each  of  the  differ- 
ent elements  entering  into  pressure  vessel  de- 
sign, an  analysis  of  the  problems  involved  and 
a  brief  discussion  of  the  methods  suggested  for 
the  calculation  of  stresses.  Tables  of  necessary 
data  are  appended  and  there  are  numerous 
references  to  books,  papers  and  existing  codes. 

MANUAL  OF  A.S.T.M.  STANDARDS  ON 
REFRACTORY  MATERIALS,  pre- 
pared by  A.S.T.M.  Committee  C-8 
on  Refractories 

American  Society  for  Testing  Materials, 
Phila.,  Pa.,  January,  1941.  174  PP->  Mus., 
diagrs.,  charts,  tables,  9x6  in.,  board, 
$1.50;  cloth,  $1.75. 
AH  of  the  A.S.T.M.  specifications,  classi- 
fications, methods  of  testing  and  definitions 
pertaining  to  refractories  are  brought  together 
in  convenient  form.  Certain  other  pertinent 


information,  of  value  in  the  testing  and  use 
of  refractories,  is  also  included,  such  as  recom- 
mended procedures,  standard  sampling  for 
chemical  analysis,  and  industrial  surveys  of 
service  conditions.  The  personnel  and  regula- 
tions governing  the  A.S.T.M.  refractories 
committee  are  appended. 

MATHEMATICS  FOR  ENGINEERS 

By  R.  W.  Dull.  2  ed.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1941.  780  pp., 
diagrs.,  charts,  tables,  8)4  x  5Y<i  in.,  cloth, 
$5.00. 
This  work  affords  a  convenient  review  of 
those  phases  of  mathematics  which  are  espec- 
ially important  in  engineering  work,  and  is 
intended  for  use  as  a  practical  reference  work 
or  as  a  text  for  private  study.  The  chapter  on 
the    slide    rule    has    been    extended    in    this 
edition,  and  minor  changes  made  throughout 
the  text. 

MECHANISM,  Fundamental  Theory  of 
the  Modification  and  Transmission 
of  Motion 

By  S.  E.  Winston.  American  Technical 
Society,  Chicago,  III.,  1941.  372  pp.,  Mus., 
diagrs.,  charts,  tables,  8)4  x  5)4  in.,  cloth, 
$3.50. 
This   book   deals   with   mechanical   move- 
ments and  the  combinations  of  links  or  ma- 
chine elements  by  which  these  movements 
are  modified  and  transmitted.  The  use  of  the 
graphical     method     for     analyzing     relative 
motions  allows  a  simple  mathematical  treat- 
ment. Review  questions  and  problems  accom- 
pany each  chapter. 

MOLD-LOFT  WORK,  2  Pts. 

Bij  A.  C.  Halliburton.  International  Text- 
book Co.,  Scranton,  Pa.,  1940.  Pi.  1, 82  pp.; 
Pt.  2,  69  pp.,  diagrs.,  charts,  tables,  8x5 
in.,  cloth,  $2.15. 
The  whole  process  of  laying-out  a  ship  is 
covered  in   this  practical,  concise  textbook. 
The  many  illustrations  assist  in  demonstrating 
actual  procedures.  Equipment,  materials  and 
personnel  are  also  briefly  discussed. 

PRINCIPLES  OF  INLAND  TRANSPORT- 
ATION 

By  S.  Daggett.  3  ed.  Harper  &  Brothers, 
New   York,  1941.   906  pp.,  Mus.,  diagrs., 
charts,  maps,  tables,  9}4  x  6  in.,  cloth, 
$4-00. 
Intended  as  a  college  text,  this  comprehen- 
sive work  covers  road,  rail,  water,  air  and 
pipe  line  transport,   chiefly  with  respect  to 
the  United  States.  Early  chapters  present  a 
brief  historical  survey  and  a  consideration  of 
transportation    geography.    Subsequent    sec- 
tions  discuss  rates,   competition,   labor  and 
finance,  relations  of  carriers  with  each  other 
and  relations  between  carriers  and  users.  The 
problems  and  practice  of  regulation  have  been 
given  full  consideration.  This  new  edition  has 
been  thoroughly  revised  for  current  use. 

RUNNING  AN  ENGINE  LATHE 

By  F.  H.  Colvin.  McGraw-Hill  Book  Co., 

New  York  and  London,   1941-   117  pp., 

Mus.,  diagrs.,  tables,  8x5  in.,  cloth,  $1.25. 

This  is  a  practical  manual  for  apprentices 

and  young  machinists  in  which  the  foundation 

principles  of  engine-lathe  work  are  presented 

simply  and  clearly. 

THEORY  OF  SIMPLE  STRUCTURES 

By  T.  C.  Shedd  and  J.  Vawler.  2  ed.  John 

Wiley  &  Sons,  New  York,  1941.  505  pp., 

Mus.,  diagrs.,  charts,  tables,  9}4  x  6  in., 

cloth,  $3.75. 

This  textbook  for  engineering  students  is 

intended  to  develop  ability  to  solve  problems 

in  structural  analysis  by  giving  the  student 

a  thorough  understanding  of  the  underlying 

principles.  A  simple  but  complete  discussion 

of  the  essential  fundamental  laws  of  statics 

and  their  application  to  simple  structures  is 

given,  including  many  problems.  The  last  two 

chapters  present  an  introduction  to  statically 

indeterminate  structures. 


272 


May,  1941    THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


April  28th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider  the   applications  herein  described  in 
June,  1941. 

L.  Austin  Wright,  General  Secretary. 


*The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  of  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  leaBt  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation  ;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

ARPIN— JEAN  VICTOR,  of  571  Champagneur  Ave.,  Outremont,  Que.  Born  at 
Prince  Albert,  SaBk.,  July  28th,  1913;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique, 
Montreal,  1938.  Post  graduate  course  in  chemistry  1939-40;  R.P.E.  of  Que.;  1934-37 
(summers),  asst.  on  Geol.  surveys;  1938  (7  mos.),  res.  engr.,  1939  (7  mos.),  asst. 
engr.,  Dept.  of  Roads,  Quebec;  Aug.  1940  to  date,  production  engr.,  Canadian  Car 
Munitions,  Ltd.,  Montreal,  Que. 

References:  G.  H.  Kirby,  R.  Lanctot,  H.  A.  Wilson,  A.  Circe,  L.  Trudel. 

CARROLL— CYRIL  JAMES  GIBSON,  of  171  Cochrane  Rd.,  Rockcliffe,  Ont. 
Born  at  Ottawa,  Feb.  19th,  1904.  Educ.:  B.  Arch.  (Arch'l  Engrg.  course)  S.P.S., 
Univ.  of  Toronto,  1927.  Member  R.A.I.C.  1939.  1925-26  (summers)  office  of  J.  A. 
Ewart,  engrg.  arch.,  Ottawa;  1927-28  dftsman.  Chapman  &  Oxley,  Toronto;  1928-31 
arch'l  engr.,  P.  J.  O'Gorman,  architect,  Sudbury,  Ont.  1931  (May  to  Oct.)  private 
practice  as  architect,  Sudbury,  Ont.  1931-2,  research  asst.  Univ.  of  Toronto;  1932-33, 
student  Ontario  College  of  Education  and  Technical  Training  College;  1933-35, 
instr.  of  mech.  and  arch'l.  drawing,  Oshawa  Vocational  School;  1935-39,  instr.  of 
mech.  and  arch'l  drawing,  Ottawa  Technical  School;  1940,  March  to  June,  adviser 
and  appraiser,  National  Housing  Act;  June  1940  to  date,  engr.  officer  (flying  officer) 
R.C.A.F.,  i/c  of  drafting  office  handling  planning  and  constrn.  of  all  B.C.  air  training 
plan  schools  and  R.C.A.F.  stations. 

References:  J.  A.  Ewart,  W.  S.  Kidd,  J.  M.  Oxley,  C.  F.  Johns,  W.  B.  Pennock, 
T.  R.  Loudon. 

DIXON— NOEL,  of  39  Academy  St.,  Valleyfield,  Que.  Born  at  Tickhill,  York- 
shire, England,  July  10th,  1898.  Educ:  Mansfield  Tech.  College  (England)  1934 
R.P.E.  of  Ontario  1938;  1927-29  rodman,  dftsman.  instr'man;  1930-31,  acting  res. 
engr.,  Alberta  and  Sask.,  C.P.R.  ;  1935-36,  instr'man  and  acting  divnl.  engr.,  Dept. 
of  Northern  Develop't  of  Ontario;  1937-38,  instr'man  and  divnl.  dftsman.,  Ontario 
Dept.  of  Highways;  1939,  topographer  and  dftsman  on  land  survey;  1940  (March 
to  Aug.)  transitman,  Ont.  H.E.P.C.  ;  Aug.  1940  to  Mar.  1941,  asst.  field  engr.  and 
at  present  office  engr.  H.  F.  McLean,  Ltd.,  Valleyfield,  Que. 

References:  T.  F.  Francis,  G.  H.  Lowry,  E.  A.  Kelly,  K.  Dixon,  H.  E.  Barnett. 

GRAY— NESBIT,  of  Three  Rivers,  Que.  Bern  at  Motherwell,  Scotland,  June 
19th,  1907;  Educ:  1923-28  articled  apprentice  with  Messrs.  Stewarts  &  Lloyds,  Ltd., 
Motherwell,  Scotland,  (3H  yrs.  drawing  office  and  114  yrs.  shop  experience),  general 
plant  engrg.;  also  attending  Dalziel  Techl.  Sch.,  affiliated  with  Royal  Tech.  Coll., 
Glasgow.  1928-29,  strct'l  steel  dftsman.,  Canadian  Vickers  Ltd.,  Montreal;  1929-31 
dftsman.  and  designer  on  heating  and  ventilating  layouts  with  E.  A.  Ryan,  M.E.I.C. 
consltg.  engr.  of  Mtl.;  1931  (6  mos.)  designer  on  heating  and  ventilation  layouts 
with  L.  A.  St.  Pierre,  eonstlg.  engr.,  Mtl.;  1932,  dftsman  and  designer  on  ventilation 
layouts  for  C.N.R.  Terminals,  Montreal,  with  Wilson  &  Kearns,  consltg.  engrs.  ; 
1933  to  date  constrn.  engr.  with  Shawinigan  Water  &  Power  at  Three  Rivers,  design- 
ing and  supervising  constrn.  of  sub-station  structures,  planning  and  supervising 
constrn.  of  commercial  bldgs. 

References:  A.  C.  Abbott,  J.  H.  Fregeau,  H.  J.  Ward,  J.  F.  Wickenden,  K.  S. 
Lebaron,  C.  H.  Champion. 

HOSEASON— HARRY  J.,  of  Toronto,  Ont.  Born  at  Liverpool,  England,  June 
6th,  1912;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1934;  1934,  highway  work,  Rayner 
Constn.  Co.;  1935,  General  Assurance  Co.;  1935,  Carter  Halls  Aldinger  Co.,  Ltd.; 
1936  jr.  engr.  Dept.  of  Ntl.  Defence;  at  present  sales  engr.  with  H.  H.  Robertson 
Co.  Ltd.,  mfrs.  of  steel  roofing  and  siding  materials,  structural  skylights  and  ventila- 
tion equipment. 

References:  J.  Cooper,  G.  W.  Raynor,  T.  R.  Loudon. 

JONES— DOUGLAS,  of  Montreal,  Que.  Born  at  Cardiff,  Wales,  July  7th,  1907. 
Educ:  1925-28  McGill  Univ.  Completed  first  yr.  Applied  Science;  1935-37  with 
Forest  Products  Labs,  of  Canada  as  follows:  plant  supt.,  design  and  develop't  of 
Johnston  Pulp  Classifier,  design  and  develop't  of  miniature  mechanical  pulp  grinder; 
1937-41  paper  mill  control  engr.,  Ontario  Paper  Co.,  Ltd.,  Thorold,  Ont.  At  present, 
secretary-engr.,  technical  section,  Canadian  Pulp  &  Paper  Assoc 

References:  J.  Stadler,  R.  E.  Jamieson,  W.  G.  Mitchell,  J.  R.  Donald,  J.  S.  Bates. 

LUCYK— JOHN  WASYL,  of  124  Spence  St.,  Winnipeg,  Man.  Born  at  Krydor, 
Sask.,  Dec.  2,  1914.  Educ:  B.Sc.  (E.E.)  Univ.  of  Man.,  1936;  1937-39,  post-graduate 
apprenticeship  in  engrg.,  1939-40,  electrical  tester,  with  Gen.  Elec  Co.  Ltd.,  Wilton, 
Birmingham,  England.  At  present  demonstrator  in  Electrical  Engrg.  Dept.,  Univ. 
of  Manitoba.  * 

References:  N.  M.  Hall,  E.  P.  Fetherstonhaugh,  G.  H.  Herriot,  J.  W.  Dorsey, 
A.  E.  Macdonald. 

MARSHALL— ROBERT  FREDERICK  MERRICK,  of  Beloeil,  Que.  Born  at 
Pietermaritzburg,  Natal,  South  Africa,  July  27th,  1900;  Assoc  Member,  Am.  Soc. 
Civil  Engrs.,  1937;  1917-23,  dftsman.,  MacKinnon  Steel  Co.,  Sherbrooke,  Que.; 
1923-27,  dftsman.  and  checker,  Dominion  Bridge  Co.  Ltd.,  Lachine;  1927-32,  dfts- 
man., full  reBpons.  for  struct'l.  design  of  bldgs.,  bridge  dept.,  C.P.R.,  Montreal; 
1932-35,  partial  time  as  dftsman.,  checker  and  designer,  Canadian  Vickers,  Montreal; 
1935  to  date,  designing  engr.,  The  Foundation  Co.  of  Canada  Ltd.,  Montreal,  Que. 

References:  L.  H.  Burpee,  R.  E.  Chadwick,  R.  J.  Griesbach,  W.  Griesbach,  P.  B. 
Motley,  E.  P.  Muntz,  G.  E.  Shaw. 

McLEISH— WILLIAM  ANDREW  EDWARD,  of  Shawinigan  Falls,  Que.  Born 
at  London,  England,  April  17th,  1887;  Educ:  Night  Schools,  I.C.S.  and  Home 
Study;  1903-06,  shops  of  Can.  Gen.  Elec  Co.  Ltd.,  and  Montreal  Light  Heat  & 
Power  Cons.;  1906-10,  testing  (lamps,  transformers  and  gen.);  and  mech.  dftsman.; 
1910-18,  mecb.  and  elec  dftsman.  (i/c  of  all  elec.  work  from  1914),  Dominion  Bridge 
Co.  Ltd.  ;  1918-20,  power  apparatus  sales  engr.,  Northern  Electric  Co.  Ltd.,  Montreal  ; 
1920-24,  asst.  to  mgr.  of  power,  i/c  of  engrg.  design,  etc.,  Laurentide  Co.  Ltd., 
Grand'Mere,  Que.;  1924  to  date,  ele'l.  supt.,  Belgo  Divn.,  Consolidated  Paper  Cor- 
poration, Shawinigan  Falls,  Que. 

References:  E.  B.  Wardle,  H.  O.  Keay,  F.  Newell,  J.  Morse,  W.  R.  Way. 

MITCHELL— WILLIAM  GEDDES,  of  Walkerville,  Ont.  Born  at  Doneraile, 
Co.  Cork,  Ireland,  Jan.  2nd,  1903;  Educ:  B.A.,  B.A.I.,  Trinity  College,  Univ.  of 
Dublin,  1925;  R.P.E.  of  Ont.;  1926-29  dfting.,  etc.,  London  office  of  Dorman  Long 
Co  •  1936,  designer,  International  Nickel  Co.;  with  the  Canadian  Bridge  Co.  Ltd., 
as  follows— 1929-35,  dfting.,  designing,  1935-41,  charge  hand  in  dfting  room,  and  at 
present,  chief  dftsman. 

References:  F.  H.  Kester,  P.  E.  Adams,  A.  E.  West,  D.  T.  Alexander,  E.  M. 
Krebser,  T.  H.  Jenkins,  C.  M.  Goodrich,  C.  O.  Maddock. 

MORISSETTE— JOSEPH  SIMEON  ANTONIO,  of  Sherbrooke,  Que.  Born  at 
Ste  Marie,  Beauce  Cty.,  Quebec,  April  15th,  1902.  Educ:  B.A.Sc,  CE.,  Ecole 
Polytechnique  1926;  R.P.E.  of  Quebec.  1923-26,  asst.  divnl.  engr.,  Roads  Dept., 
Quebec-  1926-27,  National  Research  Council,  Ottawa;  1927  to  date,  with  Dept.  of 
Roads,  Prov.  of  Quebec  as  follows:  1927-33,  divnl.  engr.,  Beauceville;  1933-40,  divnl. 
engr.,  Plessisville;  1940  to  date,  dist.  engr.  for  the  eastern  townships. 

References:  A.  Gratton,  J.  A.  Lalonde,  A.  B.  Normandin,  0.  Lefebvre,  A.  Frigon. 

NIXON— WILLIAM  HERBERT,  of  262  Broadway  Ave.,  Toronto.  Born  at 
Toronto,  Oct.  31,  1894.  Educ:  B.A.Sc.  Univ.  of  Toronto,  1921;  1920  (summer) 
dfting  dept.  James,  Proctor  &  Redfern  Ltd.,  Toronto;  1921-22  asst.  highway  engr., 
Toronto  &  York  Roads  Comm.;  1923-27  with  James,  Proctor  &  Redfern  Ltd.  as 
res  engr  on  instlln.  of  various  waterworks  and  sewerage  systems;  1928-30  held 
engr  Peter  Lyall  &  Sons  Constn.  Co.  Ltd.,  on  constrn.  of  lock  section  of  \\elland 
Ship'  Canal  and  the  new  Customs  HouBe,  Toronto;  1930-31  field  engr  Redfern 
Constrn.  Co.  Ltd.;  1931-32  res.  engr.  at  Midland,  Ont.,  for  James,  Procter  &  Redfern 
Ltd  •  1933  field  engr.  for  Quebec  Paving  Co.  Ltd.,  Montreal;  1934-35  held  engr 
for  Dufferin  Constrn.  Co.  Ltd.,  Toronto;  1936-37  field  engr.  Foundation  Co.  of 
Canada,  Montreal;   1938  field  engr.  for  Scott  &  Jackson  Constrn.  Co.,  Toronto; 

{Continued  on  page  274) 


THE  ENGINEERING  JOURNAL     May,  1941 


273 


Employment  Service  Bureau 


SITUATIONS  VACANT 

STEAM  ENGINEER  wanted  by  paper  mill  in  Ontario. 
Applicants  should  be  University  graduates  in  mechan- 
ical engineering  with  experience  in  the  generation  and 
distribution  of  steam.  Apply  stating  full  particulars 
of  education  and  experience,  and  giving  references  to 
Box  No.  2283-V.  Applications  will  not  be  con- 
sidered from  persons  in  the  employment  of  any  firm, 
corporation  or  other  employer  engaged  in  the  pro- 
duction of  munitions,  war  equipment,  or  supplies 
for  the  armed  forces  unless  such  employee  is  not 
actually  employed  in  his  usual  trade  or  occupation. 

GRADUATE  MECHANICAL  ENGINEER  in  good 
health,  energetic,  to  work  with  large  industrial  con- 
cern in  British  Guiana.  Applications  should  be  sent  to 
Box  No.  2328-V. 

MECHANICAL  ENGINEER,  preferably  graduate, 
familiar  with  diesel  engines,  tractors  and  shovels  for 
maintenance  work  with  large  industrial  firm  in 
British  Guiana.  Applications  should  be  addressed  to 
Box  No.  2329-V. 

CONSTRUCTION  MAN  with  experience  in  heavy 
construction  for  either  a  long  or  short  term  contract 
in  British  Guiana.  Applications  should  be  addressed 
to  Box  No.  2330-V. 

REQUIRED  a  number  of  experienced  concrete  de- 
tailed, designers  and  draughtsmen  for  work  on 
industrial  plants  and  power  developments.  Apply 
Box  No.  2351-V. 

GOOD  practical  steel  designer,  proficient  in  drawings 
and  calculations  of  steel  designs  for  industrial  plants, 
and  in  addition  able  to  approve  details.  Apply  Box 
No.  2352-V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


SITUATIONS  WANTED 

CHIEF  ENGINEER— twenty  years  industrial  con- 
struction, production  and  operation.  Structures, 
equipment,  steam,  hydro.  Experienced  conferences, 
preliminaries,  organizing,  preparing  plans,  estimates, 
specifications,  negotiation  of  contracts.  Apply  to 
Box  No.  36-W. 

GRADUATE  MECHANICAL  ENGINEER,  m.e.i.c, 
14  years'  experience  as  factory  manager  in  machine 
tool  factory  and  as  consulting  industrial  engineer  in 
widely  diversified  metal  working  trades  improving 
factory  and  office  methods  specially  cost  accounting, 
desires  permanent  position  $5,000  yearly.  Apply 
to  Box  No.  1730-W. 


FOR  SALE 

PLANIMETER,  Dennerty  &  Pape,  perfect 
condition,  complete  with  case.  Apply  Box 
No.  42-S. 


WANTED 

MECHANICAL  ENGINEER 

Mechanical  engineer  required,  young, 
with  auto-aero  engine  testing  experi- 
ence, for  immediate  employment  in 
Canadian  factory  in  Montreal,  engaged 
in  construction  of  high-speed  craft. 

Applications  from  those  engaged  in  War 
industries  will  not  be  considered. 

Apply  with  full  particulars  to: 

Box  2353-V 

THE  ENGINEERING  JOURNAL 

2050  Mansfield  St. 

MONTREAL 


PRELIMINARY  NOTICE  (Continued  from  page  273) 

1939  to  date  supt.  of  constrn.  for  Foundation  Co.  of  Canada,  Montreal,  on  the  con- 
strn.  for  the  expansion  of  the  Aluminum  Co.  of  Canada,  Ltd.  plant  at  Arvida  (at 
present  night  supt.). 

References:  W.  B.  Redfern,  E.  M.  Proctor,  C.  R.  Redfern,  C.  Johnston,  H.  M. 
Scott,  R.  E.  Chadwick. 

PINTO— ENRICO  ARTHUR,  of  1490  Fort  St.,  Montreal,  Que.  Born  at  London, 
England,  April  29th,  1884;  Educ:  1902-04,  City  &  Guilds  of  London  Institute. 
Diploma  from  the  C.  &  G.  Finsbury  Technical  College,  1904;  Assoc.  Member,  Inst, 
of  Elec  Engrs.  (London);  1904-06,  improver,  National  Telephone  Service;  1906, 
improver,  Witting,  Eborall  &  Co.  Ltd.,  Westminster;  1907,  charge  engr.,  Stalybridge 
Electricity  Board,  Lancashire,  i/e  H.T.-L.T.  substations,  etc.,  for  lighting,  power 
and  traction;  1908-11,  charge  engr.,  Poplar  Borough  Council,  i/c  substations,  generat- 
ing station,  boilers,  recipg.  and  turbine  engines,  alternators,  steam  plant,  etc.;  1911-32, 
own  gen.  engrg.  and  elect'l.  contracting  businesses,  designing  instating.,  etc.,  on  all 
types  of  contracts,  incl.  private,  industrial  and  governmental;  1932,  district  mgr., 
Superlamp  Ltd.,  Gen.  Engrs.,  London;  1933,  sales  mgr.,  Hendersons  Wholesale  Ltd., 
Brighton,  England;  1937,  manager,  Unilectric  Ltd.,  London,  gen.  elect'l.  contract- 
ing; 1938-40,  mgr.  of  elect'l.  dept.,  G.  Hopkins  &  Sons  Ltd.,  London;  at  present, 
engr.,  United  Kingdom  Technical  Mission  in  Canada,  Montreal,  Que. 

References:  M.  Wolff,  G.  H.  Kirby,  E.  A.  Ryan,  D.  Anderson,  H.  B.  Dickens 
C.  H.  S.  Leheup. 

RYLEY— ALFRED  ST.  CLAIR,  of  Montreal,  Que.  Born  at  Ottawa,  Ont.,  Oct. 
24th,  1888;  Educ:  B.Sc.  (Civil),  McGill  Univ.,  1910;  R.P.E.  of  Que.;  Summers, 
1907-08,  G.T.P.Ry.,  1909,  Ferro  Concrete  Constrn.  Co.,  Montreal;  with  the  Truscon 
Steel  Co.  as  follows — 1910-12,  designing  engr.,  Windsor  and  Winnipeg;  1912-15, 
district  mgr.  and  engr.,  Winnipeg;  1919-21,  sales  mgr.,  Windsor;  1921-26,  district 
mgr.,  Montreal;  1926  to  date,  vice-president  and  district  mgr.,  Montreal. 

References:  G.  G.  Ommanney,  C.  S.  Kane,  E.  R.  Smallhorn,  J.  B.  Stirling,  E.  V. 
Gage. 

SCHENCK— WILLIAM  EDWIN,  of  Stratford,  Ont.  Born  at  Stratford,  Ont., 
Feb.  12th,  1911.  Educ:  1924-29,  Stratford  Collegiate.  1929-39  City  Engrg.  dept., 
Stratford;  1939-40  mgr.,  contracting  dept.,  and  1940  to  date  partner -owner  of  The 
Pfeffer  Co.,  Stratford,  Ont.  (lumber,  builders'  supplies,  gen.  contractors,  mill  work). 
(Asks  for  admission  as  Junior  or  Affiliate). 

References:  W.  H.  Riehl,  A.  B.  Manson,  J.  A.  Vance,  W.  G.  Ure,  S.  Shupe. 

SWIFT— LIONEL  D.,  of  St.  Roch  P.O.,  Quebec,  Que.  Born  at  Shawinigan  Falls, 
Que.,  Aug.  8,  1910;  Educ:  B.Eng.  (Elec),  McGill  Univ,  1934.  With  the  Shawinigan 
Water  &  Power  Co.  as  follows:  Summers,  1930  mtce.  work;  1931  and  1932  constrn. 
work;  1933  transformer  work;  1934-36  apprenticeship  course;  1936-39  engrg.  work, 
relay  man  and  tester,  Thetford  Mines  District;  1939  (May  to  Oct.)  system  operator's 
office,  Shawinigan  Falls;  Oct.  1939  to  date,  test  work  and  misc.  engrg.,  relay  man 
and  mtce.  foreman,  Quebec  district. 

References:  J.  St.  Jacques,  G.  H.  Cartwright,  R.  Dupuis,  H.  J.  Ward. 

FOR  TRANSFER  FROM  STUDENT 

ARNASON— EINAR,  Capt.,  R.C.E.  Born  at  Winnipeg,  June  7th,  1910;  Educ: 
B.Sc.  (E.E.),  Univ.  of  Man.,  1937;  1937-39,  sales  engrg.,  English  Electric  Co.  of 
Canada;  1939  to  date,  2nd  in  Command,  1st  Cdn.  Corps  Field  Park  Coy.,  R.C.E. , 
c/o  Base  Post  Office,  Canada.  (St.  1937). 

References:  E.  P.  Fetherstonhaugh,  J.  H.  Edgar,  A.  E.  Macdonald,  W.  A.  Capelle, 
W.  F.  Riddell,  G.  H.  Herriot,  N.  M.  Hall. 

BERENSTEIN— LESLIE,  of  3180  Van  Home  Ave.,  Montreal,  Que.  Born  at 
Montreal,  Oct.  3rd,  1908;  Educ:  B.Sc.  (Civil),  McGill  Univ.,  1930;  R.P.E.  of  Que.; 
Summers — 1928,  dftsman.,  Distillers  Corp'n  Ltd.,  1929-30,  dftsman.,  detailing  dept., 
Dominion  Bridge  Co.;  1930-32,  struct'l  designing  dept.,  Dominion  Bridge  Co.  Ltd.; 
1932-33,  designing  engr.  and  partner  in  firm  of  Allied  Engineers;  1933  to  date, 
struct'l  engr.  in  charge  of  all  steelwork,  and  at  present  vice-president,  Louis  Pickard 
&  Co.  Inc.,  Montreal,  Que.  (St.  1929). 

References:  N.  Cageorge,  C.  S.  Kane,  D.  J.  Lewis,  E.  Kugel,  W.  G.  Hunt. 

CORBETT— BRUCE  SHERWOOD,  of  Montreal,  Que.  Born  at  Montreal,  April 
12th,  1914.  Educ:  B.Sc.  (Civil)  Univ.  of  Alta.  1936,  M.Sc,  Univ.  of  Toronto,  1937. 
1934-37  (summers)  dftsmn.  with  Edmonton  City  Waterworks,  chainman,  Alberta 
Highways  Dept.,  Engrg.  dept.  Northwestern  Utilities,  Ltd.;  1938-41,  International 
Nickel  Co.  as  follows:  1938  asst.  to  ventilation  engr.  at  Froocl  Mine,  1939-41  engrg. 
dept.,  underground  surveyor  and  stope  engr.,  Frood  Mine,  Copper  Cliff,  Ont.  At 
present  attending  Aeronautical  Engrg.  School,  R.C.A.F.,  Montreal.  (St.  1936). 

References:  J.  D.  Baker,  J.  Garrett,  R.  J.  Gibb,  R.  S.  L.  Wilson,  H.  R.  Webb. 


DIGGLE— WILLIAM  MARVIN,  of  677  Kildare  Rd.,  Windsor,  Ont.  Born  at 
Saskatoon,  Sask.,  Oct.  14th,  1917.  Educ:  B.Sc.  (Civil)  Univ.  of  Sask.,  1940.  1938- 
39-40  (summers)  rodman,  Dept.  of  Highways,  instr'man  and  asst.  i/c  layouts,  etc., 
P.F.R.A.,  and  instructor  i/c  levels  and  topography,  summer  survey  camp,  Univ.  of 
Sask.  At  present  dftsman.  Can.  Bridge  Co.,  Walkerville,  Ont.  (St.  1940). 
.  References:  C.  M.  Goodrich,  P.  E.  Adams,  A.  H.  MacQuarrie,  R.  C.  Leslie,  R.  A. 
Spencer,  E.  K.  Phillips. 

DOW— GORDON  YOUNG,  Capt.,  R.C.E.,  of  162  Orange  St.,  Saint  John,  N.B. 
Born  at  Woodstock,  N.B.,  Sept.  17,  1908.  Educ:  B.Sc,  Univ.  of  New  Brunswick, 
1932.  1930-31,  elect'l  constrn.  with  C.P.R.  at  West  Saint  John;  1937-39,  service 
engr.,  Refrigeration  Service  Co.,  Saint  John.  At  present  officer  commanding  1st 
Brighton  Fortress  (E.  &  M.)  Coy.,  R.C.E.,  Saint  John,  N.B.  (St.  1934). 

References:  A.  A.  Turnbull,  W.  H.  Blake,  J.  Stephens,  A.  F.  Baird,  G.  A.  Van- 
dervoort. 

DUNLOP— DUTHIE  McINTOSH,  of  Reston,  Man.  Born  at  Lauder,  Man., 
Apr.  3,  1909,  Educ:  B.Sc  (Civil  1934)  (Elec  1933),  Univ.  of  Manitoba.  1930  (sum- 
mer), rodman,  Good  Roads  Manitoba;  1936-40,  transitman,  1940  to  date  road- 
master,  C.P.R.  (St.  1934). 

References:  K.  A.  Dunphy,  W.  H.  McLeod,  G.  H.  Herriot,  E.  S.  Braddell,  A. 
Sandilands,  J.  C.  Holden. 

EVANS— EDWARD  NORTON,  of  Westmount,  Que.  Born  at  Montreal,  Oct. 
11th,  1907.  Educ:  B.Sc,  McGill  Univ.  1931.  1931  (6  mos.)  inspr.  of  concrete, 
Beauharnois  Constrn.  Co.,  Beauharnois  and  Valleyfield,  Que.;  1936  to  date,  sales 
rep.  Champion  Spark  Plug  Co.  of  Can.,  Windsor,  Ont.  (St.  1930). 

References:  C.  E.  Frost,  A.  P.  Sherwood,  H.  E.  Cunningham,  R.  N.  Warnock. 

GOODSPEED— HERBERT  NEWCOMBE,  of  Sudbury,  Ont.  Born  at  Penniac, 
N.B.,  April  27th,  1911.  Educ:  B.Sc.  (Elec.)  Univ.  of  N.B.,  1934.  1936-37,  asst.  engr. 
Eclipse  Gold  Mining  Co.;  1937  (4  mos.)  resident  engr.  with  Kanasuta  Gold  Mines 
Ltd.;  1937-39,  elec.  constrn.,  Thompson-Cadillac  Mining  Corp.,  and  assay  office, 
Lapa  Cadillac  Gold  Mines;  1940  to  date  International  Nickel  Co.,  electl.  dept  , 
Garson  Mine.  (St.  1934). 

References:  A.  F.  Baird,  J.  Stephens,  E.  0.  Turner. 

HARE— CHARLES  MacKAY,  of  Noranda,  Que.  Born  at  Woodstock,  N.B.,  Jan. 
30th,  1906.  Educ:  B.Sc.  (Civil)  McGill  Univ.,  1929.  1926-28  (summers)  asst.  on 
various  surveys;  1929-30,  detailer  strc'l  steel,  Dominion  Bridge  Co.,  Lachine;  1930-32, 
asst.  engr.  Atlas  Constrn.  Co.  and  Standard  Dredging  Co.,  west  Saint  John  Harbor 
improvements;  1936  surface  transitman,  Arntfield  Gold  Mines  Ltd.,  1936-37,  engr. 
foreman  i/c  constrn.  camps  and  roads,  Arncoeur  Gold  Mines  Ltd.  1937-39,  under- 
ground surveyor,  later  chief  underground  surveyor  Arntfield  Gold  Mines  Ltd.  At 
present  surveyor  and  dftsman.,  constrn.  and  mech.  dept.,  Noranda  Mines  Ltd  , 
Noranda,  Que.  (St.  1928). 

References:  G.  G.  Hare,  H.  R.  Montgomery,  C.  B.  Brown,  V.  P.  Shearwood, 
L.  A.  Wright. 

HEAVYSEGE— BRUCE  REID,  of  6715  Sherbrooke  St.  W.,  Montreal,  Que 
Born  at  Lachine,  Que.,  June  25,  1910.  Educ:B.Eng.  (Civil)  McGill  Univ. ,1933. 
1929-30-32  (summers)  lineman,  asst.  toll  line  survey,  Bell  Telephone  Co.,  Checker 
Bldg.  Constrn.,  Wm.  Grimstead;  1933-39,  underground  and  surface  surveyor,  Hol- 
linger  Cons.  Gold  Mines  Ltd.,  Timmins,  Ont.;  1939-41,  res.  engr.  i/c  road  constrn., 
Quebec  Roads  Dept.,  Feb.  1941  to  date  inspr.  Sprinklered  Risk  Dept.,  Canadian 
Underwriters  Assoc.  (St.  1933). 

References:  R.  DeL.  French,  A.  Gratton,  A.  J.  Foy,  R.  E.  Jamieson,  L.  Trudel. 
E.  Gohier. 

MUIR— CLARKE  BOWER,  of  624  Charlotte  St.,  Peterborough,  Ont.  Born  at 
Shelburne,  N.S.,  Nov.  20,  1906.  Educ:  B.Sc.  (mech.)  Nova  Scotia  Tech.  Coll.,  1931. 
1927-30  (summers)  machine  shop  work,  Govt,  survey,  and  C.N.R.  Survey;  with 
Canadian  General  Electric  as  follows:  1931-32,  Mech.  Dept.,  1932-33  asst.  foreman 
Wire  Dept.,  1933-38,  Gen'l  foreman,  1938  to  date  Gen'l  foreman  and  asst.  engr., 
i/c  Wire  Dept.  (St.  1931). 

References:  R.  L.  Dobbin,  H.  R.  Sills,  W.  T.  Fanjoy,  D.  J.  Emery,  W.  M.  Cruthers. 

PIETTE— GUILLAUME,  of  Quebec,  Que.  Born  at  Berthierville,  Que.,  Dec  4th- 
1913.  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal,  1939.  Summers  (1937) 
inst'man,  Local  Constrn.  Co.;  1938,  inspr.,  Industrial  and  Commercial  Labs.;  1939, 
res.  engr.,  1940  soil  engr.,  Highways  Dept.,  Quebec  At  present  taking  post  graduate 
course  at  Univ.  of  Michigan  in  soil  mechanics  (St.  1938). 

References:  J.  A.  E.  Gohier,  T.  J.  Lafreniere,  A.  Gratton,  J.  O.  Martinoau. 


274 


May,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  JUNE  1941 


NUMBER  6 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


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BUY  VICTORY  BONDS  FOR  COASTAL  DEFENCE       ....      Cover 
(PJtoto— Pubftc  Information,  Ottawa) 

CHARACTERISTICS  AND  PECULIARITIES  OF  SOME  RECENT 
LARGE  POWER  BOILERS  IN  ENGLAND 

Gerald  N.  Martin,  Jr.E.I.C 278 

THE  JUSTIFICATION  AND  CONTROL  OF  THE  LIMIT  DESIGN 
METHOD 

F.  P.  Shearwood,  M.E.I.C 284 

RESUME  OF  PRESENT  DAY  POWER  TRENDS 

A.   G.   Christie      ........... 


291 


SCIENCE  AND  ART  IN  ENGINEERING 

J.  K.  Finch 293 

THE  YOUNG  ENGINEER  IN  TO-MORROW'S  DEMOCRACY 

H.  F.  Bennett,  M.E.I.C 295 

DISCUSSION  ON  CONSTRUCTION  OF  THE  HYDRO-ELECTRIC 

DEVELOPMENT  AT  LA  TUQUE 297 

ABSTRACTS  OF  CURRENT  LITERATURE 300 

FROM  MONTH  TO  MONTH 304 

PERSONALS 310 

Visitors  to  Headquarters    .  .  .  .  .  .  . 

Obituaries     ............. 

NEWS  OF  THE  BRANCHES 312 

LIBRARY  NOTES 319 

PRELIMINARY  NOTICE 322 

EMPLOYMENT  SERVICE 323 

INDUSTRIAL  NEWS 324 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed     in     the    following    pages. 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
♦McNEELY  DuBOSE,  Arvida.  Que. 


*J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

*G.  P.  F.  BOESE,  Calgary,  Alta. 

*I.  W.  BUCKLEY,  Sydney,  N.S. 

*J.  M.  CAMPBELL,  Lethbridge,  Alta. 

•A.  L.  CARRUTHERS,  Victoria.  B.C. 

tD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

fi.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.  FREGEAU,  Three  Rivers,  Que 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,   N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
tDEGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  Sackville,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  WalkerviUe,  Ont. 

*J.  L.  LANG,  Sault  Ste.  Marie,  Ont. 

•A.  LARIVIERE,  Quebec,  Que. 

tH.  N.  MACPHERSON,  Vancouver,  B.C. 

*W.   R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

tC.   K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,  N.S. 


ÎT.  H.  HOGG,  Toronto,  Ont. 


*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.  R.  PERRY,  Montreal,  Que. 

}G.  McL.  Pitts,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.  E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

ÎH.  J.  VENNES,  Montreal,  Que. 

•For  1941  tFor  1941-42  JFor  1941-42-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,    Treasurer 


STANDING  COMMITTEES 


LEGISLATION 

E.  M.  KREBSER,   Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

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PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
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PUBLICATION 

C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w. e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH.  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 
LEONARD  MEDAL 

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DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 

R.  E.  GILMORE 
E.  VIENS 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 
MEMBERSHIP 

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SPECIAL  COMMITTEES 

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K.  M.  CAMERON,  Chairman 

W.  H.  MUNRO 

J.  H.  PARKIN 
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Phelps  Johnson    Prize    (English) 

McN.  DuBOSE,  Chairman 

C.  K.  McLEOD 

H.  J.  VENNES 
Ernest  Marceau   Prize   (French) 

deG.  BEAUBIEN,  Chairman 

J.  H.  FREGEAU 

A.  LARIVIERE 
Zone  D  (Maritime  Provinces) 
Martin  Murphy   Prize 

W.  S.  WILSON,  Chairman 

I.  W.  BUCKLEY 

S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 

J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 

R.  W.  ANGUS 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 


DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,   Vice-Chairman 
G  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A.  GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


276 


June,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),  J.  F.  BRIDGE 

E.  M.  KREBSER 

J.  CLARK  KEITH 
Sec-Treat.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont 


CALGARY 

Chairman, 
Vice-Chair 
Executive, 


J.  B.  deHART 
H.  J.  McEWEN 
F.  J.  HEUPERMAN 
T.  D.  STANLEY 
J.  M.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOESE 
J.  HADDIN 

j.  McMillan 

Sec.-Treas.,  P.  F.  PEELE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive.     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio),  I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec-Treat.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

EDMONTON 

Chairman,  R.  M.  HARDY 
Vice-Chair.,  D.  A.  HANSEN 
Executive,      J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 

(Ex-Officio),  J.  GARRETT 

E.  NELSON 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 
HALIFAX 


Chairman, 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ex-Officio) 
Sec.-Treas., 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


S.  L.  FULTZ 

J.  A.  MacKAY 

A.  E.  CAMERON 

A.  E.  FLYNN 

D.  G.  DUNBAR 

J.  F.  F.  MACKENZIE 

P.  A.  LOVETT 

G.  F.  BENNETT 

C.  SCRYMGEOUR 

S.  W.  GRAY 

S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 

W.  A.  T.  GILMOUR 
S.  SHUPE 

C.  H.  HUTTON        T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 

,  ALEX.  LOVE  W.  L.  McFAUL 

A.  R.  HANNAFORD, 
354  Herkimer  Street, 
Hamilton,  Ont. 


T.  A.  McGINNIS 

P.  ROY 

V.  R.  DA  VIES 

K.  H.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.  MUNRO 

G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 

J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 


(Ex-Officio) 
Sec.-Treas., 

LAKEHEAD 

Chairman,     H.  G.  O'LEARY 
Vice-Chair.,  B.  A.  CULPEPER 
Executive,      MISS  E.  M.  G.  MacGILL 

H.  H.  TRIPP  W.  H.  BIRD 

J.  I.  CARMICHAEL    E.  J.  DAVIES 

h.  os  c.  d.  Mackintosh 

J.  S.  WILSON 
(Bx-Offici»),  J.  M.FLEMING 
See.-Treas.,  H.  M.  OLSSON, 

380  River  Street, 

Port  Arthur,  Ont. 

LETHBRIDGE 

Chairman,    WM.  MELDRUM 

Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 

N.  H.  BRADLEY 

C  S.  CLENDENING 
(Bx-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Ste.-Treat.,  E.  A.  LAWRENCE, 

916-8th  St.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.  T.  JULIAN 
Executive,      V.  A.  McKILLOP 

F.  C.  BALL 

F.  BELL 

T.  L.  McMANAMNA 

R.  S.  CHARLES 
(Ex-Officio),  H.  F.   BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 


MONCTON 

Chairman, 
Vice-Chair. , 

Executive, 


E.  R.  EVANS 

E.   B.  MARTIN 

G.  E.  SMITH 


(Ex-Officio), 
Sec.-Treas., 


F.  O.  CONDON 
H.  J.  CRUDGE 

B.  E.  BAYNE 

G.  L.  DICKSON 
T.  H.  DICKSON 
R.  H.  EMMERSON 
H.  W.  McKIEL 
V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair.,  J.  A.  LALONDE 
Executive,      E.  V.  GAGE 

P.  E.  POITRAS 

I.  S.  PATTERSON 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 
(Ex-Officio),  J.  B.  CHALLIES 

deG.  BEAUBIEN 

J.  G.  HALL 

H.  MASSUE 

C.  K.  McLEOD 

B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA   PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 

J.  L.  McDOUGALL 
L.  J.  RUSSELL 
J.  H.  TUCK 
G.  F.  VOLLMER 
(Ex-Officio),  W.  R.  MANOCK 

a.  w.  f.  McQueen 

Acting-Sec.,  GEO.   E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 

OTTAWA 

Chairman, 
Executive 


T.  A.  McELHANNEY 

J.  H.  IRVINE 

W.  G.  C.  GLIDDON 

A.  A.  SWINNERTON 

W.  H.  NORRISH 

R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 

J.  H.  PARKIN 

W.  H.  MUNRO 
Sec.-Treas.,  R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 

PETERBOROUGH 

Chairman,     R.  L.  DOBBIN 
Executive,      J.  CAMERON 

0.  J.  FRISKEN 

1.  F.  McRAE 
J.  W.  PIERCE 

(Ex-Officio),  B.  I.  BURGESS 

H.  R.  SILLS 
Sec.-Treas.,  A.  L.  MALBY, 

303  Rubidge  St., 

Peterborough,  Ont. 

QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 

Chairman,    L.  C.  DUPUIS 

Vice-Chair.,  E.  D.  GRAY-DONALD 

Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 

A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 

P.  MÉTHÉ 
Sec-Treat.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,  J.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Executive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 

C.  MILLER 

W.  P.  C.  LeBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 

McN.  DuBOSE 

M.  G.  SAUNDERS 
Sec-Treat.,  T.  A.  TAYLOR 

Box  306,  Arvida,    Que. 


SAINT  JOHN 

Chairman, 

F. 

A.  PATRIQUEN 

Vice-Chair. 

.  D. 

R.  SMITH 

Executive, 

A. 

O.  WOLFF 

H. 

P.  LINGLEY 

W 

B.  AKERLEY 

(Ex-Officio) 

.J. 

P.  MOONEY 

H. 

F.  MORRISEY 

Sec.-Treas., 

V. 

S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B 

ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 
Executive,      A.  C.  ABBOTT 
R.  DORION 
V.  JEPSEN 
J.  JOYAL 
H.  O.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 
Sec.-Treas.,  C.  G.  deTONNANCOUR 

Plant  Research  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 

SASKATCHEWAN 


J.  M.  MITCHELL 
G.  RINFRET 
H.  J.  WARD 
H.  K.  WYMAN 


Chairman, 
Vice-Chair. , 
Executive, 


(Ex-Officio), 
Sec.-Treas., 


SAULT  STE. 

Chairman, 
Vice-Chair., 

Executive, 


R.  A.  McLELLAN 

a.  p.  linton 
r.  w.  jickling 
h.  r.  Mackenzie 

b.  russell 
G.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
I.  M.  FRASER 
P.  C.  PERRY 
STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 

MARIE 

E.  M.  MacQUARRIE 

L.  R.  BROWN 

R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 
(Ex-Officio),  J.  L.  LANG 

A.  E.  PICKERING 
Sec.-Treas.,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont 

TORONTO 

Chairman,     H.  E.  BRANDON 
Vice-Chair.,  W.  S.  WILSON 
Executive,      F.  J.  BLAIR 

W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C  E.  SISSON 
Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont. 

VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 
Executive,     T.  E.  PRICE 

J.  R.  GRANT 

W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 

VICTORIA 

Chairman,     G.  M.  IRWIN 
Vice-Chair.,  A.  S.  G.  MUSGRAVE 
Executive,      J.  H.  BLAKE 

E.  DAVIS 
A.  L.  FORD 

P.  T.  O'GRADY 
(Ex-Officio),  E.  W.  IZARD 

A.  L.  CARRUTHERS 
Sec.-Treas.,  K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


WINNIPEG 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


V.  MICH  IE 

D.  M.  STEPHENS 

C.  V.  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 

H.  L.  BRIGGS 

J.  W.  SANGER 

C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chamber», 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL      June,  1941 


277 


CHARACTERISTICS  AND  PECULIARITIES   OF  SOME  RECENT 
LARGE  POWER  BOILERS  IN  ENGLAND 

GERALD  N.  MARTIN,  Jr.E.i.c. 
Designer,  Dominion  Bridge  Company,  Limited,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  February  13th,  1941 


In  July,  1938,  the  author  went  to  England  for  the  pur- 
pose of  obtaining  a  broader  experience  in  boiler  engineering, 
and  to  this  end  joined  the  staff  of  International  Combustion 
of  London  and  Derby,  while  remaining  under  the  guidance 
of  Mr.  Johnstone  Wright,  chief  engineer  of  the  Central 
Electricity  Board. 

This  was  prior  to  the  Munich  episode,  when  peace-loving 
Britain  was  thought  to  be  still  very  much  asleep.  But,  while 
the  then  foreign,  and  now  enemy  propaganda  machines 
were  deriding  Britain  for  her  impotence  and  weakness,  an 
industrial  revolution  was  being  started;  Britain  was  re- 
arming; not  guns  or  other  weapons  of  war  as  yet — but  she 
was  renovating  her  industrial  machinery. 

Electricity  is,  of  course,  the  very  heart  of  the  modern 
industrial  machine,  and  in  England,  98  per  cent  of  the  elec- 
trical energy  is  derived  from  coal.  Previous  to  three  years 
ago,  however,  many  of  the  central  power  plants  operated 
at  low  efficiency,  and  a  few  years  previous  to  that  the  dis- 
tributing systems  were  decidedly  haphazard.  The  systems 
overlapped;  the  current  frequency  often  differed  on  the 
two  sides  of  the  same  street;  alternating  and  direct  cur- 
rent systems  operated  side  by  side. 

In  1936-37,  however,  it  became  apparent  that  great 
changes  were  under  way.  Larger,  more  efficient,  and  better 
located  plants  had  to  be  installed  to  relieve  London's  over- 
stressed  system  and  to  help  industrialize  the  so-called  "dis- 
tressed" areas:  Wales,  Lancashire,  Scotland.  Extensions  of 
existing  plants  were  studied  and  new  installations  were 
planned  with  an  eye  to  a  higher  national  efficiency  and 
availability. 

To  undertake  such  a  task,  British  engineers  were  in  an 
advantageous  position.  Authority  to  promote  such  schemes 
had  been  vested  in  a  non-political,  government-free  insti- 
tution: The  Central  Electricity  Board.  This  Board  could 
base  its  decisions  on  information  derived  from  the  latest 
practical  researches  conducted  in  the  United  States  and 
on  the  Continent,  and  on  local  and  national  conditions. 
Reports  of  boiler  plant  operations  from  these  countries  led 
to  the  consideration  of  the  use  of  larger  output,  higher 
pressure  and  temperature  units,  also  to  the  introduction 
of  the  forced  circulation  principle.  Thus,  plants  of  300,000 
lb.  per  hr.  steaming  at  1,500  lb.  per  sq.  in.  with  final  steam 
temperature  of  over  900  deg.  F.,  were  conceived.  Now, 
LaMont  and  Loeffler  units  are  in  use  alongside  natural 
circulation  boilers. 

It  is  not  the  author's  intention  to  describe  these  stations 
in  detail  nor  to  inflict  upon  the  reader  quantities  of  figures 


and  data.  Numerous  articles  written  by  recognized  authori- 
ties have  already  been  published  on  this  subject.  It  is, 
however,  the  purpose  of  this  paper  to  illustrate,  through 
examples  with  which  the  author  was  actively  and  closely 
connected,  the  present  trends  of  power  plant  practice  in 
Britain. 

The  majority  of  the  central  power  plants  installed  in 
Britain  are  of  the  natural  circulation  type,  divided  equally 
as  to  the  type  of  firing;  that  is,  stoker  and  pulverized  fuel. 
For  stoker  firing,  the  chain  grate  type  is  the  most  com- 
monly used  with  the  American  favourite,  the  multiple 
retort,  running  second.  It  appears  that  most  English  coals 
are  suitable  for  this  type  of  firing,  and  are  equally  satis- 
factory for  firing  in  the  pulverized  form.  For  the  latter 
type  of  firing,  the  unit  system  is  mainly  used,  the  mill 
being  the  only  intermediary  between  the  raw  coal  bunker 
outlet  and  the  burner. 

It  is  of  interest  to  note  the  types  of  turbines  and  gener- 
ators most  widely  used  in  British  power  stations.  Two 
types  of  plants  are  used:  condensing  units  and  non-con- 
densing units.  The  latter  classification  includes  the  super- 
posed turbines  or  topping  units  which  have  been  so  front- 
paged in  the  United  States.  They  find  their  economy  in 
plants  where  the  space  restrictions  or  the  available  capital, 
or  both,  do  not  warrant  the  extra  expenditure  required  by 
a  complete  new  high  pressure  system,  involving  a  new 
condensing  plant. 

For  these  turbines,  a  throttle  pressure  of  1,250  lb.  per 
sq.  in.  is  the  average,  with  steam  temperature  of  925  deg.  F. 
Since  a  50-cycle  frequency  has  been  adopted  for  the  British 
Grid  System,  the  generator  revolves  at  1,500  or  3,000  r.p.m. 
depending  on  the  kva.  capacity.  The  back  pressure  against 
which  the  turbine  exhausts,  naturally  depends  on  the  exist- 
ing plant  characteristics. 

Condensing  turbine  units  operate  with  1  or  V/i  in.  Hg. 
vacuum  and  a  proposed  standard  of  practice  is  described 
in  Table  I. 

The  average  over-all  efficiency  of  British  stations  lies 
between  20-25  per  cent  from  the  coal  barge  or  freight  car 
to  the  station's  bus  bars. 

However,  most  of  the  preferred  stations,  such  as  Barking, 
Battersea,  etc.,  which  carry  the  bulk  of  the  electrical  out- 
put, average  25-30  per  cent  efficiency.  Brimsdown  station 
in  London  has  a  design  efficiency  of  32  per  cent,  the  highest 
in  Europe. 

Naturally,  these  efficiencies  are  greatly  in  excess  of  those 
met  in  industrial  steam  power  plants.  They  are  made  pos- 


TABLE  I 


Rating,  kw 

10,000 

12,500 

15,000 

20,000 

25,000 

30,000 

50,000 

75,000 

3,000 

3,000 

3,000 

3,000 

3,000 

3,000 

3,000 

1,500 

Steam  throttle,  lb.  per  sq.  in 

650 

650 

650 

850 

s:,o 

850  or 
1,250 

850  or 
1,250 

850  or 

1,250 

Steam  temp.,  deg.  F 

825 

825 

825 

900 

900 

900 

900 

900 

No.  of  bleed  points 

3 

3 

3 

3 

3 

4 

4 

4 

Temper,  at  bleed  points  at  rated  output,  deg.  F. 

170 
225 
290 

170 

225 
290 

170 
225 
290 

170 
225 
290 

170 

225 
290 

120 
225 
290 
350 

120 
225 
290 
350 

120 
225 
290 
350 

Turbine  capacity,    per  cent  of  kw.  rating 

125 

125 

125 

125 

125 

125 

125 

125 

278 


June,  1941     THE  ENGINEERING  JOURNAL 


sible  through  the  use  of  feedwater  heaters  and  turbine 
bleeding;  by  the  maintenance  of  a  nearly  complete  vacuum 
and  by  an  efficiency  of  steam  generation  in  the  neighbour- 
hood of  85-90  per  cent. 

This  last  efficiency  requires  the  use  of  economisers  and 
air  heaters  to  cool  the  gases  to  the  vicinity  of  300  deg.  F. 
and  calls  for  a  combustion  98  to  99  per  cent  efficient. 

Since  the  aim  of  the  central  station  designer  is  to  generate 
a  certain  quota  of  electricity  in  the  most  efficient  fashion, 
he  must  be  guided  by  the  foregoing  limits  of  efficiency. 

A  typical  arrangement  of  a  stoker-fired  boiler  is  shown 
in  Fig.  1.  The  unit  is  a  normal  tridrum,  steaming  at  300  lb. 
per  sq.  in.  with  final  steam  temperature  of  785  deg.  F.  at 
the  normal  rate  of  120,000  lb.  per  hr.  and  capable  of  150,000 
lb.  per  hr.  (maximum  continuous  rating)  with  peaks  of 
165,000.  The  boiler  heating  surface  is  14,800  sq.  ft.  The 
furnace  walls  are  partly  protected  by  finned  tubes  externally 
fed  by  down-coming  pipes,  connected  to  the  boiler  mud 


économiser  of  7,452  sq.  ft.  of  heating  surface  and  by  a 
plate  air  heater  of  17,000  sq.  ft. 

It  can  be  seen  from  the  layout  of  the  ducting  that  pre- 
heated air  is  admitted  underneath  the  coal  bed  while  sec- 
ondary air  jets  force  the  flame  away  from  the  front  wall, 
helping  to  obtain  complete  combustion  by  creating  turbu- 
lance  in  the  gases  released  from  the  fuel  bed. 

The  removal  of  the  ash  is  typical;  two  front  hoppers 
collect  riddlings  and  a  hopper  is  provided  at  the  rear  end 
of  the  stoker  for  the  ash  removal. 

Dust  particles  carried  in  the  gas  stream  are  extracted 
by  a  cyclone  local  to  the  induced  draft  fan.  National  smoke 
abatement  laws  make  compulsory  the  use  of  dust  catchers. 
This  is  done  with  a  cyclone  (as  in  this  unit),  or  with  pre- 
cipitators in  conjunction  with  pulverized  fuel  units.  Some 
large  plants  even  resort  to  gas  washing. 

Part  of  the  preheated  air  is  re-circulated  into  the  eye  of 
the  forced  draft  fan,  increasing  the  temperature  of  the  air 


Fig.  1 — Layout  of  stoker-fired  boilers  at  Kilmarnock,  Scotland.  Capacity,  150,000  lb.  per  hr.  (m.c.r.). 


drum.  The  steam  and  water  mixture  rising  in  the  furnace 
wall  tubes  is  collected  in  two  side  wall  headers,  and,  from 
there,  taken  to  the  front  drum.  The  front  wall  tubes  are 
also  connected  to  this  drum.  Circulation  tubes  return  the 
water  and  the  steam  to  the  rear  steam  and  water  drum; 
the  water  to  be  started  again  on  its  cycle,  and  the  steam 
to  be  extracted  and  led  to  the  superheater. 

Attention  is  drawn  to  the  smallness  of  the  ignition  arch, 
high  volatile  coal  being  fired  on  a  "type  L"  self-cleaning  louvre 
type  stoker,  26  ft.  wide  by  22  ft.  6  in.  long,  providing  a 
grate  area  of  585  sq.  ft.  This  permits  a  burning  rate  of 
approximately  35  lb.  per  sq.  ft.  per  hour  when  an  efficiency 
of  approximately  85  per  cent  is  obtained. 

The  gases,  following  the  conventional  path  after  their 
passage  through  the  screen  tubes  at  the  furnace  outlet, 
travel  at  an  average  velocity  of  35  ft.  per  sec.  through 
the  Melesco  superheater,  and  then  transfer  their  heat  energy 
to  the  water  in  the  boiler  tubes.  Similarly,  the  remainder 
of  the  récupérable  energy  is  absorbed  by  the  finned  tube 


to  approximately  130  deg.  F.  at  the  air  heater  inlet.  This 
process,  better  illustrated  in  connection  with  another  in- 
stallation, has  been  found  the  cure  for  the  operating  trouble 
well  known  to  operators  as  "low  dew  point." 

A  further  illustration  of  this  type  of  boiler  plant  is  given 
in  Fig.  2,  which  shows  the  general  arrangement  of  one  of 
the  three  boilers  installed  in  the  Borough  of  Stepney,  in 
the  heart  of  London's  well  known  Whitechapel  district. 
These  units  were  erected  in  an  existing  building  in  replace- 
ment of  obsolete  equipment. 

The  furnace  consists  of  finned  tubes  with  exterior  down- 
comers  and  risers;  the  boiler  itself  is  a  standard  Stirling 
design,  popular  with  many  British  engineers.  Its  normal 
evaporation  at  370  lb.  per  sq.  in.  with  final  steam  tempera- 
ture of  860  deg.  F.  is  125,000  lb.  per  hr.  and  it  is  capable 
of  an  overload  capacity  of  150,000  lb.  per  hr.  A  total  heat- 
ing surface  of  12,919  sq.  ft.  is  installed,  divided  as  follows: 
Boilers....  11,619  Superheater  M  =  L  =  S.  design  7,200 
Side  walls .         360     Econo.  finned  tube 8,235 


THE  ENGINEERING  JOURNAL    June,  1941 


279 


Front  wall. 
Rear  wall. . 


750 
190 


12,919 


USCO  plate  heater 17,437 

Final  air  temp. . .   296  deg.  F. 
Final  gas  temp.  .   277  deg.  F. 


A  twin-grate  stoker,  21  ft.  wide  by  20  ft.  long  giving  an 
area  of  420  sq.  ft.  permits  the  burning  of  34.5  lb.  of  coal 
per  sq.  ft.  per  hr. 

The  coal  cycle  starts  from  a  belt  conveyor  feeding  the 
gunite-lined  coal  bunkers.  Three  travelling  chutes  distribute 


r 


Fig.  2 


-Layout  of  stoker-fired  boilers  at  Stepney,  London. 
Capacity  125,000  lb.  per  hr.  (m.c.r.). 


the  coal  evenly  in  the  stoker  hoppers.  This  even  distribution 
is  obtained  through  a  screw  arrangement  linked  by  a  chain 
to  the  stoker  drive.  The  feeding,  therefore,  is  effected  in 
direct  ratio  to  the  grate  speed. 

An  adjustable  guillotine  door  at  the  hopper  outlet  main- 
tains the  fuel  bed  thickness  found  most  suitable  under  the 
individual  prevailing  operating  conditions.  This  thickness 
is  mainly  governed  by  the  type,  size,  moisture-content  and 
quality  of  the  fuel  burned. 

Variations  in  steam  output  are  met  with  an  adjustment 
of  an  eight-speed  gear-box  on  the  stoker  drive  or,  in  the 
case  of  a  direct  current  motor  drive,  by  a  voltage  variation. 

The  construction  of  this  stoker  is  of  further  interest,  in 
that  no  air  zoning  is  provided;  a  plenary  air  chamber  to- 
gether with  adjustable  air  valves  provided  along  the  grate 
permit  proper  distribution  of  the  air  quantities  necessary 
for  complete  and  efficient  combustion.  Floating  air  seals 
eliminate  leakages  and  the  air  passage,  provided  by  a 
special  construction  of  the  louvres,  is  kept  clear  by  the 
self-cleaning  arrangement  which  is  the  most  important 
characteristic  of  this  equipment.  Thus  the  grate  is  kept 
cooled,  and  maintenance  costs  are  therefore  at  a  minimum. 

The  use  of  preheated  air  at  300  deg.  F.,  necessitated  by 
the  desire  to  obtain  a  high  efficiency,  and  by  the  presence 
of  high  initial  feedwater  temperatures,  was  for  a  long  time 
the  bug-bear  of  stoker  manufacturers,  and  their  latest  de- 
signs are  a  direct  answer  to  this  problem. 

The  ashes  and  clinkers  are  dumped  in  the  rear  hopper 
and  continuously  removed  under  water  by  a  drag  scraper. 
This  principle  of  ash  removal  eliminates  the  infiltration 
of  air  during  ashing  operations,  which  sometimes  last  as 
long  as  30  minutes  in  each  8-hr.  shift. 

The  gases,  cooled  below  the  ash  softening  point  by  the 
absorption  of  their  radiant  energy  by  the  furnace  wall  tubes 
and  water-cooled  arches,  travel  in  a  normal  way  through 
the  boiler's  four  passes;  and  finally  lose  their  remaining 
récupérable  energy  to  the  feedwater  in  the  économiser  and 
to  the  air  in  the  air  preheater. 

The  air  cycle  starts  with  extraction  of  air  at  the  top 
of  the  boiler  house,  helping  to  keep  a  moderate  ambient 
temperature  and  to  reduce  radiation  losses.  After  its  pass- 


age through  the  preheater,  the  air  is  ducted  down  to  the 
stoker  plenary  chamber. 

A  proportion  of  air  had  already  been  extracted  at  the 
heater  outlet  for  recirculation,  and  in  the  basement  another 
quantity  is  abstracted  by  two  secondary  air  fans  for  injec- 
tion at  6  to  12  in.  présure  above  the  ignition  arch. 

This  plant  includes  also  two  types  of  de-superheating 
equipment:  one  of  the  non-contact  type,  to  be  described 
further  on,  and  one  of  the  jet-type,  where  part  of  the  treated 
feedwater  is  injected  in  a  controlled  way  into  a  vessel  set 
in  parallel  with  the  main  steam  range.  Part  of  the  super- 
heated steam  is  thus  cooled,  the  feed-water  is  evaporated, 
and  the  increased  steam  quantity  is  re-introduced  along 
with  the  original  steam,  thus  decreasing  the  final  steam 
temperature  to  the  desired  level. 

Figure  3  gives  the  arrangement  of  a  high-pressure  high- 
capacity,  pulverized  fuel  unit.  It  is  one  of  the  four  boilers 
recently  commissioned  for  the  Little  Barford  plant  of  the 
Edmunson's  Electricity  Corporation.  In  this  new  central 
station  in  Bedfordshire  the  unit  system  has  been  used 
throughout.  The  installation  is  complete,  from  the  coal 
bunker  to  the  electric  generator,  in  a  single  common  room. 
Two  steam  generators  were  supplied  by  the  Babcock- Wilcox 
Company  and  two  by  International  Combustion  Limited. 

The  author  had  the  privilege  of  working  on  this  contract 
during  its  development,  in  the  design  and  drawing  stages, 
and  in  the  contracts  department.  Throughout  the  design, 
it  was  necessary  to  keep  in  mind  the  availability  of  the 
plant,  as  an  uninterrupted  service  of  twelve  months  was 
specified.  Moreover,  the  appearance  of  the  unit  was  of  more 
than  usual  importance  as  the  boilers  were  in  the  same  room 
as  the  turbo-generators.  For  this  reason,  the  layout  had 
to  be  cleancut  and  simple. 

The  normal  evaporation  of  each  boiler  is  270,000  lb.  per 
hr.  with  overload  capacity  of  300,000.  The  pressure  at  the 
superheater  outlet  is  675  lb.  per  sq.  in.  while  the  drums 
are  designed  for  a  working  pressure  of  775  lb.  per  sq.  in. 

The  coal  is  fed  from  a  triple  outlet  bunker  to  three  auto- 
matic weighing  machines.  A  by-pass  is  provided  so  that 
the  continuity  of  the  service  may  not  be  impaired  by  the 
failure  of  any  one  of  these  three  machines.  The  coal  chutes, 
approximately  50  ft.  in  length,  distribute  the  coal  to  table 
type  feeders  which  feed  Loesch  design  mills  similar  to  the 


Fig.  3 — Layout  of  pulverized  fuel  units  at  Little  Barford, 
Bedfordshire.  Capacity  300,000  lb.  per  hr.  (m.c.r.) 

American  bowl  mill.  The  coal  is  then  ground  and  a  rotating 
classifier  maintains  the  desired  fineness.  Three  exhaust  fans 
of  24  in.  static  pressure  deliver  the  coal-air  mixture  to  bur- 
ners arranged  in  the  four  corners  of  the  combustion  chamber 
for  tangential  firing.  Two  of  the  three  mills  serve  two  diag- 
onally opposed  burners  while  the  third  mill,  used  as  a 
stand-by,  can  fire  the  four  corners  simultaneously. 

As  can  be  seen  in  the  figure,  the  unit  installed  is  of  the 
high-head  type,  the  water  level  being  approximately  50  ft. 


280 


June,  1941     THE  ENGINEERING  JOURNAL 


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Fig.  4 — Diagrammatic  arrangement  of  Littlebrook  power 
station.  60,000  kw. 

above  the  bottom  mud-drum.  Substantially,  it  consists  of 
a  completely  water-cooled  finned  tube  furnace  integrally- 
fed,  surmounted  by  a  three  drum  boiler  arranged  to  provide 
an  extended  furnace  volume. 

The  furnace  tubes  are  bent  around  the  burner  and  ter- 
tiary air  castings  and  are  fed  from  the  mud-drum  through 
screen  tubes  and  horizontal  side-wall  feeders.  A  tile  baffle 
protects  from  the  heat  the  downcomer  tubes  which  are  kept 
inside  the  boiler  casing.  Side  and  front  wall  release  tubes 
carry  the  steam-water  mixture  to  the  top  drums  directly, 
or  through  the  intermediary  of  top  side  wall  headers. 

An  elaborate  system  of  interior  baffling  was  devised  to 
eliminate  foaming  and  priming  and  to  ensure  the  generation 
of  clean,  dry  steam. 

A  multiloop  two-pass  superheater  of  the  Melesco  type  is 
arranged  in  a  vertical  position  for  easy  cleaning  and  re- 
placement of  elements.  The  saturated  steam  is  abstracted 
from  two  nozzles  on  the  rear  top  drum  and  fed  to  both 
ends  of  the  primary  superheater  headers.  After  its  passage 
through  the  primary  elements,  the  steam  enters  the  sec- 
ondary superheater  through  inter-connecting  pipes  at  the 
top  front  of  the  unit.  On  the  outlet  header,  a  Y-piece  is 
provided  connecting  the  two  superheater  outlets  to  the 
12  in.  steam  main. 

The  final  steam  temperature  of  910  deg.  F.  is  maintained 
by  the  automatic  operation  of  dampers  permitting  the  by- 
passing of  a  proportion  of  the  flue  gas. 

It  will  be  seen  from  the  figure  that  the  structural  steel 
design  must  present  certain  difficulties.  Vibrating  loads  of 
100  tons  had  to  be  accommodated  on  an  independent  sus- 
pension 70  ft.  high.  Care  had  to  be  paid  to  thermal  ex- 
pansion, casings  were  designed  for  pressures  due  to  sudden 
ignition  of  the  pulverized  coal;  galleries  had  to  be  provided 
for,  etc. 

A  13,600  sq.  ft.  steaming  economizer  is  provided  in  the 
back  of  the  boiler  and  arranged  for  downward  flow  of  the 
gases.  A  gas  by-pass  can  be  used  when  starting  up  the  unit. 
The  outlet  tubes  are  directly  expanded  in  the  drum  and 
the  general  construction  is  of  the  steel-tube  type  with  cast- 
iron  extended  surface  shrunk  on.  An  asbestos  curtain  dam- 
per can  be  dropped  at  the  outlet  of  the  economizer  to  help 
retain  the  heat  in  the  component  parts  of  the  unit  during 
short  shut-down  periods  equivalent  to  banking  conditions 
in  a  stoker  fired  unit. 

The  gases  are  ducted  from  the  economizer  to  two  Ljung- 
strOm  air-heaters  of  23,200  sq.  ft.  each  arranged  for  hori- 
zontal shaft  and  bearing.  The  air  which  is  sucked  from  the 
top  of  the  boiler  house  by  the  forced  draft  fans  located  in 
the  basement  is  heated  to  434  deg.  F.  at  the  outlet  of  the 
heaters,  while  the  gases  are  cooled  to  286  deg.  F. 

The  air  ducting  can  be  followed  from  the  outlet  of  the 
heaters  down  underneath  the  operating  floor  where  a  mani- 
fold section  serves  the  longitudinal  ducts  from  which  three 
connections  to  the  mills  are  tapped  and  which  continue  to 
the  front  of  the  boiler.  From  here,  four  branches  are  taken 
vertically  upwards  to  the  coal  burners  and  to  the  tertiary 
air  ports. 


In  order  to  avoid  possible  operating  trouble  with  the 
air  heaters  due  to  low  dew  point  condition  of  the  gases, 
the  principle  of  re-circulation  was  made  use  of.  That  prin- 
ciple, already  referred  to  in  connection  with  the  previously 
shown  installations,  is  best  illustrated  in  this  instance.  A 
certain  proportion  of  the  air  from  the  heater  outlet  is 
tapped  in  a  controlled  way  through  a  damper  and  directed 
into  the  suction  of  the  forced  draft  fan,  so  that  the  enter- 
ing temperature  of  the  air  will  be  above  100  deg.  F.  Thus, 
the  cooled  elements  of  the  regenerative  heater  are  main- 
tained at  a  temperature  high  enough  to  prevent  sudden 
chilling  of  the  gases  with  resulting  deposits  of  moisture, 
possible  adherence  of  fly-ash  carried  in  suspension  in  the 
flue  gas,  and  with  accompanying  formation  of  H2  SO3  and 
resulting  corrosion.  This  expedient  results  in  a  higher  power 
consumption  by  the  fan  motors  but  it  has  proved  to  be  a 
definite  remedy  for  an  operating  trouble  which,  for  certain 
coals,  reduces  so  much  the  availability  of  the  plant. 

In  order  to  comply  with  the  very  strict  smoke  abatement 
laws,  a  precipitator  is  installed  with  all  powdered  fuel  sta- 
tions in  Great  Britain.  The  most  frequent  type  met  with 
is  the  electrostatic  precipitator,  consisting  of  a  large  con- 
crete building,  housing  electrically-charged  tubes  of  large 
diameter  hanging  in  the  gas  path.  The  dust  particles  car- 
ried in  suspension  are  electrically  attracted  to  these  tubes 
and  deposit  on  their  surface  in  a  very  thin  layer.  A  rapping 
gear  is  set  in  motion,  causing  the  fall  of  these  particles 


Fig.  5 — Preliminary  layout  of  pulverized-fuel-fired  reheater 
boilers  at  Littlebrook. 

which  are  then  collected  from  the  hoppered  bottom  of  the 
precipitator.  A  high  tension  house  is  erected  alongside  con- 
taining the  high  voltage  rectifiers  and  transformers. 

A  further  point  of  interest  in  this  station  is  the  extent 
of  automatic  operation.  Every  part  of  the  equipment  sup- 
plied can  be  operated  either  manually  or  automatically. 
The  steam  temperature  is  maintained  constant  by  the 
automatic  operation  of  a  gas  by-pass;  the  boiler  output 
changes  are  met  by  an  automatic  change  of  the  fuel  feed 
with  corresponding  variation  of  the  required  air  quantities; 
the  ashing  operation  is  started  at  the  touch  of  a  push 
button;  valves  are  motor-operated,  even  the  sootblowers 
are  automatic,  their  sequence  of  operation  being  followed 
on  a  light  chart.  All  damper  control  gears  are  centered  at 
the  front  of  the  boiler.  Bi-colour  water  gauges  with  reflec- 
tors of  the  floor  pedestal  type  are  also  in  front.  The  mills, 
located  in  a  separate  dust-tight  room  in  the  basement,  can 
be  operated  manually  from  the  main  panel  where  pilot 
lights  indicate  the  state  of  operation.  Practically  all  that 
the  operating  engineers  have  to  do  besides  taking  half- 
hourly  readings  is  to  stand  ready  to  push  the  right  button 


THE  ENGINEERING  JOURNAL     June,  1941 


281 


Fig.  6 — Control  panel  for  Loëffler  boilers. 

at  the  right  moment  and  to  see  that  their  automatic  servo- 
motors are  in  order. 

Figure  4  is  a  diagrammatic  arrangement  of  the  extension 
for  the  Littlebrook  power  station  owned  by  the  Kent  Elec- 
tric Company.  The  layout  of  this  extension  was  guided 
by  a  previous  installation  and  was  started  before  the  latter 
was  put  in  operation.  It  consists  of  units  capable  of  devel- 
oping 60,000  kw.  at  maximum  continuous  rating,  the  tur- 
bine being  of  the  two-stage  type  and  the  boilers  of  the 
reheat  principle.  Incidentally,  it  was  the  last  contract  the 
author  worked  on  in  England. 

The  cycle  begins  at  the  feedwater  heaters,  receiving  the 
water  from  the  condensers  through  lift  pumps.  The  water 
is  heated  by  steam  bled  from  the  turbines  at  various  tem- 
peratures and  pressures  and  receives  a  further  increase  in 
temperature  in  the  economizer,  from  which  it  is  fed  to  the 
boiler. 

The  bulk  of  the  steam  generated  in  the  boiler  enters  the 
superheater's  primary  elements.  From  there  they  pass  to 
the  secondary  elements  either  directly  or  after  the  passage 
of  a  portion  of  the  steam  through  the  desuperheater.  The 
function  of  the  latter  will  be  explained  later.  The  super- 
heated steam  is  then  directed  to  the  turbine  where  it  ex- 
pands to  a  point  determined  by  the  economies  of  the  instal- 
lation, whence  it  is  returned  to  the  reheater  to  be  super- 
heated once  again,  but  this  time  at  a  lower  pressure. 

From  the  reheater  outlet  this  low  pressure  but  high 
temperature  steam  is  returned  to  the  turbine  for  further 
extraction  of  energy. 

The  non-contact  condenser  fitted  at  the  outlet  of  the 
turbine  condenses  the  steam  by  extracting  its  latent  heat 
of  evaporation  through  the  intermediary  of  circulating 
water.  The  steam  thus  returns  to  its  original  state  and 
starts  another  cycle  as  feedwater.  Like  most  central  sta- 
tions, the  water  cycle  is  a  closed  one  with  as  little  as 
Yi  per  cent  make-up  water. 

Figure  5  shows  a  preliminary  arrangement  of  the  boiler 
room  for  the  same  station.  Slight  alterations  were  made 
in  the  course  of  the  contract's  development,  but  the  general 
idea  was  maintained. 

It  will  be  seen  that  the  boiler  is  of  the  radiant  type, 
consisting  of  a  huge  furnace  lined  with  finned  tubes;  the 
only  convection  surface  provided  is  in  the  form  of  screen 
tubes.  A  generous  number  of  downcomer  tubes  feed  the 
bottom  drum  which,  in  turn,  supplies  the  rear  wall  tubes, 
the  front  wall  tubes  through  the  bottom  granulating  screen 
tubes,  and  the  side  walls  through  the  intermediary  of  the 
side  headers. 

Water  and  steam  circulators  are  provided  between  the 
two  top  drums.  Thus  to  generate  300,000  lb.  of  steam  at 
1,500  lb.  pressure,  or,  to  develop  10,000  boiler  hp.  to  suit 
the  still-popular  conception  of  boiler  rating,  only  4,500 
sq.  ft.  of  heating  surface  are  provided.  Using  these  same 


popular  standards,  we  can  translate  this  evaporation  as  a 
rating  of  over  2,000  per  cent  of  normal  rating,  which  is 
between  five  or  ten  times  the  rating  of  normal  boilers.  The 
average  furnace  temperature  at  maximum  continuous  rating 
is  1,980  deg.  F.  The  gases  are  cooled  to  1,900  deg.  F.  through 
the  screen  tubes.  They  then  enter  the  second  phase  of  the 
unit,  which  consists  of  a  large  two-pass  Melesco  super- 
heater of  the  pendant  type. 

In  order  to  maintain  a  constant  final  steam  temperature 
over  a  wide  range  of  ratings  and  therefore  obtain  a  high 
thermal  efficiency  without  incurring  the  risk  of  damaging 
the  plant  equipment,  a  desuperheater  is  put  in  parallel  to 
the  steam  circuit  between  the  first  and  the  second  pass. 

Thermostat-regulated  valves  control  the  quantity  of 
steam  taken  from  the  superheater's  first  stage  to  the  de- 
superheater. There,  some  of  its  enthalpy  (heat  content)  is 
dissipated  in  evaporating  boiler  water  which  returns  to  the 
boiler  as  saturated  steam.  That  is,  the  final  steam  tempera- 
ture is  controlled  by  reducing  its  heat  content  by  a  required 
amount  at  the  middle  of  its  path  through  the  superheater. 

The  final  temperature  of  the  steam  is  thus  maintained  at 
850  deg.  F.  while  the  pressure  at  the  outlet  of  the  super- 
heater drops  to  1,300  lb.  per  sq.  in.  Steam  is  taken  to  the 
high-pressure  end  of  the  turbine  through  an  8-in.  pipe;  is 
expanded  down  to  350  lb.  and  returned  through  two  12-in. 
pipes  to  the  third  section  of  the  unit,  the  re-heater.  This 
section  is  virtually  a  low-pressure  superheater,  raising  the 
steam  temperature  from  about  530  deg.  F.  to  850  deg.  F. 
This  low-pressure  steam  is  piped  to  the  low-pressure  end 
of  the  turbine  and  is  finally  condensed  and  ready  to  start 
the  cycle  over  again.  The  gases  are  cooled  from  1,320  to 
1,000  deg.  F.  while  passing  through  the  22,500  sq.  ft.  re- 
heater. A  gas  by-pass  is  provided  in  order  to  maintain  a 
constant  final  steam  temperature.  This  operation  is  done 
automatically. 

From  then  on,  the  rest  of  the  plant  is  very  similar  to 
the  previous  installations  shown.  The  heat  recovery  sections 
consist  of  an  economizer  weighing  120  tons  of  the  finned- 
tube  type,  cooling  the  gas  from  1,000  to  665  deg.  F.  This 
is  followed  by  two  air-preheaters  of  the  plate  type  pro- 
viding 81,000  sq.  ft.  of  heating  surface  and  weighing  100 


Fig.  7 — Stokers  for  two  Loëffler  boilers. 

tons  each,  which  keep  the  final  gas  temperature  below  300 
deg.  F.  All  these  temperature  figures  mentioned  are  for 
maximum  continuous  output.  Here  again  the  air  re-circu- 
lation principle  is  made  use  of,  as  evidenced  by  the  ducting 
layout. 

The  two  units  are  corner-fired  two  pulverizers  being 
supplied  for  each  unit,  each  capable  of  milling  12  long  tons 
per  hour.  The  water  circulation  problems  involved  can  be 
appreciated  when  comparing  the  densities  of  the  water  and 
of  the  steam  at  1,500  lb.  pressure.  The  margin  producing 
the  thermosyphonic  circulation  is  very  small,  thereby  neces- 


282 


June,  1911     THE  ENGINEERING  JOURNAL 


sitating  a  large  vertical  distance  between  the  top  and  bottom 
drums.  To  illustrate  this  problem,  it  may  be  mentioned 
that  the  ratio  of  the  steam  density  at  150  lb.  per  sq.  in. 
to  that  of  water  is  152,  whereas,  at  1,500  lb.  per  sq.  in.  it 
is  only  11.5,  a  reduction  of  over  92  per  cent.  In  this  case, 
vertical  distance  of  43  ft.  6  in.  was  necessary  between  drums 
to  get  adequate  circulation.  The  bottom  drum  was  set  20 
ft.  above  the  basement  level  in  order  to  provide  head  room 
for  an  ash  hopper  of  50  ton  capacity. 

These  requirements  affected  the  physical  aspect  of  the 
plant  and  necessitated  a  final  height  of  92  ft.  to  the  top 
of  the  100-ton  re-heater.  The  supporting  of  this  re-heater, 
together  with  a  60-ton  superheater,  and  a  250-ton  boiler  at 
heights  varying  between  70  and  90  ft.  presented  no  easy 
problem. 

The  design  of  the  drums  presented  another  group  of 
interconnected  problems.  The  large  steam  and  water  drum 
required  an  internal  diameter  of  54  in.  This  diameter  was 
determined  by  the  steam  liberating  surface  required  and 
also  by  the  physical  dimensions  of  a  steam  washer. 

The  function  of  the  steam  washer  mentioned  above  is 
to  remove  the  salts  entrained  in  the  steam  and  thus  lengthen 
the  life  of  the  turbine  blades  at  the  low  pressure  end,  and, 
also,  the  life  of  the  superheater  elements.  The  removal  of 
these  solids  is  accomplished  by  washing  the  steam  in  the 
clean  entering  feedwater. 

Thus,  it  was  necessary  to  design  a  large  diameter  vessel 
for  a  pressure  of  1,500  lb.  per  sq.  in.  while  sustaining  static 
loads  of  over  100  tons.  Using  material  of  an  ultimate  tensile 
strength  of  80,000  to  86,000  lb.  per  sq.  in.  we  arrive  at  the 
amazing  required  thickness  of  6  in.  for  the  wall  of  the 
vessel.  To  reduce  bending  stresses,  the  drum  is  supported 
at  intermediary  points  and  its  wall  thickness  had  to  be 
increased  by  %  of  an  inch  at  the  support  points  in  order 
to  provide  enough  material  to  sustain  the  stresses.  Bending 
moments  due  to  the  weight  of  the  drum  itself — approxi- 
mately 50  tons — and  due  to  the  suspended  loads  were  in- 
vestigated and  contributed  in  increasing  the  drum  thick- 
ness to  its  final  dimension.  Special  equipment  had  to  be 
designed  for  forging  these  drums  and  the  tube  drawing 
machines  had  to  be  altered  to  accommodate  3  in.  o.d.  tubes 
"Yi  of  an  inch  thick  and  45  ft.  long. 

The  units  are  totally  steel  encased  and  walkways  are 
provided  at  six  levels  for  easy  access  to  operation  points. 
Combustion  control  is  centralized  in  a  single  panel  located 
mid-way  in  front  of  the  two  boilers. 

So  far,  we  have  looked  only  at  arrangements  of  natural 
circulation  boilers  of  the  latest  and  most  familiar  types. 
It  may  be  of  interest,  then,  to  examine  briefly  some  other 
types  of  boilers  in  use  in  Britain. 

Restricted  by  a  shortage  of  materials  and  a  reluctance 
to  import  special  alloys  necessary  in  the  building  of  high 
pressure  units  of  the  natural  circulation  type,  Germany, 
Czecho-Slovakia  and  a  few  central  European  countries 
started  some  time  ago  exploring  the  possibilities  of  econ- 
omical steam  generation  using  the  forced  circulation  system 
in  the  design  of  the  boilers.  These  conditions  did  not  obtain 
in  Great  Britain  nor  in  the  United  States.  Therefore,  it  is 
logical  that  the  engineers  of  these  two  countries  started 
investigating  this  related  problem  only  after  the  Central 
European  engineers  had  discovered  unforseen  advantages 
in  the  use  of  this  type  of  plant.  The  most  popular  system 
of  forced  circulation  boiler  in  Europe  is  that  first  put  for- 
ward by  a  United  States'  naval  officer — the  LaMont  system. 
International  Combustion  secured  patents  for  England  and 
built  the  first  unit  of  this  type  for  the  Imperial  Chemical 
Industries  plant  at  Wallerscote.  Then  another  boiler  com- 
pany— the  John  Thompson  Co.  also  secured  patents  for 
the  same  boiler  and  in  the  last  five  years  they  have  built 
a  few  large  units.  One  was  for  the  London  Power  Company 
and  was  then  the  largest  LaMont  boiler  in  the  world.  The 
steam  output  is  350,000  lb.  per  hr.  and  the  final  steam 
conditions  are  350  lb.  per  sq.  in.  and  850  deg.  F. 

The  outstanding  feature  of  the  LaMont  system  is  the 


use  of  forced  circulation  through  the  boiler  tubes.  A  cir- 
culating pump  running  at  constant  speed  forces  the  water 
into  distributing  headers  replacing  the  multiplicity  of  ex- 
pensive drums  used  in  a  normal  boiler.  From  that  point, 
the  water  is  divided  to  each  boiler  tube  system  through  an 
orifice  so  that  each  element  may  receive  the  quantity  of 
water  required  by  its  evaporative  potentiality.  Thus,  the 
pump  overcomes  the  frictional  losses  of  the  system,  while 
absorbing  but  3^  per  cent  of  the  energy  output  of  the 
boiler. 

Small  tube  diameters  and  greater  tube  lengths  can  be 
used  in  the  LaMont  system  with  better  heat  transfer  and 
decreased  boiler  weight.  Since  the  percentage  of  power  re- 
quired by  the  circulating  pump  remains  a  small  part  of 
the  energy  output  of  the  boiler,  even  at  very  high  pressure, 
this  type  of  boiler  is  usable  over  the  whole  pressure  range 
up  to  the  critical  pressure  (3,200  lb.  per  sq.  in.). 

The  latest  and  largest  unit  of  this  type  of  boiler  is  at 
present  under  construction  in  the  U.S.A.  It  is  designed  for 
650,000  lb.  per  hr.  at  1,850  lb.  per  sq.  in.  at  the  superheater 
outlet,  and  it  is  to  be  equipped  with  all  the  modern  heat 
recovery  sections,  so  that  an  efficiency  of  89  per  cent  will 
be  attainable  at  maximum  continuous  rating. 

Another  system  of  forced-circulation  is  that  used  by  the 
boiler  designed  originally  by  the  Austrian,  Dr.  Stefan  Lôef- 
fler.  The  first  installation  of  this  type  in  England  was  built 


ECONOMISER 


E.G.  REHEATER 


*-  ToH.P.  Turbine 


FEED  PUMP 


EVAPORATING  DRUM 


"The  ENGINEER" 


Fig.  8 — Diagram  showing  the  principle  of  operation  of  the 
Loëffler  boiler. 

for  the  central  station  of  the  North  Metropolitan  Power 
Supply  Company,  at  Brimsdown,  a  Borough  of  London. 
The  layout  of  the  new  high  pressure  plant  is  perhaps  not 
as  good  as  it  might  have  been  had  it  not  been  necessary  to 
utilize  the  existing  buildings. 

Figures  6  and  7  show  the  control  panel  and  the  stokers 
for  two  Loëffler  boilers,  each  rated  at  210,000  lb.  per  hr. 
(maximum  continuous  rating).  High-pressure  steam  is 
delivered  to  the  high-pressure  set,  which  develops  19,000 
kw.  After  the  steam  has  been  reheated,  it  passes  to  the 
low-pressure  34,000  kw.  set.  Although  it  was  originally 
intended  to  reheat  the  steam  in  two  stages:  first  in  a 
steam-to-steam  reheater  using  the  high-pressure  high- 
temperature  steam,  and  then  in  reheaters  incorporated  in 
the  boilers,  it  has  been  found  to  be  possible  to  reheat  to 
the  specified  temperature  without  the  steam-to-steam 
reheater. 

The  principle  of  the  Loëffler  boiler  is  diagrammatically 


THE  ENGINEERING  JOURNAL     June,  1941 


283 


explained  in  Fig.  8.  Contrary  to  the  usual  practice,  in 
the  Loeffler  boiler  the  steam  is  not  generated  in  water  tubes 
heated  directly  by  the  fire,  but  in  evaporating  drums  which 
can  be  located  in  any  convenient  position  outside  of  the 
boiler.  Heat  for  evaporating  the  water  in  the  drums  is 
supplied  by  injecting  superheated  steam  into  it.  This  super- 
heated steam  is  produced  by  pumping,  by  means  of  a  steam 
circulating  pump,  saturated  steam  at  a  pressure  of  2,000 
lb.  per  sq.  in.  out  of  the  drums  and  passing  it  through 
the  boiler,  which  is  actually  a  superheater.  The  first  por- 
tion of  the  boiler,  lining  the  combustion  chamber,  becomes 
a  radiant  superheater  absorbing  approximately  50  per  cent 
of  the  energy  of  the  fuel  and  raising  the  steam  temperature 
up  to  750  deg.  F.  which  comes  out  at  940  deg.  F.  at  the 
final  outlet.  At  this  point  it  divides,  approximately  3^  going 
to  the  turbine  plant  and  %  returning  to  the  evaporating 
drums  into  which  it  is  discharged  by  special  nozzles.  Once 
the  boiler  is  working,  it  is  this  steam  that  evaporates  the 
feed  water;  but,  for  starting  up,  an  external  supply  of  low 
pressure  steam  is  required. 

Thus  a  limitation  to  the  use  of  this  type  of  boiler  is  im- 
posed by  its  inherent  design  but  it  also  offers  many  re- 
deeming qualities. 

Internal  cleaning  of  the  boiler,  together  with  the  dangers 
of  scale  deposits  and  bursting  tube  failures  are  eliminated. 
The  power  consumption  of  the  pump  necessitates  the  use 
of  high  pressure  steam.  That  could  be  verified  by  a  quick 
glance  through  the  steam  tables  under  the  heading:  specific 
volume. 


Valves,  piping,  etc.,  are  of  special  design.  High  molyb- 
denum and  chromium  steels  are  necessary.  Special  high 
creep  tests  have  to  be  conducted.  Trained,  skilled  workers 
have  to  be  employed  for  the  field  welding  of  the  tubes 
and  a  hand  picked  plant  personnel  is  required  to  take 
charge  of  operations. 

It  may  be  mentioned  here  that  no  operation  difficulties 
were  encountered  in  this  plant,  except  a  few  related  to 
the  combustion.  The  author  spent  six  months  here  super- 
vising the  operation  of  a  twin  grate  stoker  supplied  by 
International  Combustion,  and  finally  became  familiar  with 
seeing  the  needle  point  at  2,000  on  the  pressure  gauge 
without  thinking  of  running  for  cover. 

Apparently  the  owners  were  satisfied  with  the  operation 
of  the  plant  as  they  gave  a  repeat  order  for  two  larger 
boilers  of  the  same  design.  Their  erection  was  started  early 
last  spring. 

Since  the  underlying  principle  of  the  conception  of  the 
Grid  System  was  to  increase  Britain's  industrial  efficiency, 
the  efficiency  of  its  component  parts  had  also  to  be  increased. 
In  the  main  stations  with  which  the  author  had  contact, 
this  increase  was  obtained  by  carefully- judged  increased 
pressures  and  temperatures  and  increased  capacity  of  units; 
by  the  extensive  use  of  automatic  devices  and  by  thoughtful 
planning  of  safety  features. 

The  general  effect  of  this  development  was  to  provide 
Britain  at  the  outbreak  of  war  with  a  beautifully  balanced 
power  house  from  which  to  expand  her  additional  war 
industries. 


THE  JUSTIFICATION  AND  CONTROL  OF  THE  LIMIT 

DESIGN  METHOD 

F.  P.  SHEARWOOD,  m.e.i.c. 
Consulting  Engineer,  Dominion  Bridge  Company,  Limited,  Montreal,  Que. 


SUMMARY — Many  engineers  who  have  watched  the  fabrica- 
tion and  erection  of  steel  and  the  uses  and  abuses  to  which  it 
is  often  subjected,  must  have  been  impressed  by  the  fact  that 
if  steel  must  break  when  strained  to  the  equivalent  ultimate 
stress  as  given  by  a  constant  ratio  of  stress  to  strain,  very  few 
of  our  structures  would  survive  their  fabrication,  let  alone  their 
erection  and  the  abuses  to  which  they  so  often  are  subjected. 
To  state  this  matter  more  plainly,  steelwork  is  nearly  always 
strained  during  its  fabrication  and  subsequent  life,  far  above 
its  ultimate  stress  equivalent  as  measured  by  the  strain  and 
does  not  fail,  but  continues  to  function  as  if  undamaged. 

The  question  which  must  occur  to  many  designers  is,  why 
is  the  fact  ignored  that  steel  can  yield  sufficiently  to  bring 
understressed  paths  into  proportionately  greater  resistance 
than  the  conventional  theories  allow. 

Limit  design  is  based  on  the  utilization  of  these  under- 
stressed  paths. 

In  this  discussion  of  limit  design,  complicated  formulae  are 
avoided,  as  they  tend  to  befog  the  main  object  of  visualizing 
the  practical  effect  of  yield  and  its  control. 

Introduction 

The  present  accepted  practice  of  designing  steel  struc- 
tures involves  the  rigid  application  of  the  elastic  theory. 
Limit  design  proposes  to  modify  this  method  by  also  con- 
sidering yield,  and  has  been  discussed  by  many  engineers 
on  both  sides  of  the  Atlantic. 

A  recent  paper  on  this  subject  by  Professor  Van  den 
Broek*  entitled  "Theory  of  Limit  Design"  has  claimed  that 
the  capacity  load  and  not  the  stress  in  one  member  should 
be  used  in  determining  the  safe  limit  of  loading.  In  a  general 
way,  the  same  theory  is  followed  in  this  discussion  but  it 
deals  more  directly  with  the  amount  of  strain  or  yield 
which  should  be  counted  on  in  estimating  the  capacity 

*Prof.  Van  den  Broek,  Trans.  American  Society  of  Civil  Engineers, 
V.  105  and  C.  M.  Goodrich,  The  Engineering  Journal,  January,  1940. 


load.  This  was  briefly  but  ably  referred  to  by  Professor  L.  H. 
Donnell  in  discussing  Professor  Van  den  Broek's  paper. 

The  object  of  the  present  paper  is  to  suggest  again  that 
ductile  yield  does  influence  the  strength  of  steel  structures 
and,  therefore,  should  be  counted  on  in  its  design.  It  is 
hoped  to  lead  some  of  our  scientific  invest  igators  away  from 
the  fascinating  hobby  of  solving  exactly  the  theoretical 
elastic  strains  in  complicated  structures  and  induce  them 
to  pursue  the  equally  important  question  as  to  whether  it 
is  reasonable  and  safe  to  count  on  some  of  the  ductile  yield 
of  steel  to  bring  the  excess  strength  of  understressed  paths 
automatically  into  increased  resistance. 

Structural  steel  is  more  reliable  in  its  physical  properties 
than  any  other  material  extensively  used  in  construction. 
Its  elasticity  is  constant  up  to  about  half  its  ultimate 
strength.  It  is  highly  ductile  and  there  is  no  loss  of  strength 
as  it  deforms  until  it  has  yielded  to  a  very  considerable 
extent. 

The  design  of  steel  structures  is  entirely  based  on  the 
strain  varying  exactly  with  the  stress,  and  prohibits  reliance 
on,  or  even  risking,  any  permanent  distortion  in  any  part  of 
a  structure.  This  has  led  to  the  modern  demand  for  exact 
stress  computations  and  the  definite  limitation  of  specified 
unit  stresses.  At  the  same  time  many  secondary  resistances 
are  disregarded,  and  also  the  fact  that  the  external  forces 
are  generally  only  assumptions,  the  present  theory  ignores 
the  faults  of  assembling,  the  strains  from  fabrication,  and 
many  other  conditions  which  affect  structures  to  such 
a  degree  that  some  parts  must  often  have  been  strained  far 
beyond  their  elastic  limit. 

To  produce  failure  in  a  steel  structure  the  strain  in  some 
part  of  it  must  exceed  some  limit  to  which  it  can  be  de- 


284 


June,  1941     THE  ENGINEERING  JOURNAL 


formed  without  loss  of  strength,  and  it  must  be  stressed 
above  its  strength.  For  instance  in  Fig.  la,  the  rod  is  pro- 
portioned to  support  a  load  which  will  stress  it  to  the 
allowed  unit  stress,  20,000  lb.  per  sq.  in.  and  it  will  fail  if  the 
load  is  increased  by  its  factor  of  safety  (20,000  x  3)  as  there 
is  nothing  to  restrict  it  being  stretched  to  its  ultimate 
strain.  If  the  same  load  is  applied  to  a  similar  rod  but  under 
the  conditions  shown  in  Fig.  lb,  it  will  not  fail  because  it 
will  not  be  strained  more  than  0.067  in.  Even  if  the  clear- 
ance is  increased  to  0.2  in.  (Fig.  lc)  which  is  the  strain 
equivalent  to  its  ultimate  strength,  it  will  not  fail  and 
possibly  will  not  be  weakened  for  continuing  to  exert  its 
full  strength. 

Since  ductile  yield  is  such  a  remarkable  and  unique 
property  of  steel,  it  seems  extraordinary  that  in  the  de- 
signing of  steel  structures  there  should  be  a  stricter  guard 
against  partial  overstraining  than  there  is  with  most 
other  materials. 

Much  thought  and  time  is  being  consumed  in  solving 
the  exact  distribution  of  stress  in  so-called  indeterminate 
structures,  these  solutions  being  based  on  the  elastic  theory 
and  absolute  correctness  of  all  factors.  In  these  structures, 
the  variation  of  strain  sought  for  might  amount  to  0.03  per 
cent  deformation,  while  the  safe  deformation  of  ductile 
steel  is  likely  to  be  ten  times  this  amount,  provided  the 
straining  is  not  intermittent.  Therefore,  why  be  so  par- 
ticular ? 

It  is  only  in  recent  years  that  the  reasonable  use  of  the 
ductile  yield  of  steel  in  designing  has  been  suggested  by 
what  has  been  named  or  rather  misnamed  "limit  design." 

Limit  design  differs  from  the  present  methods  in  that  it 
recognizes  that  steel  will  deform  far  more  quickly  than  in 
direct  ratio  to  the  stress  after  it  reaches  a  certain  stress  and 
it  is  proposed  to  utilize  this  feature  to  a  limited  extent  in 
estimating  the  safety  of  structures. 

It  is  well  known  that  steel  frequently  stressed  or  sub- 
stantially strained  above  its  elastic  limit  will  fatigue,  and 
that,  some  limit  of  strain  must  be  placed  on  its  most  rigid 
path,  in  order  that  it  will  not  be  too  greatly  deformed 
before  the  strength  of  other  paths  comes  into  sufficient 
operation  to  provide  the  required  resistance.  Therefore,  it  is 
tentatively  proposed  that  design  should  be  based  on  three 
assumptions:  (1)  To  estimate  on  the  sum  of  all  resisting 
paths  at  the  normal  unit  stresses  when  treated  indepen- 
dently. (2)  That  no  path  be  strained  above  the  elastic  limit 
when  the  whole  structure  is  treated  elastically.  This  in- 
sures that  deformation  of  the  material  is  only  counted  on 
in  the  factor  of  safety  and  not  for  normal  conditions.  (3) 
That  the  stress  in  a  member  is  constant  after  the  strain  in  it 
has  passed  the  proportional  (or  elastic)  limit.  This  is  not 
actually  correct,  but  it  errs  on  the  safe  side,  as  it  will  show 
slightly  greater  maximum  unit  strain. 

These  suggestions  differ  from  those  of  Professor  Van  den 
Broek,  who  would  estimate  the  capacity  load  on  the  elastic 
limit  of  the  most  limber  primary  path,  instead  of  placing 
a  limit  of  strain  on  the  most  rigid  path. 

Typical  Illustrations 
It  is  not  intended  in  this  paper  to  go  deeply  into  the 
science  of  devising  the  correct  formula  for  applying  the 
limit  design  theory  or  to  decide  upon  the  exact  amount  of 
strain  or  deformation  that  can  be  safely  permitted,  but 
rather  to  visualize  the  probable  distribution  of  stress  at 
failure  in  complicated  structures,  and  from  that  to  judge 
whether  it  is  reasonable  and  safe  to  count  on  the  ductile 
yield  of  steel  to  modify  the  strength  given  by  the  elastic 
theory.  In  order  to  indicate  the  effect  of  yield  on  the 
strength  of  steel  frames,  the  computed  stresses  as  given  by 
the  elastic  and  yield  (limit  design)  methods  are  compared  in 
the  following  typical  examples: — 

(1)  A  hanger  composed  of  bars  of  different  lengths. 

(2)  The  bending  resistance  of  beams  of  various  cross 
sections. 

(3)  Continuous  girders. 


It  is  interesting  to  compare  the  figured  safe  tension 
values  of  a  hanger  composed  of  rods  of  the  same  length 
with  one  having  rods  of  different  lengths. 

First  consider  one  with  three  rods  of  the  same  length,  as 
shown  in  Fig.  2.  The  computed  allowed  load  by  either 
method  would  be  60  kips. 

Second,  consider  one  with  rods  of  different  lengths  as 
shown  in  Fig.  3.  The  allowed  load  according  to  the  elastic 
theory  works  out  as  follows: — 

It  has  been  recognized  for  many  years  that  a  round 
section,  the  only  solid  section  that  is  frequently  used  in 
structural  steel  design,  is  stronger  in  bending  than  the 
elastic  theory  allows  for.  Specifications  have  arbitrarily 
permitted  a  substantial  increase  in  the  allowed  unit  for 
bending  stress  in  pins,  thereby  partially  recognizing  the 
principle  of  limit  design.  In  fact,  the  raising  of  that  unit 
stress  from  20,000  to  27,000  lb.  per  sq.  in.  as  is  done  in  the 
C.E.S. A.  specification,  is  more  than  that  which  is  here 
proposed. 

In  our  medium  steel  specification  the  material  has  to 
meet  a  bend  test  without  fracture  which  strains  the  extreme 


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Fig.  1 
Scale:  Length  1"=40",  Clearance  1"=0.4" 
Elastic  Limit:  30,000  lb.  stress,  0.1"  strain 
E  =  30,000,000-1;  D  =  10,000,0001. 

fibre  to  43  per  cent  of  its  length.  If  the  stress-strain  ratio 
was  constant  this  would  induce  a  fibre  stress  of  12,900,000 
lb.  per  sq.  in. 

The  greater  use  of  or  reliance  on  the  inner  fibres  of  beams 
in  bending  seems  at  least  to  warrant  serious  thought  and 
investigation,  as  its  adoption  in  some  degree  might  bring 
about  considerable  economy  and  possibly  a  safer  or  more 
efficient  type  of  beam  sections. 

In  such  structures  as  continuous  beams,  it  should  be  our 
object  to  find  out  the  safe  limit  of  loading  and  not  merely 
the  loading  which  will  produce  an  allowed  unit  stress  in  the 
most  highly  stressed  fibre.  Therefore,  the  problem  to  solve 
is  whether  very  minute  deformation  of  the  most  rigid  paths 
of  resistance  in  structures  can  occur  (without  damaging 
their  strength  value)  and  bring  the  latent  resistances  of 
other  paths  more  fully  into  action.  If  this  occurs,  the 
advisable  factor  of  safety  should  be  applied  to  this  con- 


THE  ENGINEERING  JOURNAL     June,  1941 


285 


(C) 
Fig.  3 
LEGEND 
3  rods,  1  sq.  in.  each.  Allowed  unit  stress:  20,000  p.s.i. 
E  =  30,000,000-1;  D  =  10,000,000  1 

Rods  stressed  below  30,000  p.s.i.  (elastic  limit). 

Rods  stressed  at  30,000  p.s.i.  (elastic  limit). 

Rods  stressed  above  30,000  p.s.i.  (elastic  limit). 

dition,  instead  of  restricting  the  loading  to  the  allowed 
unit  stress  of  its  most  rigid  path. 

To  obtain  some  insight  into  this  matter,  it  should  be 
helpful  to  visualize  what  happens  to  a  beam  with  rigidly 


fixed  ends  as  it  is  progressively  loaded.  A  fixed  ended  beam 
subjected  to  a  uniform  load  has  its  flanges  stressed  and 
strained  in  varying  amounts  throughout  its  length,  but  as 
its  ends  are  rigidly  fixed  the  sum  of  these  deflections 
(strains)  in  each  flange  must  be  zero,  and,  therefore,  the 
point  of  contraflexure  (cf.)  must  be  at  a  point  which  will 
produce  this  result.  So  long  as  the  strains  vary  in  direct 
ratio  to  the  stress  the  cf.  in  a  beam  of  uniform  cross  section 
will  be  at  0.211  of  its  length,  but  if  the  strain  at  the  point  of 
maximum  stress  exceeds  the  proportional  limit  and  the 
fibres  along  the  overstressed  part  of  the  flanges  have  their 
ratio  of  unit  strain  to  unit  stress  increased,  the  cf.  must  be 
moved  towards  the  overstressed  part  in  order  to  preserve 
the  balance  of  plus  and  minus  deflections,  and  so  keep  the 
ends  unmoved.  This  will  increase  the  positive  and  decrease 
the  negative  moments. 

If  the  loading  is  further  increased,  this  shifting  of  the  cf. 
will  continue  so  long  as  the  fibres  on  the  one  side  of  the  cf. 
are  increasingly  over-strained  as  compared  with  the  other 
side.  When  the  loading  is  increased  so  that  the  addition  of 
over-strain  becomes  as  great  on  the  positive  portion  of  the 
beam,  the  stresses  will  become  balanced,  and  so  an  automa- 
tic action  exists  to  utilize  both  resisting  moments  to  their 
full  extent.  Thus,  failure  will  only  occur  when  one  path 
is  either  overstrained  or  the  combined  strength  is  over 
stressed.  The  problem  is  to  find  out  the  unit  strain  that  can 
be  safely  permitted  under  the  various  conditions  of  loading. 

In  Fig.  7  is  shown  a  beam  of  uniform  section  with  a  span 
of  200  in.  stressed  by  a  uniform  load.  The  parabolic  curves 


t/0^7^ 


Z*(0677o) 


(a) 


. b — .  7ô^(036  r.y 


(b) 


/$:(£  06%) 


(d) 


■••**/£  :«M 


:zg"  (£  -095%)- 


(e) 

Fig.  4 


286 


June,  1911     THE  ENGINEERING  JOURNAL 


Fig.  5 


—20H—4 

a/  a 

/     i 

i        / 

JLASTIC  METHOD  j  IMIT  DESIGN  MET  HOI 

Fig.  6 

represent  the  sum  of  the  moments  allowed  under  various 
uniform  loadings. 

Curve  A  is  the  allowed  resisting  moment  for  a  simply 
supported  beam  stressed  to  20,000  lb.  per  sq.  in.  In  this 
there  is  only  one  possible  path  of  resistance,  and  con- 
sequently nothing  to  resist  the  maximum  moment  except 
the  beam  strength's  at  the  centre. 

Curve  B  is  the  resisting  moment  for  a  fixed-end  beam 
allowed  by  the  elastic  theory  for  a  unit  stress  of  20,000  lb. 
per  sq.  in.  In  this  there  are  three  paths  of  resistance  inter- 
dependent on  one  another.  Elastic  conditions  place  the 
cf.  on  the  line  "yy,"  which  gives  equal  plus  and  minus 
strain  length  in  each  flange,  but  the  positive  moment  is 
only  half  the  negative  and  there  is  strength  available  to 
prevent  any  overstrain  from  the  negative  moment. 

Curve  C  is  the  allowed  resisting  moment  if  calculated  by 
the  limit  design  method,  that  is,  to  arbitrarily  assume  the 
cf.  where  it  will  give  the  greatest  combined  resistance,  viz.  : 
at  "xx"  where  the  positive  and  negative  moments  become 
equal,  and  the  beam  is  fully  stressed.  This,  however,  cannot 


occur  so  long  as  the  strains  vary  directly  with  the  stresses 
and  the  ends  remain  fixed,  because  the  tension  and  com- 
pression deformations  will  not  equal  one  another.  The  real 
unit  stress  at  the  supports  (while  still  acting  elastically) 
will  be  26,700  lb.  instead  of  20,000  lb.  and  at  the  centre 
13,300  lb.  instead  of  20,000  lb.  If  the  loading  is  increased  so 
as  to  stress  the  fibres  over  the  supports  to  over  30,000  lb. 
(assumed  elastic  limit)  the  strain  at  this  point  will  begin  to 
increase  at  a  higher  rate  than  the  stress,  and  to  maintain 
equal  plus  and  minus  flange  deflections  the  cf.  must  move 
towards  the  support,  and  so  reduce  the  negative  moment 
and  increase  the  positive.  This  will  continue  as  the  load  is 
increased  until  the  stresses  at  the  centre  from  the  positive 
moment  also  exceed  the  elastic  limit  and  the  deformations 
increase  as  rapidly  as  those  in  the  negative  region. 

Curve  D  is  the  maximum  moment  which  will  not  strain 
any  part  of  the  beam  above  the  elastic  limit.  It  indicates 
that  there  is  no  deformation  at  normal  loading  if  a  beam  is 
proportioned  by  the  limit  design  method,  that  is  by  assum- 
ing equal  positive  and  negative  resisting  moments. 

Curve  F  is  the  moment  when  the  combined  maximum 
fibre  stresses  are  50  per  cent  greater  than  given  by  curve 
"C"  (viz.  60,000  lb.).  Acting  elastically,  the  negative  stress 
is  40,000  lb.  and  the  positive  20,000  lb.  which  brings  about 
nine  inches  of  the  flange  to  be  overstressed  and  causes 
extra  deformation  in  it  which  will  move  the  cf.  down  the 
curve  towards  the  support,  possibly  to  point  "T"  and  so 
transfer  about  2500  lb.  fibre  stress  from  the  negative  to  the 
positive  stresses. 

Curve  G  is  for  combined  maximum  fibre  stresses  amount- 
ing to  70,000  lb.  When  treated  elastically,  it  is  divided  into 
46,700  lb.  negative  and  23,300  lb.  positive,  which  over- 
strains about  13  inches  of  the  flanges  adjacent  to  the  sup- 
ports and  probably  shifts  the  cf.  to  the  point  "r"  bringing 
the  positive  maximum  fibre  stress  to  just  over  the  elastic 
limit  (30,000  lb).  To  bring  about  this  condition,  the  deform- 
ation required  in  the  over-strained  portion  must  make  up 
the  difference  between  the  tension  and  compression  elastic 
strains  of  the  whole  flange.  From  curve  "G,"  it  is  apparent 
that  the  extra  deformation  required  in  the  negative  side  to 
equalize  the  plus  and  minus  deflections  must  be  produced 


-él 


l^-L^l 


«        »  » 


5 


o 

-^-ai-'C     "ter*00     **>~T  or  Cv~r 

X 

m£.r"l*r  OHIO'S 

A 

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£ 

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L. 

(                           &      ) 

Fig.  7 


THE  ENGINEERING  JOURNAL     June,  1941 


287 


by  a  stress  equal  to  the  vertical  distance  between  n  and  r 
(7200  lb-stress)  acting  over  the  half  length  of  the  span. 

■*  ^ld=i»ro=0'024"=<less  ,han  «■">• 

This  has  to  be  provided  for  by  deformation  in  the  over- 
strained 13  inches  (shown  by  heavy  lines)  adjacent  to  the 
support.  Assuming  that  the  yield  varies  from  zero  at  30,000 
lb.  stress  to  a  maximum  at  the  highest  stress,  the  maximum 
percentage  of  elongation  in  these  flanges  will  be 

0.024x2    ,_     „0_ 

■■  0.37  per  cent. 


13 


:x  100  ■■ 


1—100  in.  rod  =  l  x  20000  x 


100 

loo : 


=20000 


1—200  in.  rod  = 
1—300  in.  rod  = 

Total 

1  x  20000x^  =  10000 
1  x  20000  x^J  =   6700 

36700 

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Fig.  8 

By  the  limit  design  method,  the  allowed  load,  treating 
the  rods  as  independent,  would  be  as  shown  by  Fig.  4,  viz: — 
3  x  1  x  20000  =  60000  lb.  (or  60  per  cent  more  than  by  the 
elastic  theory). 

But  if  the  hanger  as  a  whole  is  assumed  to  act  elastically 
the  distribution  of  stress  for  this  load  would  be  as  shown  on 
Fig.  4b,  the  stress  in  the  short  bar  would  be  above  the 
elastic  limit  (30000  lb.).  Therefore,  the  maximum  load 
which  will  not  deform  any  of  the  bars  will  be  as  shown  by 
Fig.  4c  (which  is  in  accordance  with  the  suggested  limita- 
tion) and  the  allowed  load  will  be  55,000  lb.,  or  50  per  cent 
more  than  if  computed  by  the  elastic  theory  as  in  Fig.  3. 
It  is  also  about  8  per  cent  less  than  if  the  rods  were  all  the 
same  length. 

As  it  is  the  safety  of  the  hanger  as  a  whole  that  is  our  aim, 
the  hanger  should  be  proportioned  to  give  a  certain  factor  of 
the  capacity  load  and  not  merely  a  factor  of  the  strain  in 
any  one  part  of  it,  and  so  it  is  interesting  to  examine  what 
happens  when  these  loads  are  increased  by  50  and  100 
per  cent. 

By  increasing  these  computed  loads  by  50  per  cent  and 
assuming  that  the  deformation  beyond  the  elastic  limit  is 
three  times  as  great  as  below  it,  the  resulting  stresses  and 
strains  will  be  about  as  shown  by  2b,  3b  and  4d.  In  2b  all 
the  rods  are  just  at  the  point  of  deformation  and  there  is  no 
elastic  reserve.  In  3b  the  shorter  bar  is  at  the  limit  of 
elasticity,  while  the  other  rods  have  50  and  67  per  cent  of 
their  elastic  stress  resistance  unused.  In  4d  the  shorter  bar 
has  deformed  0.08  per  cent  of  its  length,  but  the  200  in. 


rod  has  10  per  cent  and  the  300  in.  rod  40  per  cent  of  their 
elastic  resistance  in  reserve. 

If  the  computed  allowed  loads  are  doubled,  the  strains 
and  stresses  are  about  as  shown  in  2c,  3c  and  4e.  In  2c  all 
the  rods  are  deformed  by  about  0.1  per  cent  and  there  is  no 
reserve  elastic  resistance.  In  3c  the  short  rod  is  deformed 
0.05  per  cent,  while  there  is  still  25  and  50  per  cent  elastic 
stress  resistance  unused  in  the  other  two.  In  4e  the  shortest 
rod  is  deformed  0.18  per  cent  which  is  only  about  %  in.  for 
the  100  in.  rod  and  the  intermediate  rod  is  deformed  0.05 
per  cent,  but  there  is  still  7  per  cent  reserve  elastic  stress 
resistance  in  the  long  rod  to  prevent  progressive  creep. 

Reviewing  these  results  and  assuming  that  the  propor- 
tioning by  the  elastic  theory  as  given  in  Fig.  2  is  correct,  it 
would  seem  that  the  safe  loading  given  in  Fig.  3  hanger 
(viz.  by  the  elastic  method)  is  extravagant  and  that  that 
given  by  the  limit  design  method  in  Fig.  4c  is  quite  as  safe 
as  in  Fig.  2. 

The  question  to  be  investigated  is  whether  under  certain 
loading  conditions  some  of  the  members  of  a  steel  structure 
which  only  provide  a  part  of  the  total  resistance  can  be 
restrictedly  deformed  to  some  limit  (say  0.1  per  cent  or 
even  0.2  per  cent)  without  harm.  From  practical  experiences, 
it  does  appear  to  be  permissible  for  a  great  proportion  of 
structures  and  well  worthy  of  consideration. 

It  should  also  be  kept  in  mind  that  medium  steel  specifica- 
tion calls  for  an  elongation  of  22  per  cent  or  equivalent  to  a 
stress  of  6,600,000  lb.  per  sq.  in. 

The  reasons  for  considering  the  limit  design  method  as  a 
justifiable  way  of  estimating  the  safe  bending  resistance  of 
beams  can  be  best  visualized  by  comparing  the  allowed 
resistances  based  on  the  elastic  and  limit  design  theories 
for  a  solid  beam  with  that  of  a  beam  having  all  its  bending 
resistance  concentrated  in  its  extreme  fibres. 

Consider  a  12  in.  x  4  in.  beam  as  shown  by  Fig.  5a.  The 
stress-strain  diagram  is  as  indicated  by  Fig.  5b  for  the 
elastic  theory,  and  by  Fig.  5c  for  the  limit  design  (i.e.  that 
all  fibres  act  independently).  In  Fig.  5b  only  the  extreme 
fibres  are  resisting  at  their  full  value,  whereas  in  Fig.  5c 
all  the  fibres  are  assumed  to  be  equally  stressed.  The  latter 
cannot  occur  while  the  extreme  fibres  are  still  strained 
within  the  elastic  limit  but  the  inner  fibres  will  begin  to 
assume  this  condition  as  soon  as  the  outer  fibres  pass  their 
elastic  limit  (when  the  stress  does  not  increase  propor- 
tionately with  the  strain). 

If  it  were  possible  to  strain  infinitely  the  inner  fibres  of 
the  beam,  and  the  fibres  could  deform  without  increased 
resistance  after  passing  the  elastic  limit,  the  stress  diagram 
would  be  two  rectangles  as  shown  by  Fig.  5c  and  the  cal- 
culated section  modulus  would  be: 

bd2  bd2 

— j-  =  144,  or  50%  greater  than  — ~-  =96,   as  given  by  the 
4  6 

elastic  theory  (Fig.  5b.). 

In  Fig.  5b  (elastic  theory)  only  the  extreme  fibres  are 
fully  used  and  all  the  interior  fibres  have  reserve  elastic 
strength,  which  is  not  used  in  the  estimate  of  the  beam's 
strength.  Thus  no  credit  is  taken  for  this  reserve  resistance 
which  is  indicated  by  the  hatched  area  in  Fig.  5b  in  spite 
of  the  fact  that  the  outer  fibres  can  probably  deform  enough 
before  injuring  the  beam  to  bring  much  of  this  excess 
elastic  resistance  into  effect. 

In  a  beam  with  all  its  area  concentrated  in  the  outer 
fibres,  (Fig.  6a)  the  computed  bending  resistance  is  the 
same  by  either  method,  since  there  is  no  unused  resistance 
to  be  included  in  the  limit  design  result. 

It  is  quite  evident  from  the  stress  diagrams,  Fig.  5c,  that 
the  limit  design  cannot  function  fully,  because  the  fibres 
inside  the  point  where  they  are  not  stressed  above  the 
elastic  limit  must  act  elastically.  If  it  is  assumed  that  the 
outer  fibres  can  be  strained  to  0.15  per  cent  of  their  length 
without  harm,  assuming  the  stress  in  the  overstrained 
fibres  remain  constant  after  passing  the  elastic  limit,  the 
stress-strain  diagram  will  be  as  shown  by  Fig.  5d  (full  lines) 


288 


June,  1941     THE  ENGINEERING  JOURNAL 


TABLE  No.  I 


1 

2 

3 

4 

5 

6 

7 

8 

9 

Path 

S 

Method 

Allowed  Stress 

Excess 
L 

E 

5%  DEFLEC- 
TION OR 
ULT.  STRENGTH 

Factor 
7  to  5 

Factor  as  Compd. 

No. 

Unit 

Total 

with  Ex.  No.  1 

1 

a 

1 

E&L 

1  ©20000 

20000. 

0 

60000 

3 

a(D 
b(.8) 

c  (-5) 
d  (.25) 

1 

1 
1 
1 

E 

1  ©20000 
1  ©16000 
1  ©10000 
1©  5000 

51000. 

50% 

185400 

3.63 

1.21 

2 

L 

4  ©20000 

1  ©30000 
1  ©24000 
1  ©15000 
1©  7500 

80000 . 
76500  * 

2.42 

.81 

3 

a 
b 

1 
1 

E 

1  ©20000 
1  ©16000 

36000 . 

11% 

116400 

3  23 

1.08 

L 

2  ©20000 

40000 . 

2.91 

.97 

a 
cl 

1 

1 

E 

1  ©20000 
1©  5000 

25000 . 

50% 

90000 

3.6 

1.2 

5 

L 

1  ©30000 
1©  7500 

37500* 

2.4 

.8 

6 

a 
b 

3 

1 

E 

3  ©20000 
1  ©16000 

76000 . 

•5% 

236400 

3.1 

1.03 

L 

4  ©20000 

80000 . 

2.95 

.99 

7 

a 
b 

1 
3 

E 

1  ©20000 
3©  16000 

68000 . 

18% 

229200 

3.37 

1.12 

L 

4  ©20000 

80000. 

2.87 

.95 

10 

a 
d 

3 
1 

E 

3  ©20000 
1©  5000 

65000 . 

23% 

210000 

3.23 

1.08 

L 

4  ©20000 

80000 . 

2.62 

.87 

a 
d 

.1 
3 

E 

1  ©20000 
3©  5000 

35000 . 

50% 

150000 

4.28 

1.43 

il 

L 

1  ©30000 
3©  7500 

52500 . * 

2.85 

.95 

S  — relative  independent  strength  of  path. 

*  — maximum  elastic  resistance  which  will  not  strain  any  path  above  its  elastic  limit. 


and  the  calculated  resistance  of  the  beam  will  be  (2  x  4  x 

(4  x  82) 
5x2)  +  - — ^ =  122.6  or  28  per  cent  above  what  is  given 

by  the  elastic  theory.  This  divided  by  the  factor  of  safety 
should  give  a  safe  working  value. 

As  the  stress  does  increase  (but  at  a  much  slower  rate) 
after  the  strain  passes  the  elastic  limit,  the  full  lines  in  Fig. 
5d  are  not  actually  correct,  and  it  is  likely  that  the  actual 
stress  diagram  will  be  somewhat  as  shown  by  the  light 
dotted  lines,  and  the  strain  diagram  by  the  heavy  dotted 
lines.  This  will  give  somewhat  greater  strength  and  less 
deflection  than  given  by  the  full  lines.  To  calculate  the 
precise  bending  resistance  of  beams  as  their  outer  fibres  are 
strained  beyond  their  elastic  limit  is  a  complicated  problem. 
It  has  been  discussed  in  many  books  on  the  "Strength  of 
Materials"  (by  Swain  and  Morley)  and  "Theories  of 
Elastic  Stability"  (by  Timoshenko,  and  others).  What  is  here 
discussed  is  limited  to  the  main  question  as  to  whether  it  is 
justifiable  to  consider  yield  in  the  extreme  fibres,  and  does 


not  touch  on  the  more  involved  problem  of  finding  the 
exact  amount. 

This  strain  is  only  about  }4o  of  the  elongation  specified 
for  the  material  and  while  it  is  realized  that  most  of  the 
specified  elongation  cannot  be  safely  used,  it  seems  likely 
that  this  relatively  small  proportion  can  be  relied  on  to 
redistribute  much  of  the  overstress  into  the  path  which  is 
still  acting  elastically  before  failure  occurs. 

Curve  H  is  for  unit  stresses  which  are  still  within  the 
strength  of  the  beam  when  considered  as  acting  elastically. 
It  is  interesting  as  showing  the  lengths  which  become  over- 
strained (deformed)  as  the  loads  are  increased.  When  acting 
elastically  about  163/2  m-  0I  the  negative  side  are  over- 
strained, but  if  adjusted  to  give  equal  moments,  there  are 
only  about  seven  inches  on  the  negative  side  which  are 
overstrained,  while  on  the  positive  side  35  in.  become  over- 
strained, indicating  a  far  more  rapid  lengthening  of  the 
positive  overstraining  as  the  load  is  increased.  Of  course, 
both  of  these  conditions  cannot  occur  together,  but  they 
point  to  the  probability  of  ensuring  the  location  of  the 


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289 


point  of  contraflexure  so  as  to  utilize  nearly  the  full  strength 
of  both  paths  before  failure  occurs  through  overstraining. 

In  the  case  of  a  fixed  ended  beam  with  a  concentrated 
load,  the  limit  design  method  gives  results  similar  to  the 
elastic  theory,  because  the  paths  of  resistance  are  of  equal 
rigidity  and  both  are  stressed  to  the  maximum  and  any 
yielding  in  one  will  merely  throw  excess  on  to  the  other 
which  is  already  fully  stressed. 

In  the  moment  diagrams,  which  are  given  in  Fig.  7,  the 
movement  of  the  cf.  from  its  elastic  position  is,  of  course, 
largely  approximate  guessing,  and  therefore  the  distribu- 
tion of  stress  between  the  positive  and  negative  portions  of 
the  beam  is  not  definitely  known.  But  is  this  so  very  im- 
portant if  the  yield  of  the  overstressed  part  can  be  relied 
on  to  be  sufficient  to  bring  other  paths  which  still  have 
excess  elastic  strength  into  sufficient  resistance  to  prevent 
the  overstressed  path  exceeding  its  safe  limit  of  strain  ? 

It  is  probably  at  present  impossible  to  calculate  the 
exact  location  of  the  cf.  and  consequent  distribution  of  the 
resistance  between  the  positive  and  negative  moments  in 
continuous  beams  before  failure  (or  fatigue)  occurs,  but  it  is 
evident  that  these  moments  are  inter-dependent  and  that 
extra  deformation  in  the  overstrained  path  must  auto- 
matically reduce  the  proportion  of  stress  in  the  heavier 
strained  path  by  transferring  it  to  the  underst rained  one. 

The  three  examples  which  have  been  discussed  represent 
only  a  few  cases  of  the  types  of  structures  in  which  yield 
should  be  considered,  but  apply  equally  to  all  so-called 
indeterminate  structures  such  as  arches,  buildings  sup- 
ported on  numerous  columns,  etc. 

In  order  to  illustrate  graphically  the  distribution  of 
stresses  and  strains  among  the  several  paths  of  com- 
plicated structures,  diagrams  giving  the  strains  and  stresses 
of  four  paths  having  different  rigidities  are  shown  in  Fig.  8. 

The  stress-strain  diagrams  are  intended  to  represent 
those  of  medium  structural  steel.  It  is,  therefore,  assumed 
that  the  strain  varies  directly  with  the  stress  up  to  30,000 
lb.  per  sq.  in.  and  amounts  to  0.1  per  cent  of  the  length, 
then  there  is  a  strain  of  0.1  per  cent  without  increase  of 
stress  after  which  the  strain  develops  at  an  increasing  rate 
until  a  strain  of  0.5  per  cent  with  a  stress  of  60,000  lb.  per 
sq.  in. 

Diagram  "a"  is  for  a  path  with  the  equivalent  strain  of 
0.1  per  cent. 

Diagram  "b"  is  for  a  path  equivalent  to  0.125  per  cent  or 
80  per  cent  rigidity  as  compared  with  "a." 

Diagram  "c"  is  for  0.2  per  cent  and  50  per  cent  rigidity. 

Diagram  "d"  is  for  0.4  per  cent  and  25  per  cent  rigidity. 

The  actual  strains  and  stresses  computed  by  the  elastic 
theory  and  the  limit  design  method,  for  various  combina- 
tions of  these  paths  can  be  obtained  by  scale  from  Fig.  7. 

It  will  be  seen  from  Table  I  that  the  working  or  allowed 
capacities  (Column  5)  given  by  the  limit  design,  are  much 
higher  than  those  allowed  by  the  elastic  theory,  the  differ- 
ence varying  from  zero  for  a  one  path  structure  to  50  per 
cent  extra  when  the  major  resistance  is  from  the  limber 
paths. 

The  increased  resistances  developed  by  doubling  the 
deflection  can  be  scaled  from  Fig.  8.  They  indicate  a  reason- 
able agreement  between  the  limit  design  method  and  a 
structure  with  only  one  path,  while  the  elastic  theory  gives 
a  considerable  excess  for  nearly  all  combinations. 

In  Column  7  are  given  the  resistances  when  the  most 
rigid  path  is  stressed  to  the  assumed  ultimate  (60,000  lb. 
per  sq.  in.).  Column  8  gives  the  ratio  of  this  to  the  working 
stress  as  given  in  Column  5.  If  these  factors  of  safety 
(Column  9)  are  compared  with  that  given  for  a  one  pathed 
structure,  it  is  found  that  the  elastic  theory  gives  a  con- 
siderably greater  factor  of  safety  and  the  limit  design  a 
decidedly  lower  factor.  It  must,  however,  be  remembered 


that  a  0.5  per  cent  strain  will  not  fracture  medium  steel 
and  that  any  further  increase  of  strain  will  develop  in- 
creasing proportional  resistance  from  the  other  paths  while 
the  stress  in  the  rigid  path  will  scarcely  alter. 

This  simple  illustration  is  extremely  superficial  and  is 
merely  shown  to  help  visualize  in  the  simplest  way  what 
must  tend  to  happen  in  a  complicated  structure, — it  shows 
that  the  present  elastic  method  fails  to  give  a  true  safety 
factor  and  emphasizes  the  need  of  considering  deformation 
as  well  as  elastic  strain  when  designing  structures  with 
more  than  one  path  of  resistance. 

In  order  to  count  with  safety  on  the  effect  of  yield  in 
designing  steel  structures,  it  becomes  important  to  deter- 
mine whether  and  how  much  yield  can  be  endured  without 
damage.  There  is  not  at  present  any  accepted  practice  as  to 
the  amount  of  yield  that  may  be  counted  on,  nor  the  precise 
ratio  of  yield  to  stress.  It  is,  however,  accepted,  first 
that  on  reaching  the  elastic  limit  a  relatively  large  amount  of 
strain  takes  place  with  little  or  no  increase  of  stress,  and, 
second,  that  further  increase  of  stress  produces  a  greater 
and  accelerated  ratio  of  strain. 

Fatigue 

Many  tests  have  shown  that  repetition  of  stress,  even 
well  below  the  elastic  limit,  will  produce  failure  and, 
therefore,  it  may  be  claimed  that  it  is  dangerous  to  count 
on  the  stress  in  any  part  of  a  frame  ever  passing  the  working 
limit.  Nearly  all  fatigue  tests  have  been  made  by  applying 
frequently  certain  loads  to  bars  which  have  had  nothing  to 
restrict  progressive  elongation.  It  seems  likely  that  if  the 
strain  had  been  restricted,  the  probable  reason  of  fatigue, 
viz.,  progressive  creep,  would  have  been  stopped  and 
fatigue  would  have  been  avoided. 

The  application  of  limit  design  principles  to  the  design  of 
structures  which  will  probably  seldom  or  never  be  loaded  to 
their  designed  capacity,  and  to  those  carrying  an  immov- 
able load,  seems  quite  permissible,  while  for  structures 
intermittently  supporting  their  full  load  or  those  subjected 
to  severe  vibration,  its  application  is  less  safely  justifiable. 

The  aim  of  structural  engineering  is  to  practise  safe  and 
efficient  methods  of  designing  structures  and  any  permanent 
and  reliable  resistance  which  must  function  before  failure  or 
damage  occurs  and  which  is  not  included  in  estimating  the 
safe  loading,  is  waste  and  is  not,  therefore,  good  engineering. 

As  is  the  case  in  all  our  discussions,  the  object  of  drawing 
attention  to  these  questions  is  to  place  the  subject  before 
those  who  are  fortunate  enough  to  be  in  a  position  to  in- 
vestigate it  further.  The  subject  of  limit  design,  which  is 
bound  up  with  the  determination  of  the  amount  of  strain 
or  yield  which  can  be  relied  on  before  damaging  the  mate- 
rial, is  recommended  to  those  who  have  the  opportunity  to 
examine  the  matter  minutely  from  a  scientific  research 
point  of  view. 

The  establishment  and  general  recognition  of  the  amount 
of  restricted  yield  that  can  be  used  with  safety  would  give 
confidence  in  a  wider  use  of  rigid  construction,  it  should 
often  influence  the  investigations  regarding  the  safety  of 
old  bridges  and  other  steel  structures,  and  would  simplify 
the  designing  of  indeterminate  structures.  It  might  even 
cultivate  a  keener  appreciation  of  deformation  effects,  and 
prevent  too  much  dependence  on  the  strict  literal  applica- 
tion of  standard  specification  rules  applied  in  accordance 
with  conventional  practice. 

The  safe  unit  of  strain  as  well  as  of  strength  for  different 
conditions  of  loading  is  essential,  but  it  has  never  been, 
even  approximately,  determined. 

Acknowledgment 

The  author  wishes  to  acknowledge  the  help  given  him  by 
Mr.  A.  M.  Bain,  m.e.i.c,  and  to  express  his  appreciation 
for  the  many  suggestions  he  made  to  clarify  the  issue. 


290 


June,  1911     THE  ENGINEERING  JOURNAL 


RESUME  OF  PRESENT  DAY  POWER  TRENDS 


A.  G.  CHRISTIE 

Professor  of  Mechanical  Engineering,  The  John  Hopkins  University,  Baltimore,  Md.,  U.S.A. 

Paper  presented  before  the  Midwest  Power  Conference,  at  Chicago,  Illinois,  on  April  9,  1941 


Today's  trends  in  power  development  are  influenced  by 
recent  economic  and  political  events.  The  depression  which 
started  in  1929  led  to  large  reductions  in  the  power  loads 
of  utilities  and  industries.  As  a  result  ample  reserve  capacity 
was  available  for  several  years  and  few  new  generating 
units  were  installed.  But  the  domestic  load  continued  to 
increase  throughout  this  period.  The  Government  under- 
took large-scale  hydro-electric  developments  in  various 
parts  of  the  country  with  the  stated  intention  of  lowering 
rates  for  electrical  service.  The  Government  also  started  a 
campaign  for  rural  electrification.  While  many  engineers 
disagree  with  the  methods  by  which  the  selling  prices  of 
the  various  services  have  been  fixed  by  the  Government's 
agencies,  these  developments  have  been  contributing  factors 
in  the  present  trends. 

In  1937  a  noticeable  improvement  in  business  made  it 
apparent  that  an  early  pick-up  in  industry  would  require 
additional  generating  capacity.  This  has  proved  a  fortunate 
circumstance  for  the  equipment  ordered  at  that  time  is 
now  available.  The  start  of  the  war  in  1939  and  the  rapid 
rise  in  industry  since  then  have  greatly  increased  the  de- 
mands for  power.  One  large  utility  recently  stated  that  its 
output  in  kilowatt  hours  doubled  in  the  last  six  years. 
Fortunately,  new  hydro-electric  capacity  now  available, 
together  with  the  reserves  of  the  public  utilities,  have  been 
sufficient  to  meet  all  demands  to  date  with  a  reasonable 
stand-by.  In  the  meantime,  additional  equipment  aggre- 
gating a  large  kilowatt  capacity  has  been  ordered  or  is 
being  installed,  and  this  will  add  to  available  power  as 
demands  increase.  Baring  untimely  strikes,  sabotage  or  dis- 
location of  labour  in  plants  building  power  plant  equipment, 
the  electric  utilities  appear  able  to  meet  all  demands  due 
to  the  defence  emergency. 

Hydro-Electric  Power  Development 

The  attention  of  the  public  has,  for  some  time  past,  been 
centered  on  hydro-electric  developments.  Some  notable 
plants  have  been  completed  by  the  Government  in  the 
last  decade  such  as  Boulder  Dam,  the  TVA  plants,  and 
Bonneville,  while  work  is  actively  progressing  at  Shasta 
and  Grand  Coulee.  The  Canadian  plants  at  Niagara  Falls 
have  been  permitted  to  use  additional  water  during  the 
present  emergency  and  in  anticipation  of  the  diversion  of 
water  into  Lake  Superior  from  the  Hudson's  Bay  water- 
shed. Additional  capacity  has  been  added  at  Beauharnois 
on  the  St.  Lawrence  river  and  at  La  Tuque  on  the  St. 
Maurice  river. 

Hydro-electric  plants  serve  two  classes  of  customers,  the 
large  power  user  located  close  at  hand  as  at  Niagara, 
Shawinigan,  Alcoa,  Arvida,  etc.,  or  public  utility  loads  at 
varying  distances  from  the  plant.  Boulder  Dam  is  among 
the  latter,  with  transmission  lines  267  miles  along  to  Los 
Angeles.  Others  have  loads  closer  at  hand.  The  American 
consumer  demands  continuity  of  service  and  consequently 
steam  stand-by  plants  are  already  provided  or  will  soon  be 
needed  by  the  vast  hydro-electric  systems  of  the  United 
States.  For  instance,  new  steam  stations  are  now  under 
design  for  the  TVA  system  and  at  Los  Angeles  for  Boulder 
Dam.  Other  large  hydro-electric  systems  may  add  steam 
stand-by  plants,  in  some  cases  to  care  for  low  water  flows, 
in  others  to  avoid  interruptions  to  service. 

From  a  military  point  of  view,  hydro-electric  plants  are 
vulnerable  while  long  distance  transmission  lines  are  sub- 
ject to  interruptions.  These  considerations  further  empha- 
size the  necessity  of  steam  stand-by  service  in  the  com- 
munities served.  Also  transmission  lines  should  be  located 
so  that  these  can  be  easily  patrolled  in  case  of  war. 


The  latest  available  figures  for  this  country  indicate  that 
26  per  cent  of  the  kilowatt-hours  output  of  the  public 
utilities  came  from  hydro  plants  though  the  installed 
capacity  was  28  per  cent  of  the  total  of  hydro  and  steam 
capacity  in  all. 

What  about  further  hydro-electric  development?  Canada 
possesses  many  large  undeveloped  sites  ranging  from 
Labrador  to  the  Pacific  Coast  which  can  be  developed  as 
needs  arise  in  the  future.  By  means  of  remedial  works  in 
the  rapids  above  Niagara  Falls,  additional  water  can  be 
diverted  for  power  development  on  both  sides  at  a  central 
point  where  it  can  be  of  maximum  value.  Additional  sites 
are  available  on  the  Colorado  river  above  Boulder  Dam. 
Other  developments  are  possible  in  many  other  parts  of 
the  country. 

The  development  of  the  International  Section  of  the  St- 
Lawrence  river  has  been  retarded  by  political  considera- 
tions concerned  with  the  proposed  deep  waterways  through 
the  Great  Lakes.  There  is  much  confusion  regarding  the 
cost  of  this  large  project.  In  1925  the  Hydro-Electric  Power 
Commission  of  Ontario  published  a  report  of  their  studies 
of  this  development.  One  proposal  was  for  a  single  dam  to 
give  75  ft.  head  which  would  permit  the  development  of 
1,113,000  kw.  at  a  total  cost  of  $141,700,000,  or  $127  per 
kilowatt.  Provision  for  deep  waterway  navigation  would 
cost  $68,150,000  additional.  With  75  per  cent  load  factor 
the  Commission  estimated  that  this  power  could  be  deliv- 
ered at  the  end  of  a  transmission  line  300  miles  long  and 
stepped  down  to  12,000  volts  at  a  cost  between  one-half 
and  two-thirds  cents.  This  project  awaits  international 
agreement  before  development  is  undertaken. 

One  can  safely  predict  that  additional  hydro-electric 
capacity  will  be  developed  as  rapidly  as  political  and 
economic  considerations  warrant. 

Steam  Generated  Power 

Great  central  stations  have  been  built  and  others  will  be 
planned.  But  one  must  consider  factors  which  may  influence 
their  size.  Difficulties  arise  where  too  many  large  feeders 
must  radiate  from  a  single  plant.  A  large  station  makes  an 
excellent  target  for  aircraft  attack.  A  number  of  smaller 
stations  feeding  into  various  portions  of  the  distribution 
system  would  make  the  system  less  liable  to  complete 
outage.  The  large  station  emits  enormous  volumes  of  flue 
gases  into  the  surrounding  atmosphere,  the  dispersion  of 
which  raises  problems.  A  number  of  smaller  stations  emit- 
ting the  same  total  gas  volume  at  widely  scattered  points 
would  lead  to  more  satisfactory  dissipation.  Finally,  the 
practice  of  unit  construction  of  one  boiler-one  turbine  per- 
mits the  design  of  smaller  plants  with  efficiencies  practically 
equal  to  the  super-power  plant.  A  trend  towards  more 
scattered  stations  of  moderate  size  may  be  considered  a 
future  possibility. 

There  is  a  distinct  tendency  towards  the  employment  of 
high  pressures  and  high  temperatures  in  new  plants.  Many 
will  operate  at  850  p.s.i.  and  900  deg.  F.  at  the  throttle, 
while  an  increasing  proportion  of  new  units  will  employ 
1,250  p.s.i.  and  temperatures  up  to  950  deg.  F.  Superposed 
units  in  general  are  built  for  the  higher  pressures  and  tem- 
peratures. Temperatures  in  these  ranges  are  closely  con- 
trolled by  desuperheaters,  by-pass  dampers,  etc.  Advances 
to  still  higher  pressures  appear  to  depend  on  the  production 
by  our  metallurgists  of  metals  capable  of  standing  even 
higher  temperatures.  There  is  considerable  basis  for  the 
expectation  that  such  metals  suitable  for  1,200  deg.  F.  may 
soon  be  at  hand  in  which  case  initial  pressures  of  2,000  to 


THE  ENGINEERING  JOURNAL     June,  1941 


291 


2,500  p.s.i.  may  be  employed  on  the  regenerative  cycle 
without  excessive  moisture  at  the  exhaust. 

This  advance  in  pressure  will  not  be  made  without  some 
extensive  changes  in  plant  equipment.  The  increased  density 
of  the  saturated  steam  may  necessitate  the  more  rapid 
development  of  forced  circulation  boilers.  Already  one  such 
boiler  for  2,000  p.s.i.,  960  deg.  F.  with  reheater  is  under 
construction.  The  problems  arising  from  circulation  in 
boilers  are  receiving  much  attention  and  boilers  are  being 
modified  to  secure  more  positive  flows  in  steam  generating 
tubes. 

A  marked  trend  in  recent  years  is  towards  the  employ- 
ment of  bent-tube  steam  generators  with  definite  circula- 
tion paths  from  and  to  the  drums.  These  appear  to  have 
overcome  the  recirculation  difficulties  experienced  in  cer- 
tain earlier  straight  tube  types. 

The  tremendous  influence  on  boiler  design  of  radiant  heat 
as  a  means  of  effective  heat  transfer  is  now  recognized  in 
the  design  of  practically  all  boilers.  This  means  of  heat 
transfer  has  not  been  fully  exploited,  even  though  one  manu- 
facturer is  now  offering  a  "radiant  type."  Some  future  de- 
sign may  provide  still  higher  furnaces  than  at  present  or 
use  two  stage  furnaces,  both  of  which  will  be  designed 
almost  wholly  for  radiant  heat  transfer  to  the  steam  gener- 
ating tubes  forming  the  solid  furnace  walls. 

While  stokers  continue  to  be  added  in  the  older  stations 
and  where  special  fuels  are  used,  practically  all  new  coal- 
fired  plants  burn  pulverized  coal.  Furnaces  with  powdered 
coal  may  have  wet  or  dry  bottoms,  depending  upon  the 
fusibility  of  the  ash  and  the  nature  of  the  load.  Low  fusing 
ashes  such  as  are  found  in  midwestern  coals,  and  high  con- 
tinuous loads  favour  the  wet  bottom.  Eastern  high  fusing 
ash  and  loads  requiring  frequent  shutdowns  as  on  stand-by 
or  peak  load  service,  lead  to  the  use  of  dry  bottom  fur- 
naces. Due  to  low  grindability  of  western  and  northern 
lignites,  the  spreader  type  stoker  may  be  employed  for 
their  combustion. 

The  nature  of  the  ash  in  available  fuels  has  a  great  in- 
fluence on  steam  generator  design.  The  fusible  ash  particles 
formed  during  combustion  must  be  cooled  and  solidified 
before  coming  in  contact  with  boiler  or  superheater  surfaces 
or  the  deposit  on  such  tubes  will  plug  up  gas  passages  and 
require  hand  labour  for  lancing  while  in  service.  To  avoid 
such  deposits,  furnaces  may  be  made  larger  with  lower  aver- 
age rates  of  heat  release  to  insure  proper  gas  temperature 
at  exit  and  tubes  of  both  boiler  and  superheater  may  be 
spaced  wider  apart,  even  at  the  expense  of  greater  total 
superheater  tube  surface. 

It  will  be  evident  from  the  preceding  paragraphs  that 
steam  generator  designs  are  still  being  modified.  No  stand- 
ardization is  in  sight  and  further  changes  are  forthcoming. 

A  most  important  consideration  in  operation  is  the  assur- 
ance of  clean  steam.  Methods  of  centrifuging  and  washing 
the  outgoing  steam  have  been  tried  and  notable  advances 
have  been  made.  Studies  of  boiler  water  conditioning  to 
avoid  scale  and  corrosion  have  led  to  marked  improvements 
in  operation.  Much  still  remains  to  be  learned  about  the 
action  of  water  in  high  pressure  boilers.  Silica  in  feed  water 
has  been  difficult  to  remove.  Our  chemists  will  eventually 
develop  satisfactory  boiler  water. 

Steam  generators  have  been  built  for  outputs  up  to 
1,000,000  lb.  per  hour.  There  appears  to  be  no  obstacle  to 
the  construction  of  larger  boilers  with  welded  parts.  Troubles 
with  rolled  joints  at  high  pressures  may  lead  to  the  welding 
of  all  boiler  tubes.  Long  water  wall  tubes  and  most  of  the 
piping  connected  to  the  steam  generator  are  now  welded. 
Steam  lines  to  turbines  are  now  generally  welded  through- 
out. 

The  trend  in  steam  turbine  development  is  towards  the 
use  of  units  operating  at  3,600  r.p.m.  They  are  of  less 
weight  and,  with  smaller  physical  dimensions,  are  less 
affected  by  temperature  changes  than  1,800  r.p.m.  units. 
These  condensing  units  are  more  economical  than  1,800 


r.p.m.  turbines  in  sizes  below  50,000  kw.  There  is  little 
thermal  advantage  in  the  3,600  r.p.m.  units  in  condensing 
turbines  above  50,000  kw.  capacity  but  larger  units  have 
been  purchased  for  other  reasons.  Earlier  difficulties  with 
high  pressure  blading  appear  to  be  overcome. 

Generators  above  25,000  kw.  are  now  generally  cooled 
with  hydrogen.  Large  two  pole  generators  at  3,600  r.p.m. 
are  subject  to  120  cycle  vibration.  This  has  been  overcome 
by  mounting  the  stator  core  on  supporting  devices,  which 
prevent  the  vibration  being  carried  to  the  foundation. 

Rearrangements  of  the  tube  layout  have  improved  con- 
denser performance  and  still  further  changes  can  be  made. 
Tubes  rolled  at  both  ends  with  some  flexible  member  to 
care  for  differential  expansion  are  now  generally  employed. 
More  attention  will  be  given  to  tube  materials  and  to  tube 
supports  which  prevent  vibration,  in  order  to  secure  longer 
life  and  lower  maintenance  charges. 

It  is  becoming  general  practice  in  coal-burning  plants 
to  install  some  form  of  dust  catcher  in  the  flue  gas  ducts. 
Cottrell  precipitators,  cyclones  and  washers  are  in  use  for 
this  purpose.  Clean  flue  gases  will  be  required  from  most 
new  plants  in  the  future. 

Improved  operating  efficiency  and  increased  heat  drop 
have  decreased  the  B.t.u.  per  k.w.h.  which  results  in  de- 
creased coal  consumption.  However,  increased  coal  prices 
may  offset  this  reduction  in  cost.  As  a  result,  production 
costs  may  change  only  slightly. 

The  mercury-steam  stations  now  in  service  continue,  to 
operate  satisfactorily  and  improvements  have  been  made 
in  the  design  of  the  mercury  boilers.  The  additional  cost 
of  this  equipment  and  the  narrowing  margin  of  gain  in 
thermal  performance  over  high  pressure  steam  plants  tend 
to  restrict  the  increasing  use  of  this  efficient  system. 

Internal  Combustion  Engines 

Many  Diesel  engines  have  been  built  during  the  past 
few  years.  The  vast  majority  of  these  have  been  used  in 
automotive  equipment  such  as  tractors,  railroad  locomo- 
tives, trucks  and  contractors'  equipment  and  in  marine 
installations.  A  considerable  number  have  been  installed 
in  industrial  plants.  While  many  have  been  built  for  public 
utility  service  in  municipal  and  other  plants,  the  aggregate 
output  in  kilowatts  is  only  a  small  fraction  of  the  nation's 
generating  capacity. 

The  Diesel  engines  will  continue  to  be  used  in  small 
plants  and  for  automotive  service.  They  will  probably  never 
be  a  large  factor  in  public  utility  service  because  they 
have  not  been  built  in  large  sizes  and,  if  built,  their 
economy  would  not  differ  greatly  from  that  of  large  steam 
stations. 

The  gas  turbine  is  attracting  attention  and  several  have 
been  installed  in  oil  refineries  operating  on  the  Houdry 
process.  Its  efficiency  is  dependent  upon  initial  gas  tempera- 
tures which  are  now  limited  to  about  1,000  deg.  F.  Under 
such  conditions,  it  is  not  a  competitor  from  a  thermal 
standpoint  with  Diesel  engines  or  condensing  turbines. 
However,  when  metals  are  available  for  higher  tempera- 
tures and  gas  turbines  are  built  in  such  sizes  as  to  warrant 
the  use  of  several  heat  recovery  auxiliaries,  it  may  find  a 
place  in  sections  where  cheap  oil  and  gas  are  available  and 
particularly  where  water  is  scarce,  as  no  condensing  water 
is  needed.  It  may  also  be  used  on  locomotives. 

The  Future 

Predictions  of  future  developments  are  dangerous  as  they 
are  usually  wrong.  However,  the  continued  increase  of  out- 
put of  our  utilities  indicates  that  loads  have  not  ceased 
growing  and  that  greater  total  plant  capacities  must  be 
provided  in  future  years.  Larger  and  more  economical  steam 
generators  and  turbines  will  be  utilized  and  improved  forms 
of  equipment  provided.  Power  plant  development  in  the 
future  will  require  the  best  skill  and  equipment  this  country 
can  offer,  for  progress  must  not  cease. 


292 


June,  1911     THE  ENGINEERING  JOURNAL 


SCIENCE  AND  ART  IN  ENGINEERING 

J.  K.  FINCH 

Professor  at  Columbia  University,  New  York  City,  U.S.A. 

Address  delivered  at  the  American  Institute  of  Consulting  Engineers,  New  York,  March  5th,  1941,  and  printed  in  the 
publications  of  the  Engineers  Council  for  Professional  Development. 


(Abridged) 


There  are  countless  cross-currents  in  the  stream  of  life 
and  often  there  seems  to  be  no  pattern,  or  distinguishable 
direction,  in  the  trends  of  civilization.  This  difficulty  is 
frankly  announced  by  modern  youth  who  remark  we  don't 
know  where  we're  going  but  we're  on  our  way. 

Yet  this  viewpoint  will  not  deter  the  engineer  from  at- 
tempting to  appraise  the  present  and  forecast  the  future. 
His  method  is  that  of  extrapolation,  which  is  based  on  the 
observation  that  the  pathways  of  the  present  lead  out  of 
the  past,  and  the  best  guide  to  the  future  can  be  secured 
by  extending  their  alignment.  There  has  been  a  great 
change  in  our  profession — a  change  which  has  had  a  mo- 
mentous effect  both  on  engineering,  and  through  engineer- 
ing, on  modern  life,  namely,  the  advent  of  the  modern 
scientific  technique  in  engineering  which  has  transformed 
an  ancient  art  into  a  modern  science.  These  remarks  will 
be  confined  to  one  branch  of  engineering,  civil  engin- 
eering, but  apply  also,  with  more  or  less  force,  to  other 
engineering  fields. 

It  may  be  said  that  for  forty-nine  of  the  fifty  centuries 
of  recorded  history,  engineering  was  practised  as  an  art. 
Then,  beginning  in  the  early  years  of  the  eighteenth  cen- 
tury, but  reaching  its  first  marked  development  less  than 
a  century  ago,  much  of  the  detail  of  this  ancient  art  was 
found  to  be  based  on  mathematical  and  mechanical  prin- 
ciples, and  much  of  its  technique  was  rapidly  "reduced  to 
a  science."  It  is  desirable,  if  only  by  way  of  contrast,  to 
recall  certain  fundamental  professional  practises  in  the  days 
before  this  advent  of  an  unwelcomed  new  baby. 

The  practice  of  an  art,  we  are  told,  depends  upon  an 
intuitive  genius  for  that  art,  a  feeling  and  a  judgment,  in 
the  case  of  civil  engineering,  primarily  for  structure, 
ripened  through  apprenticeship  to  a  master  and  matured 
through  experience.  The  young  man  of  today  sees  little 
of  this  element  in  engineering,  but  all  of  us  can  recall  this 
quality  in  many  of  our  earlier  masters  and  in  many  of  our 
associates  whose  engineering  judgment  we  now  value.  The 
uncanny  skill  in  design  which  the  outstanding  engineers 
of  the  past  possessed,  although  clearly  qualitative  in  char- 
acter, was  almost  quantitative  in  its  results.  Recall,  for 
example,  Perronet's  Pont  de  la  Concorde  at  Paris,  which 
could  be  little  improved  in  its  effective  and  economical  use 
of  material  through  the  application  of  even  the  most  ad- 
vanced modern  analysis.  Or  the  Gothic  cathedral,  master- 
piece of  construction,  which  will  probably  remain  man's 
greatest  achievement  in  stone,  for  the  age  of  stone  masonry 
is  past.  These,  and  countless  other  examples  from  the 
Roman  aqueduct  to  the  truss  bridge,  attest  the  accom- 
plishment of  engineering  as  an  art. 

How  then  has  this  intruding  science  found  a  welcome  in 
the  engineering  nest  ?  The  basic  force  has  been  purely 
economic.  Listen  to  the  words  of  Wellington  writing  about 
1880: 

"It  is  beyond  doubt  that  the  true  reason  for  the  striking 
progress  in  bridge-building  in  recent  years  has  been,  not 
that  men  have  been  driven  to  excellence  by  the  'responsi- 
bility for  human  life'  resting  on  them  .  .  .  The  impelling 
force  has  been  the  keen  competitive  struggle  to  bring  the 
first  cost  of  every  bridge  as  low  as  possible,  and  yet  do 
nothing  which  shall  injure  its  permanent  efficiency  and 
compel  it  to  be  speedily  rebuilt." 

This  is  exactly  what  science  in  engineering  permits  the 
bridge  designer  to  do. 


Clearly,  when  we  are  able,  through  the  use  of  applied 
mechanics  and  a  knowledge  of  the  strength  of  materials, 
to  proportion  each  part  of  a  structure  or  machine  to  the 
load  which  it  actually  carries,  we  can  secure  material  savings 
over  a  design  which  is  purely  the  product  of  judgment  and 
experience.  Also,  depending  upon  this  technique,  we  may 
plan  and  erect  structures  of  a  magnitude  which  an  earlier 
generation  would  have  classed  as  visionary. 

One  of  the  first  consequences  of  this  revolutionary  change 
in  technique  was  the  establishment  of  engineering  schools. 
When  engineering  was  an  art,  education  for  its  practice 
was  through  apprenticeship.  With  much  of  the  basic  tech- 
nology of  engineering  rationalized  and  scientific,  much  of 
this  training  could  be  transferred  to  the  formal  teaching 
of  the  classroom,  for  such  transfer  resulted  in  economy  of 
time  and  in  increased  efficiency  of  instruction.  In  our  own 
country  there  were  but  two  schools  of  engineering  before 
1850,  whereas,  following  the  introduction  of  such  books 
as  Rankine's  Applied  Mechanics  and  his  Steam  Engine, 
there  was  a  tremendous  jump,  and,  by  1870,  a  total  of 
seventy  such  schools  were  active.  The  engineering  school 
was  thus  born  of  this  revolution  in  engineering. 

Just  recall,  for  a  moment,  the  reception  of  the  young 
graduate  of  such  a  school  when  he  attempted  to  secure  a 
position  after  graduation.  He  was  received  by  the  so-called 
practical  engineer  with  about  the  same  smile  that  spreads 
over  the  face  of  a  cannibal  chief  as  he  observes  the  landing 
of  a  missionary  on  his  desert  isle.  Yet,  today,  these  same 
practising  engineers  practically  insist  that  graduation  from 
an  engineering  school  is  a  first  essential  to  admission  to  a 
professional  engineering  society  and  to  professional  regis- 
tration. The  young  engineering  graduate  had  something 
that  was  worth  dollars  and  cents. 

But  the  urge  of  economy  only  furnishes  the  impetus  to 
activity  in  reducing  engineering  to  a  science;  the  fuller 
meaning  of  this  movement  lies  deeper.  Standardization  has 
also  been  a  factor  in  modern  development,  the  standard- 
ization not  only  of  structural  and  machine  elements,  struc- 
tural shapes,  screws  and  threads,  reinforcing  bars  and  pipes, 
and  to  a  very  considerable  extent  of  structures  and  machines, 
together  with  the  even  more  important  standardization  of 
method,  in  which  science  has  been  an  essential. 

A  century  ago  the  practise  of  engineering  was  limited  to 
those  who  possessed  a  native  gift  and  genius  for  the  art  and 
had  achieved  a  skill  and  reputation  through  practice.  Such 
men  were  few  in  number.  It  is  inconceivable,  with  engineer- 
ing merely  an  art,  that  a  handful  of  gifted  men  could  meet 
the  engineering  needs  of  a  modern  world.  The  reduction 
of  the  technique  of  engineering  to  a  science  has  made  pos- 
sible a  widespread  extension  of  engineering  all  over  the 
globe  by  putting  much  of  the  labour  of  engineering  planning 
and  design  in  the  hands  of  men  of  more  ordinary  intelligence. 
Once  the  type  of  a  modern  structure,  its  general  features 
and  principles  of  design  have  been  established,  patience 
and  skill,  but  no  especially  gifted  genius,  are  required  to 
elaborate  its  details. 

In  his  biography  of  Richelieu,  Hilaire  Belloc  observes 
that,  while  "the  conquests  of  physical  science  have  been 
due  to  the  minute  and  extensive  observation  conducted 
by  vast  numbers  of  men,  and  therefore,  for  the  most  part, 
by  the  unintelligent,  .  .  .  this,  for  the  most  part  unintel- 
ligent, mass  of  observation  called  'Modern  Science'  has  led 
to  astounding  results." 


THE  ENGINEERING  JOURNAL    June,  1941 


293 


Mr.  Belloc  does  not  deny  that  there  have  been  great 
men  in  science — men  who  had  the  breadth  of  vision  to  draw 
from  this  mass  of  observation  the  great  generalizations  of 
science.  Neither  does  he  attempt  to  belittle  science;  it  "has 
led  to  astounding  results."  Why  ?  Because  it  is  possible 
through  the  methods  of  science  to  utilize  the  labours  of 
the  relatively  unintelligent  in  advancing  scientific  know- 
ledge. 

It  is  interesting,  at  this  point,  to  consider  for  a  moment 
influences  which  have  made  European  rather  than  American 
engineers  the  leaders  in  the  development  of  the  scientific 
approach  in  engineering  design.  The  answer,  it  would  seem, 
is  to  be  found  in  the  fact  that,  abroad,  skilled  labour  is 
generally  plentiful  and  cheap.  The  emphasis  is  on  economy 
of  material  rather  than,  as  it  has  been  here,  on  economy 
of  production.  Clearly  a  more  exact  technique  of  design 
leads  to  economy  of  material.  On  the  other  hand  the  situa- 
tion in  America  has  been  changing.  Whereas  in  the  past 
simplicity  and  ease  of  construction  was  a  criterion,  contin- 
uous bridges,  the  statically  indeterminate  structure,  rare 
twenty  years  ago,  have  become  commonplace.  Why  ?  Be- 
cause the  former  saving,  which  rested  on  the  use  of  un- 
skilled labour,  is  no  longer  such  a  determining  element  in 
many  lines  of  construction.  The  ultimate  economy  of  a 
saving  in  material — the  result  of  more  exact  design — begins 
to  make  itself  felt.  There  is  thus  every  reason  to  expect 
that  the  movement  for  more  science  in  engineering  will 
continue  to  grow  and  expand. 

And  how  does  this  affect  the  practise  and  prospects  of 
our  profession,  especially  the  position  of  the  consulting 
engineer  ? 

To  put  it  bluntly,  the  great  bulk  of  engineering  practise 
today  is  carried  on  by  organized  groups  of  employees — 
federal,  state  and  municipal  departments  on  the  one  hand, 
or  the  highly  organized  functional  divisions  of  the  industrial 
engineering  offices  on  the  other.  The  consulting  engineer  is 
now  called  upon  only  for  the  great  and  the  difficult — the 
unusual  job  that  is  uneconomical  for  the  routine  office 
staff  to  handle. 

The  consulting  engineer  is  thus  the  modern  representa- 
tive of  the  art  of  engineering.  He  is  pre-eminently  the  master 
of  those  problems  in  practice  which  are  not  solved  in  books. 
He  is  a  court  of  last  resort  for  the  solution  of  problems 
which  have  not,  as  yet,  been  fully  rationalized.  He  is  the 
custodian  of  the  one  unchanging  thing  in  our  profession — 
those  basic  principles  which  make  it  a  profession  rather 
than  a  simple  technology.  Technique  may  change  but  these 
principles  remain.  If,  which  God  forbid,  engineering  is  ever 
reduced  completely  to  a  science,  it  will  no  longer  be  a  pro- 
fession but  a  dull  form  of  scientific  accounting— and  there 
will  be  no  consulting  engineers. 

But  the  consulting  engineer  is  also  a  leader  in  the  move- 
ment for  rationalization  which  is  perpetually  working  him 
out  of  a  job. 

There  is  one  activity  in  modern  life  that  furnishes  a 
parallel  to  this  situation.  Fortunately  this  is  an  activity 
of  which  I  actually  know  something.  Not  being  a  consulting 
engineer,  it  would  otherwise  be  presumptuous  on  my  part 
to  offer  advice  to  the  American  Institute  of  Consulting 
Engineers. 

In  short,  I  am  a  professor  and  am  responsible  in  part  for 
the  administration  and  policies  of  a  type  of  engineering 
school,  which  seems  to  face  problems  closely  parallel  to 
those  of  the  consulting  engineer,  namely,  the  privately 
endowed  engineering  school. 

The  independent,  privately  endowed  engineering  school 
of  the  present  day  is  outnumbered,  say,  ten  to  one,  by 
state-supported  institutions;  furthermore,  if  the  struggle 
is  for  numbers,  or  for  great  and  costly  equipment,  the 
public  tax  list  is  far  more  potent  than  the  private  pocket- 
book.  If  it  is  a  matter  of  dollars  and  cents,  free  tuition  at 
public  expense  is  far  more  attractive  than  the  prospect 
of  $400  per  year  in  a  private  school.  While  not  wishing  to 


cast  any  aspersions  on  the  tax-supported  schools,  among 
which  are  some  of  the  foremost  schools  of  our  country, 
it  is  evident  that  the  privately  endowed  engineering  school 
can  stay  in  business  only  when  it  does  a  better  job  than 
the  tax-supported  institution,  and  this  is  exactly  the  reason 
why  the  consulting  engineer  is  still  in  business. 

Now  there  are  certain  basic  reasons  why,  not  always 
but  in  general,  the  private  school  can  do  a  better  job. 

It  can  hire  and,  within  reasonable  limits,  it  can  fire 
its  staff.  Political  preference  need  never  determine  the 
quality  of  its  faculty. 

It  can  select  its  students  and  it  can  reject  the  laggards 
without  fear  or  favour — provided  it  has  sufficient  endow- 
ment so  that  fees  do  not  constitute  its  full  measure  of  in- 
come. No  uncle  on  the  legislature  can  keep  the  lazy  and 
incompetent  in  its  classes. 

The  independent  consulting  engineer  has  similar  freedom 
in  the  choice  of  personnel. 

The  privately  endowed  school  can  never  cease  to  struggle 
for  leadership.  It  must  keep  ahead  of  the  procession.  It 
must  be  progressive  in  its  educational  ideas.  It  must  look 
ahead,  endeavour  to  anticipate  future  demands — and  so 
must  be  consulting  engineer.  It  has  not  been  by  accident 
that  many  of  the  newer  ideas  of  modern  technique — soil 
mechanics,  for  example — originated  in  private  engineering 
schools. 

One  of  the  most  vital  elements  in  stimulating  engineering 
education  is  research— the  determined  and  orderly  search 
for  new  knowledge  and  new  methods.  It  is  surprising  how 
many  important  contributions  to  modern  practice  have 
been  the  results  of  college  research.  Truly  productive  re- 
search adds  greatly  to  the  respect  in  which  our  profession 
holds  any  engineering  school.  A  recognition  on  the  part  of 
a  school  of  the  kind  and  type  of  research  it  can  profitably 
undertake  is  fundamental — it  must  base  its  programme 
on  its  interests,  on  its  facilities  of  staff  and  equipment 
and  on  its  contacts. 

It  is  also  true  that  some  schools  undertake  such  research 
as  a  thing  separate  from  their  main  business  which  is 
education.  A  consulting  office  would  not  advise  or  follow 
this  plan  even  if  it  could  afford  to  do  so.  Your  research  is 
directly  related  to  the  improvement  of  your  business — of 
your  technical  methods  and  practise.  Similarly,  the  chief 
object  of  college  research  must  be  the  improvement  of  its 
business,  the  enrichment  and  stimulation  of  education. 
Accordingly,  we  have,  in  the  school  I  serve,  no  horizontal 
division  between  research  and  teaching.  The  man  who 
guides  research  also  inspires  the  undergraduate  to  take  part 
in  the  great  adventure — to  do  some  independent,  productive 
thinking. 

From  all  of  which,  I  take  it,  you  will  agree  with  me  that 
the  basic  element  in  our  progress — in  our  ability  to  maintain 
our  positions — the  privately  endowed  educational  institu- 
tion and  the  independent  consulting  office — lies  primarily 
in  the  maintenance  of  a  free  and  dynamic  leadership.  We 
must  be  willing  to  venture  into  new  fields  and  seek  new 
forms  in  which  to  pioneer  in  the  progress  of  our  profession. 

Engineering  is  not  merely  an  instrumentality  of  western 
civilization  whereby  man  endeavours  to  meet  his  material 
needs  and  wants  and  to  make  himself  increasingly  master 
of  his  environment;  it  is  a  habit  of  mind,  a  conviction,  and 
a  viewpoint,  holding  much  greater  potentialities.  A  habit 
of  mind  which  recognizes  that  there  is  a  rational  way  of 
doing  things  as  opposed  to  the  emotional,  unreasoning, 
biased,  partisan  approach;  that  seeks  to  discover  and  per- 
fect this  honest  path  of  science  and  reason,  and  a  conviction 
that  mankind  can  apply  this  method  with  profit,  not  only 
in  one  field  but  in  the  solution  of  a  much  wider  variety 
of  life's  problems. 

What  opportunities  there  are  in  this  picture  for  the  con- 
tinued advance  of  our  profession — for  pioneering  and  lead- 
ership by  those  who  guide  its  destinies — the  consulting 
engineers  and  our  engineering  schools. 


294 


June,  1941     THE  ENGINEERING  JOURNAL 


THE  YOUNG  ENGINEER  IN  TO-MORROW'S  DEMOCRACY 

H.  F.  BENNETT,  m.e.i.c. 
District  Engineer,  Department  of  Public  Works  of  Canada,  London,  Ont. 

Address  delivered  by  the  Chairman  of  the  Committee  on  the  Training  and  Welfare  of  the  Young  Engineer,  at  the 
Annual  Meeting  of  The  Engineering  Institute  of  Canada,  at  Hamilton,  Ont.,  on  February  6th,  1941. 


Canada  is  facing  a  great  national  emergency.  The  capa- 
city of  our  engineering  skill  will  be  taxed  to  its  limits.  Our 
national  effort  can  go  that  far  and  no  farther.  The  engineers 
of  Canada  must  carry  the  load  on  their  shoulders  if  the 
materials  of  war  are  to  be  produced,  and  if  those  materials 
are  to  be  better  than  the  products  of  our  enemies. 

The  president  of  the  Junior  Institution  of  Engineers  of 
Great  Britain  had  this  to  say  in  his  recent  presidential 
address — 

"The  watchwords  for  engineers  to-day  are  these — elas- 
ticity of  thought,  adaptability  of  mind,  readiness  to  alter 
preconceived  ideas  when  necessary,  and  willingness  to 
improvise  with  new  methods,  new  tools  and  strange 
materials.  There  will  not  always  be  a  war.  When  victory 
is  achieved  we  shall  not  be  able  ho  sit  back  and  pause.  A 
heavy  weight  of  responsibility  will  sit  on  the  shoulders  of 
the  engineer,  for  though  the  planning  of  reconstruction  may 
be  in  other  hands,  the  methods  and  actual  work  of  restoring 
a  stricken  world  will  fall  largely  to  the  scientist  and  the 
engineer. 

"To-day  we  must  leave  the  engineer  carrying  on  the  vital 
task  of  designing,  building  and  operating  the  immensely 
complicated  machine  which  we  call  mechanized  war.  On 
the  success  of  that  machine  depends  our  very  existence, 
and  the  happiness  of  the  world  in  the  coming  years.  When 
victory  is  accomplished  we  shall  still  look  to  the  engineer 
to  take  his  part  in  establishing  and  reconstructing  the  future 
of  the  world." 

Wishful  thinking  will  not  win  battles.  There  is  no  group, 
no  social  organization,  no  profession,  if  you  will,  that  looks 
facts  squarely  in  the  face  as  do  engineers.  It  is  from  these 
facts  that  we  make  our  deductions,  we  draw  our  conclusions, 
and  we  plan  for  the  future.  A  great  task  faces  us.  The 
question  is,  could  we  have  been  better  prepared  ? 

We  cannot  turn  back  the  pages  of  life,  but  we  can  face 
the  facts  of  the  past  and  plan  the  future  of  our  profession 
so  that  it  will  more  adequately  meet  the  demands  which 
must  lie  ahead. 

It  is  mainly  for  these  reasons  that  your  Committee  on 
the  Training  and  Welfare  of  the  Young  Engineer  has  con- 
tinued its  studies.  It  is  in  a  time  of  great  stress  that  we 
can  best  determine  our  failures. 

Some  may  ask — what  is  a  profession,  and  why  an 
engineering  profession  ?  Dr.  Wickenden,  the  distinguished 
educationist  who  is  with  us  at  this  meeting,  has  given  us 
his  views  on  this  subject.  He  separates  professional  charac- 
teristics into  those  of  individuals  and  of  groups. 

The  individual  attributes  must  be  : — 

"1.  A  type  of  activity  on  a  high  intellectual  plane. 

"2.  A  motive  of  service. 

"3.  A  motive  of  self-expression. 

"4.  A  conscious  recognition  of  social  duty  by  sharing 
advances  in  knowledge,  by  guarding  standards  and 
ideals,  by  rendering  gratuitous  public  service." 

In  the  attributes  of  group  professional  life,  he  includes: — 

"1.  A  body  of  knowledge  (science)  and  art  (skill). 

"2.  An  educational  process. 

"3.  A  standard  of  qualifications  for  admission. 

"4.  A  standard  of  conduct. 

"5.  A  recognition  of  status,  and 

"6.  An  organization  of  the  professional  group." 

These  ideals  are  the  standards  to  which  we,  individually 
and  collectively,  must  aspire.  It  is  to  such  ideals  that  your 


Committee  must  turn  as  we  study  the  training  and  welfare 
of  the  young  engineer. 

I  shall  first  treat  the  subject  as  a  normal  evolution  with- 
out considering  the  emergent  war  condition.  There  are  two 
groups  of  Canadian  citizens  who  are  responsible  for  the 
training  of  future  engineers — the  educationists  and  the 
engineering  profession  itself.  Both  are  represented  on  your 
Committee,  and  in  our  future  proposals  it  will  be  advisable 
to  consult  both  groups. 

Our  activities  have  in  view  the  development  of  a  pro- 
fessional consciousness  and  a  true  professional  spirit.  Where 
should  this  development  begin,  how  can  it  be  fostered,  and 
what  should  be  the  results  ? 

The  engineers  of  the  future  come  from  our  public  and 
secondary  schools.  It  cannot  be  expected  that  every  young 
man,  on  entering  high  school,  will  know  his  vocation.  During 
that  period  of  indecision,  he  should  have  some  source  from 
which  to  obtain  definite  and  authoritative  information. 

It  should  be  the  objective  of  The  Engineering  Institute 
to  provide  such  a  source.  In  collaboration  with  provincial 
and  local  educational  authorities,  a  system  can  be  worked 
out  to  furnish  reliable  advice  to  those  who  are  contemplating 
an  engineering  career. 

The  actual  methods  of  approach  can  be  left  to  the 
individuals  or  Institute  Branches,  but  everywhere  there 
must  be  uniformity  of  information,  careful  preparation  of 
detail,  and  sincerity  of  purpose.  Advice  must  deal  with 
opportunities  of  employment,  trends  in  engineering  occupa- 
tion, the  extent  and  value  of  available  courses,  and  the  need 
for  adequate  preparation  to  meet  the  responsibilities  of 
citizenship. 

We  believe  that  essential  aid  to  the  standing  of  our  pro- 
fession can  be  given  by  such  wise  counselling  of  prospective 
engineering  students. 

Then  we  follow  the  student  into  his  university  course. 
What  should  he  find  of  value  there;  how  should  he  be 
directed;  can  his  cultural  and  technical  training  be  well 
balanced  when  he  completes  his  course;  will  he  be  worthy 
of  assistance  in  his  further  training,  and  has  he  the  outlook 
on  things  cultural  and  things  material,  which  will  make 
him  a  credit  to  his  profession  and  a  worth  while  citizen. 

Members  of  this  Institute  have  pointed  out  that  the 
training  of  an  engineer  should  be  of  a  general  character, 
and  that  attention  to  cultural  and  economic  subjects  is 
necessary  to  equip  him  for  the  present  day  requirements  of 
his  profession. 

Although  the  engineers  of  this  continent  have  endorsed 
these  basic  principles,  the  advances  of  science  crowd  new 
technical  courses  into  the  limited  time  available,  and  it 
would  seem  that  the  training  in  the  humanities  must  wait. 

It  is  stated  that  few  graduate  engineers  fail  through  lack 
of  technical  training.  Failures  are  due  to  lack  of  personality, 
of  ambition,  of  willingness  to  co-operate,  of  initiative,  and 
so  on.  It  is  evident,  therefore,  that  our  engineering  educators 
are  keeping  abreast  of  scientific  advances  and  industrial 
and  construction  demands,  but  more  care  must  be  exercised 
in  the  selection  of  students  who  have  the  qualities  grouped 
under  the  term  "personality." 

The  recent  report  of  the  Committee  of  the  Society  for 
the  Promotion  of  Engineering  Education  on  the  "Aims  and 
Scope  of  Engineering  Curricula"  says: — 

"Broadening  of  the  base  of  engineering  education,  now 
in  process,  should  be  continued.  Its  roots  should  extend 
more  deeply  into  the  social  sciences  and  humanities  as  well 
as  into  the  physical  sciences  in  order  to  sustain  a  rounded 


THE  ENGINEERING  JOURNAL    June,  1941 


295 


educational  growth  which  will  continue  into  professional 
life." 

Copies  of  this  report  have  been  studied  by  the  members 
of  your  Committee,  in  order  that  we  may  be  acquainted 
with  the  trend  of  thought  in  the  United  States  on  this 
most  important  subject. 

The  report  tabulates  the  results  to  be  expected  from 
broadening  engineering  curricula,  with  emphasis  on: — 

(a)  Mastery  of  fundamental  scientific  principles. 

(b)  Understanding  of  the  engineering  method. 

(c)  Ability  to  select  the  significant  results  of  an  engineer- 
study  and  to  present  them  clearly  and  concisely  by 
verbal  and  graphic  means. 

(d)  The  stimulation  of  a  continuing  interest  in  further 
professional  development. 

In  fact,  in  the  studies  which  are  new  in  the  engineering 
curricula,  he  will  be  led  to  an  "understanding  of  the 
evolution  of  the  social  organization  and  of  the  influence  of 
science  and  engineering  on  its  development." 

All  this  means  a  revision  of  present  day  curricula  ;  higher 
efficiency  in  the  use  of  the  limited  time  available  ;  abandon- 
ment of  some  specialization  courses;  greater  concentration 
upon  the  mastery  of  fundamentals,  and  the  cultivation  of 
intellectual  powers  required  in  the  more  advanced  use  of 
the  engineering  method.  The  student  would  then  be  pre- 
pared for  subsequent  professional  development. 

Keep  in  mind,  however,  that  while  all  these  new  concepts 
are  vital  and  their  importance  must  be  adequately  recog- 
nized, engineering  science  and  method  are  still  of  dominant 
interest  in  the  curriculum. 

Among  the  conclusions  reached  in  the  report  are: — 

"The  present  flexible  arrangement  of  four-year  under- 
graduate curricula,  followed  by  postgraduate  work,  will 
better  meet  the  needs  served  by  engineering  education  than 
will  longer  undergraduate  curricula  of  uniformly  prescribed 
duration. 

"Advanced  training  for  the  higher  technical  levels  of 
engineering  should  be  included  in  the  general  programme 
of  engineering  education,  but  should  not  become  its  dom- 
nant  aim. 

"Undergraduate  curricula  should  be  made  broader  and 
more  fundamental  through  increased  emphasis  on  basic 
sciences  and  humanistic  and  social  studies.  This  will  require 
greater  efficiency  in  the  use  of  the  student's  time  to  be 
gained  by  pruning  to  the  essentials  of  a  sound  educational 
programme. 

"There  are  advantages  in  the  parallel  development  of  the 
scientific-technological  and  the  humanistic-social  sequences 
of  engineering  curricula.  The  present  integrated  type  of 
programme  extending  throughout  the  entire  undergraduate 
period  should  therefore  be  preserved. 

"No  measures  taken  with  respect  to  engineering  educa- 
tion should  limit  the  freedom  that  now  exists  for  experi- 
mentation and  change." 

This  report  is  recommended  for  careful  study  by  all 
interested  in  engineering  education. 

The  question  now  arises  whether  these  young  men  coming 
from  our  colleges,  filled  with  technical  knowledge,  inspired 
by  the  guidance  they  have  already  had,  are  to  be  left  to 
their  own  devices  as  they  tread  the  devious  paths  which 
we  all  know  so  well. 

Here  we  reach  a  field  in  which  we,  as  members  of  the 
Engineering  Institute,  have  missed  many  opportunities. 
We  have  allowed  these  young  men,  some  600  or  700  each 
year,  to  step  out  into  the  world  of  action  with  too  little 
recognition.  These  men  need  the  loyal  co-operation  of  their 
seniors. 

Many  industries  have  developed  means  of  selecting  and 
training  students  for  post-graduation  employment  in  the 
sales,  administrative  or  technical  branches  of  those  indus- 
tries. But,  unfortunately,  this  only  provides  for  a  small 
percentage  of  the  young  graduates.  The  others,  in  many 
cases,   find  themselves  without  guidance  as  to  the  best 


means  of  continuing  their  studies,  and  if  initiative  is  lack- 
ing, little  or  no  further  progress  is  made. 

The  industries  to  which  I  have  referred,  teach  these 
young  people  how  to  develop  their  characteristic  talents 
and  how  to  go  about  their  job.  In  this  connection,  your 
Committee  has  made  several  suggestions  and  we  shall 
probably  continue  to  do  so  as  certain  practices  come  to 
our  attention.  We  have  already  recommended  that  : — 

1.  Each  Branch  should  organize  junior  sections  or  com- 
mittees ; 

2.  Contacts  should  be  made  and  should  be  continued 
with  university  students  and  faculties; 

3.  Study  groups  for  the  purpose  of  self-development 
should  be  organized  and  encouraged; 

4.  Junior  and  Student  members  should  be  given  a  larger 
part  in  Branch  activities  and  the  encouragement  of 
the  senior  members. 

The  war  emergency  has  brought  home  to  us,  to  the 
people  of  Canada,  and  to  the  responsible  authorities,  the 
need  for  more  technically  trained  men.  To-day  our  Army 
requires  that  our  junior  engineer  officers  must  have  the 
educational  standards  necessary  for  admission  to  the 
Engineering  Institute.  Further,  young  officers  are  given 
special  intensive  training  to  fit  them  for  the  many  technical 
branches  of  the  armed  forces. 

It  is  not  expected,  therefore,  that  our  engineering  schools 
can  provide  a  training  sufficiently  diversified  to  cover  all 
these  fields.  Why,  then,  should  it  be  expected  that  the 
engineering  schools  of  this  country  can  provide  the  diversity 
of  training  necessary  for  the  many  branches  of  governmental 
technical  services  in  peace  time  ? 

With  this  in  mind,  we  shall  advocate  the  recruiting  of 
all  such  governmental  technical  services  from  selected 
university  engineering  graduates.  They  should  be  embodied 
in  a  training  group  under  combined  departmental  and  civil 
service  supervision,  with  a  training  period  so  planned  as  to 
develop  individual  characteristics  and  permit  of  the  separa- 
tion of  the  group  into  the  departments  and  services  for 
which  their  talents  are  best  fitted. 

It  may  be  argued  that  this  will  take  time  and  expense 
which  cannot  be  considered  as  economically  sound.  If 
industries  can  do  this,  why  cannot  the  greater  industries 
of  government  do  the  same  ?  If  the  Army,  Navy  and  Air 
Force  can  do  il,  with  definite  results,  without  which  they 
could  not  function,  why  should  not  our  peace-time  services 
do  likewise,  with  a  consequent  increase  in  efficiency  ?  The 
better  training  given  to  the  technical  branches  of  these 
services,  the  more  economically  they  will  be  operated  and 
the  more  valuable  they  will  be  to  the  social  structure. 
There  are  other  matters  which  can  be  discussed  under 
the  "welfare  of  the  young  engineer,"  but  we  cannot  attack 
all  the  problems  at  once.  We  should  like  to  promote  the 
extension  of  educational  facilities  to  those  whose  finances 
are  not  sufficient  for  the  cost  involved.  We  intend,  however, 
to  postpone  more  concrete  proposals  until  a  fair  start  has 
been  made  along  the  avenues  already  opened. 

No  programme  of  development  for  young  engineers  can 
be  successful  without  their  own  co-operation.  These  young 
men  must  not  think  that  their  student  days  are  over  when 
they  leave  college.  They  must  be  urged  to  become  associated 
with  an  active  engineering  organization  and  to  be  inspired 
with  the  professional  spirit. 

The  four  years  at  college  are  only  the  beginning  for  an 
engineering  career;  as  one  leading  member  of  our  profession 
has  said — "there  will  be  plenty  of  time  for  further  study 
between  the  hours  of  5  and  12  and  between  the  ages  of  21 
and  70." 

We  have  been  pleased  to  learn  that  the  work  of  this 
Committee  has  engendered  discussion  in  many  places.  This 
alone  will  be  of  some  value.  Let  us  continually  keep  in  mind 
the  future  of  our  profession.  It  has  been  worth  while  to  us, 
let  us  make  it  more  worth  while  for  our  successors. 


296 


June,  1941     THE  ENGINEERING  JOURNAL 


DISCUSSION  ON  CONSTRUCTION  OF  THE  HYDROELECTRIC 

DEVELOPMENT  AT  LA  TUQUE 

Paper  by  J.  A.  McCrory,  M.E.I.C.,1  published  in  The  Engineering  Journal,  February,  1941. 


Irving  B.  Crosby,  affil.e.i.c.2 

Mr.  McCrory  has  given  an  excellent  description  of  the 
engineering  problems  of  an  interesting  development.  This 
writer  will  outline  the  geological  situation  which  made 
possible  the  dam  and  which  caused  some  of  the  problems. 

The  streams  of  this  region  are  deeply  incised  in  the 
Laurentian  Plateau,  the  St.  Maurice  Valley  at  this  point 
being  some  800  ft.  deep.  The  region  was  heavily  glaciated, 
the  north-south  valleys  were  widened  and  straightened  by 
the  removal  of  spurs,  and  when  the  ice  melted,  the  valleys 
were  partially  filled  with  debris,  sand  and  clay,  washed 
from  the  ice.  This  filling  was  so  deep  that  pre-glacial  divides 
were  sometimes  buried.  The  reborn  streams  took  their 
courses  over  the  surface  of  the  glacial  deposits  without 
regard  to  the  topography  of  the  buried  bed  rock.  They 
often  passed  from  one  pre-glacial  drainage  system  to  another 
and  as  they  entrenched  their  channels  in  the  sand  and  clay 
they  frequently  cut  down  upon  buried  rock  ridges  and 
spurs.  Such  was  the  case  at  La  Tuque. 

At  the  close  of  the  glacial  period  the  St.  Maurice  Valley 
was  filled  with  glacial  deposits  up  to  the  level  of  the  plain 
upon  which  the  town  of  La  Tuque  stands.  (Fig.  15.)  The 
two  granite  knobs  projected  from  this  plain.  The  river 
happened  to  flow  to  the  west  of  these  knobs  and  it  eroded 
the  sand  rapidly  and  soon  became  entrenched  on  rock 
between  the  northern  knob  and  the  mountains  to  the  west. 
Erosion  upstream  from  this  point  was  checked  by  the  sill 
of  bed  rock  but  downstream  it  cut  100  ft.  deeper  in  the 
sand  and  produced  the  La  Tuque  falls.  The  depth  to  bed 


Fig.  15 — Aerial  view  of  La  Tuque  dam  showing  the  two  granite 
knobs  and  the  sand-floored  valley  to  the  east  (right)  under 
which  the  pre-glacial  valley  is  buried. 


rock  in  the  centre  of  the  main  valley  has  been  determined 
by  electrical  prospecting  as  approximately  500  ft.,  indi- 
cating that  the  St.  Maurice  Valley  is  filled  with  some  500  ft. 
of  glacial  deposits.  The  pre-glacial  depth  of  the  valley  was 
therefore  twice  the  present  depth.  If  the  reborn  post-glacial 
river  had  flowed  east  of  the  knobs  instead  of  west  of  them, 
it  would  have  cut  down  rapidly  through  the  sand,  produced 
a  graded  channel  without  falls,  and  there  would  have  been 
no  easy  opportunity  for  power  development. 

The  dam  blocks  the  river  gorge  in  the  saddle  between 
the  granite  knobs  and  the  mountains  to  the  west,  and  the 
main  valley  is  blocked  by  the  sand  plain  upon  which  the 
Brown  Corporation  mill  and  the  town  of  La  Tuque  stand. 
This  plain  forms  a  natural  dam  of  sand  with  a  minimum 
width  of  over  2,000  ft.  A  study  was  made  of  seepage  through 
this  natural  sand  dam,  both  under  present  conditions  and 


'Vice-President  and  Chief  Engineer,  Shawinigan  Engineering  Com- 
pany, Montreal,  Que. 

Consulting  Geologist,  Boston,  Mass.,  U.S.A. 


when  the  river  is  raised,  and  it  was  concluded  that  seepage 
is  and  will  remain  harmless.  Two  observation  wells  have 
been  provided  in  order  that  any  rise  of  ground  water  level 
may  be  detected. 

The  bed  rock  at  the  dam  site  is  largely  gneiss  with  in- 
trusions of  granite,  but  the  knob  at  the  east  end  of  the 
dam  is  principally  granite.  Under  the  west  bulkhead  and 
sluice  sections  of  the  dam  the  foliation  of  the  gneiss  strikes 
north  29  deg.  west  and  makes  an  angle  of  40  deg.  with 
the  axis  of  the  dam.  The  rock  is  in  beds  from  one  to  several 
feet  thick  which  diagonally  dip  upstream  at  an  angle  of 
approximately  30  deg.  from  the  horizontal,  thus  producing 
a  corrugated  surface  on  the  rock.  In  preparing  the  founda- 
tions, weathered  beds  were  stripped  off  leaving  a  corrugated 
surface  of  fresh  rock  which  provided  an  excellent  footing 
for  the  dam.  In  order  to  slide,  it  would  be  necessary  to 
push  the  dam  up  these  inclined  surfaces  or  else  shear  the 
granite  gneiss  across  the  grain,  both  of  which  would  be 
impossible. 

In  the  west  end  of  the  intake  section  of  the  dam  are  three 
parallel  faults,  mentioned  by  Mr.  McCrory.  One  of  these 
showed  on  the  surface  as  a  small  gorge  10  ft.  deep,  but 
20  ft.  deeper  it  and  the  other  faults  were  merely  cracks, 
half  an  inch  wide,  tightly  filled  with  rubbery  clay  gouge. 
These  faults  did  not  cause  any  problems  or  difficulties. 
They  are  all  very  old  and  there  is  no  evidence  of  geologically 
recent  movement. 

The  fault  zone  at  the  east  end  of  the  dam  has  been 
described  by  Mr.  McCrory.  When  the  writer  made  a  pre- 
liminary investigation  of  the  dam  site  for  the  Brown  Cor- 
poration in  1928  he  recognized  on  physiographic  evidence 
the  probability  of  a  fault  along  the  western  base  of  the 
two  granite  knobs.  (Lefthand  base  in  Fig.  15).  There  was 
no  subsurface  information  available  at  the  time,  but  he 
reported  that  a  fault  with  a  great  thickness  of  broken  rock 
must  be  expected  at  the  eastern  end  of  the  dam  site.  Sub- 
sequent excavation  has  proved  that  there  is  a  fault  zone 
about  200  ft.  wide  along  the  east  side  of  the  gorge.  This 
fault  zone  extends  up  and  down  the  river,  probably  for 
miles,  and  there  is  no  place  at  La  Tuque  falls  where  a  dam 
could  be  built  without  crossing  this  fault.  The  problem 
was,  therefore,  to  meet  the  unfavourable  geological  situa- 
tion by  engineering  measures,  which  has  been  done  success- 
fully. 

The  fault  zone  is  formed  by  two  nearly  parallel  fault 
planes  which  form  the  foot  wall  and  the  hanging  wall. 
Between  these  are  secondary  faults  and  numerous  fractures 
which  cut  the  rock  into  irregular  blocks.  The  fractures  have 
permitted  the  circulation  of  ground  water  which  has  attack- 
ed the  different  beds  of  the  gneiss  to  varying  degrees.  Some 
beds  were  badly  disintegrated  while  others  were  sound, 
though  fractured.  Excavation  was  carried  down  along  the 
foot  wall  to  a  bed  of  gneiss  which  was  sound  and  unde- 
composed,  though  fractured.  This  rock  was  consolidated 
by  shallow  grouting.  To  insure  against  seepage  through 
the  underlying  fractured  rock,  a  cut-off  wall  was  carried 
down  along  the  foot  wall  50  ft.  deeper  to  a  level  about 
70  ft.  lower  than  the  river  bed.  To  control  possible  seepage 
under  this  end  of  the  dam,  closely  spaced  deep  holes  were 
grouted  under  high  pressure.  Provision  has  been  made  for 
additional  grouting,  if  needed,  from  the  inspection  tunnel, 
as  has  been  described  by  Mr.  McCrory. 

The  possibility  of  unequal  settlement  of  the  east  bulk- 
head section  and  the  provisions  to  allow  this  to  take  place 
harmlessly  were  described  by  Mr.  McCrory.  The  seals  used 
in  the  vertical  construction  joints  were  adapted  from  those 


THE  ENGINEERING  JOURNAL    June,  1941 


297 


used  at  Conchas  Dam,  New  Mexico,  where  the  danger  of 
settlement  was  much  greater.3 

This  development  is  a  good  example  of  the  proper  rela- 
tions of  geologists  and  engineers.  The  geologist  interpreted 
the  subsurface  conditions  and  pointed  out  their  practical 
importance,  and  the  engineers  designed  the  dam  to  meet 
these  conditions.  The  geologist  visited  the  site  at  frequent 
intervals  during  the  construction  period  and  discussed  de- 
tails, as  they  were  disclosed,  with  the  engineers.  It  was 
known  in  advance  that  certain  unfavourable  conditions 
existed  at  the  La  Tuque  dam  site,  but  by  means  of  adequate 
investigation  and  competent  engineering  these  conditions 
have  been  overcome  and  a  safe  and  satisfactory  dam  has 
been  constructed. 

H.  R,  Sills,  m.e.i.c.4 

To  one  whose  contact  with  large  power  developments 
was  made  in  the  late  twenties,  the  speed  with  which  the 
physical  structures  at  La  Tuque  materialized  was  truly 
amazing.  The  writer  had  the  privilege  of  spending  a  little 
time  there  last  June,  again  in  September  during  the  hectic 
days  of  starting  up,  and  yet  again  this  January  in  the  final 
mopping  up.  Mr.  McCrory  has  mentioned  that  the  assembly 
of  the  generators  began  in  February  after  the  power  house 
was  closed,  except  for  the  penstocks,  and  at  the  breech  of  one 
of  these  the  rotor  of  the  first  generator  was  being  assembled. 
To  quote  Robert  Service,  "Talk  of  your  cold,  through  the 
parka's  fold  it  stabbed  like  a  driven  nail."  This  assembly 
is  rather  finicky  work,  and  the  excellent  job  the  field  men 
did  under  this  condition  is  much  to  their  credit. 

The  generators  have  already  been  described  in  the  tech- 
nical press  (Electrical  News,  June  15,  1940),  but  it  may  be 
of  interest  to  outline  some  observations  made  during  their 
tests  and  early  operation.  In  general  the  performance  was 
close  to  that  predicted;  the  excitation  characteristics  came 
within  three  per  cent,  the  reactance  within  five  per  cent; 
and  the  efficiencies  were  about  0.3  per  cent  higher  than 
the  guarantees.  Even  though  the  generators  were  equipped 
with  a  pole  face  winding  the  distribution  of  the  stator 
winding  and  skewing  of  the  slots  was  effective  in  producing 
a  voltage  wave  with  the  remarkably  low  telephone  influence 
factor  of  1.5. 

Mechanically,  the  units  were  sweet  running  machines; 
when  enclosed  for  air  recirculation  they  were  very  quiet, 
even  at  maximum  over  speed.  The  balance  of  the  rotors  as 
assembled  was  perfect;  no  field  balancing  was  necessary. 
In  view  of  the  extent  of  housing  enclosing  these  machines 
we  were  fortunate  in  avoiding  vibration  or  drumming  in 
them.  Instantaneous  short  circuits  at  normal  voltage  and 
above,  both  three-phase  and  single-phase,  were  applied 
to  secure  the  transient  reactance  characteristics  and  the 
inspect  ion  afterwards  showed  everything  in  perfect  condition. 

It  is  pleasant  to  catalogue  these  virtues  but  hardly  inter- 
esting or  informative.  They  do,  however,  form  a  necessary 
background  for  the  following  comments  on  ventilation 
which,  at  first,  was  by  no  means  perfect,  although  the 
machines  were  able  to  carry  load  from  the  beginning.  The 
Shawinigan  Engineering  Company  had  consented  to  the 
otherwise  duplicate  machines  being  built  with  slightly  dif- 
ferent types  of  ventilating  arrangements  in  each  so  that 
it  would  be  possible  to  compare  the  effectiveness  of  several 
innovations  which  were  being  tried,  and  so  get  a  direct 
comparison.  The  main  difference  was  in  the  type  of  wedge 
used  to  hold  the  stator  coils  in  their  slots.  The  shape  of 
these  wedges  can  materially  affect  the  flow  of  air  out  through 
the  ducts  in  the  stator  core  forming,  as  they  do,  the  entrance 
to  these  ducts.  It  has  been  standard  practice  to  make  the 
wedges  flush  with  the  surface  of  the  teeth  and  notch  them 

*I.  B.  Crosby.  Engineering  Geology  Problems  at  Conchas  Dam, 
New  Mexico.  Transactions,  American  Society  Civil  Engineers, 
vol.  105,  pp.  581-599,  1940. 

«Assistant  A.C.  Engineer,  Canadian"]_General . Electric  Company, 
Peterborough,  Ont. 

'Professor  of  Mechanical  Engineering,  University  of  Toronto, 
Toronto,  Ont. 


back  at  the  ducts  so  as  to  enlarge  their  orifice.  Previously 
a  wedge  had  been  used  that  was  serrated  in  the  direction 
of  rotation  at  the  ducts.  This  gave  very  good  characteristics 
on  machines  having  relatively  high  angular  velocities  but 
with  machines  of  large  diameters  and  relatively  low  angular 
velocities  the  air  did  not  distribute  evenly.  It  was  discovered 
that  this  flow  could  be  equalized  by  projecting  the  wedge 
out  beyond  the  teeth  or  by  recessing  it  below  the  face  of 
the  teeth,  but  there  were  no  performance  data  in  large 
machines.  So  one  machine  was  furnished  with  recessed 
wedges  and  the  others  with  projecting  wedges  of  two  dif- 
ferent types.  It  was  found  that  the  projecting  type  wedge 
exhausted  considerably  more  air  than  the  recessed  wedge 
but  both  exhibited  a  duct  pressure  distribution  entirely 
different  from  any  previously  had.  The  pressure  in  the  ducts 
nearest  to  the  intake  side  of  the  rotor  had  the  highest  pres- 
sures and  this  tapered  off  toward  the  opposite  end.  Past 
experience  had  suggested  the  opposite,  that  is,  low  pressure 
at  the  intake  side  and  high  pressure  at  the  other  end.  The 
rotor  had  been  baffled  to  prevent  recirculation  of  air  blow- 
ing off  the  fans  as  previous  experience  showed  that  fans  at 
the  end  of  the  poles  would  generate  a  pressure  higher  than 
that  of  the  intake  air  and  this  air  would  tend  to  recirculate. 
However,  with  the  new  type  wedges  there  was  a  suction 
at  the  end  of  the  poles  that  would  take  all  the  air  the 
fans  could  supply.  At  the  opposite  end,  air  was  being  sucked 
in  from  outside  of  the  stator  to  supply  the  ducts  at  this  end. 
Hence  the  air  at  this  end  was  recirculating  from  the  hot 
outside  air  and  this  had  to  be  stopped.  Eventually  this 
was  done  by  removing  all  the  recirculation  baffles  for  the 
rotor  and  opening  up  the  rotor  spider  arms  to  feed  the 
other  end  of  the  core  through  the  rotor  spider  arms.  These 
experiences  were  most  valuable.  The  new  type  wedging  is 
most  effective;  the  tangential  velocity  of  these  rotors  is 
9,000  ft.  per  minute;  manometer  readings  1  in.  back  from 
air  gap  show  pressures  of  3.6  and  3.2  in.  of  water  on  opposite 
sides  of  the  stator  coil.  This  represents  a  75  per  cent  con- 
version from  tangential  to  radial  velocities  which  is  re- 
markably high,  as  much  air  is  exhausted  through  these 
machines  as  in  other  machines  of  the  same  size  and  capacity 
running  at  25  per  cent  higher  speeds.  This  improvement  in 
ventilation  shows  direct  benefits  in  lower  temperatures — 
the  resistance  temperature  detector  reading  of  this  machine 
was  48  deg.  rise  compared  to  the  guaranteed  and  designed 
value  of  60  deg.  rise.  Low  temperatures  mean  additional 
life  to  the  winding  and  reserve  capacity. 

Thanks  are  due  to  the  Shawinigan  Engineering  Company 
for  their  co-operation  in  assisting  in  this  investigation.  In 
large  generator  design,  model  tests  are  not  often  possible 
and  developmental  work  must  be  done  on  the  machines 
themselves.  Such  work  may  involve  some  adjustments  after 
the  machines  are  running  and,  at  this  stage,  the  co-operation 
of  the  purchaser  in  arranging  clearances  is  invaluable.  This 
assistance  is  often  entirely  altruistic,  bringing  no  direct 
benefits,  but  the  knowledge  gained  is  of  ultimate  benefit 
to  the  industry  as  a  whole,  as  it  results  in  improved  design 
and  better  and  safer  machines.  The  writer's  company  has 
found  that  when  the  object  of  a  proposed  development  or 
investigation  has  been  outlined  to  the  utility  engineers  they 
have  been  most  helpful.  As  an  ardent  believer  in  experi- 
mental research  as  a  method  of  finding  facts,  the  writer 
takes  this  opportunity  to  thank  the  utilities  as  a  whole  and 
the  Shawinigan  Engineering  Company  in  particular  for 
their  willing  co-operation.  It  is  a  policy  which  can  be  ex- 
tended to  the  mutual  benefit  of  the  utilities  and  the  manu- 
facturer. 

Prof.  Robert  W.  Angus,  hon.  m.e.i.c.8 

The  writer  has  found  the  first  part  of  Mr.  McCrory's 
paper  of  considerable  interest,  dealing  as  it  does  with  the 
method  of  finding  the  style  and  size  of  turbine  that  was 
used.  Models  which  were  made  and  tested,  have  enabled 
the  author  to  find  the  best  turbine  to  be  used  on  the  job, 
and  he  is  to  be  commended  for  bringing  to  the  attention 
of  members  of  the  Institute  the  amount  of  preliminary 


298 


June,  1941    THE  ENGINEERING  JOURNAL 


work  that  should  be  done  in  advance  of  the  actual  selection 
of  the  turbine. 

Unfortunately,  the  paper  is  not  complete  enough  to 
enable  a  reader  to  get  from  the  model  tests  the  data  from 
which  the  final  decisions  were  made,  nor  can  one  get  much 
technical  information  from  the  testing  that  was  done.  In 
Fig.  1  the  curves  all  correspond  to  the  same  a,  but  pre- 
sumably the  models  were  all  tested  at  the  same  head,  and 
if  so  they  all  had  different  specific  speeds.  Since  the  best 
value  of  a  is  known  to  be  connected  with  the  specific  speed, 
information  on  that  point  should  be  given  in  this  connection. 

A  similar  argument  applies  to  the  speed  coefficient  0, 
and  further  information  should  be  given  in  Section  3  at 
the  top  of  Page  56. 

The  writer  would  ask  about  the  method  of  obtaining  the 
different  values  of  <x  in  Fig.  2.  Since  the  head  used  on  the 
model  has  not  been  stated,  it  is  difficult  to  discuss  this 
point,  but  if  one  assumes  the  headwater  level  to  remain 
constant,  then  variation  in  tailwater  level  may  make  quite 
large  changes  in  the  head,  and  therefore  in  the  specific 
speeds  on  which  a  depends.  Would  the  author  give  further 
information  on  this  point  ? 

The  statement  is  also  made  on  Page  56  that  the  curves 
of  Figs.  3  and  4  were  calculated  from  the  model  tests  by 
"the  Moody  step  up  formula  and  on  information  available 
on  the  performance  of  large  units  as  compared  with  that 
on  the  small  models  on  which  they  were  based."  The  latter 
part  of  this  statement  nullifies  the  first  part,  for  the  figures 
are  either  based  on  Moody's  formula  or  they  are  not.  The 
writer  asks  data  on  the  model  and  on  the  prototype  so 
that  the  Moody  formula  may  be  checked  for  such  turbines 
as  were  finally  built  from  the  model  tests. 

As  the  statements  in  the  paper  stand,  they  are  not  com- 
plete enough  in  the  writer's  opinion. 

M.  V.  Sauer,  m.e.i.c.6 

The  evidence  of  the  co-operation  between  the  author's 
company  and  the  turbine  manufacturers  to  determine  the 
characteristics  and  performance  of  various  types  of  runners 
is  most  praiseworthy.  That  they  succeeded  in  producing  a 
turbine  of  an  improved  type  by  such  study  and  testing  is 
sufficient  warrant  for  the  time  and  expense  spent  on  such 
studies.  It  is  to  be  hoped  that  actual  performance  tests 
on  the  installed  units  will  be  the  subject  of  a  further  paper 
by  the  author. 

There  are  many  features  of  interest  in  the  La  Tuque 
development  that  have  been  brought  out  by  the  author 
but  the  writer  will  confine  himself  to  only  one  or  two. 

In  regard  to  pressure  grouting  of  the  rock  foundations, 
there  has  always  seemed  to  him  an  element  of  risk  in  the 
use  of  high  pressures  resulting  in  a  possible  shifting  or 
raising  of  some  of  the  rock  layers  and  consequent  further 
disturbance  of  the  foundation.  To  determine  if  there  was 
any  such  shifting  on  a  recent  job  in  the  United  States, 
measuring  rods  were  grouted  into  the  bottom  of  a  series 
of  holes  and  as  grout  was  pumped  into  adjacent  holes  any 
shift  of  the  surface  rock  could  be  detected  by  noting  the 
lift  of  the  surface  rock  as  compared  to  the  tops  of  the  rods, 
thus  eliminating  any  risk  of  further  disturbance.  It  has 
been  the  writer's  experience  that  a  pressure  only  slightly 
in  excess  of  the  actual  head  above  the  bottom  of  the  hole 
accomplished  as  much  sealing  of  the  rock  seams  as  the 
higher  dangerous  pressures. 

In  regard  to  the  construction  of  the  upstream  coffer  dam, 
it  would  be  of  interest  to  know  how  much  stress  was  im- 
posed on  the  cables  in  pulling  the  cribs  into  place,  also  the 
depth  and  velocity  of  the  water.  It  was  found  in  a  recent 
job  with  which  the  writer  was  connected,  in  which  cribs 
of  20  ft.  depth  were  placed  in  water  flowing  at  a  velocity 
of  14  ft.  per  sec,  that  the  stress  on  the  cables  amounted  to 
50,000  lb. 

In  a  later  job  in  which  the  cribs  were  35  ft.  in  depth 

•Hydraulic  Engineer  and  General  Supt.,  Generating  Stations, 
Montreal  Light,  Heat  &  Power  Cons.,  Montreal,  Que. 


and  in  which  the  velocity  of  the  water  was  12  to  14  ft. 
per  sec,  it  was  realized  that  the  placing  of  timber  cribs 
would  be  a  very  expensive  operation,  if  indeed  possible. 
In  consequence,  instead  of  using  timber  cribs,  steel  frames 
or  open  boxes  were  substituted  and  only  sufficient  rock 
placed  in  them  to  make  them  stable.  In  this  manner  all 
the  frames  were  placed  and  being  much  more  open  than 
timber  they  allowed  the  water  to  pass  through  without 
building  up  a  large  head  and  producing  scour  on  the  bottom 
as  the  last  cribs  were  placed.  After  the  frames  were  thus 
placed  it  was  a  simple  matter  to  dump  rock  in  horizontal 
layers  from  trucks  running  back  and  forth  until  the  dam 
was  filled  up. 

The  Author 

The  author  appreciates  the  interest  shown  in  his  subject 
as  evidenced  by  the  discussions  submitted.  Mr.  Crosby  has 
described,  in  considerably  more  detail  than  was  contained 
in  the  paper,  the  very  interesting  geology  of  the  site  and 
has  mentioned  some  of  the  foundation  problems  which 
developed  and  which  he  assisted  in  solving. 

Mr.  Sills  has  in  his  discussion  well  illustrated  the  fact 
that  a  project  of  this  kind  is  pre-eminently  a  co-operative 
effort  to  which  a  large  number  of  engineers  contribute  and 
that  advances  in  the  art  are  brought  about  by  this  co- 
operation and  by  experimentation. 

The  following  explanation  will  I  think  answer  the  ques- 
tions raised  in  the  discussion  submitted  by  Prof.  Angus: 

1.  The  curves  in  Fig.  1  were  drawn  to  show  a  direct 
comparison  on  a  unit  power  base  of  four  of  the  models 
tested.  Different  <r  values  might  have  been  used  for  the 
different  curves  but  it  would  not  have  materially  altered 
either  their  shape  or  their  values  as  is  illustrated  in  Fig.  2. 
The  specific  speed  of  Model  D-22  is  60  and  that  of  D-30A 
is  66.  The  other  two  models  have  specific  speeds  slightly 
smaller  than  D-30A. 

The  values  for  the  speed  coefficient  </>  used  in  Fig.  1  are 
those  determined  by  the  series  of  tests  run  as  giving  the 
best  efficiency  for  the  various  models. 

2.  The  elevation  of  the  Testing  Plant  forebay  above 
centre  line  of  turbine  casing  remains  constant  at  60  ft. 
The  different  values  of  a  are  obtained  by  varying  the  level 
of  the  tailrace  and  the  corresponding  variation  in  the  total 
head  is  taken  into  consideration  in  working  up  the  test 
results.  In  the  tests  referred  to  in  the  paper  the  heads  for 
different  a  values,  for  average  conditions,  were  approxi- 
mately as  follows: 

a 0.33     0.30     0.27     0.24     0.21     0.18 

Head  in  ft 70.0    71.0    73.0    74.5    76.3     78.0 

3.  The  statement  on  Page  56  with  regard  to  the  basis 
on  which  the  curves  in  Figs.  3  and  4  are  drawn  is  evidently 
not  quite  clear  and  probably  should  read  that  these  curves 
were  based  on  the  Moody  set-up  formula  modified  by  ex- 
perience. 

In  the  testing  of  large  turbines  it  has  been  noted  that 
while  the  point  of  maximum  efficiency  usually  agrees  fairly 
closely  with  that  expected  from  the  model  tests  stepped 
up  in  accordance  with  the  Moody  formula,  some  divergence 
exists  for  powers  both  below  and  above  the  peak,  this  part 
of  the  performance  curve  usually  lying  above  the  expect- 
ancy curve.  The  divergence  in  the  case  of  the  Rapide  Blanc 
turbines,  which  are  based  on  Model  D-22,  amounts  to 
between  four  and  five  per  cent  above  the  stepped-up  curve 
at  the  lower  power  outputs. 

It  is  reasonable  to  assume  that  a  similar  runner  installed 
at  La  Tuque  would  show  a  similar  divergence  from  the 
stepped-up  curve  and  so  the  curves  shown  in  Fig.  3,  while 
based  on  the  Moody  step-up  formula,  have  been  modified 
to  conform  with  the  performance  of  a  prototype  of  the 
model. 

The  curves  shown  in  Fig.  4  on  the  other  hand  being  an 
estimate  of  the  possible  performance  of  a  runner  based 
on  a  newly  developed  model,  D-30A,  follow  more  closely 
the  values  derived  by  the  Moody  step-up  formula.  Our 


THE  ENGINEERING  JOURNAL    June,  1941 


299 


aim  was  to  give  to  Model  D-22,  our  starting  point,  the 
highest  performance  possible  on  any  known  and  reasonably 
accredited  basis. 

The  curves  submitted  in  the  paper  are  only  typical  of 
the  tests  made  on  a  large  number  of  models  and  there  was 
no  intention  of  dealing  in  detail  with  the  relation  between 
the  performance  of  large  units  and  of  models. 

Mr.  Sauer's  point  with  regard  to  the  danger  of  disturbing 
the  rock  foundations  by  excessive  grouting  pressures  is  well 
taken.  It  was  with  this  in  view  that,  in  grouting  along  the 
upstream  face  of  the  dam,  the  pressure  in  the  upper  parts 
of  the  holes  was  limited  to  50  lb.  per  sq.  in.  By  means  of 
a  gadget  made  up  on  the  job,  grouting  could  be  done  below 
any  desired  level  in  the  hole  and  at  any  pressure  up  to  90  lb. 


per  sq.  in.,  which  was  the  maximum  air  pressure  available. 
Pressures  up  to  200  lb.  per  sq.  in.  were  obtained  by  means 
of  a  grout  pump  and  were  used  only  in  the  foundation  of 
the  east  bulkhead  after  the  concrete  structure  was  com- 
pleted. 

Two  1  in.  dia.  steel  cables  were  used  for  holding  the 
coffer-dam  cribs  in  place  after  they  were  launched  and  while 
they  were  being  loaded  with  rock.  The  tension  in  these 
cables  was  not  measured  and  the  author  would  hesitate 
guessing  as  to  its  amount.  The  cribs  were  built  in  sections 
16  ft.  long  and  were  placed  in  water  having  an  average 
depth  of  15  ft.  and  flowing  at  a  velocity  estimated  to  have 
been  10  to  12  ft.  per  sec.  The  maximum  depth  of  water 
was  20  ft. 


Abstracts  of  Current  Literature 


SAFETY  IN  THE  CAMPUS 

In  practically  every  walk  of  life  people  nowadays  are 
subject  to  hazards  with  which  previous  generations  did  not 
have  to  contend .  M  ost  of  these  dangers  are  due  to  the  increased 
complexity  of  present-day  existence,  and  the  more  rapid 
tempo  of  our  pursuit  of  happiness.  But  along  with  in- 
creased risks,  effective  counter  measures  have  been  devel- 
oped, so  that  accidents  can  be  rendered  less  harmful  and 
in  many  cases  prevented.  The  effectiveness  of  these  pre- 
cautions, however,  depends  on  timely  preparation,  proper 
instruction  and  the  willing  co-operation  of  the  persons 
concerned. 

Thus  it  is  not  surprising  to  find  that  in  the  United  States 
a  pamphlet*  has  been  issued  by  the  National  Safety  Council 
which  is  devoted  to  the  dangers  to  life  and  limb  existing  on 
the  college  campus,  and  even  in  university  buildings, 
where  one  would  suppose  that  academic  calm  would  give 
security.  Apparently  this  is  not  so.  Indeed  modern  educa- 
tion has  its  own  perils,  affecting  not  only  the  care-free 
student,  but  also  the  instructing  staff,  college  employees, 
and  the  visitors  who  flock  to  see  the  sights  of  great  American 
universities.  The  pamphlet  is  intended  as  a  guide  to  college 
administrators  in  promoting  accident  prevention  pro- 
grammes. The  survey  on  which  it  is  based  has  been  a 
thorough  one. 

It  is  true  that  records  available  are  not  very  complete, 
but  they  indicate  that  some  25  per  cent  of  student  deaths 
(as  reported  by  nine  universities)  were  due  to  accidents; 
more  than  half  these  were  automobile  accidents.  College 
athletics  account  for  more  than  10,000  injuries  per  year. 
There  are  1,628  colleges  and  universities  of  all  types  in 
the  United  States,  employing  a  staff  of  110,000  in  admin- 
istration, teaching  and  research,  and  registering  about 
1,300,000  regular  students  annually.  Higher  education  is 
in  fact  a  major  American  industry. 

From  the  figures  for  accidents  to  students  in  the  college 
buildings  it  would  appear  that  mechanical  engineering 
laboratory  and  shop  work  courses  head  the  list,  followed 
by   chemical  and   physical   laboratory   work. 

Automobile  traffic  on  the  campus  needs  and  receives 
attention,  particularly  in  the  larger  universities.  In  many 
places  it  has  been  necessary  to  place  special  restrictions 
on  the  driving  privileges  of  students;  parking  for  staff  and 
student  cars  has  to  be  planned  and  regulated. 

The  booklet  can  be  recommended  as  giving  a  general 
survey  of  desirable  safety  practices.  If  students  and  in- 
instructors  become  familiar  with  them,  the  safety  con- 
sciousness thus  produced  may  well  have  a  lasting  influence 
on  their  habits  and  attitude  towards  safety  problems. 
.   '  R.J.D. 

*  Student  and  Employee  Safety  in  Colleges  and  Universities, 
National  Safety  Council,  Inc.,  20,  North  Wacker  Drive,  Chicago. 
One  dollar  per  copy. 


Abstracts    of   articles    appearing    in 
the   current  technical  periodicals 


IRON  MAN 

From  Robert  Williamson,  London,  Eng. 

It  is  now  possible  to  cut  coal,  without  any  men  at  hand, 
on  a  steep  coal  face  with  a  gradient  of  60  degrees. 

This  remarkable  advance  in  the  technique  of  coal  mining 
has  been  brought  about  by  a  famous  engineering  firm  in 
Scotland. 

The  clue  to  the  new  use  of  these  "iron  men,"  as  miners 
in  early  days  called  the  coal-cutting  machines,  lies  in  the 
ingenious  design  of  the  hydraulic  winch  which,  from  its 
position  on  top  of  the  coal  face,  directs  the  mechanical 
coal-cutter  with  extreme  ease  and  certainty.  For  example, 
the  strong  wire  rope  connecting  the  winch  to  the  coal- 
cutter draws  the  machine  up  the  steep  face  at  any  one  of 
seven  speeds. 

Safety  devices  operate  at  all  points.  The  pull  on  the  rope 
cannot  exceed  the  fixed  maximum,  which  is  more  than 
enough  to  haul  the  machine  up  the  face  during  the  hardest 
cutting,  and,  should  the  picks  or  teeth  of  the  cutter  be 
blunted  or  the  machine  be  jammed  by  timber,  work  comes 
to  a  standstill. 

After  a  little  experience,  the  haulage  operator  in  charge 
of  the  winch  on  top  of  the  coal  face  can  tell  how  the  machine 
is  cutting,  the  hardness  of  the  material  and  the  sharpness 
of  the  mechanical  picks,  as  accurately  as  if  he  were  actually 
close  at  hand  to  the  coal-cutter  itself. 

THE  SPITFIRE  MK  111 

From  Aeronautics  (London),  April,  1941 

Permission  was  given  in  February  for  the  release  of  details 
of  the  latest  Vickers-Armstrong  Spitfire  which  is  now  in 
service.  This  machine,  the  Mark  111  type,  is  armed  with 
cannon,  and  it  has  already  proved  to  be  even  more  deadly 
against  the  enemy  than  its  predecessor.  Modifications  to 
the  engine  and  the  airframe  have  brought  a  marked  im- 
provement in  the  general  performance  so  that  the  top  speed 
is  nearly  400  miles  and  hour  and  the  powers  of  manoeuvre 
are  phenomenal.  Outwardly,  there  are  few  striking  changes; 
the  wing  tips  had  been  clipped  so  that  the  span  was  33  ft. 
8  in.,  as  against  the  span  of  the  earlier  type  which  is  37  ft. 
4  in.,  but  later  the  wing  tips  were  replaced.  The  engine 
has  been  boosted  still  further  so  that  the  power  the  Merlin 
now  yields  is  sensational.  The  removal  of  the  wing  tips 
spoilt  the  appearance  of  this  famous  fighter.  The  per- 
formance has  been  very  greatly  improved.  Moreover,  pilots 
report  that  the  machine  handles  superbly  and  is  as  free 
from  any  vicious  tendencies  as  the  Spitfire  1. 


300 


June,  1941    THE  ENGINEERING  JOURNAL 


SPECTROSCOPIC  ANALYSIS 

From  Trade  &  Engineering,  (London),  April,  1941 

The  examination  of  steels  and  non-ferrous  metals  for  im- 
portant constituents  present  only  in  very  small  quantities  is 
being  carried  out  on  an  ever-widening  scale  by  means  of 
physical  tests  made  with  the  spectroscope  rather  than  by 
chemical  analysis.  The  rapid  routine  control  of  steels  is  an 
outstanding  example;  with  the  aid  of  a  works  instrument 
recently  introduced  the  testing  can  be  done  with  sur- 
prising speed  by  an  intelligent  but  unskilled  lad  after  only  a 
few  days'  practice. 

Different  chemical  elements  burn  with  flames  of  different 
colours.  Thus  strontium  burns  with  a  bright  red  flame, 
copper  with  a  green,  sodium  with  a  vivid  yellow  flame,  and 
so  on.  If  these  flames  are  visually  examined  after  their 
light  has  been  passed  through  a  prism,  the  colours  are  seen 
to  be  due  to  brilliant  coloured  lines  which  are  really  images 
of  the  slit  of  the  instrument,  through  which  the  light  is 
first  passed.  Each  such  coloured  line  is  due  to  radiations  of 
light  having  different  wave-lengths,  the  measurement  of 
which — made  with  the  spectroscope — gives  an  infallible 
clue  to  the  identity  of  the  substance.  Metals  which,  like 
incandescent  steel,  burn  "white"  have  a  very  complex 
spectrum,  but  nevertheless  contain  coloured  lines  which 
can  be  quickly  identified  with  a  modern  instrument. 

Hence  it  is  not  difficult  to  understand  that  such  a  chem- 
ical "stethoscope"  is  finding  general  adoption  in  engineering 
and  metallurgical  fields,  especially  as  great  improvements 
in  construction  and  design  during  the  last  few  years  have 
made  available  works  instruments  which  are  portable  and 
simple  to  use,  and  give  a  high  order  of  accuracy  in  both 
qualitative  and  quantitative  work. 

It  was  stated  recently  at  the  Institute  of  Metals  by  Mr. 
F.  Twyman,  F.R.S.,  that  the  consistency  of  spectro-chem- 
ical  analysis  of  non-ferrous  alloys  is  from  2.5  to  7.5  percent 
in  the  percentage  of  minor  constituents,  according  to  the 
nature  of  the  alloy.  In  the  case  of  steels,  it  is  possible 
within  a  minute  or  so  of  obtaining  the  sample  to  discrim- 
inate between  two  steels  containing  only  0.24  and  0.19 
per  cent  of  vanadium.  Rough  and  quantitative  measure- 
ments of  manganese  in  steel  between  0.6  and  1.4  per  cent, 
and  the  estimation  of  the  manganese  in  a  sample  in  less 
than  one  minute  with  an  accuracy  sufficient  for  prescribing 
the  most  suitable  heat  treatment,  are  other  examples  of  the 
capabilities  of  the  spectroscope.  The  extensive  applications 
which  are  being  made  at  the  present  time  are  quite  remark- 
able, the  accuracy  of  spectro-chemical  analysis  having  in- 
creased by  some  four  times  during  the  last  five  years. 

In  the  Spekker  Steeloscope,  a  workshop  spectroscope 
designed  for  the  rapid  estimation  of  nickel  and  other 
metals  in  steel  and  for  sorting  and  checking  steel  stores 
generally,  a  small  piece  of  the  alloy  to  be  tested  is  used  as 
the  negative  pole  of  an  electric  arc.  The  light  from  the  arc 
is  spread  out  by  prisms  within  the  instrument  and  is  seen  in 
the  eye-piece  as  a  series  of  coloured  lines.  If  the  presence  of 
molybdenum,  for  example,  is  being  looked  for,  a  slide  on  the 
eye-piece  is  moved  along  until  it  clicks  into  a  position 
marked  for  this  metal,  when  one  of  its  distinctive  lines  will 
be  seen  in  the  middle  of  the  field.  The  quantity  present  in 
the  steel  is  gauged  by  the  brightness  of  the  coloured  lines  as 
compared  with  neighbouring  lines  due  to  the  iron;  by  com- 
parison with  standard  samples  the  amount  can  be  estimated 
very  quickly. 

In  a  communication  from  the  Spectrographical  Section  of 
the  Naval  Ordnance  Inspection  Laboratory,  Sheffield,  to 
the  Iron  and  Steel  Institute  it  has  been  stated  by  Mr.  F.  G. 
Barker  that  several  samples  of  brass  are  often  received 
together  for  complete  analysis  to  a  specification  which 
limits  the  impurities  to  very  small  amounts.  Whereas  the 
chemical  analysis  of  a  batch  of  a  dozen  samples  would 
occupy  one  man  about  a  week,  the  spectroscopic  method 
enables  the  work  to  be  done  within  three  hours. 


ROCHESTER,  N.Y.,  AND  THE  SMOKE  PROBLEM 

By  Ernest  B.  Brundage 

The  Smoke  Ordinance  for  Rochester,  N.Y.,  was  adopted 
in  1914.  There  have  been  no  amendments  to  date.  The 
legality  of  the  ordinance  was  soon  questioned  by  two  proved 
bad  offenders,  and  they  lost  their  cases  in  court.  Since  then 
no  one  has  been  fined  or  jailed  for  violation  of  the  Smoke 
Ordinance.  However,  many  prosecutions  have  been  started 
after  several  written  notices  have  been  sent  to  an  offender 
of  violations.  As  soon  as  a  violator  complies  with  the  Smoke 
Ordinance  the  prosecution  proceedings  are  dropped. 

At  the  turn  of  the  present  century  this  city  burned  mostly 
anthracite  and  a  small  amount  of  coke  for  the  heating  of 
homes,  churches,  schools,  apartment  houses  and  small  stores. 
The  public  utility,  factories  and  the  few  large  '  buildings 
burned  soft  coal.  Because  of  the  difference  in  price,  anthra- 
cite costing  nearly  twice  as  much  as  bituminous  coal,  there 
was  and  has  been  a  continuous  desire  to  burn  the  cheaper 
fuel.  It  was  evident  that  civic  pride  would  not  deter  people 
from  burning  good  bituminous  coal  in  an  objectionable 
manner.  Hence,  the  Smoke  Ordinance. 

As  stokers  were  developed  and  other  mechanical  methods 
of  firing  were  devised  which  increased  the  efficiency  of  the 
heating  plants  and  made  only  what  might  be  considered  a 
reasonable  amount  of  smoke,  the  owners  started  to  install 
the  new  equipment. 

The  following  shows  a  trend  in  the  City  of  Rochester: 

Of  these  installations  the 

Number    of    Mechanical         following  numbers  chang- 

pieces  of  Equipment  in-         ed  from   anthracite,   oil, 

stalled  to  burn  soft  coal.         gas,   utility  steam,   coke 

Year  Mostly  underfeed  stokers  to  soft  coal 

1937 60  16 

1938 95  32 

1939 35  12 

1940 56  21 

At  the  end  of  1940  there  were  860  installations  of  under- 
feed, side  feed,  overfeed  and  pulverized  fuel  installations  in 
Rochester  burning  mostly  high  volatile  bituminous  coal. 

During  prosperous  times  there  have  been  as  many  as 
four  men  assisting  with  the  smoke  problem  at  the  same 
time.  For  the  past  several  lean  years,  one  inspector  has 
had  to  handle  the  entire  work  for  a  city  of  340,000  people. 
In  spite  of  that,  in  1937  a  system  was  started  and  since 
maintained  for  measuring  the  air  pollution  through  solid 
deposit  and  the  requiring  of  permits  for  the  installation  of 
soft  coal  burning  equipment  has  been  another  step  forward 
in  our  attack  of  the  problem. 

NEW  BRITISH  STEEL 

From  Robert  Williamson,  London,  Eng. 

A  new  shock-resisting  steel  has  been  produced  in  England 
after  two  years'  intensive  research. 

Some  years  ago  the  makers  introduced  a  metal  combining 
the  strength  of  high  tensile  steel  with  the  ductility  of  mild 
steel.  It  was  used  for  many  purposes,  notably  for  8,000 
railway  wheel  centres  for  London's  tube  trains  and  for  ship's 
davits. 

But  whereas  it  permitted  davits  to  be  loaded  up  to  25 
per  cent  greater  than  before,  now  davits  made  from  the 
new  steel  for  special  duties  have  recently  been  passed  for 
a  further  increase  of  up  to  15  per  cent  loading  for  the  same 
frame  size. 

In  addition  to  the  properties  of  the  other,  the  new  steel 
has  a  yield  point  of  60  per  cent.,  or  more,  of  the  ultimate 
tensile  strength  and  a  resistance  to  shock  of  not  less 
than  20-ft.  lb. — two  to  three  times  the  normal  figure  for 
carbon  steel  castings  of  this  tensile  strength.  Uses  to  which 
this  new  shock-resisting  steel  has  so  far  been  put  include 
excavator  castings  and  automatic  couplers  for  railway  roll- 
ing stock. 


THE  ENGINEERING  JOURNAL     June,  1941 


301 


MEASUREMENTS  OF  TEMPERATURE 

From  Trade  &  Engineering,  (London),  April,  1941 

There  are  three  principal  methods  of  measuring  temper- 
ature electrically.  The  first  is  based  on  the  variation  of  the 
electrical  resistance  of  a  metal  with  its  temperature,  the 
second  on  the  electromotive  force  set  up  in  an  electrical 
circuit  comprising  two  dissimilar  metals  when  the  two 
junctions  of  those  metals  are  at  different  temperatures,  and 
the  third  on  the  fact  that  the  intrinsic  brilliancy  of  a  lumi- 
nous body  depends  on  its  temperature.  Devices  operating 
on  the  first  principle  are  known  as  resistance  thermometers 
and  those  on  the  second  as  thermo-electric  or  radiation 
pyrometers  accordingly  as  the  active  junction  is  directly 
exposed  to  the  measured  temperature,  or  is  placed  at  the 
focus  of  a  mirror  which  receives  radiant  energy  from  the 
source  of  high  temperature  to  be  measured.  Devices  operat- 
ing on  the  third  principle  are  called  optical  pyrometers;  an 
image  of  the  source  of  high  temperature  is  focused  on  the 
filament  of  an  electric  lamp  and  the  temperature  is  mea- 
sured by  the  current  in  the  filament  of  the  lamp  that  is 
required  to  make  its  brightness  exactly  match  that  of  the 
image.  Radiation  and  optical  pyrometers  have  an  inherent 
accuracy  inferior  to  that  of  the  more  directly  operating 
resistance   and   thermo-electric   devices. 

The  resistance  thermometer  is  the  most  versatile  of 
electrical  temperature  measuring  devices.  The  resistance  of 
the  thermometer  coil  is  measured  by  comparing  it  with  that 
of  electrical  components  consisting  of  alloys  having  resist- 
ances that  are  unaffected  by  temperature  change.  The 
electrical  power  for  operating  the  indicating  instrument 
depends  not  only  on  the  change  of  resistance  of  the  thermo- 
meter coil  but  also  on  the  electrical  power  put  into  the  whole 
circuit,  and  by  increasing  this  power  input  the  instrument 
power  can  be  made  ample  for  indicating  small  temperature 
changes  of  the  thermometer  coil  without  sacrifice  of  robust- 
ness of  construction.  The  resistance  thermometer  suffers 
from  the  drawback  that  an  external  source  of  power  is 
necessary,  and  its  accuracy  depends  on  the  constancy  of  the 
current  drawn  from  this  source  ;  the  equipment  must  there- 
fore include  some  device  either  for  compensating  for  changes 
of  the  input  current  or  for  maintaining  this  current  at  a 
constant  value. 

The  thermo-electric  thermometer  or  pyrometer  is  the 
simplest  of  all  devices  for  the  electrical  measurement  of 
temperature  because  it  produces  the  electrical  power  re- 
quired for  operating  the  indicator.  As  the  indicator  is  res- 
ponsive to  a  temperature  difference,  either  one  junction  of 
the  dissimilar  metals  of  the  circuit  must  be  maintained  at  a 
constant  datum  temperature,  or  the  mechanical  zero  of  the 
indicator  must  be  maintained  by  hand  or  automatic  ad- 
justment at  a  value  corresponding  to  this  inactive  junction 
temperature.  The  power  available  for  measuring  tem- 
peratures under  500  deg.  F.  is  so  small  that  specially  delicate 
construction  of  the  indicator  is  required.  Although  the 
resistance  thermometer  is  generally  more  convenient  for 
measuring  moderate  temperatures,  the  thermo-electric 
method  is  usefully  applied  for  measuring  the  internal  tem- 
perature of  large  electrical  machines,  because  the  junctions 
are  so  compact  that  they  can  be  built  into  the  windings. 

The  highest  accuracy  and  the  greatest  range  of  temper- 
ature measurement  by  the  thermo-electric  method  are  given 
by  the  use  of  junctions  or  couples  composed  of  rare  metals 
such  as  platinum  and  rhodium.  For  temperatures  up  to 
1,200  deg.  F.  base-metal  couples  are  used,  not  only  because 
they  are  cheaper  but  also  because  they  give  more  power  for 
instrument  operation  than  do  rare-metal  couples.  The  life 
of  a  base-metal  couple  exposed  to  a  temperature  of  about 
1,200  deg.  is  necessarily  limited,  and  towards  the  end  of  the 
life  of  a  couple  its  accuracy  is  likely  to  fall  off  seriously. 

As  inaccuracy  in  a  thermo-electric  pyrometer  is  difficult 
to  detect,  special  interest  attaches  to  the  results  of  an  in- 
vestigation   recently    carried    out    by    the    United    States 


National  Bureau  of  Standards  on  the  useful  life  of  base- 
metal  couples  of  three  types  under  various  temperature 
conditions.  Iron-Constantan  couples  maintain  good  accu- 
racy with  1,000  hours'  exposure  to  temperatures  up  to 
1,200  deg.  F.  With  higher  temperature  the  electrical  in- 
dication tends  to  be  low  and  the  life  to  become  less,  failure 
taking  place  after  12  hours'  exposure  to  2,000  deg.  and  after 
300  hours'  exposure  to  1,600  deg.  Similar  but  somewhat 
better  results  were  obtained  with  Chromelo-Constantan 
couples.  Couples  of  Chromel-Alumel  gave  a  useful  life  of 
100  hours  up  to  2,000  deg.  F.,  with  a  tendency  for  the 
electrical  indication  to  be  high  with  temperatures  above 
1,200  deg. 

The  results  of  this  investigation  show  that  the  conditions 
in  which  a  base-metal  couple  are  used  should  not  be  changed 
if  the  highest  accuracy  is  required.  A  couple  that  will  give 
accurate  results  for  temperatures  below  1,000  deg.  should 
not  be  exposed  to  any  higher  temperature,  else  the  accuracy 
at  moderate  temperatures  around  500  deg.  may  suffer.  The 
position  of  a  couple  in  a  furnace  should  never  be  altered 
after  it  has  been  installed.  It  is  even  inadvisable  to  remove 
a  couple  for  calibration  in  a  laboratory  furnace. 

The  accuracy  of  the  indication  of  a  thermo-electric  pyro- 
meter depends  jointly  on  the  accuracies  of  the  couple  and 
of  the  indicating  instrument,  and  freedom  from  error  cannot 
be  inferred  from  good  condition  of  the  instrument.  The 
Bureau  of  Standards  investigation  shows  that  users  of 
couples  for  temperatures  above  1,000  deg.  should  realize 
that  the  useful  life  is  terminated  not  by  actual  failure  but 
by  falling-off  of  accuracy. 

AIRCRAFT  ARMOR 

By  HORACE  J.  ALTER 

From  Army  Ordnance,  (Washington,  D.C.),  March-April,  1941 

The  Protection  of  Flying  Personnel  from  Hostile 

Fire 

The  strategic  value  of  the  airplane  as  a  military  weapon 
was  discovered  soon  after  its  first  successful  flight.  Its  value 
as  a  long-range  artillery  weapon  exceeds  that  of  any  gun  in 
efficiency  and  destructive  effect.  The  continued  develop- 
ment of  bomber  and  pursuit  has  resulted  in  a  race  similar  to 
that  which  goes  on  between  armor-plate  and  projectile 
manufacturers.  Each  seeks  to  develop  a  better  airplane  to 
force  the  other  out  of  the  sky.  Every  means  to  keep  the 
airplanes  flying  is  used,  and  protection  for  personnel  and 
equipment  is  now  provided  on  all  fighting  airplanes. 

Steel  plate  as  a  protective  covering  has  been  used  for  over 
a  century  and  a  half,  but  the  development  of  light  armor 
plate  1  to  XYi  inches  or  less  thick  has  been  limited  to  the 
years  following  the  World  War.  It  was  developed  during 
that  conflict  for  use  on  tanks  and  armored  cars,  and  its 
continued  development  has  followed  the  demand  for  in- 
creased speed  in  these  vehicles,  which  requires  light  plate. 
Soon  after  airplanes  were  flying  over  the  Western  Front, 
pilots  were  asking  for  something  to  protect  the  seat  of  their 
pants  against  the  fire  of  ground  troops  and  something  at 
their  backs  to  protect  them  from  the  hostile  airplanes  on 
their  tail.  They  used  stove  lids,  gun  shields,  car  doors  or 
any  piece  of  heavy  metal  lying  around  loose.  The  develop- 
ment of  armor  plate  for  aircraft  use  soon  followed,  but  the 
work  was  not  continued  in  the  years  following  the  close  of 
the  war. 

Armor  is  used  to  protect  the  airplane's  operating  per- 
sonnel and  vital  flying  and  fighting  equipment.  Service 
tests  prove  that  a  combat  crew  trained  and  working  to- 
gether reaches  a  high  degree  of  efficiency.  The  loss  of  a 
member  of  the  crew  is  followed  by  a  decrease  in  efficiency 
and  a  temporary  reduction  in  morale.  Important  mechan- 
isms, bombing  apparatus,  electrical  equipment,  etc.,  must 
be  protected  in  order  that  the  airplane  may  fulfill  its  mission 
against  all  obstacles.  The  fuel  and  oil  tanks  must  be  pro- 
tected to  sustain  flight  and  prevent  explosions.  Protection 


302 


June,  1911     THE  ENGINEERING  JOURNAL 


also  must  be  provided  for  the  electrical,  hydraulic,  and  con- 
trol systems.  The  use  of  protective  armor  has  a  marked 
effect  upon  the  psychology  and  morale  of  the  combat  crew 
by  relieving  the  nervous  tension  and  strain  which  exist 
when  the  crew  is  exposed  to  direct  machine-gun  and  cannon 
fire. 

Airplanes  may  be  subjected  to  several  different  types  of 
ammunition  fire.  They  may  be  fired  upon  by  ground  troops, 
anti-aircraft  batteries,  and  hostile  airplanes.  Ground 
troops  used  caliber  .30  or  .50  ball,  tracer,  and  armor- 
piercing  ammunition,  depending  upon  the  type  of  weapon 
used.  The  guns  of  hostile  aircraft  may  use  caliber  .30  or  .50 
ammunition  or  light  cannon  with  20-or  37-mm.  explosive 
shells.  Three-to  five-inch  shells  are  used  by  antiaircraft 
batteries,  and  it  is  entirely  feasible  that  airplanes  may 
soon  carry  cannon  of  large  bore. 

The  modern  airplane  is  so  constructed  that  little  if  any 
serious  damage  can  be  done  to  the  structure  by  small-bore 
ammunition.  In  some  cases  the  structure  has  survived  hits 
by  large  shells  and  the  airplane  has  still  continued  in  flight. 
However,  since  the  structure  and  covering  of  the  airplane  is 
not  sufficient  protection  for  personnel  and  equipment 
against  small-bore  ammunition  and  shell  fragments,  addi- 
tional means  in  the  form  of  armor  plate  must  be  added. 

Attacks  on  the  airplane  can  be  launched  from  several 
directions  simultaneously,  but  it  cannot  be  attacked  by  more 
than  one  airplane  at  a  time  from  any  one  direction.  Hostile 
aircraft  attack  may  be  complemented  by  antiaircraft  and 
ground-troop  fire.  Aircraft  attacks  are  most  probable  from 
the  rear  hemisphere,  from  about  fifteen  degrees  below  to 
about  forty-five  degrees  above  the  horizontal.  With  the 
advent  of  the  multiseat  fighters,  attack  from  the  forward 
lower  hemisphere  is  feasible.  Antiaircraft  fire  from  large 
guns  may  be  effective  in  any  direction,  but  usually  strikes 
from  below.  It  is  essential  that  the  crew  and  mechanisms 
be  protected  from  as  many  directions  as  possible. 

There  are  certain  advantages  which  occur  and  which  may 
be  taken  into  account  when  designing  armor  plate  for  air- 
planes: (1)  The  major  portion  of  gunfire  is  directed  at 
angles  less  than  normal  to  the  surfaces  of  the  airplane;  (2) 
The  relative  distance  between  airplanes  in  combat  allows 
the  pilot  time  to  manoeuver  away  from  the  fixed  guns  of  an 
opponent  ;  (3)  The  speed  of  the  airplane  relative  to  the 
speed  of  the  bullet  and  rate  of  fire  of  the  gun  is  so  high  as  to 
give  a  wide  dispersion  of  hits  and  the  spacing  between 
shots  is  increased  as  the  ratio  of  speeds  increase. 

It  is  seen  that,  given  sufficient  velocity,  ordinary  ball 
ammunition  will  penetrate  armor  plate  as  readily  as  armor- 
piercing.  The  particular  velocity  at  which  a  plate  just 
resists  penetration  by  the  bullet  is  called  the  ballistic  limit 
of  the  plate.  Penetration  is  also  dependent  upon  the  striking 
angle  of  the  bullet-penetration  being  greatest  at  normal 
angles  of  impact  and  least  when  the  angle  of  impact  ap- 
proaches zero. 

It  is  seen  that  the  attacking  airplane  controls  three 
factors  which  affect  the  penetration  of  the  projectile; 
namely,  (1)  The  velocity  of  the  bullet,  determined  by  the 
powder  charge  and  length  of  the  gun  barrel  ;  (2)  The  caliber 
of  the  bullet,  determined  by  the  bore  of  the  gun,  which  is 
indirectly  influenced  by  the  size  of  the  airplane;  (3)  The 
weight  and  thus  the  trajectory  of  the  bullet. 

The  factors  which  the  attacked  airplane  controls  and 
which  can  be  designed  into  the  airplane  by  the  armor  plate 
designer  are:  (1)  The  thickness  of  armor  plate;  (2)  The 
type  of  plate  and  its  ballistic  properties  or  resistance;  (3) 
The  angle  of  impact  of  the  bullet  upon  the  plate.  This  is 
determined  by  figuring  from  which  angles  the  airplane  is 
most   likely  to  be   attacked. 

In  the  design  of  plate  for  aircraft  use,  advantage  may  be 
Taken  of  the  fact  that  penetration  under  glancing  impact  is 
resisted  by  thinner  plate  than  under  normal  impacts.  The 
effect  of  impact  at  normal  angles  is  limited  to  an  area  ap- 
proximately three  calibers  in  diameter,  thus  putting  a  high 


stress  in  the  plate.  Under  the  glancing  impact,  the  effect 
is  distributed  over  an  area  from  two  to  five  calibers  long  by 
two  to  three  calibers  wide,  depending  upon  the  bullet- 
impact  angle.  The  effect  of  tumbling  or  turning  the  bullet 
is  to  increase  the  angle  of  impact. 

If  it  is  assumed  that  the  resistance  of  the  plate  is  the 
maximum  obtainable,  the  thickness  of  the  plate  varies  for 
different  sections  of  the  airplane.  The  gauge  of  plate  is  pro- 
portional to  the  angles  at  which  the  plate  is  mounted.  For 
armor  installed  on  the  upper  surface  of  the  wing,  where  the 
angles  of  impact  are  more  likely  to  be  zero,  the  plate  will  be 
thin,  while  for  a  section  at  the  rear  of  the  fuselage,  where  the 
bullets  will  strike  at  more  normal  angles,  the  plate  will  be 
thick.  Where  the  bullets  are  likely  to  pass  through  structure 
or  equipment  before  hitting  vital  parts  or  personnel,  ad- 
vantage may  be  taken  of  the  tumbling  effect  of  the  member 
and  a  thin  plate  installed. 

There  are  two  general  types  of  light  steel  armor  plate. 
First,  there  is  a  face-hardened  plate  in  which  the  face 
exposed  to  gunfire  has  a  greater  hardness  and  resistance  to 
penetration  than  the  remainder  of  the  plate.  The  exposed 
face  is  heat-treated  and  hardened  to  give  a  compact  phy- 
sical structure,  while  the  remainder  of  the  plate  is  made 
very  tough  and  ductile. 

Then  there  is  homogeneous  plate— a  type  which  has  a 
uniform  and  consistently  hard  and  compact  structure  from 
face  to  rear.  In  some  cases,  ductility  and  toughness  are 
sacrificed  to  secure  good  ballistic  properties.  The  plates 
show  tendencies  to  throw  buttons,  spall  and  shatter  when 
subjected  to  bursts  of  machine-gun  fire  due  to  the  vibration 
which  is  set  up  in  the  internal  molecules  of  the  plate.  Since 
aircraft  plate  would  not  be  subjected  to  concentrated  bursts, 
vibration  and  shattering  are  not  likely  to  occur. 

Present  combat  ranges  for  airplanes  are  approximately 
one  hundred  yards  or  more.  Homogeneous  or  face-hardened 
plate  one-quarter  of  an  inch  thick  will  stop  complete  pene- 
tration of  a  caliber  .50  armor-piercing  bullet  when  the 
angle  of  obliquity,  the  angle  between  the  flight  path  of  the 
bullet  and  a  normal  to  the  plate,  is  sixty-five  degress  or  less. 
One-half  inch  plate  will  stop  armor-piercing  caliber  .50 
bullets  at  twenty  degrees.  Good  plates  of  either  type 
shatter  the  projectile  without  appreciable  signs  of  cracking 
or  shattering.  Most  of  the  armor-piercing  cores  break  into 
small  fragments  upon  striking  the  plate. 

Flexible  mountings,  such  as  springs  or  rubber  pads,  show 
little  or  no  improvement  and  may  be  injurious  by  producing 
a  racking  effect;  that  is,  tearing  the  plates  loose  from  their 
fastening  bolts. 

Bullet-proof  glass  is  also  used  for  armoring  purposes.  The 
hard  surface  of  glass  makes  it  a  good  protective  plate.  Bullet- 
proof glass  is  used  in  airplane  windshields  where  the  angle  of 
impact  is  very  low  about  forty-five  degrees  or  less,  and 
where  a  glancing  blow  causes  the  bullet  to  ricochet.  When 
the  bullets  strike  at  angles  more  nearly  normal,  the  surface 
is  starred  and  the  glass  powdered  or  splintered  and  slivered. 
The  bullet  core  is  imbedded  between  the  layers  of  glass  and 
the  plastic  binder.  The  area  affected  varies  from  six  to  ten 
inches,  although  visibility  is  still  possible  through  the  outer 
regions  of  the  affected  area. 

Bullet-proof  glass  two  inches  thick  will  stop  penetration 
of  caliber  .30  ball  ammunition  at  normal  impacts.  Glass 
three  inches  thick  will  stop  caliber  .50  bullets. 

Armor  in  the  pilot's  compartment  should  protect  his 
head,  back,  and  seat.  Bullet-proof  glass  should  protect  him 
from  fire  coming  from  the  forward  hemisphere.  Where 
possible,  all  equipment  in  the  pilot's  compartment  should  be 
placed  to  form  protection  and  baffles.  It  must  be  remem- 
bered that  a  preponderance  of  attacks  are  most  likely  to 
occur  from  the  rear  at  angles  normal  or  nearly  normal.  It 
is  essential  that  plate  protecting  against  gunfire  from  this 
quarter  be  heavier  than  that  protecting  against  gunfire 
from  the  forward  quarter. 


THE  ENGINEERING  JOURNAL    June,  1941 


303 


From  Month  to  Month 


THE  PRESIDENT'S  TOUR 


In  the  vernacular  of  the  political  press  to  the  south  of 
us,  President  Mackenzie  took  a  "swing"  around  the  mari- 
time branches  during  the  month  of  May.  He  visited  Halifax, 
Moncton  and  Saint  John,  holding  branch  meetings  in  each 
city  and  a  Council  meeting  in  Saint  John.  In  Halifax,  his 
alma  mater  Dalhousie  presented  him  with  an  honorary 
Doctor  of  Laws,  and  in  return  received  from  him  the  con- 
vocation address. 

Throughout  the  trip  he  was  accompanied  by  Vice-Presi- 
dent K.  M.  Cameron,  J.  A.  Vance,  R.  L.  Dobbin,  G.  A. 
Gaherty  and  the  general  secretary.  At  Saint  John,  J.  B. 
Challies  and  Huet  Massue  joined  the  group  to  take  in  the 
Council  meeting.  This  splendid  support  was  a  real  tribute 
to  the  president,  and  added  much  to  the  interest  and  value 
of  his  visits  to  the  branches. 

In  each  city  the  president  found  a  warm  welcome,  not 
only  was  he  greeted  as  the  Institute  head,  but  also  as  a 
friend.  Born  in  New  Brunswick  and  educated  in  Nova 
Scotia  he  is  at  home  in  both  provinces,  and  is  among  friends 
no  matter  where  he  pauses.  He  found  the  branches  active 
and  thriving,  and  was  particularly  impressed  with  the  pro- 
gress that  has  been  made  in  Nova  Scotia  towards  a  common 
membership  between  the  Association  and  the  Institute. 

It  is  evident  that  presidential  visits  are  a  welcome  st  imulus, 
and  that  meetings  of  council  create  a  favourable  influence 
within  the  regions  where  they  are  held.  Such  events  make 
great  demands  in  time  and  money,  and  the  Institute  is 
fortunate  that  in  its  choice  of  presidents  it  has  found  so 
many  who  can  and  do  make  these  sacrifices  for  the  good  of 
the  profession. 

It  is  to  be  hoped  that  notwithstanding  the  importance  of 
Dr.  Mackenzie's  work  at  Ottawa,  he  will  be  able  to  visit 
other  branches  and  that  on  such  occasions  he  will  again 
be  supported  by  officers  of  the  Institute  and  of  branches. 

A.R.P.  AND  THE  INSTITUTE 

It  is  possible  that  air-raid  precautions  have  been  discussed 
in  several  branches  of  the  Institute  across  Canada,  but  only 
two  have  reported  their  interest  to  Headquarters.  Some 
time  ago  the  Montreal  Branch  set  up  a  committee,  and 
recently  word  has  come  from  the  Saint  John  Branch  that 
a  committee  has  been  set  up  there  at  the  request  of  the 
city's  committee  for  A.R.P.  to  organize  for  demolition  work. 

Realizing  that  the  growing  interest  in  this  work  in  Canada 
was  a  matter  of  concern  to  engineers,  the  Institute  has  re- 
ceived authorization  from  the  Ministry  for  Home  Security 
to  circulate  in  this  country  the  splendid  bulletin  prepared 
by  the  Research  and  Experiments  Branch  of  that  depart- 
ment. In  the  United  Kingdom  this  information  is  distributed 
by  the  Institution  of  Civil  Engineers. 

These  bulletins  cover  such  topics  as: 
Bulletin  No.  C.  1 — New  Design  Methods  for  Strutting  of 

Basements,  Etc. 
Bulletin  No.  C.  2 — Consolidation  of  Earth  Covering  on 

Anderson  Shelters. 
Bulletin  No.  C.  3 — The  Propping  of  Reinforced  Concrete 

Beams. 
Bulletin  No.  C.  4 — The  Protection  of  Glass  in  Hospitals. 
Bulletin  No.  C.  5 — Steps  that  should  be  taken  to  increase 

the  Resistance  of  "Umbrella"  type  Roofs  to  Collapse 

due  to  Air  Attack. 
Bulletin  No.  C.  6 — Damage  to  Cast  Iron  Pipes  in  Works. 
Bulletin  No.  C.  7 — The  Protection  of  Factory  Glazing. 
Bulletin  No.  C.  8 — Structural  Damage  Caused  by  Recent 

Air  Raids  to  Some  Single  Storey  Buildings. 
Bulletin  No.  C.  9— The  Protection  of  Plate  Glass  Windows. 
Bulletin  No.  C.  10— Flexible  Substitutes  for  Glass. 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


Bulletin  No.  C.  11 — Chemical  Fire  Extinguishers.  (Their 

application  to  incendiary  bombs  and  resultant  fires.) 
Bulletin  No.  C.  12 — Single  Storey  Wartime  Factory  Design. 
Bulletin  No.  C.  13 — Obscuration,  Ventilation  and  Protec- 
tion from  Glass  in  Large  Buildings. 
Bulletin  No.  C.  14 — Refuge  Room  Dormitories.  (A  sequel 

to  "Your  Home  as  an  Air  Raid  Shelter.") 
Bulletin  No.    C.    15 — Strengthening  Steel   Framed   Shed 

Buildings  Against  Collapse  (due  to  air  attack). 
Bulletin  No.  C.  16 — Notes  on  Indoor  Shelters. 
And  will  be  of  invaluable  assistance  in  the  study  of  and 
preparation  for  such  visitations  in  this  continent. 

The  printing  and  distribution  involves  a  task  of  substan- 
tial preparation  and  it  is  not  possible  as  yet  to  announce 
the  procedure.  It  is  hoped  that  details  can  be  announced 
in  the  next  number  of  the  Journal.  In  the  meantime  it  is 
thought  advisable  to  inform  members  that  the  material 
published  up  to  the  present  is  now  at  Headquarters  and 
that  future  publications  will  be  sent  regularly  as  issued. 

The  material  on  hand  also  includes  fifty-four  bulletins 
issued  by  the  British  Standards  Institution  known  as  the 
A.R.P.  Series. 

QUEBEC  "WINGS  FOR  BRITAIN" 

In  a  recent  issue  of  the  Montreal  Star,  an  editorial 
reference  was  made  to  the  contribution  received  by  "Wings 
for  Britain"  from  the  Corporation  of  Professional  En- 
gineers of  Quebec.  This  is  a  piece  of  news  of  interest  to  the 
whole  profession,  and  the  Journal  is  glad  to  reprint  herewith 
the  entire  editorial  in  tribute  to  the  Corporation. 

"The  solidarity  with  which  all  sections  of  the  Canadian 
community  stand  behind  the  war  effort  was  effectively 
demonstrated  yesterday  afternoon  when,  on  behalf  of  the 
Corporation  of  Professional  Engineers  of  Quebec,  its  pre- 
sident, Dr.  Olivier  Lefebvre,  presented  a  cheque  for  $2,000 
to  'Wings  For  Britain,'  the  organization  which  is  providing 
funds  for  many  fighter  planes.  This  is  a  bilingual  organiza- 
tion, and  some  of  the  most  distinguished  French-Canadian 
and  English-speaking  engineers  comprise  its  membership. 
Its  gift,  then,  was  a  tribute  offered  on  behalf  of  a  profession 
which  is  contributing  very  largely  in  other  ways  toward  the 
general  war  effort.  An  engineer,  General  McNaughton, 
commands  the  Canadian  forces  overseas,  and  in  many  other 
capacities  the  profession  is  placing  its  talents  at  the  dis- 
posal of  the  Government. 

"In  his  presentation  address  Dr.  Lefebvre  paid  a  remark- 
able tribute  to  the  British  people,  using  words  which  un- 
doubtedly express  the  views  of  his  compatriots  throughout 
the  Province.  'We  all  appreciate,'  he  said,  'that  in  the 
present  war  our  liberty  and  all  that  makes  life  worthwhile 
are  at  stake.  The  British  Empire  alone,  with  the  aid  of  the 
United  States,  is  defending  our  liberty.  The  courage,  de- 
termination and  will  to  win  shown  by  English-speak ing 
people  have  won  the  admiration  of  the  whole  world.'  And, 
in  tendering  the  cheque  to  Mr.  Joseph  Simard,  a  member 
of  the  general  committee  of  'Wings  For  Britain,'  he  added 
the  fervent  hope  that  the  money  'would  serve  to  aid  Great 
Britain  and  her  Allies  to  defend  the  cause  of  democracy,  and 
all  that  they  stand  for.' 

"In  accepting  the  gift  on  behalf  of  the  committee,  Mr. 
Simard  took  occasion  to  supplement  Dr.  Lefebvre's  remarks 
with  a  statement  particularly  appropriate  at  this  time. 
'This  shows,'  he  said,  'once  more  that  Canadians  of  the 
Province  of  Quebec  are  anxious  to  participate  in  any 
undertaking  indispensable  for  the  pursuit  of  the  war  to  a 


304 


June,  1941     THE  ENGINEERING  JOURNAL 


victorious  peace.  The  insinuations  made  by  certain  persons 
regarding  the  French-Canadian  population  are  not  justified, 
and  for  my  part  I  have  yet  to  meet  one  of  my  fellow-citizens 
who  is  not  wholehearted  in  the  ends  which  we  pursue.' 

"The  gift  was  unsolicited,  as  the  small  gathering  was 
informed,  and  was  therefore  made  as  a  spontaneous  gesture 
of  appreciation.  Such  gifts  serve  further  to  bind  the  com- 
munity together  in  the  common  effort." 

THE  CENTENARY  OF  QUEEN'S  UNIVERSITY 

In  1841,  a  rented  frame  house  on  a  side  street  of  Kingston, 
two  professors  and  ten  students.  In  1941,  a  beautiful  cam- 
pus, situated  close  by  the  shore  of  Lake  Ontario,  containing 
thirty-three  buildings  with  adequate  equipment,  worth 
$5,000,000;  an  endowment  fund  of  $4,000,000;  a  staff  of 
three  hundred  and  fifty;  an  intramural  and  extramural 
student  registration  of  four  thousand;  and  an  alumni  body 
of  fourteen  thousand. 

Such  has  been  the  development  of  Queen's  University 
at  Kingston  in  the  hundred  years  that  have  passed  since 
Queen  Victoria,  on  October  16,  1841,  granted  a  royal  charter 
to  the  small  colonial  college  that  was  eventually  to  become 
one  of  Canada's  greatest  seats  of  learning. 

Queen's  University  is  today  an  institution  of  which  every 
Canadian  may  be  justly  proud.  In  this,  her  centenary  year, 
Queen's  can  look  back  upon  a  record  of  pioneering  service 
and  educational  achievement  that  Canada  could  ill  have 
spared. 

Founded  by  the  Presbyterian  Church  in  Canada  for  the 
primary  purpose  of  training  ministers  for  the  widely  scat- 
tered areas  of  Upper  Canada,  Queen's  activities  were  con- 
fined at  first  to  theology  and  arts.  After  a  few  years  the 
teaching  of  medicine  was  begun,  and  eventually  a  Faculty 
of  Applied  Science  was  organized.  In  all  of  these  fields, 
Queen's  University  has  done,  and  is  still  doing,  great  work. 

Not  the  least  important  of  Queen's  contributions  to 
Canadian  life  has  been  in  the  realm  of  engineering.  Estab- 
lished in  1893  under  the  auspices  of  the  Ontario  Govern- 
ment, the  School  of  Mining  at  Kingston  was  the  first  insti- 
tution of  its  kind  in  Canada.  It  rapidly  proved  its  worth, 
shortly  became  affiliated  formally  with  Queen's  and  finally 
developed  into  the  present  Faculty  of  Applied  Science  of 
the  University.  Many  hundreds  of  engineers  have  gone  forth 
from  Queen's  to  fill  posts  of  trust  and  responsibility  from 
coast  to  coast  in  Canada,  and  elsewhere  throughout  the 
world. 

Queen's  hundredth  year  is  being  marked  by  a  series  of 
conferences  of  learned  societies  and  organizations  at  the 
University  during  the  summer  months,  and  by  a  special 
Centenary  celebration  from  October  16  to  18.  Some  of  the 
high-lights  of  the  programme  are  as  follows: 

A  service  of  thanksgiving  and  remembrance. 

A  series  of  addresses — by  some  of  the  most  eminent 
scholars  of  England,  Canada  and  the  United  States — on 
the  progress  of  theological  thought,  of  the  humanities  and 
social  sciences,  of  medicine,  of  science  and  applied  science, 
and  of  business  and  finance  during  the  past  hundred  years. 

A  Centenary  Convocation,  at  which  a  number  of  hon- 
orary degrees  will  be  conferred  and  at  which  the  University's 
Centenary  Poem  will  be  presented. 

A  special  Convocation  at  which  an  honorary  degree  will 
be  conferred  upon  His  Excellency  the  Earl  of  Athlone, 
Governor-General  of  Canada  and  Rector  of  Queen's. 

The  programme  also  includes:  a  Centenary  banquet;  a 
combined  alumni-student  ceremony,  at  which  His  Excel- 
lency the  Governor-General  will  deliver  his  Rectorial 
Address,  and  at  which  the  "Story  of  Queen's"  will  be  told; 
a  University  reception;  an  alumni  dance;  and  various  other 
graduate  and  student  functions. 

As  Queen's  University  moves  on  into  her  second  century, 
she  takes  with  her  the  good  wishes  of  the  whole  of  Canada 
— that  her  service  in  the  future  may  be  as  fruitful  as  that 
of  the  past. 


THE  BY-LAWS 

Some  time  ago  in  accordance  with  By-law  No.  75  Council 
authorized  the  secretary  emeritus  to  reword  and  rearrange 
the  by-laws  of  the  Institute.  This  work  has  been  underway 
for  over  a  year  and  at  last  all  the  requirements  as  stipu- 
lated have  been  met  and  the  new  booklet  has  just  appeared. 
Copies  will  be  sent  to  all  officers  and  to  branch  secretaries. 
Any  member  who  is  interested  may  secure  a  copy  without 
cost  simply  by  writing  Headquarters.  All  the  material 
appeared  in  the  August,  1940,  number  of  the  Journal. 

The  new  arrangement  will  be  found  more  logical  and 
more  useful.  The  many  amendments  made  during  recent 
years  had  caused  some  vagueness  and  inconsistency  with 
other  portions  that  had  not  been  altered.  It  is  believed 
this  has  now  been  overcome  without  in  any  way  altering 
the  original  intention  or  purpose  of  the  by-laws. 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

The  mailing  of  questionnaires  to  engineers,  chemists  and 
architects  is  now  under  way.  As  there  are  forty  thousand 
to  be  mailed,  it  has  been  decided  to  send  out  only  a  thousand 
a  day.  This  spreading  out  is  necessary  in  order  to  give  the 
office  staff  an  opportunity  to  keep  up  with  the  returns. 

The  first  mailings  will  cover  the  Quebec  and  the  maritime 
provinces.  Ontario  will  follow,  and  the  four  western  prov- 
inces will  be  next.  This  order  has  no  significance,  but  is 
simply  the  result  of  the  way  the  lists  were  received  from  the 
Bureau  of  Statistics.  Attention  is  called  to  it  now,  so  that 
persons  will  not  become  unduly  disturbed  if  these  forms  do 
not  arrive  immediately. 

Accompanying  the  questionnaire  is  a  postage-free  return 
envelope,  an  explanatory  letter,  and  a  list  of  classifications. 
Each  person  is  asked  to  classify  himself  according  to  the 
lists,  and  also  to  state  whether  or  not  he  is  prepared  to 
transfer  from  his  present  occupation  to  one  of  more  wartime 
significance,  providing  that  satisfactory  arrangements  can 
be  made  with  his  present  employer. 

As  there  are  almost  no  engineers  out  of  work  to-day,  it  is 
evident  that  the  increasing  needs  of  war  industry  will  have 
to  be  met  by  transferring  or  borrowing  men  from  industries 
of  less  national  importance.  Herein  lies  the  real  work  of  the 
Bureau — to  locate  the  required  men  and  to  negotiate  for 
their  transfer  or  loan. 

It  seems  evident  that  in  the  list  of  40,000  names  secured 
from  the  national  registration,  there  must  be  many  who  do 
not  rightly  qualify  for  that  classification.  It  is  expected 
that  many  thousands  will  be  eliminated  in  the  re-clas- 
sification that  will  be  done  when  the  forms  are  returned; 
but  on  the  other  hand,  many  useful  persons  may  be  un- 
covered who  possess  "near"  engineering  qualifications,  and 
who  have,  called  themselves  engineers  or  chemists  at  the 
time  of  registration  for  lack  of  a  more  precise  classification. 

You  are  urged  to  give  your  questionnaire  careful  and 
early  attention.  It  is  hoped  that  everyone  will  return  the 
required  information  without  regard  to  whether  or  not  he 
is  at  the  moment  engaged  in  urgent  and  vital  work.  A 
complete  record  in  one  office  will  not  only  assist  with  the 
war  effort  now,  but  will  be  valuable  to  the  whole  profession 
in  the  future. 

ERRATUM 

In  the  discussion  on  Mr.  Runciman's  paper  "Earth's 
Crust  Resistance  and  Lightning"  which  appeared  in  the 
April  issue,  a  line  was  dropped  from  the  next  before  last 
paragraph  on  page  179.  The  paragraph  should  read:  "To 
answer  Mr.  Buchanan's  point,  in  reference  to  reduced 
insulation,  it  should  be  kept  in  mind  that  the  minimum 
insulation  for  a  220  kv.  line  in  wet  weather  could  be  about 
six  suspension  units,  whereas  we  use  fourteen  and  sixteen 
units,  and  some  other  companies,  eighteen  to  twenty-four 
units."  etc. 


THE  ENGINEERING  JOURNAL     June,  1941 


305 


INSTITUTE  MEDAL  RECEIVED 
BY  LIEUT.-GENERAL  McNAUGHTON 

The  announcement  of  the  recent  presentation  of  the  Sir 
John  Kennedy  Medal  to  Lt. -General  McNaughton  in 
London  was  pretty  well  distributed  by  the  press  but 
Headquarters  has  received  a  report  direct  from  the  Institu- 
tion of  Electrical  Engineers  which  gives  more  detail.  The 
original  letter,  the  photographs  and  the  address  referred  to 
have  not  arrived  at  time  of  going  to  press.  Doubtless  they 
are  on  a  slower  mail. 

The  Institute  is  very  pleased  to  read  of  the  splendid 
ceremony,  and  to  acknowledge  the  kindly  greetings  of  a 
sister  society.  The  desire  to  foster  closer  collaboration 
between  engineering  groups  finds  a  ready  response  through- 
out this  organization.  It  is  a  pleasure  to  look  forward  to 
the  resumption  of  negotiations  at  the  conclusion  of  the  war. 

The  following  is  printed  from  carbon  copies  which  have 
come  by  air  mail. 

The  Institution  of  Electrical  Engineers 

London,  22nd  May,  1941. 
L.  Austin  Wright,  Esq., 
The  Engineering  Institute  of  Canada,  Montreal. 

Dear  Mr.  Wright  :— 

I  now  have  much  pleasure  in  sending  you  the  enclosed 
report  of  the  proceedings  at  our  Ordinary  Meeting  on  8th 
May  when  the  Sir  John  Kennedy  Medal  was  presented  to 
General  McNaughton. 

You  will  see  that  reference  is  made  to  an  address  to  your 
Institute  and  I  should  explain  that  the  Council  felt  that 
they  would  like  you  to  have  for  retention  in  your  archives 
a  record  of  the  circumstances  under  which  the  presentation 
ceremony  was  carried  out.  They  also  felt  that  General 
McNaughton  might  like  to  have  a  copy  and  authority  was 
therefore  given  by  the  Council  at  their  meeting  held  earlier 
in  the  day  for  the  signing  and  sealing  of  two  copies  of  the 
address,  one  of  which  I  now  send  to  you  with  this  letter.  I 
also  enclose  three  photographs  that  were  taken  at  the 
presentation  ceremony. 

To  complete  the  record  of  the  events  arising  out  of  the 
presentation  I  should  refer  to  the  Council  luncheon  held  at 
the  Waldorf  Hotel  immediately  preceding  the  Ordinary 
Meeting.  A  list  is  given  below  of  all  those  who  were  present, 
and  you  will  see  that  it  contains  the  names  of  several  dis- 
tinguished Canadians  as  well  as  Lord  Hankey,  the  Chan- 
cellor of  the  Duchy  of  Lancaster,  and  the  Rt.  Hon.  Sir 
Andrew  Duncan,  the  Minister  of  Supply,  and  representa- 
tives of  leading  sister  Institutions  in  this  country.  In  res- 
ponse to  a  speech  of  welcome  delivered  at  this  luncheon  by 
the  president,  Mr.  Vincent  Massey  replied  in  general  terms 
on  behalf  of  the  guests  and  with  particular  reference  to 
General  McNaughton,  his  remarks  being  very  much  ap- 
preciated by  all  present. 

In  conclusion,  I  am  asked  to  express  once  again  the 
Council's  keen  pleasure  at  having  had  the  opportunity  of 
this  association  with  you  in  giving  honour  to  a  great 
scientist  and  a  great  soldier. 

Yours  sincerely, 

(Signed)  W.  K.  Brasher, 

Secretary. 

Extract  from  the  Proceedings  of  The  Institution 
966th  Ordinary  Meeting,  8th  May,  1941 

Mr.  J.  R.  Beard,  M.Sc,  (President):  "My  first  duty  this 
afternoon,  and  it  is  a  most  agreeable  and  unusual  duty,  is 
to  present,  on  behalf  of  the  Engineering  Institute  of 
Canada,  their  Sir  John  Kennedy  Medal  to  Lieut  .-General 
Andrew  George  Latta  McNaughton,  c.b\,  c.m.g.,  d.s.o., 
m.sc,  ll.i).,  d.c.l.,  General  Officer  Commanding  the 
Canadian  Forces  in  Great  Britain.  We  esteem  it  a  great 


privilege  that  this  presentation  should  have  been  entrusted 
to  us,  more  especially  as  General  McNaughton  is  one  of 
our  members. 

For  some  time  past  we,  in  common  with  the  Institutions 
of  Civil  and  Mechanical  Engineers,  have  wished  to  foster 
closer  collaboration  with  the  representative  engineering 
institutions  in  the  Dominions  and  this  was  actively  in  hand 
until  necessarily  interrupted  by  the  outbreak  of  war.  We 
intend  to  take  it  up  again  when  the  war  is  over  and  mean- 
while this  function  to-day  helps  to  keep  the  spirit  of  co- 
operation alive. 

"Three  years  ago  the  Engineering  Institute  of  Canada 
celebrated  its  Jubilee  and  representatives  of  our  Institutions 
under  the  leadership  of  Sir  Alexander  Gibb  went  to  Canada 
to  offer  our  congratulations.  We  were  ably  represented  by 
my  immediate  predecessor,  Mr.  Johnstone  Wright,  who 
brought  back  most  happy  memories  of  Canada  and  an 
increased  enthusiasm  for  the  encouragement  of  co-operation 
between  our  Institutions. 

"The  Sir  John  Kennedy  Medal  is  awarded  when  occasion 
merits  to  Corporate  Members  of  the  Engineering  Institute 
of  Canada  'in  recognition  of  outstanding  merit  in  the  pro- 
fession or  of  noteworthy  contribution  to  the  science  of 
engineering'  and  I  understand  that  this  is  only  the  fifth  or 
sixth  award  which  has  been  made.  General  McNaughton 
fully  meets  those  requirements,  in  addition  to  having  given 
most  distinguished  service  to  Canada  in  wider  fields. 

"Born  in  Saskatchewan  in  1887,  General  McNaughton 
graduated  in  electrical  engineering  at  McGill  University, 
where  he  was  subsequently  on  the  teaching  stajï  and  in 
private  practice.  From  his  undergraduate  days  he  nad 
taken  the  keenest  interest  in  military  science  and  by  1913 
was  a  Major  commanding  a  field  battery  in  the  Militia. 
During  the  1914-1918  war  he  gave  distinguished  service  in 
France  and  was  wounded  at  Ypres.  Later  he  rose  to  be 
Lieut.-Colonel  in  charge  of  a  field  artillery  brigade  in  the 
2nd  Canadian  Division,  fought  through  the  battles  of  the 
Somme  and  became  counter  battery  staff  officer  of  the 
Canadian  Corps;  he  was  again  wounded  at  Soissons  in  1918 
while  attached  to  the  French  Army.  Just  prior  to  the  end  of 
the  war  he  was  General  Officer  Commanding  Canadian 
Corps  Heavy  Artillery  at  the  early  age  of  31.  Apart  from 
the  several  honours  and  distinctions  which  I  have  enumer- 
ated, he  was  mentioned  three  times  in  despatches. 

"On  his  return  to  Canada,  General  McNaughton  became 
successively  Director  of  Military  Training,  Deputy  Chief 
of  the  General  Staff  and,  in  1929,  Chief  of  the  General 
Staff,  with  the  rank  of  Major-General,  which  I  understand 
is  the  highest  military  appointment  in  Canada.  During  this 
period  he  continuously  stressed  the  rapidly  increasing  im- 
portance of  the  engineer  in  modern  warfare,  a  view  which 
has  been  fully  justified  in  recent  months.  He  was  also 
active    in    afforestation. 

"In  1935  he  became  president  of  the  Canadian  National 
Research  Council,  a  position  which  he  still  occupies,  and 
his  energy  did  much  to  promote  the  constructive  application 
of  science  to  industry. 

"In  electrical  engineering  his  development  of  the  cathode- 
ray  direction  finder,  in  co-operation  with  Col.  W.  A.  Steel, 
is  well  known.  At  the  Research  Council  he  promoted  work 
on  high-voltage  investigations  and  not  only  equipped  the 
laboratories  for  this  purpose  but  took  an  active  part  in 
planning  the  experimental  programme.  In  1939  he  was 
appointed  by  the  Canadian  Government  as  technical 
adviser  to  accompany  a  delegation  of  Canadian  manufac- 
turers to  Great  Britain  in  order  to  invest igate  the  pos- 
sibility of  producing  munitions  in  Canadian  plants. 

"Throughout  his  military  career  General  McNaughton 
has  always  directed  his  attention  especially  to  the  scientific 
and  engineering  side.  Signals,  radio,  aircraft,  artillery  and 
mechanization  have  been  his  chief  interests.  In  many  other 
directions  he  has  played  an  active  part,  such  as  in  the  St. 
Lawrence  waterways  and  air  transport. 


306 


June,  1941     THE  ENGINEERING  JOURNAL 


"Soldier,  scientist  and  skilful  administrator,  a  Canadian 
with  a  true  understanding  of  the  place  Canada  holds  in 
world  affairs  and  with  a  broad  vision  of  the  future  which 
its  potential  resources  may  enable  it  to  attain,  General 
McNaughton  has  devoted  his  life  in  large  measure  to  the 
development  of  Canada,  the  promotion  and  application  of 
engineering  science  and  the  advancement  of  his  chosen 
profession. 

"We  had  hoped  to  have  with  us  this  afternoon  Mr. 
Vincent  Massey,  the  High  Commissioner  for  Canada,  but 
unfortunately  though  he  had  fully  intended  to  come,  he 
has  at  the  last  minute  been  called  to  a  very  urgent  appoint- 
ment and  has  had  to  forego  giving  us  the  pleasure  of  his 
presence.  We  have  with  us  to-day,  however,  the  former 
Prime  Minister  of  Canada,  the  Rt.  Hon.  Mr.  R.  B.  Bennett, 
who  is  very  well  known  to  us  over  here  and  who,  as  you 
know,  has  taken  up  his  residence  among  us.  We  are  also 
pleased  to  welcome  several  distinguished  technical  officers 
of  the  Canadian  Forces. 

"Our  Council  feel  that  they  would  like  to  make  a  record 
of  this  occasion  by  presenting  to  the  Engineering  Institute 
of  Canada  an  address  stating  the  circumstances  of  this 
presentation  and  their  pleasure  at  being  invited  to  make  it. 
A  copy  of  the  address  is  also  being  handed  to  General 
McNaughton." 

The  President  then,  amid  applause,  handed  to  General 
McNaughton  the  Sir  John  Kennedy  Medal  of  the  Engineer- 
ing Institute  of  Canada  and  a  copy  of  the  address. 

Lieut-General  A.  G.  L.  McNaughton:  "I  know  you  will 
forgive  me  if  my  remarks  on  this  occasion  are  very  brief, 
because  you  will,  understand  that  the  high  honour  which  I 
have  received  to-day  from  the  Engineering  Institute  of 
Canada,  through  the  agency  of  The  Institution  of  Electrical 
Engineers,  goes  right  to  my  heart.  I  feel  very  much  that  the 
recognition  which  has  been  given  to  me  is  to  a  very  large 
extent  a  recognition  of  that  great  institution,  the  National 
Research  Council,  with  which  I  have  the  honour  to  be 
associated  and  to  which  I  was  sent  by  the  Rt.  Hon.  Mr. 
Bennett,  whose  presence  here  to-day  I  deeply  appreciate. 

"I  have  sought  all  my  life  to  have  an  opportunity  of 
taking  part  in  actual  development  work  and  construction 
work  in  engineering,  but  it  always  seems  that  as  soon  as 
one  starts  an  active  project  of  investigation  or  research 
something  happens  in  the  world  and  one  is  drawn  away  to 
outside  activities. 

"Twice  in  my  life,  once  at  McGill  and  then  at  the 
Research  Council,  I  have  gone  deeply  into  the  field  of  high- 
voltage  research,  but  no  sooner  had  I  got  the  equipment 
assembled  on  those  two  occasions  than  war  in  Europe  broke 
out.  I  can  assure  you,  however,  that  Mr.  Ballard  and  my 
other  associates  in  Canada  who  are  continuing  to  use  and 
develop  the  Research  Council's  laboratory  are  keeping  me 
informed  of  what  is  going  on,  and  as  soon  as  the  war  is 
brought  to  a  satisfactory  conclusion — I  have  no  doubt 
about  its  ultimate  result — I  want  to  continue  my  work 
there  with  the  beautiful  apparatus  that  we  have  got  to- 
gether operating  at  millions  of  volts  with  much  power 
behind  them  and  at  many  frequencies.  I  hope  some  day  to 
have  the  privilege  of  presenting  a  paper  to  this  Institution." 

Attendance  at  Council  Luncheon 

Sir  E.  V.  Appleton,  d.s.,  f.r.s.,  (Secretary  of  The  Depart- 
ment of  Scientific  and  Industrial  Research);  The  Rt.  Hon. 
R.  B.  Bennett,  k.c;  Prof.  S.  Chapman,  m.a.,  d.sc,  f.r.s., 
(I.E.E.  Kelvin  Lecturer,  1941;  Chief  Professor  of  Mathe- 
matics, Imperial  College,  South  Kensington,  London);  Mr. 
E.  Graham  Clark  (Secretary,  The  Institution  of  Civil 
Engineers);  Sir  Henry  Dale,  c.b.e.,  f.r.s.  (President,  The 
Royal  Society);  The  Rt.  Hon.  Sir  Andrew  Duncan,  g.b.e. 
(Minister  of  Supply),  Honorary  Member  I.E.E. ;  Prof. 
A.  ('.  Agerton,  m.a.,  f.r.s.  (Secretary,  The  Royal  Society); 
Dr.  A.  P.  M.  Fleming,  c.b.e.,  m.sc.  (Faraday  Medallist 
I.E.E.,  1941;  Past  President   I.E.E.);  Mr.  J.  S.   Forrest, 


m.a.,  b.sc.  (Winner  of  Cooper's  Hill  War  Memorial  Prize 
and  Medal,  awarded  by  I.E.E.  for  1940)  ;  Colonel  J.  Genet, 
M.c,  m.e.i.c.  (Chief  Signals  Officer,  Canadian  Corps.); 
The  Rt.  Hon.  Lord  Hankey,  g.c.b.,  g.c.m.g.,  g.c.v.o. 
(Chancellor  of  The  Duchy  of  Lancaster)  ;  Brigadier  C.  S.  L. 
Hertzberg,  m.e.i.c.  (Chief  Engineer,  Canadian  Corps); 
Professor  A.  V.  Hill,  o.b.e.,  f.r.s.  (Secretary,  The  Royal 
Society)  ;  The  Hon.  Vincent  Massey  (High  Commissioner 
of  the  Dominion  of  Canada);  Lieut. -Ceneral  A.  G.  L. 
McNaughton,  c.b.,  c.m.g.,  d.s.o.,  m.e.i.c.  (Commander  of 
the  Canadian  Forces  in  Great  Britain);  Mr.  J.  E.  Mont- 
gomrey  (Secretary,  The  Institution  of  Mechanical  Engin- 
eers); Sir  Archibald  Page  (Chairman,  Central  Electricity 
Board;  Past  President  I.E.E.);  Mr.  W.  Stanier  (President, 
The  Institution  of  Mechanical  Engineers)  ;  Brigadier  G.  R. 
Turner,  m.e.i.c.  (Canadian  Corps.);  President  Mr.  J.  R. 
Beard,  m.sc.  (Senior  Partner,  Messrs.  Merz  &  McLennan, 
Consulting  Engineers);  Past  Presidents  Mr.  J.  M.  Donald- 
son, m.c.  (General  Manager,  Northmet  Power  Company); 
Lt.  Col.  K.  Edgcumbe,  t.d.  (Director,  Everett  Edgcumbe 
&  Co.  Ltd.,  Electrical  Measuring  Instrument  Makers); 
Mr.  F.  Gill,  o.b.e.  (Chairman  Standard  Telephones  & 
Cables;  Vice-President  and  Director,  International  Stand- 
ard Electric  Corporation);  Mr.  J.  S.  Highfield  (Consulting 
Engineer);  Mr.  P.  V.  Hunter,  c.b.e.  (Director,  Joint  Man- 
ager and  Chief  Engineer,  Callender's  Cable  &  Construction 
Co.);  Sir  George  Lee,  o.b.e.,  m.c.  (formerly  Engineer-in- 
Chief,  G.P.O.,  London);  Dr.  Clifford  C.  Paterson,  o.b.e. 
(Director  Research  Laboratories,  General  Electric  Co. 
Ltd.);  Dr.  Alexander  Russell,  m.a.,  f.r.s.  (Advisory  Prin- 
cipal, Faraday  House,  Electrical  Engineering  College, 
London);  Prof.  W.  M.  Thornton,  o.b.e.,  d.sc,  d.  Eng. 
(Emeritus  Professor  of  Electrical  Engineering,  Armstrong 
College,  Durham  University)  ;  Mr.  Johnstone  Wright 
(Chief  Engineer,  Central  Electricity  Board);  Mr.  H.  T. 
Young,  (Managing  Director,  Messrs.  Troughton  &  Young, 
Ltd.,  Electrical  Contractors);  President-Designate:  Sir  Noel 
Ashbridge,  b.sc.  (Eng.)  (Chief  Engineer,  British  Broadcast- 
ing Corporation)  ;  Vice-Presidents:  Colonel  A.  S.  Angwin, 
d.s.o.,  m.c.  (Engineer-in-Chief,  C.P.O.,  London);  Dr.  P. 
Dunsheath,  o.b.e.,  m.a.  (Director  and  Chief  Engineer, 
Messrs.  W.  T.  Henley's  Telegraph  Works  Co.  Ltd.);  Mr. 
V.  Z.  de  Ferranti,  M.C.  (Chairman,  Messrs.  Ferranti,  Ltd.); 
Professor  C.  L.  Fortescue,  o.b.e.,  m.a.  (Professor  of  Elec- 
trical Engineering,  City  and  Guilds  College,  London); 
Honorary  Treasurer:  Mr.  E.  Leete  (Director,  London  Elec- 
tric Wire  Co.  &  Smiths  Ltd.  and  The  Liverpool  Cable  Co. 
Ltd.);  Secretary  I.E.E.  Mr.  W.  K.  Brasher,  b.a. 

CORRESPONDENCE 

10,  Climie  Place,  Kilmarnock,  Scotland. 
26th  March,  1941. 
The  Secretary, 

The  Engineering  Institute  of  Canada, 
Montreal. 
Dear  Mr.  Wright, 

I  read  (with  some  blushes)  in  the  February  Journal  your 
reference  to  my  little  contribution  to  the  war  effort. 

There  was,  however,  a  little  misunderstanding  as  I  am 
still  on  the  staff  of  Messrs.  Glenfield  and  Kennedy  Ltd., 
and  my  particular  war  work  is  carried  on  outside  of  busi- 
ness hours  and  is  entirely  voluntary. 

We,  in  this  county,  greatly  appreciate  the  great  con- 
tribution Canada  is  making  towards  the  winning  of  the  war. 

As  so  many  airmen  are  being  trained  in  the  Dominion 
and  as  the  Observer  Corps  to  which  I  belong  is  a  part  of 
the  Royal  Air  Force,  it  might  be  of  some  interest  to  you 
to  know  a  little  of  our  organization  and  work,  especially 
as  I  am  sure  there  are  many  of  my  fellow  members  in  the 
Air  Force. 

The  Observer  Corps  had  been  in  existence  since  the 
1914-18  war  as  a  branch  of  the  special  constabulary,  but 
on  the  outbreak  of  this  war  was  taken  over  by  the  R.A.F. 


THE  ENGINEERING  JOURNAL     June,  1941 


307 


Our  badge  depicts  a  watcher  on  the  shore,  watching  for 
the  Spanish  Armada,  his  torch  is  lighted,  ready  to  set  fire 
to  the  warning  beacon  on  the  hill  behind  him.  The  Corps 
motto  is  "Forewarned  is  forearmed." 

The  posts  are  established  throughout  the  British  Isles 
and  are  so  located  that  the  area  for  which  each  group  is 
responsible  is  overlapped  by  the  adjoining  posts,  and  as 
the  whole  country  is  covered  some  of  our  posts  are  in  rather 
out-of-the-way  places. 

The  post  consists  of  a  small  stockade  of  timber,  earth- 
work or  sandbags  and  in  this  stockade  is  placed  our  spot- 
ting instrument  mounted  on  its  tripod. 

There  is  also  a  small  hut  or  shelter  where  the  observers 
coming  on  to  the  3  a.m.  to  7  a.m.  duty  may  sleep  during 
the  early  part  of  the  night.  The  two  Observers  on  duty 
must,  however,  remain  in  the  open  stockade. 

The  instrument  has  a  circular  table  which  carries  an 
ordnance  map  of  the  area,  protected  by  a  celluloid  covering 
drawn  to  a  scale  of  1  in.-l  mile  and  divided  into  squares 
of  two  kilometre  side. 


At  the  Observer  Corps  post  shown  here  are  an  engineer 

aged  54  and  a  farmer  aged  60:  they  are  being  relieved 

by  an  artist  aged  47  and  a  stockbroker  aged  57. 

The  squares  are  numbered  and  at  my  post  our  area  is 
bounded  by  a  circle  of  16  miles  diameter.  The  instrument 
proper  has  a  carriage,  pivoted  at  the  centre  and  free  to 
rotate  on  rollers  around  the  table.  On  the  carriage  is  mount- 
ed a  height  bar,  sighting  arm  and  traversing  slide  for  the 
pointer  and  so  geared  that  when  the  estimated  height  of 
the  visible  plane  is  set  on  the  height  bar  and  the  plane 
taken  into  the  sights  of  the  instrument,  the  pointer  has 
come  to  rest  over  the  numbered  square,  above  which  the 
plane  is  flying. 

The  progress  of  the  plane  is  reported  continuously  while 
it  is  within  sight  or  hearing  of  the  post. 

Each  post  is  in  direct  telephonic  communication  with  the 
"centre"  where  reports  from  all  posts  are  received  and  where 
on  a  large  map  of  the  whofe  section  of  country,  markers 
are  placed  by  "plotters"  who  are  thus  able  to  follow  the 
course  of  all  planes,  friendly  or  hostile.  Each  plotter  at 
"centre"  plots  for  a  group  of  3  to  6  adjacent  posts  and  as 
our  phones  are  interconnected,  each  post  hears  the  plots 
from  his  neighbours  as  they  are  passed  through  to  centre 
and  so  planes  can  be  passed  on  from  post  to  post,  enabling 
checks  and  corrected  heights  to  be  obtained.  From  the 
centre  our  plots  are  passed  direct  to  the  fighter  command. 

When  a  plane  is  heard  but  cannot  be  seen  a  "sound  plot" 
on  a  10  mile  circle  is  passed  to  centre.  A  typical  single  plot 
would  be  "Plane(s)  seen  (number  and  type),  height  5,000 
ft.,  square  9281,  flying  west." 

There  are  numerous  methods  of  checking  heights  by  cross 
plots  from  adjacent  posts,  etc.,  and  it  will  be  realized  that 
if  a  plane  can  be  either  seen  or  heard,  its  position  is  defi- 
nitely known  to  fighter  command  which  is  in  communica- 
tion with  our  fighters  in  the  air. 


The  R.A.F.  are  dependent  on  the  Observer  Corps  for 
the  location  of  all  planes  over  the  country  by  day  and 
night. 

At  my  post  there  are  three  "full  time"  observers  who 
take  all  duties  from  7  a.m.  to  7  p.m.  from  Monday  to 
Saturday,  on  watch,  two  at  a  time,  each  working  eight 
hours  per  day  and  48  hours  per  week.  All  night  duties  and 
Sunday  work  is  undertaken  by  the  voluntary  members 
who  work  in  pairs  for  four  hours  at  a  time  and  who  put  in 
8  to  12  hours  duty  per  week.  The  posts  are  thus  manned 
continuously  by  two  observers,  and  all  planes,  friendly  or 
hostile,  are  plotted  and  passed  through  centre  to  fighter 
command.  The  work  is  interesting  but  exacting,  as  one 
must  be  able  to  recognize  a  plane  as  soon  as  it  is  seen 
and  there  are  about  400  types. 

There  is  much  of  the  organization  which  I  cannot  write 
about,  but  the  few  details  I  have  given  may  be  of  interest 
to  you.  Our  work  has  been  described  in  the  press  and  by 
broadcast  many  times  so  that  my  rather  rambling  notes 
can  hardly  be  looked  upon  as  military  secrets. 

We  take  a  longing  for  Canada,  and  feel  a  bit  homesick 
at  times,  but  perhaps  when  this  turmoil  is  over  we  may 
again  renew  old  friendships. 

With  kindest  personal  regards, 

Yours  very  truly, 

(Signed)  R.  M.  Herbison,  m.e.i.c. 

MEETING  OF  COUNCIL 

Minutes  of  a  regional  meeting  of  the  Council  of  the  Insti- 
tute held  at  the  Admiral  Beatty  Hotel,  Saint  John,  N.B., 
on  Saturday,  May  17th,  1941,  at  2.15  p.m. 

Present:  President  C.  J.  Mackenzie  in  the  chair;  Past 
President  J.  B.  Challies  (Montreal);  Vice-President  K.  M. 
Cameron  (Ottawa);  Councillors,  S.  W.  Gray  (Halifax), 
H.  Massue  (Montreal),  H.  F.  Morrisey  (Saint  John),  G.  E. 
Smith  (Moncton),  J.  A.  Vance  (Woodstock),  and  General 
Secretary  L.  Austin  Wright.  There  were  also  present:  Past 
Vice-President  R.  L.  Dobbin  (Peterborough),  Past-Coun- 
cillors A.  Gray  (Saint  John),  S.  Hogg  (Saint  John),  G.  G. 
Murdoch  (Saint  John),  G.  Stead  (Saint  John),  J.  Stephens 
(Fredericton),  F.  P.  Vaughan  (Saint  John);  G.  A.  Gaherty, 
chairman  of  the  Committee  on  Western  Water  Problems; 
F.  O.  Condon,  chairman  of  the  Moncton  Branch;  and  the 
following  members  of  the  executive  of  the  Saint  John 
Branch,  J.  P.  Mooney,  F.  A.  Patriquen  (chairman),  D.  R. 
Smith,  A.  O.  Wolff  and  V.  C.  Chesnut. 

In  the  absence  of  the  chairman  of  the  Finance  Committee, 
the  general  secretary  presented  the  report  of  the  committee. 
In  commenting  on  the  financial  statement  up  to  the  end  of 
April  he  pointed  out  that  the  income  of  the  Institute  was 
slightly  ahead  of  the  same  period  last  year,  and  that  ex- 
penditures were  running  at  approximately  the  same  level. 
The  Finance  Committee  reported  financial  affairs  to  be  in 
a  satisfactory  condition. 

The  reports  from  branches  relative  to  the  fund  for  repairs 
to  the  headquarters  show  that  all  branches  have  agreed  to 
undertake  a  collection  of  funds.  Some  branches  have  already 
made  returns  on  the  basis  of  a  dollar  per  member,  ami 
others  have  reported  that  their  collections  are  already  in 
excess  of  that  amount.  The  Montreal  Branch  reported  by 
telegram  to  the  president  that  their  fund  was  already  in 
excess  of  five  thousand  dollars. 

The  secretary  also  read  a  letter  from  the  vice-chairman 
of  the  annual  meeting  committee  of  the  Hamilton  Branch 
in  which  it  was  announced  that  a  further  sum  of  twenty-t  wo 
dollars  had  been  voted  by  the  branch  executive  towards 
the  building  fund.  The  branch  has  already  sent  in  its  check 
for  the  full  amount  on  the  basis  of  a  dollar  per  member. 

The  president  commented  on  the  fine  arrangements  which 
had  been  made  for  the  annual  meeting  in  Hamilton,  and 
stated  that  many  features  were  presented  which  should  be 
considered  by  every  branch  holding  an  annual  meeting.  It 
was  his  opinion  that  the  Hamilton  meeting  had  been  excep- 
tionally  well  run. 


308 


June,  1941     THE  ENGINEERING  JOURNAL 


The  secretary  read  a  letter  from  the  Engineers'  Council 
for  Professional  Development  pointing  out  that  Dr.  Challies' 
term  as  a  member  of  the  executive  of  that  organization 
representing  the  Engineering  Institute  of  Canada  expires 
this  fall,  and  asked  Council  to  name  a  representative  for 
the  next  three  years.  In  view  of  Dr.  Challies'  close  associa- 
tion with  this  activity,  he  was  requested  by  Council  to 
accept  the  office  for  a  further  period  of  three  years.  This 
Dr.  Challies  agreed  to  do.  At  the  president's  request,  he 
then  outlined  some  of  the  work  which  was  being  done  by 
E.C.P.D.,  and  emphasized  the  values  which  membership 
in  this  body  would  bring  to  the  members  of  the  Institute. 

The  question  of  admitting  enemy  aliens  into  membership 
of  the  Institute  was  given  a  great  deal  of  consideration. 
Many  councillors  took  part  in  the  discussion,  and  the  fact 
was  disclosed  that  the  Federal  Government  has  refused 
naturalization  papers  to  such  persons  as  long  as  their 
country  was  at  war  with  Canada.  It  was  the  opinion  of 
Council  that  the  Institute  could  not  very  well  admit  such 
persons  to  membership  in  view  of  the  Government's  policy. 
It  was  also  pointed  out  that  the  qualifications  and  the  loyalty 
of  most  of  the  persons  who  were  applying  were  beyond  dis- 
pute, but  in  view  of  the  fact  that  Institute  membership 
might  be  of  assistance  to  enemy  agents,  and  might  well 
be  sought  for  such  purposes,  it  was  decided  as  a  protective 
measure  that  applications  from  such  persons  should  be  re- 
fused for  the  duration.  The  secretary  was  instructed  to 
explain  the  circumstances  to  applicants,  and  to  ask  them 
if  they  would  hold  their  applications  until  after  the  war. 

Mr.  Cameron  commented  on  the  pleasure  it  had 
given  him  to  attend  the  monthly,  and,  in  some  cases,  the 
annual  meeting  of  the  maritime  branches.  He  thought  that 
if  notice  of  annual  meetings  of  branches  were  distributed 
more  widely,  members  from  other  branches  would  be  glad 
to  attend.  He  commented  on  the  cordiality  and  hospitality 
which  he  had  experienced  at  each  branch,  and  the  pleasure 
which  it  gave  him  to  support  the  president  on  his  maritime 
tour. 

Dr.  Challies  reported  that,  as  chairman  of  the  Institute's 
committee  on  professional  interest,  and  in  company  with 
Messrs.  Gaherty,  Vance,  and  Wright,  he  had  met  with  the 
council  of  the  Association  of  Professional  Engineers  of  the 
Province  of  New  Brunswick  on  Saturday  morning,  and  the 
details  of  the  proposed  agreement  were  discussed.  The 
council  of  the  Association  met  again  after  lunch,  and  he 
had  just  been  informed  that  further  progress  had  been  made 
and  that  all  matters  had  been  ironed  out  sufficiently  that 
he  was  confident  that  a  final  agreement  would  shortly  be 
reached  between  the  two  bodies.  He  hoped  that  the  time  was 
not  far  distant  when  the  president  could  again  return  to 
Saint  John  in  order  to  participate  in  the  ceremony  of  sign- 
ing an  agreement.  He  also  expressed  the  hope  that  on  such 
an  occasion  the  president  would  again  be  supported  by  a 
substantial  delegation  from  the  provinces  west  of  New 
Brunswick. 

The  president  expressed  his  pleasure  at  this  announce- 
ment, and  said  that  he  would  be  very  happy  to  come  back 
to  Saint  John  for  the  ceremony.  He  also  commented  on  the 
support  which  he  had  received  as  prseident  from  the  past- 
presidents.  He  thought  that  the  Institute  was  unique  in 
that  past-presidents  did  not  lose  interest  as  soon  as  their 
term  of  office  was  over,  but  continued  to  be  interested  in 
Institute  affairs,  and  to  support  the  president  and  council 
throughout  their  lifetime.  Such  support  was  extremely 
valuable  to  the  sitting  president,  and  was  very  much 
appreciated. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 9 

Juniors 1 

Students 3 

Affiliates 3 


Transfers 

Junior  to  Member 1 

Student  to  Member 1 

Student  to  Junior 5 

In  conclusion,  Mr.  Cameron  expressed  the  thanks  of  the 
president's  party  for  the  splendid  hospitality  which  had 
been  extended  by  the  members  of  the  Saint  John  branch. 
He  also  congratulated  them  on  the  appointment  of  their 
new  chairman,  Mr.  Frank  Patriquen.  In  reply,  Mr.  Patri- 
quen  stated  that  the  whole  branch  was  very  pleased  to 
have  had  a  regional  meeting  of  council  and  that  they  would 
be  even  more  pleased  if  the  ceremony  could  be  repeated 
again  in  the  future. 

The  meeting  adjourned  at  4.15  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  May  17th,  1941,  the  following 
elections  and  transfers  were  effected: 

Members 

Courchesne,  Charles  Edouard,  Land  Surveyor  (Laval  Univ.),  asst. 

district  engr.,  Provincial  Highway  Dept.,  Quebec. 
Johnston,  Bruce  Henry,  b.a.Sc  (Univ.  of  Toronto),  Montreal  district 

mgr.,  Moloney  Electric  Co.  of  Canada,  Ltd.,  Montreal. 
Michaud,  Joseph  Sylvio  Andre,  b.sc.a.,  (Ecole  Polytechnique),  asst. 

engr.,   heating  divn.,   Directorate  of  Works  &   Bldgs.,   R.C.A.F., 

Ottawa. 
Phillips,  Sidney,  (Faraday  House)  of  Niagara  Falls,  Ont. 
Pritchard,  William  Robert,  b.a.Sc.  (Univ.  of  Toronto),  repair  super- 
visor, Bell  Telephone  Co.  of  Canada,  Montreal. 
Rankin,   Robert   Arthur,    m.sc,    M.Eng.,    (McGill   Univ.),    partner, 

Robt.  Rankin  &  Co.,  Montreal. 
Robinson,  Clesson  Thomas  Miller,  b.sc.  (Queen's  Univ.),  engineer, 

Paper  Mill,  Corner  Brook,  Nfld. 
Smith,  Walter  H.,  (Toronto  Tech.  Sch.),  chief  engr.,  T.  Eaton  Co. 

Ltd.,  Toronto. 
Wales,  Charles  Clarke,  b.a.Sc.  (Univ.  of  Toronto),  vice-president  and 

general  manager,  Hamilton  Bridge  Co.  Ltd.,  Hamilton,  Ont. 

Affiliates 

Hayhurst,  William  James,   (Queen's    Univ.),  Armour  Plate   Dept., 

Dominion  Foundries,  Ancaster  P.O.,  Ontario. 
Peace,  John  Thomas,  (Central  Technical  Sch.,  Toronto),  R.S.M.,  1st 

Battalion,  R.C.E.  Overseas. 

Juniors 

Martin,    Arthur   Ley,    b.sc,    (Univ.    of    Manitoba),    draughtsman, 

Aluminum  Company  of  Canada,  Montreal. 
Narsted,  George  Kendall,  B.Eng.  (McGill  Univ.),  machine  tool  dsgr., 

Eaton  Wilcox  Rich  Co.,  Windsor,  Ont. 

Transferred  from  the  class  of  J  unior  to  that  of  Member 

Graham,  George,  b.sc.,  (Univ.  of  Sask.),  consulting  engr.  to  and  fire 
protection  engr.  for  Can.  Under.  Assoc,  and  insurance  companies. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Brossard,  Leo,  b.sc.a.,  (Ecole  Polytechnique)  and  m.Sc.  (McGill), 
lecturer,  Bureau  of  Mines,  Quebec. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Dussault,  Jean  Edouard,  b.sc.e.  (Ecole  Polytechnique),  res.  engr., 

Dept.  of  Transport,  Pointe  aux  Trembles,  Que. 
Leroux,    Jacques,    b.sc.e.,    (Ecole    Polytechnique),    res.    engr.,    i/c 

constrn.   Mont  Joli  Aerodrome,   Mont  Joli,  Quebec. 
Lochhead,  John  Starley,  B.Eng.   (McGill  Univ.),  shop  foreman  of 

small  welding  and  detail  department,  Dominion  Bridge  Co.  Ltd., 

Montreal. 
Martin,  Clifford  Davison,  B.Eng.   (Nova  Scotia  Tech.  Coll.),  sales 

engr.,  Northern  Electric  Co.  Ltd.,  Halifax,  N.S. 
Perry,  George  Thomas,  b.a.Sc.  (Univ.  of  Toronto),  asst.  to  Director, 

Divn.  of  Mechanical  engrg.,  National  Research  Council,  Ottawa. 

Students  Admitted 

Bruce,  Gordon  Wyndham,  (Univ.  of  N.B.),  R.C.M.P.  Barracks, 
Fredericton,  N.B. 

Hay  man,  William  Morris,  (McGill  Univ.),  3843  Royal  Avenue, 
Montreal,  Sub-Lieut.,  R.C.N.V.R. 

Lutes,  Eric  MacPherson,  (Univ.  of  N.B.),  Lady  Beaverbrook  Resi- 
dence, Fredericton,  N.B. 


THE  ENGINEERING  JOURNAL    June,  1941 


309 


Personals 


A.  O.  Dufresne,  m.e.i.c,  has  been  appointed  Deputy  Min- 
ister of  the  Department  of  Mines  of  the  Province  of  Quebec. 
Since  1929  he  had  been  Director  of  the  Quebec  Bureau  of 
Mines.  Mr.  Dufresne  was  graduated  in  1911  from  the  Ecole 
Polytechnique  as  a  mining  engineer,  and  after  post  graduate 
work  at  McGill  University  he  obtained  his  degree  of  Master 
of  Science  in  1913.  From  1914  to  1929  he  was  engaged  in 
private  practice  as  a  mining  engineer  and  prepared  several 
reports  on  mining  properties. 

J.  A.  Vance,  m.e.i.c,  councillor  of  the  Institute  for  the 
London  Branch  has  been  appointed  chairman  of  the  Victory 
Loan  Committee  for  Oxford  County  in  Ontario. 

M.  E.  Hornback,  m.e.i.c,  has  been  appointed  assistant 
chief  engineer  of  the  Aluminum  Company  of  Canada, 
Limited,  Montreal.  Born  at  Chillicothe,  Mo.,  U.S.A.,  he 
was  educated  at  the  University  of  Missouri  where  he  was 
graduated  in  1912.  For  fifteen  months  after  graduation  he 
was  employed  as  a  draughtsman  and  designer  on  reinforced 
concrete  railway  structures  with  Chicago,  Milwaukee  and 
St.  Paul  Railway,  Chicago,  111.,  until  February  1914,  when 
he  went  with  the  Condron  Company  of  Chicago  as  a  struc- 
tural engineer  on  the  design  of  industrial  buildings.  In  1915, 
he  joined  the  staff  of  John  S.  Metcalf  Company,  Chicago, 
as  a  designer  of  grain  elevator  structures.  In  1917,  Mr. 
Hornback  came  to  Montreal  with  the  firm  of  Metcalf  and 
for  the  following  twenty  years,  until  1937,  he  was  connected 
with  the  design  and  construction  of  most  of  the  grain 
elevators  in  this  country.  For  a  few  months  in  1938  he  was 
employed  with  Marine  Industries  Limited  and  later  in  the 
same  year,  he  was  field  engineer  with  E.  G.  M.  Cape  & 
Company  of  Montreal  on  the  construction  of  concrete 
wharf  cribs.  He  joined  the  staff  of  Aluminum  Company  of 
Canada  in  1939  as  an  engineer  in  the  Montreal  office. 

F.  L.  Lawton,  m.e.i.c,  has  been  appointed  assistant  chief 
engineer  of  the  Aluminum  Company  of  Canada,  Limited, 
He  was  graduated  in  electrical  engineering  from  the  Univer- 
sity of  Toronto  in  1923  and  after  graduation  spent  two  years 
with  the  General  Electric  Company  at  Schenectady,  N.Y. 
In  1925  he  became  engaged,  as  assistant  to  the  electrical 
engineer,  with  the  Quebec  Development  Company  and  the 
Duke-Price  Power  Company.  From  1927  to  1930  he  was 
assistant  to  the  superintendent  of  operation.  In  1930  he 
became  electrical  engineer  with  Duke-Price  Power  Com- 
pany Limited,  now  Saguenay  Power  Company  Limited, 
and  in  1938  he  was  promoted  to  chief  engineer  of  the 
Saguenay  Power  Company  Limited,  at  Arvida,  Que. 

G.  B.  Lomer,  m.e.i.c,  has  accepted  a  position  as  assistant 
to  the  chief  engineer  with  Canadian  Car  Munitions  Limited 
at  St.  Paul  L'Ermite,  Que.  He  has  had  extensive  experience 
in  the  design  and  maintenance  of  industrial  plants. 

R.  E.  Heartz,  m.e.i.c,  chairman  of  the  Montreal  Branch 
of  the  Institute,  is  at  present  on  the  staff  of  Wartime 
Merchant  Shipping  Limited  at  Montreal.  Mr.  Heartz  is 
the  assistant  chief  engineer  of  Shawinigan  Engineering 
Company. 

George  H.  Midgley,  m.e.i.c,  of  Dominion  Bridge  Com- 
pany Limited,  has  been  loaned  to  Wartime  Merchant  Ship- 
ping Limited,  Montreal,  for  several  months  in  connection 
with  their  work,  after  which  he  will  return  to  Dominion 
Bridge  Company  Limited  to  continue  his  former  duties  as 
sales  engineer. 

H.  A.  Wilson,  m.e.i.c,  has  been  appointed  plant  engineer 
with  Canadian  Car  Munitions  Limited  at  St.  Paul  L'Ermite, 
Que.  Shortly  after  joining  the  firm  last  year,  he  had  been 
made  chief  machine  and  tool  designer.  A  graduate  in 
mechanical  and  electrical  engineering  of  the  University  of 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


Toronto,  he  has  had  extensive  industrial  experience  with 
the  following  firms:  J.  C.  Wilson  Manufacturing  Company, 
Glenora,  Ont.,  Nash  Engineering  Company  of  South 
Newark,  Conn.,  Canadian  Fairbanks  Morse  Company 
Limited,  Montreal,  and  lately  with  Stephens  Adamson 
Manufacturing  Company  of  Canada  Limited  at  Belle- 
ville, Ont. 

F.  A.  Patriquen,  m.e.i.c,  is  the  newly  elected  chairman 
of  the  Saint  John  Branch  of  the  Institute.  He  was  graduated 
in  electrical  engineering  from  the  University  of  New  Bruns- 
wick in  1930  and  obtained  his  degree  in  civil  engineering 
the  following  year.  From  1931  to  1937,  he  was  employed 
with  the  National  Harbours  Board  at  Saint  John,  N.B.,  as 
a  junior  engineer.  Since  1938,  he  has  been  with  the  Depart- 
ment of  Public  Works  of  Canada,  at  Saint  John,  first  as  a 
draughtsman  and  now  as  a  junior  engineer. 

I.  F.  McRae,  m.e.i.c,  has  been  appointed  manager  of  the 
Peterborough  works  of  the  Canadian  General  Electric 
Company.  Having  received  his  education  at  Vancouver, 
B.C.,  Mr.  McRae  has  been  with  the  company  continuously 
since  1925  when  he  was  an  apprentice  in  the  test  depart- 
ment. He  spent  a  short  time  at  the  Davenport  works  of  the 
company.  After  a  period  of  two  years  in  the  test  department 
at  Peterborough,  he  was  transferred  to  the  engineering 
department.  In  1937  he  was  appointed  assistant  to  the 
works  manager. 

P.  W.  Greene,  m.e.i.c,  is  now  employed  on  the  staff  of 
Dry  Dock  Engineers,  New  York  City,  in  the  capacity  of 
designing  engineer. 

H.  I.  Mulligan,  m.e.i.c,  is  now  employed  with  the  New 
Brunswick  Electric  Power  Commission  at  Newcastle  Creek, 
N.B.  Since  his  graduation  in  civil  engineering  from  McGill 
University  in  1926  he  has  been  engaged  on  several  construc- 
tion projects  both  as  designer  and  field  engineer. 

Alexander  Scott,  m.e.i.c,  is  now  division  engineer  with 
the  Canadian  National  Railways  at  Halifax,  N.S.  Previously 
he  occupied  the  same  position  at  Charlottetown,  P.E.I. 

Lieutenant  R.  C.  Farrow,  m.e.i.c,  is  now  serving  over- 
seas with  the  1st  Canadian  Survey  Regiment.  Previous  to 
his  enlistment  he  was  district  engineer  with  the  Water 
Rights  Branch  of  the  Province  of  British  Columbia. 

C.  G.  J.  Luck,  m.e.i.c,  has  been  appointed  assistant  engi- 
neer with  the  National  Harbours  Board  at  Churchill,  Man. 

H.  B.  R.  Craig,  m.e.i.c,  has  joined  the  staff  of  the  Hydro- 
Electric  Power  Commission  of  Ontario. 

H.  L.  Schermerhorn,  m.e.i.c,  county  engineer  and  road 
superintendent,  Lennox  and  Addington  Counties,  Ont.,  has 
received  a  commission  as  lieutenant  in  the  Royal  Canadian 
Engineers. 

T.  Linsey  Crossley,  m.e.i.c,  of  Defence  Industries  Lim- 
ited, was  recently  honoured  by  the  Technical  Section  of 
the  Canadian  Pulp  and  Paper  Association  by  being  elected 
an  Honorary  Life  Member  for  services  in  the  educational 
development  of  the  industry. 

G.  W.  Painter,  jr.E.i.c,  of  the  Canadian  General  Electric 
Company,  Toronto,  has  received  a  commission  with  the 
First  Armored  Division  Workshop,  R.C.O.C. 

Major  J.  G.  Spotton,  m.e.i.c,  has  recently  been  promoted 
to  Major  and  appointed  to  command  a  battery  in  the  3rd 
Division.  Previous  to  his  enlistment,  Major  Spotton  was 


310 


June,  1941     THE  ENGINEERING  JOURNAL 


F.  A.  Patriquen,  M.E.I.C. 


M.  E.  Hornback,  M.E.I.C. 


F.  L.  Lawton,  M.E.I.C. 


located  in  Toronto  where  he  carried  on  a  business  of  manu- 
facturers' representative  in  the  field  of  electrical  and 
mechanical  engineering  equipment. 

M.  C.  Archibald,  jr.E.i.c,  has  joined  the  staff  of  the 
Montreal  Engineering  Company  Limited  at  Montreal. 
After  his  graduation  in  electrical  engineering  from  Nova 
Scotia  Technical  College  in  1933  he  was  engaged  for  two 
years  in  the  newspaper  business.  From  July,  1935,  to  Jan- 
uary, 1936,  he  was  employed  by  the  Maritime  Electric 
Company  at  Charlottetown,  P.E.I.  In  1936  he  joined  the 
staff  of  the  Public  Utilities  Commission  at  Woodstock,  Ont., 
a  position  which  he  retained  until  his  recent  appointment. 

Warren  Raynor,  jr.E.i.c,  is  now  located  at  Amherst,  N.S., 
with  the  Canadian  Car  &  Foundry  Co.  Ltd.,  as  a  tool 
designer.  He  has  been  with  the  company  since  1940,  first 
at  Fort  William  and  lately  at  Montreal.  After  his  gradua- 
tion in  mechanical  engineering  from  Queen's  University  in 
1939  he  served  for  a  year  as  a  demonstrator  in  the  mechani- 
cal engineering  department  at  Queen's. 

W.  G.  McKay,  s.e.i.c,  is  now  employed  with  the  Depart- 
ment of  National  Health  at  St.  Catharines,  Ont.,  as  an 
assistant  engineer.  He  was  previously  a  demonstrator  in 
the  department  of  civil  engineering  at  Queen's  University 
where  he  was  graduated  in  1940. 

H.  I.  Hamilton,  s.e.i.c,  is  employed  in  the  production 
department  of  R.C.A.  Victor  Company  Ltd.,  at  Montreal. 
He  was  graduated  from  Queen's  University  this  spring  in 
mechanical  engineering. 

Henri  Audet,  s.e.i.c,  is  the  newly  elected  president  of  the 
students'  association  at  the  Ecole  Polytechnique,  Montreal. 

J.  G.  Pierce,  s.e.i.c,  has  accepted  a  position  with  Falcon- 
bridge  Nickel  Mines,  at  Falconbridge,  Ont.,  upon  his 
graduation  from  Queen's  University  last  month. 

J.  R.  Dunn,  s.e.i.c,  has  joined  the  R.C.N.V.R.  as  a  Sub- 
Lieutenant.  Previous  to  his  enlistment  he  was  with  Can- 
adian General  Electric  Company  at  Toronto.  Sub-Lieuten- 
ant Dunn  was  the  winner  of  the  John  Galbraith  Prize  of 
the  Institute  in  1939. 

VISITORS  TO  HEADQUARTERS 

A.  H.  Gregory,  s.e.i.c,  from  Winnipeg,  on  April  28th. 

J.  A.  McCoubrey,  m.e.i.c,  Hadley  &  McHaffie,  from 
Toronto,  Ont.,  on  April  28th. 

J.  T.  Thwaites,  m.e.i.c,  engineer  on  switching  equipment, 
Canadian  Westinghouse  Company  Ltd.,  from  Hamilton, 
Ont,,  on  April  30th. 

L.  C.  Turner,  s.e.i.c,  from  Saskatoon,  Sask.,  on  May  10th. 


J.  D.  Rice,  jr.E.i.c,  International  Petroleum  Company 
Ltd.,  from  Negritos,  Peru,  on  May  12th. 

Henrik  Mugaas,  m.e.i.c,  Lamaque  Gold  Mines  Ltd.,  from 
Val  d'Or,  Que.,  on  May  13th. 

J.  A.  Vance,  m.e.i.c,  general  contractor,  from  Woodstock, 
Ont.,  on  May  18th. 

R.  L.  Dobbin,  m.e.i.c,  general  manager,  Peterborough 
Utilities  Commission,  from  Peterborough,  Ont,,  on  May 
18th. 

I.  M.  McLaughlin,  s.e.i.c,  from  Amherst,  N.S.,  on 
May  19th. 

K.  M.  Cameron,  m.e.i.c,  chief  engineer,  Department  of 
Public  Works,  from  Ottawa,  Ont.,  on  May  22nd. 

O.  W.  Smith,  m.e.i.c,  Department  of  Public  Works,  from 
Victoria,  B.C.,  on  May  27th. 

W.  Burri,  m.e.i.c,  from  Port  Hope,  Ont,,  on  May  27th. 


Obituary 


Justus  Mitchell  Silliman,  m.e.i.c,  died  at  his  home  in 
Kingston,  Ont.,  on  April  26th,  1941,  after  a  long  illness.  He 
was  born  in  Easton,  Pennsylvania,  on  September  8th,  1885, 
and  was  educated  at  Lafayette  College,  Easton,  where  he 
received  the  degree  of  civil  engineer  in  1907.  Upon  gradua- 
tion he  came  to  Canada  and  joined  the  Canadian  Pacific 
Railway  as  an  instrumentman.  In  1911  he  became  resident 
engineer  on  construction  of  the  South  Ontario  Pacific 
Railway.  From  1913  to  1915  he  was  located  in  Montreal. 
Later  he  became  district  engineer  of  construction  for  the 
Canadian  Pacific  Railway,  and  was  located  at  Brantford, 
Ont.  In  1923  he  returned  to  the  Montreal  office  as  an 
assistant  engineer.  In  1926  he  was  appointed  division  engi- 
neer at  Sudbury,  Ont.,  a  position  which  he  retained  until 
his  retirement  in  1934.  He  had  been  living  at  Kingston, 
Ont.,  for  the  last  seven  years. 

Mr.  Silliman  joined  the  Institute  as  a  Student  in  1907, 
and  he  was  transferred  to  Associate  Member  in  1912. 


cMelfi  fyisUUi  the.  floâ 

BUY 
VICTORY  BONDS! 


THE  ENGINEERING  JOURNAL    June,  1941 


311 


News  of  the  Branches 


BORDER  CITIES  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


W.  P.  Augustine,  m.e.i.c. 
J.  B.  Dowler,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


On  April  25th,  a  meeting  of  the  Border  Cities  Branch 
was  held  in  the  Prince  Edward  Hotel.  This  began  with  a 
dinner  at  6.30  p.m.  Following  was  a  very  interesting  paper 
presented  by  Mr.  Cyril  R.  Cooper,  general  manager  of  the 
Windsor  Elementary  Flying  Training  School  on  the  sub- 
ject of  the  British  Commonwealth  Air  Training  Plan. 
G.  E.  Medlar  was  chairman  and  Mr.  Cooper  was  intro- 
duced by  J.  Clark  Keith. 

The  speaker  outlined  the  object  of  the  plan  and  its  vast 
size  stating  that  it  has  been  called  "Canada's  greatest  single 
enterprise."  In  personnel  it  is  equal  to  the  Canadian  Pacific 
Railway.  The  early  problems  of  development  were  covered, 
the  factors  affecting  selection  of  sites  for  schools,  and  their 
present  extent  and  use. 

The  organization  and  control  of  the  plan  were  explained 
along  with  the  equipment  used.  Then  in  some  detail  the 
speaker  followed  the  career  of  a  man  from  the  time  he 
enlists. 

An  interesting  discussion  followed  the  delivery  of  the 
paper  after  which  a  vote  of  thanks  to  the  speaker  was 
moved  by  E.  M.  Krebser  and  the  meeting  adjourned. 

EDMONTON  BRANCH 


B.  W.  PlTFIELD,  JR. E. I.C.     - 
J.  F.  McDoUGALL,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  final  dinner  meeting  of  the  1940-41  session  of  the 
Edmonton  Branch  was  held  on  April  22nd.  Chairman 
E.  Nelson  presided. 

After  dinner  the  meeting  was  called  to  order  and  the 
annual  elections  took  place.  The  following  officers  were 
elected:  Chairman,  R.  M.  Hardy;  Vice-Chairman,  D.  A. 
Hansen;  Secretary-Treasurer,  F.  R.  Burfield;  Executive, 
J.  A.  Carruthers,  C.  W.  Carry,  D.  Hutchison,  B.  W.  Pit- 
field,  E.  R.  T.  Skarin,  W.  F.  Stevenson,  Julian  Garrett 
and  E.  Nelson,  Ex-officio. 

The  chairman  next  introduced  the  speaker  of  the  even- 
ing, Mr.  D.  Hutchison,  manager  of  the  Mackenzie  River 
Transport,  Hudson's  Bay  Company.  Mr.  Hutchison's  topic 
Compressed  Air  Its  Application  in  Industry  and 
Effect  on  Workmen. 

He  stated  that  although  compressed  air  has  many  appli- 
cations in  engineering  he  would  confine  his  paper  to  the 
use  of  compressed  air  in  underwater  construction.  Many 
foundations  could  not  be  constructed,  especially  in  water- 
bearing strata,  without  the  aid  of  compressed  air.  A  unique 
job  was  done  on  the  Michigan  Northern  Power  Plant  several 
years  ago  where  inclined  buttresses  were  built  under  twenty 
feet  of  water  and  driven  sixty  feet  to  rock.  Mr.  Hutchison 
described  this  work  very  fully  and  showed  several  slides. 
He  had  been  employed  in  this  job  as  a  diver  and  had  many 
interesting  experiences  to  relate. 

He  stated  that  caisson  disease  had  been  until  compara- 
tively recently  the  stumbling  block  in  underwater  work. 
For  the  last  century,  work  has  been  carried  out  with  com- 
pressed air.  At  first,  pressures  were  limited  to  one  or  two 
atmospheres,  because  at  higher  pressures  workmen  devel- 
oped caisson  disease  which  often  resulted  in  death.  Success- 
ful experiments  on  the  cause  and  treatment  of  this  disease 
were  performed  by  Dr.  Haldane  and  the  British  Admiralty. 
They  proved  that  caisson  disease  is  caused  by  the  absorp- 
tion of  nitrogen  in  the  blood  at  high  pressures.  It  was  estab- 
lished that  saturation  and  desaturation  took  about  the  same 
time.  Based  on  this,  and  the  assumption  that  certain  parts 
of  the  body  became  100  per  cent  saturated  in  40  minutes 
and  other  parts  50  per  cent  saturated  in  75  minutes,  a 
decompression   chart  was  devised  which  was  considered 


conservative.  This  table  is  now  in  use  in  the  British  Admir- 
alty and  in  practically  all  world  navies. 

By  constant  development  and  study  the  limit  of  com- 
pression today  is  about  125  lb.  per  sq.  in.  in  a  flexible 
diving  suit.  Work  was  carried  out  at  this  pressure  during 
the  salvaging  of  the  German  Fleet  at  Scapa  Flow.  A  United 
States  diver  at  Honolulu  descended  306  ft.  while  salvaging 
gold  bullion  from  the  Laurentic. 

Sir  Robert  Davis'  invention  of  the  submersible  decom- 
pression chamber  has  alleviated  the  decompression  problem. 

In  conclusion,  he  stated,  "If  we  engineers  want  to  avoid 
legislation  that  tends  to  make  the  work  prohibitive  from 
an  economic  standpoint,  our  duty  is  to  familiarize  ourselves 
with  requirements  for  safe  practice  and  co-ordinate  with 
contractors  and  owners." 

After  a  long  and  interesting  discussion  period  a  hearty 
vote  of  thanks  was  tended  the  speaker.  Mr.  Hardy  thanked 
the  retiring  chairman  for  his  excellent  work  during  the 
year.  The  meeting  adjourned  at  9.30  p.m. 

HALIFAX  BRANCH 


S.  W.  Gray,  m.e.i.c. 
G.  V.  Ross,  M.E.I.C 


Secretary-Treasurer 
Branch  News  Editor 


Journal  readers  are  aware  of  the  recent  honour  conferred 
on  our  president,  Dean  Mackenzie,  at  the  convocation  ex- 
ercises of  Dalhousie  University.  President  Mackenzie  was 
accompanied  to  Halifax  by  Vice-President  K.  M.  Cameron, 
general  secretary,  L.  Austin  Wright,  Councillor  James 
Vance,  Ross  Dobbin,  and  G.  A.  Gaherty. 

To  welcome  these  guests,  the  Halifax  Branch  held  a 
dinner  meeting  at  the  Halifax  Hotel  on  May  12th  at  which 
95  members  and  guests  were  present.  Father  Burns,  pro- 


Chairman  S.  L.  Fultz  introduces  the  president   whose   right 

hand  indicates  that  he  is  clearing  his  throat.  On  his  right  are 

Father  Leo  Burns,  Ken  Cameron,  W.  P.  Copp,  J.  B.  Hayes. 

fessor  of  philosophy  at  Saint  Mary's  College,  was  the  guest 
speaker. 

Father  Burns  discussed  the  social  reconstruction  which 
took  place  following  the  last  war  and  the  more  difficult 
problems  which  will  follow  the  present  one.  He  urged  en- 
gineers to  do  their  part  and  keep  the  ideals  of  democracy 
in  view.  The  "isms"  which  have  spread  over  so  much  of 
the  world  are  the  result  of  mistakes  which  threaten  all 
democractic  systems.  People  must  be  educated  to  make 
of  democrary  a  state  based  on  Christianity,  not  just  a 
political  creed.  Canada's  past  war  problems  will  be  great 
and  we  must  take  care  that  in  giving  our  leaders  the  right 
to  rule,  we  do  not  transfer  to  the  state  our  individual  rights. 

President  Mackenzie  spoke  briefly  on  the  contribution 


312 


June,  1941     THE  ENGINEERING  JOURNAL 


of  engineers  and  research  workers  to  the  war  work.  He 
paid  tribute  to  the  unknown  engineers  and  scientists  who 
were  at  work  in  the  services  during  peace  time  and  said 
few  people  realize  how  much  they  had  accomplished,  but 
up  to  the  present  time  scientific  or  technical  men  have 
had  very  little  voice  in  the  direction  of  the  policies  of  our 


The  president  speaks.  The  others  are,  from  left  to  right,  Chair- 
man Fultz,  Lorn  Allan,  president  of  the  Association  of  Profes- 
sional Engineers  of  Nova  Scotia  and  Captain  F.  H.  Jefferson. 


Facing  the  camera  is  Sam  Gray,  Councillor  and  Secretary- 
Treasurer  of  the  branch — and  taking  it  seriously.  Next, 
is  a  rear  view  of  Geoff  Gaherty  with  Ross  Dobbin 
looking  over  his  shoulder. 

governments.  He  stated  that  this  fact  is  being  realized  and 
corrected  in  Great  Britain  and  believes  the  change  is  one 
of  great  importance. 

An  insight  into  the  problems  and  progress  of  the  Wartime 
Bureau  of  Technical  Personnel  was  given  by  L.  Austin 
Wright.  He  asked  for  an  accurate  and  prompt  response  to 
the  questionnaire  which  will  soon  be  distributed  to  all 
Canadian  engineers. 

The  final  feature  of  the  evening  was  the  motion  picture 
of  the  Tacoma  bridge  collapse.  A  large  number  of  guests 
were  present,  chiefly  from  the  services.  S.  L.  Fultz  was 
chairman. 

At  the  graduation  exercises  of  the  Nova  Scotia  Technical 
College  on  May  22,  the  Institute  prize  was  awarded  to 
Harold  T.  Rose,  of  St.  Johns,  Newfoundland.  Presentation 
was  made  by  P.  A.  Lovett. 

HAMILTON  BRANCH 

A.  R.  Hannaford,  m.e.i.c.  -  Secretary-Treasurer 
W.  E.  Brown,  Jr.E.i.c.         -   Branch  News  Editor 

A  joint  meeting  of  the  Branch  was  held  with  the  Toronto 
Section  of  the  American  Institute  of  Electrical  Engineers 
in  the  Westinghouse  Auditorium  on  the  evening  of  April 
18th.  The  speaker,  Mr.  C.  A.  Powel,  manager  of  the  Engi- 
neering Department,  Westinghouse  Electric  and  Manufac- 
turing Company,  Pittsburgh,  and  a  Member  A.I.E.E., 
addressed  the  meeting  on  the  subject,  Electricity  in 
National  Defence. 

Mr.  Powel  said  that  the  immediate  problem  before  the 
United  States  is  to  establish  the  means  of  producing 
weapons  of  war — more  factories,  munitions,  machine  tools, 
steel  and  electricity. 

The  major  factories  are  making  considerable  direct  war 
material  for  the  Army  and  Navy  but  another  great  con- 
tribution, at  the  moment,  is  the  supply  of  normal  products 
to  others  who  are  expanding  their  facilities  to  provide  the 
sinews  of  war. 


To  illustrate  his  address,  the  speaker  showed  slides  of 
turbo-generators,  hydro-electric  generators  and  other  ap- 
paratus important  to  power  distribution  in  factories  turn- 
ing out  defence  products.  One  slide  showed  a  40,000  hp. 
motor  recently  completed  by  the  Westinghouse  to  drive  a 
fan  to  create  a  400-mile  per  hour  gale  for  certain  war 
purposes. 

Mr.  Powel  told  of  having  seen,  in  Germany,  in  1938, 
large  transformers  which  had  been  built  by  the  order  of 
the  Government  in  standardized  form.  He  related  how  the 
three  large  electrical  concerns  of  Germany  had  been  made 
to  pool  their  resources  to  complete  this  transformer.  The 
transformer  is  mounted  on  railway  trucks  and  is  instantly 
available  anywhere  in  the  country. 

W.  A.  T.  Gilmour,  chairman  of  the  Hamilton  Branch, 
opened  the  meeting  and  introduced  Dr.  J.  H.  Thomas, 
chairman  of  the  Toronto  Section  of  the  American  Institute 
of  Electrical  Engineers.  Dr.  Thomas  introduced  the  speaker, 
who,  previous  to  his  present  position,  has  seen  service  in 
France,  Japan,  England  and  the  United  States.  He  was 
born  in  1884  in  Rouen,  France,  of  Welsh  parentage  and 
was  educated  in  Switzerland. 

After  a  very  interesting  general  discussion,  S.  Shupe 
moved  a  vote  of  thanks  to  the  speaker. 

KINGSTON  BRANCH 


J.  B.  Baty,  m.e.i.c. 


-     Secretary-Treasurer 


In  order  to  give  a  larger  number  of  science  students  the 
opportunity  of  hearing  Mr.  Otto  Holden,  Chief  Hydraulic 
Engineer  of  the  Hydro-Electric  Power  Commission  of 
Ontario,  and  on  account  of  the  brief  period  of  time  which 
the  speaker  could  spend  in  Kingston,  a  joint  meeting  with 
the  Queen's  University  Engineering  Society  (student  or- 
ganization) was  arranged,  in  place  of  the  usual  dinner 
meeting,  for  Thursday  evening,  March  13th. 

Approximately  sixty  members  of  the  two  organizations 
gathered  in  the  amphi-theatre  of  the  Medical  Building  at 
Queen's  University  to  enjoy  Mr.  Holden's  lecture  on 
The  Ogoki  River  and  Long  Lake  Diversions.  Professor 
D.  S.  Ellis,  member  of  Council,  took  charge  of  the  meeting 
and  introduced  the  speaker  in  the  absence  of  the  chairman, 
T.  A.  McGinnis. 

Normally  the  waters  of  the  Ogoki  River,  which  lies  to 
the  north  of  Lake  Nipigon,  and  that  of  Long  Lake,  some 
distance  further  east,  flow  north  into  James  Bay.  Studies 
made  by  the  engineers  of  the  Commission  indicated  that 
it  would  be  quite  feasible  to  divert  water  from  both  these 
bodies  into  channels  which  would  carry  it  into  Lake  Superior 
and  where  it  could  be  used  in  the  power  plants  at  the  Sault, 
then  at  Niagara  and  later  along  the  St.  Lawrence  if  it  were 
so  desired. 

Prospective  shortage  of  power  more  or  less  compelled 
the  Commission  to  proceed  with  the  project  which  now  is 
practically  complete.  The  result  is  that  an  increased  flow 
over  that  defined  by  the  international  treaties,  already  in 
force,  is  availbale  for  the  Canadian  plants  on  the  inter- 
national rivers.  The  United  States  magnanimously  agreed 
that  this  power  might  be  immediately  available  for  use  in 
these  plants. 

Mr.  Holden  described  in  detail  the  topographical  features 
involved  in  the  scheme,  and  then  discussed  some  interest- 
ing structural  and  hydraulic  details  in  relation  to  the  dams 
and  weirs  required.  He  explained  a  very  interesting  econ- 
omic study  which  was  made  in  order  to  determine  how  far 
the  diversion  of  water  should  go,  so  that  the  greatest  good 
might  be  derived  from  it. 

One  point  of  particular  interest  was  the  care  taken  in 
all  the  designs  so  that  if  it  should  ever  be  deemed  expedient 
to  redivert  the  water  again  into  its  original  channels  to  the 
north,  it  could  be  done  at  once. 

Following  the  explanation  of  the  project,  Mr.  Holden 
showed  several  reels  of  motion  pictures,  in  technicolour, 
of  the  various  points  of  interest.  These  portrayed  magnifi- 


THE  ENGINEERING  JOURNAL     June,  1941 


313 


cently  the  colour  and  movement  in  the  forests,  streams 
and  lakes  of  that  country  during  the  early  summer. 

At  the  conclusion  Murray  Luscombe,  president  of  the 
Engineering  Society,  expressed  to  Mr.  Holden  the  deep 
appreciation  of  the  audience  for  his  very  interesting  talk, 
and  also  for  the  personal  sacrifice  which  he  made  in  coming 
to  Kingston  when  his  own  work  was  so  heavy. 

LAKEHEAD  BRANCH 


H.  M.  Olsson,  m.e.i.c. 
W.  C.  Byers,  jr.E.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  regular  monthly  meeting  of  the  Lakehead  Branch 
was  held  in  the  City  Council  Chambers  in  the  Whalen 
Building,  Port  Arthur,  on  March  20th  at  8.15  p.m.  The 
meeting  was  attended  by  twenty-five  members  and  guests. 
The  vice-chairman,  B.  A.  Culpeper,  presided  at  the  meeting 
in  the  absence  of  H.  G.  O'Leary.  G.  R.  Duncan  introduced 
the  speaker  of  the  evening,  Mr.  R.  B.  Chandler,  manager 
of  the  Port  Arthur  Public  Utilities  Commission,  who  spoke 
on  The  Ogoki  and  Long  Lac  Diversions. 

The  speaker  reviewed  the  water  power  resources  of 
Canada.  Ontario  and  Quebec,  the  most  thickly  populated 
and  highly  industrialized  provinces,  contain  about  60  per- 
cent of  the  water  power  resources.  Canada's  potential  water 
power  is  44,126,000  hp.  of  which,  in  1940,  only  19.4  per 
cent  had  been  developed. 

Ontario  with  potential  waterpower  totalling  9,200,000  hp. 
has  28.2  per  cent  installed  turbine  capacity,  one-half  of 
this  installed  capacity  being  operated  by  the  Hydro-Electric 
Power  Commission. 

To  keep  up  with  increasing  load  conditions  the  Hydro 
engineers  have  investigated  the  feasibility  of  diverting  water 
from  inaccessible  watersheds  to  others  more  favourable  to 
development.  Since  July,  1939,  1,000  cu.  ft.  per  sec.  have 
been  diverted  from  Long  Lac  at  the  headwaters  of  Keno- 
gami  River,  a  tributary  of  Albany  River  emptying  into 
James  Bay,  and  made  to  flow  south  into  Lake  Superior. 
Two  concrete  dams  were  required  to  control  the  tributary 
watershed.  One  dam  is  located  at  the  height  of  land,  15 
miles  north  of  Long  Lac,  on  the  Kenogami  River,  being  68 
ft.  high  and  296  ft.  long  and  impounds  an  area  of  62  sq.  mi. 
The  second  dam  is  located  five  miles  south  of  the  upper  end 
of  Long  Lac  and  is  used  to  regulate  the  flow  into  a  new 
channel  to  Lake  Superior  which  also  provides  an  economical 
transport  for  pulpwood.  Long  Lac  being  425  ft.  above  Lake 
Superior  provides  a  potential  power  of  20,000  ft.  The  cost 
was  about  $1,300,000. 

The  possibility  of  diverting  the  Upper  Ogoki  River  into 
Lake  Superior  was  first  suggested  to  the  Hydro  by  Mr. 
R.  Keemle,  a  Canadian  engineer.  It  was  later  found  econ- 
omically feasible  to  develop.  The  development  includes  the 
construction  of  a  main  dam  at  Waboose  Rapids  on  the 
Ogoki  River,  to  raise  the  water  level  sufficient  to  divert 
the  river  flow  above  this  point  across  the  height  of  land 
from  Mojikit  Lake  and  other  adjoining  lakes,  through  a 
series  of  small  lakes  into  Seymour  Creek  flowing  into  Lake 
Nipigon.  A  control  dam  will  be  located  near  the  entrance 
to  South  Summit  Lake  and  several  new  channels  provided 
between  lakes  to  Seymour  Creek.  The  estimated  cost  is 
$5,000,000.  The  main  dam  will  be  50  ft.  high  with  crest 
width  of  1,700  ft.  The  drainage  area  of  the  Ogoki  River 
above  Waboose  Rapids  is  about  6,000  sq.  mi.  with  runoff 
about  4,000  cu.  ft.  per  sec. 

The  water  from  the  Ogoki  River  reaching  the  Great  Lakes 
would  mean  an  additional  turbine  capacity  of  352,000  hp. 
made  available. 

The  apparent  economic  benefits  are  :  (1)  Increase  in  power 
resources  with  an  annual  revenue  of  about  $7,000,000; 
(2)  More  timber  resources  made  available;  (3)  Benefit  to 
shipping  on  Great  Lakes  of  about  $1,000,000  annually,  by 
increase  of  water  level  of  2  to  2^  in. 

In  the  Thunder  Bay  system  the  present  safe  operating 
capacity  is  110,000  hp.  and  with  the  added  flow  from  the 


Ogoki  River,  120,000  hp.  could  be  supplied  without  materi- 
ally increasing  the  capital  investments  in  the  present  gener- 
ating plants  and  transmission  lines. 

Mr.  Bird  gave  a  vote  of  thanks  to  the  speaker  and  a 
period  of  discussion  followed. 

LONDON  BRANCH 


H.  G.  Stead,  jr.E.i.c. 

A.  L.  FURANNA,  S.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  regular  monthly  meeting  of  the  Branch  was  held  on 
Thursday,  April  17th,  1941.  This  meeting  was  arranged 
by  the  Junior  Engineers  Committee  of  the  Branch  and 
presided  over  by  its  chairman,  M.  C.  Archibald.  Papers 
were  presented  by  three  of  the  Junior  members,  H.  G.  Stead, 
chief  engineer  for  E.  Leonard  &  Sons,  H.  F.  Hertel  of  the 
Department  of  Public  Works,  and  A.  L.  Furanna  of  the 
Public  Utilities  Commission. 

Mr.  Stead  spoke  on  the  Progress  and  Development  of 
Power.  He  traced  the  growth  of  this  industry  from  its 
infancy  in  the  time  of  James  Watt  to  its  present  promin- 
ence in  the  modern  world  of  machines. 

A  very  timely  subject  was  chosen  by  Mr.  Hertel,  Some 
Things  That  Might  Help  Win  the  War.  In  his  paper 
Mr.  Hertel  stressed  the  value  of  deception  and  camouflage. 
He  also  proposed  some  new  methods  of  armour  design 
which  were  intended  to  reduce  the  effectiveness  of  enemy 
fire. 

Mr.  Furanna's  paper  was  on  London's  Low  Voltage 
Network  System.  He  gave  a  general  description  of  the 
system  with  particular  emphasis  on  those  features  which 
guarantee  the  network's  excellent  performance. 

The  discussion  which  followed  each  of  the  papers  was 
evidence  of  the  great  interest  taken  by  the  senior  members. 

Mr.  H.  F.  Bennett  closed  the  meeting.  He  thanked  the 
young  men  for  their  efforts  and  expressed  the  hope  that 
in  the  future  the  Junior  Engineers  would  take  an  active 
part  in  the  Branch  affairs. 

MONCTON  BRANCH 

V.  C.  Blackett,  m.e.i.c.    -     Secretary-Treasurer 

On  April  22nd  the  Tacoma  bridge  films  were  shown  at  a 
joint  meeting  of  Moncton  Branch  and  the  Engineering 
Society  of  Mount  Allison,  held  in  the  Science  Building  of 
the  University  at  Sackville.  About  150  were  in  atttendance, 
composed  of  branch  members,  engineering  students  and 
the  technical  staff  of  the   Robb   Engineering  Company, 


At  head  table  we  have  the  president,  Chairman  Condon, 

Councillor  George  Smith  and  Vice-President 

K.  M.  Cameron. 

Amherst,  N.S.  C.  J.  Fear,  president  of  the  Engineering 
Society,  was  in  the  chair. 

Before  the  films  were  screened,  C.  S.  G.  Rogers,  bridge 
engineer,  Atlantic  Region,  Canadian  National  Railways, 
reviewed  the  main  features  of  suspension  bridge  design  and 
methods  used  to  overcome  defects  inherent  in  that  type 
of  structure.  Ample  provision  had  been  made  in  the  Tacoma 


314 


June,  1941     THE  ENGINEERING  JOURNAL 


Left  to  right:  R.  L.  Dobbin,  H.  J.  Crudge,  J.  A.  Vance,  C.  S.  G. 

Rogers  and  E.  Larracey.  On  Mr.  Dobbin's  right  was  Mr.  E.  L. 

Miles,  who  does  not  appear  in  the  photograph. 

design  against  sidesway,  said  Mr.  Rogers,  but  the  collapse 
of  the  bridge  was  caused  by  vertical  undulations,  and 
apparently  no  system  of  diagonal  stay  cables  to  prevent 
this  had  been  included  in  the  design.  In  the  opinion  of  the 
speaker,  two  main  cables  per  side,  with  different  sags,  would 
have  gone  a  long  way  towards  dampering  the  undulations 
and  saving  the  bridge. 

The  showing  of  the  films  was  followed  by  a  lengthy  dis- 
cussion. A  vote  of  thanks  to  Mr.  Rogers  was  moved  by 
Dean  H.  W.  McKiel. 

The  Presidential  Visit 

On  May  14th,  the  Moncton  Branch  was  honoured  by  a 
visit  from  the  president  of  the  Engineering  Institute  of 
Canada,  Dr.  C.  J.  Mackenzie.  Travelling  with  the  president 
were  Vice-President  K.  M.  Cameron,  General  Secretary 
L.  Austin  Wright,  Councillor  James  Vance  and  the  Chair- 
man of  the  Peterborough  Branch,  R.  L.  Dobbin.  In  the 
afternoon,  the  presidential  party,  accompanied  by  branch 


From  right  to  left:  J.  E.  Cibault,  V.  C.  Blackett,  sec. -treasurer 

of  the  Moncton  branch,  G.  L.  Dixon,  president  of  Association 

of  Professional  Engineers  of  New  Brunswick,  A.  R.  Bennet,  E. 

R.  Evans,  T.  H.  Dickson,  E.  B.  Martin. 

officers  and  Councillor  G.  E.  Smith,  visited  the  Moncton 
Airport  and  Air  Training  School.  They  were  then  taken 
to  what  the  president  later  described  as  our  "crazy"  mag- 
netic hill.  Visitor's  comments  were  extremely  guarded,  as 
automobiles,  with  engines  dead,  coasted  uphill  (?)  and 
water  in  the  ditches  ran  in  the  same  direction.  Apparently 
it  was  not  safe  to  motor  in  that  vicinity  without  a  level. 

In  the  evening,  a  dinner  meeting  was  held  at  the  River- 
dale  Golf  Club.  F.  O.  Condon,  chairman  of  the  branch 
presided,  and  at  the  conclusion  of  the  dinner,  called  upon 
C.  S.  G.  Rogers  to  introduce  the  president.  In  his  address, 
Dr.  Mackenzie  spoke  of  the  advantages  of  membership  in 
the  Institute.  He  emphasized  the  personal  contacts  made 
possible  and  declared  that  therein  lay  the  real  value  of 
Institute  connection.  Explaining  the  work  of  the  National 
Research  Council,  of  which  he  is  the  acting  head,  the  presi- 
dent told  of  the  important  part  played  in  working  out  prob- 
lems in  the  designing  of  equipment  for  the  armed  forces 
of  the  nation  in  their  fight  against  Axis  aggression. 


Left  to  right:  N.  B.  Eagles,  E.  M.  Nason,  R.  H.  Emmerson, 
R.  W.  Laskey,  E.  B.  Martin. 

General  Secretary  Wright  dealt  with  the  work  being 
carried  out  in  connection  with  the  organization  of  the  War- 
time Bureau  of  Technical  Personnel,  of  which  he  is  assistant 
director.  The  function  of  the  Bureau  will  be  to  provide 
wartime  industry  with  skilled  engineers,  who  by  their  pres- 
ent employment  have  been  trained  to  take  an  active  and 
useful  part  in  the  wartime  industry  of  the  nation. 

Heard  in  lighter  and  humourous  vein,  were  K.  M. 
Cameron,  James  Vance,  R.  L.  Dobbin  and  T.  H.  Dickson. 

Nominations  were  then  called  for  branch  officers  for 
1941-42.  F.  O.  Condon  was  nominated  to  act  as  chairman 
for  a  second  term.  H.  J.  Crudge  was  named  vice-chairman, 
and  V.  C.  Blackett,  Secretary-Treasurer.  E.  R.  Evans  and 
E.  B.  Martin  were  nominated  to  fill  two  vacancies  on  the 
Executive  Committee. 

MONTREAL  BRANCH 

L.  A.  Duchastel,  m.e.i.c.       Secretary-T 'reasurer 

On  'February  20th,  Mr.  R.  L.  Martin  spoke  on  the 
Development  of  Transport  Mechanization  and  illus- 
trated his  talk  by  lantern  slides.  A  courtesy  dinner  was  offer- 
ed the  speaker  who  is  now  serving  with  the  Inspection 
Board,  Department  of  National  Defence,  in  Ottawa. 

Mr.  E.  W.  Knapp  described  a  system  for  locating  faults 
in  transmission  lines  in  a  talk  entitled  Transmission  Line 
Fault  Location  given  on  February  27th.  He  explained  the 
electrical  theory  and  by  means  of  slides  illustrated  the 
results  obtained  in  practice. 

The  assistant  to  the  president  and  director  of  public 
relations  of  General  Motors  of  Canada,  Mr.  R.  D.  Kerby, 
spoke  on  Automotive  Industries  War  Effort  on  March  6th 
and  supplemented  his  talk  with  a  film  entitled  "Motors 
on  the  March."  The  evening  was  preceded  by  a  courtesy 
dinner. 

On  March  13th,  Destruction  Forces,  Damage  and 
Repair  was  the  subject  of  a  paper  by  Mr.  John  Dibblee, 
assistant  chief  engineer  of  the  Hydro  Electric  Power  Com- 
mission of  Ontario.  The  paper  dealt  with  the  destructiveness 
of  the  forces  of  nature  in  relation  to  hydro-electric  plants 
and  transmission  lines  and  the  methods  employed  to  repair 
the  damage.  A  courtesy  dinner  was  given  in  honour  of 
the  speaker. 

Methods  now  in  use  by  the  Department  of  Highways 
of  Ontario  for  utilizing  steel  sheet  piling  and  steel  bearing 
piles  for  bridge  foundations,  thereby  dispensing  with  ex- 
pensive coffer-damming  and  unwatering  operations,  were 
described  on  March  20th  by  Mr.  A.  Sedgwick  in  a  paper 
entitled  Departures  in  Bridge  Foundation  Construc- 
tion. The  talk  was  preceded  by  a  courtesy  dinner. 

Utilization  of  the  Power  Resources  of  the  Upper 
St.  Maurice  River  was  the  subject  of  a  talk  delivered  by 
Mr.  E.  V.  Leipoldt  on  March  27th.  The  author  reviewed 
the  electrical  development  of  power  on  the  St.  Maurice 
river  and  its  bearing  on  the  design  of  the  more  recently 
constructed  plants. 

On  April  3rd,  War  Time  Communications  were  dis- 
cussed by  Messrs.  G.  L.  Long  and  J.  L.  Clarke  of  the  Bell 
Telephone   Company.   A  comparison  was  made  between 


THE  ENGINEERING  JOURNAL    June,  1941 


315 


communication  facilities  used  for  war  purposes  in  the  past 
and  their  modern  counterparts  in  use  to-day. 

Improving  Operations  in  Industrial  Plants  was  the 

subject  of  a  talk  given  on  April  17th  by  Mr.  W.  T.  Johnson 
of  the  George  S.  May  Company,  Management  and  Indus- 
trial Engineers  of  New  York.  A  courtesy  dinner  was  held 
at  the  Windsor  Hotel. 

On  April  24th,  Mr.  Roy  A.  Crysler,  of  the  Canada 
Cement  Company,  Toronto,  gave  a  paper  entitled  Soil- 
Cement  Paving  which  was  illustrated  by  a  coloured  movie 
of  the  soil-cement  runway  construction  at  Camp  Borden, 
Ontario.  A  courtesy  dinner  was  tendered  the  speaker  before 
the  meeting. 

On  April  17th  a  drive  was  started  by  the  Montreal 
Branch  to  collect  $4,000  amongst  its  members  to  defray 
part  of  the  cost  of  repairs  to  the  foundations  of  headquarters 
building.  The  response  has  so  far  been  excellent  and  at 
the  time  of  writing  the  objective  is  in  view. 

Junior  Section 

On  March  17th,  Mr.  W.  B.  Moyison  addressed  the  Junior 
Section  on  Some  Aspects  and  Problems  of  Television 
Broadcasting.  Last  year,  Mr.  Morrison  gave  a  number 
of  demonstrations  on  Television  Broadcasting,  after  spend- 
ing six  months  at  Camden,  N.J.,  on  experimental  research. 

Mr.  A.  Monti  gave  A  Simple  Explanation  of  Ship 
Model  Testing  on  March  31st.  His  paper  dealt  with  the 
principles,  use  and  procedure  of  hull  model  testing  and 
pertaining  problems.  A  description  was  given  of  the  work 
conducted  by  the  author,  at  the  Hydraulic  Laboratories  of 
l'Ecole  Polytechnique,  on  a  hull  model  of  a  torpedo  boat. 


NIAGARA  PENINSULA  BRANCH 

Acting  Secretary-Treasurer 
Branch  News  Editor 


G.  E.  Griffiths,  m.E.i.c. 
C.  G.  Cline,  m.e.i.c. 


The  Ontario  Chapter  of  the  American  Society  for  Metals 
and  the  Niagara  Peninsula  Branch  of  the  Institute  held  a 
joint  dinner  meeting  at  the  Leonard  Hotel,  St.  Catharines, 
on  May  16th,  with  an  attendance  of  180.  Messrs. 
H.  Thomasson,  chairman  of  the  Ontario  Chapter,  and  A.  L. 
McPhail,  vice-chairman  of  the  Niagara  Peninsula  Branch, 
acted  as  joint  chairmen  for  the  meeting.  The  speaker,  Mr. 
O.  W.  Ellis  of  the  Ontario  Research  Foundation,  described 
certain  researches  on  Forgeability,  as  applied  to  both  fer- 
rous and  non-ferrous  metals,  using  27  lantern  slides  to 
show  the  results  obtained.  It  is  expected  that  his  paper 
will  be  printed  in  an  early  issue  of  the  Journal.  The  speaker 
was  introduced  by  Mr.  N.  Metcalfe.  Mr.  J.  W.  Watson, 
chairman  of  the  entertainment  committee  of  the  Ontario 
Chapter,  provided  also  a  movie  talkie,  "Tobacco  Weather," 
supplied  by  Tuckett  Tobacco  Co.,  which  showed  the  grow- 
ing and  processing  of  tobacco  in  Ontario.  The  attendance 
prize,  donated  by  the  Canadian  Westinghouse  Company, 
was  won  by  Mr.  A.  L.  McPhail. 

PETERBOROUGH  BRANCH 


A.  L.  Malby,  jr. e. i.e. 
E.  Whiteley,  s.e.i.c. 


Secretary-T  teas  urer 
Branch  News  Editor 


At  their  final  technical  meeting  for  the  1940-41  season, 
on  April  24th,  members  of  the  Peterborough  Branch  heard 
an  excellent  paper  by  their  secretary,  Mr.  A.  L.  Malby, 
on  the  subject,  Carrier  Current  for  Peak  Load  Control. 

A  brief  summary  follows. 

The  flat-rate  water  heater  has  become  very  popular  as 
a  profitable  form  of  off-peak  power  consumer.  Quite  early 
in  its  use,  however,  it  was  found  that  some  control  was 
needed  to  remove  the  heaters  during  peak  periods.  A  pilot 
wire  system  is  expensive  for  the  number  of  heaters  found 
on  an  average  distribution  system  so  the  carrier  current 
control  was  developed.  In  this,  a  high  frequency  impulse 
is  transmitted  over  the  distribution  lines-  of  such  a  low 
voltage  that  the  ordinary  loads  on  the  system  do  not  ab- 
sorb appreciable  power  from  the  high  frequency  source, 


but  tuned  relays  respond  to  the  impulse  and  control  the 
water  heaters. 

Experiments  have  shown  the  best  carrier  frequencies  to 
be  less  than  1,000  cycles  per  second.  Higher  frequencies 
are  desirable  from  the  standpoint  of  the  source  of  the  fre- 
quency for  then  vacuum  tube  oscillators  can  be  used.  But 
at  economical  frequencies  of  this  kind  the  response  of  dis- 
tribution systems  varies  with  the  load  on  the  system.  Many 
installations  now  use  720  and  480  cycles  with  a  small  alter- 
nator as  the  source  of  power. 

Several  types  of  relay  are  used.  All  employ  tuned  circuits 
or  tuned  reeds  as  the  frequency  selective  element.  The  latter 
have  been  popular  in  Europe.  In  Canada,  however,  the 
tuned  circuit  relay  is  now  used  a  great  deal.  Mr.  Malby 
then  demonstrated  the  type  of  relay  used  by  the  Peter- 
borough Public  Utilities  Commission,  using  impulses  sent 
out  from  their  central  sub-station  in  a  pre-arranged  order. 

There  are  several  methods  of  superimposing  the  carrier 
on  systems  and  these  were  explained  with  illustrated  slides. 
Finally  a  few  views  of  installations  gave  all  a  picture  of  the 
actual  equipment  used  in  this  work.  Mr.  Malby  has  done 
a  great  deal  in  the  development  of  this  equipment  for  a 
number  of  Canadian  cities,  which  probably  accounts  for 
the  interesting  story  he  told  and  the  way  he  could  tell  it. 

SAINT  JOHN  BRANCH 


V.  S.  Chesnut,  m.e.i.c. 


Secretary-Treasurer 


The  Saint  John  Branch  held  its  Annual  Meeting  and 
Dinner  at  the  Admiral  Beatty  Hotel  on  Friday,  May  16th. 
The  attendance  at  the  meeting  was  10  and  43  attended  the 
dinner. 

The  business  meeting  was  held  at  5  p.m.  and  the  follow- 
ing officers  were  elected:  Chairman,  F.  A.  Patriquen;  Vice- 
Chairman,  D.  R.  Smith; Secretary-Treasurer,  V.  S.  Chesnut; 
Executive,  H.  P.  Lingley  and  W.  B.  Akerley. 

An  Engineers'  Demolition  Committee  was  appointed  to 
act  in  conjunction  with  the  Air  Raids  Precaution  Committee 
of  the  City  of  Saint  John. 

At  the  dinner,  the  branch  was  honoured  by  the  presence 
of  the  president  of  the  Institute,  Dr.  C.  J.  Mackenzie. 
Other  guests  were  K.  M.  Cameron,  vice-president  for 
Ontario,  councillors  J.  A.  Vance  and  Huet  Massue,  General- 
Secretary  L.  Austin  Wright,  R.  L.  Dobbin,  chairman  of  the 
Peterborough  Branch,  G.  A.  Gaherty,  a  member  of  the 


Retiring  Chairman  J.  P.  IVIooney  poses  with  the  newly  elected 
chairman,  F.  A.  Patriquen,  and  Sec. -Treasurer  Victor  Chesnut. 

Finance  Committee,  Capt,  J.  E.  W.  Oland,  D.S.C.,  R.C.N., 
officer  in  charge  of  the  Naval  Control  Service  at  Saint  John 
and  Brigadier  G.  G.  Anglin,  D.O.C.  Military  District  No.  7. 
Dr.  Mackenzie  emphasized  the  necessity  for  unity  in  the 
engineering  profession,  and  said  that  "the  struggle  against 
disunity  is  the  greatest  problem  in  the  world  today,  and 
it  is  a  struggle  which  the  engineering  profession  must  win 
in  order  to  keep  the  mechanized  materials  of  war  moving 
across  the  Atlantic  to  embattled  Britain."  He  referred  to 


316 


June,  1911     THE  ENGINEERING  JOURNAL 


Head  table,  left  to  right:  Dr.  C.  J.  Mackenzie,  F.  A.  Patriquen,     The  army  and  navy  were  out  in  force.  Left  to  right:  Alex.  Gray, 

K.    M.    Cameron,    A.    A.    Turnbull,    Brigadier  G.    G.   Anglin,     Capt.  J.  E.W.  01and,Lt.  Anderson,  Brigadier  G.G.Anglin,  Capt. 

J.  A.  Vance.  G.  Y.  Dow,  Lt.  G.  A.  Mackie,  Lt.  W.  B.  Akerley,  Lt.  D.  Adams. 


Left  to  right:  Brigadier  G.  G.  Anglin,  K.  M. 
Cameron,  Alex  Gray. 


Doc  Smith  talks  with  L.  F. 

Harding     while     F.     P. 

Vaughan    ea vesdrops     in 

the  background. 


Left   to   right:   J.    A.   Vance,   Oscar    Wolff, 
Geoff  Stead. 


Commander   Oland    "tells  all"   to 
the  amazement  of  Geoff  Gaherty. 


At  Fredericton   Junction,    left    to    right:   Prof.   John    Stevens, 

University  of  New  Brunswick,  G.  A.  Gaherty,  J.  A.  Vance,  J.  B. 

Challies,   C.   J.   Mackenzie,   O.   Wolff,  on  steps   of   car,   B.   L. 

Dobbin,  T.  C.  MacNabb  of  C.P.B. 


the  men  of  the  merchant  marine  as  the  greatest  heroes  of 
the  war  and  said  that  "with  the  help  of  these  gallant  men 
of  unconquerable  spirit,  together  with  unity  in  our  pro- 
fession and  nation,  we  will  win  this  engineer's  war,"  and 
that  the  time  it  will  take  and  the  price  to  be  paid  is  immaterial. 

Mr.  Wright  spoke  of  the  work  of  the  Wartime  Bureau 
of  Technical  Personnel,  which  was  set  up  by  the  Dominion 
Government  as  a  means  of  classifying  the  qualifications  of 
the  technically  trained  men  of  the  country.  It  is  hoped, 
by  this  means,  that  more  effective  use  may  be  made  of 
these  men  in  the  war  effort. 

The  other  guests  were  introduced  by  the  chairman,  and 
spoke  informally. 

On  the  following  day,  May  17th,  a  regional  council  meet- 
ing was  held,  to  which  the  branch  executive  and'  senior 
members  of  the  branch  were  invited. 


ST.  MAURICE  VALLEY  BRANCH 

C.  G.  de  Tonnancour,  s.E.i.c.     -     Secretary-Treasurer 

The  St.  Maurice  Valley  Branch  of  the  Institute  held  a 
very  successful  meeting  on  April  29th  at  the  Laurentide 
Club  in  Grand'Mere  with  an  attendance  of  approximately 
ninety  members  and  friends. 

The  guest  speaker  was  Dr.  P.  T.  Pratley,  noted  author  on 
bridge  design  who  gave  a  brief  outlook  on  the  design  of 
suspended  bridges,  in  a  very  witty  and  understandable  way. 
He  indicated  to  his  audience  what  were,  in  his  opinion,  the 
weak  points  in  the  Ta  coma  Bridge  which  led  to  its  ultimate 
destruction. 

The  queer  and  absolutely  incredible  behaviour  of  "Gal- 
loping Gurtie",  which  he  had  described,  was  shown  to  the 
audience  by  the  means  of  two  sensational  motion  picture 
films,  which  the  Institute  had  recently  acquired. 


THE  ENGINEERING  JOURNAL     June,  1941 


317 


Dr.  Pratley  then  proceeded  with  slides  and  some  of  his 
own  films  to  illustrate  the  design  and  erection  of  a  similar 
structure,  the  Lion's  Gate  at  Vancouver,  which  he  designed. 
These  depicted  very  well  the  various  problems  which  con- 
front the  engineers  in  this  type  of  work  and  how  they  were 
solved  successfully. 

The  speaker  was  introduced  by  E.  B.  Wardle  and  thanked 
by  Professor  H.  O.  Keay. 

SAULT  STE.  MARIE  BRANCH 


O.  H.  Evans,  Jr. e. i.e. 
N.  C.  Cowie,  jr.E.i.c. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


The  fourth  general  meeting  for  the  year  1941  was  held 
in  the  Grill  Room  of  the  Windsor  Hotel  on  Tuesday,  April 
22nd,  when  twenty-three  members  and  guests  sat  down  to 
dinner.  The  business  portion  of  the  meeting  began  at  8.00 
p.m.  with  E.  M.  MacQuarrie  presiding. 

The  chairman  called  upon  the  speaker  of  the  evening, 
Judge  J.  H.  MacDonald,  who  had  for  his  topic,  The  St. 
Lawrence  Deepening  and  Its  Possibilities. 

In  his  opening  words  the  judge  said  it  was  always  a 
pleasure  for  him  to  meet  with  engineers  as  they  had  a 
different  aspect  on  life  than  the  legal  profession.  The  law 
could  not  claim  the  exactitude  of  science  but  its  rules  were 
based  on  the  lengthy  experience  of  human  nature. 

He  felt  that  with  the  completion  of  the  St.  Lawrence 
Waterway,  the  products  of  the  interior  could  reach  the 
markets  of  the  world  more  readily  and  cheaper,  also  im- 
ports could  be  brought  to  the  heart  of  the  continent  in  a 
more  convenient  manner. 

He  then  visualized  new  industries,  particularly  ship  build- 
ing on  the  8,300  mile  shore  line  of  the  Great  Lakes  which 
would  bring  increased  prosperity  to  the  people  of  Canada 
and  United  States.  He  felt  that  even  if  the  St.  Lawrence 
Seaway  was  not  justified  as  an  economic  project,  the  total 
cost  would  be  in  the  neighbourhood  of  $350,000,000,  it 
was  justified  as  a  defense  measure  as  it  would  enable  us  to 
build  cruisers,  destroyers  and  all  but  the  largest  vessels, 
thousands  of  miles  inland  where  the  building  of  them  would 
be  less  likely  interferred  with  by  hostile  aircraft. 

In  the  discussion  that  followed  J.  L.  Lang  objected  to 
the  building  of  the  Seaway  at  the  present  time.  He  felt 
that  we  could  bend  our  endeavours  to  more  timely  matters. 
He  felt  that  all  our  energies  would  be  required  to  win  the 
war. 

The  chairman  thanked  the  speaker  on  behalf  of  the 
branch.  On  motion  of  K.  G.  Ross,  the  meeting  adjourned. 

WINNIPEG  BRANCH 


C.  P.  Haltalin,  m.e.i.c. 
T.  A.  Lindsay,  m.e.i.c. 


Secretary-  Treasurer 
Branch  Neivs  Editor 


The  Winnipeg  Branch  met  on  Thursday,  April  3rd,  1941, 
in  the  Theatre  of  the  University  of  Manitoba,  to  see  two 
very  interesting  and  unusual  coloured  movies,  contributed 
through  the  courtesy  of  the  Department  of  Mines  and 
Natural  Resources,  Province  of  Manitoba. 

The  first  movie,  Base  Line  Survey,  was  prefaced  with 
remarks  by  Mr.  H.  E.  Beresford,  director  of  Surveys.  The 
film  showed  operations  of  the  survey  party,  while  running 


the  base  line  from  the  principal  meridian  to  a  point  some 
140  miles  west. 

This  survey  was  made  in  January,  1940,  and  the  picture 
gave  some  idea  of  the  problems  involved  in  maintaining 
a  mobile  camp  unit  hundreds  of  miles  from  civilization,  in 
the  dead  of  winter.  A  Provincial  Government  Forestry 
Service  plane  attended  the  party,  and  was  used  to  transport 
supplies  and  equipment.  A  two-way  radio  set  provided 
communication  with  the  outside  world. 

In  the  discussion  which  followed  the  showing  of  the  film, 
Professor  G.  H.  Herriot  questioned  Mr.  Beresford  regarding 
the  cost  of  the  completed  survey.  Mr.  Beresford  stated 
that  the  base  line  survey  in  question  was  performed  very 
economically  at  a  cost  of  $65.00  per  mile. 

The  Hon.  J.  S.  McDiarmid,  Minister  of  Mines  &  Natural 
Resources,  gave  a  running  commentary  on  the  second  film, 
The  Summerberry  Fur  Rehabilitation  Project. 

Mr.  McDiarmid  explained  that  the  Summerberry  marshes 
include  a  large  tract  of  land  lying  to  the  east  of  the  Pas. 
Many  years  ago  this  region  was  a  productive  fur  bearing 
territory,  but  due  to  the  receding  water  table  and  con- 
tinued drought,  the  shallow  lakes  and  creeks  had  dried  up, 
and  left  the  marshes  devoid  of  practically  all  vegetable 
and  animal  life.  Trappers,  who  found  their  only  means  of 
subsistence  reduced  to  the  vanishing  point,  were  forced 
to  go  on  relief.  In  order  to  alleviate  this  situation,  the 
Natural  Resources  Branch  made  quite  an  intensive  study 
of  the  marshes  and  decided  to  undertake  their  restoration. 
It  was  found  that  by  diverting  the  flood  waters  of  the 
Saskatchewan  river  into  the  Summerberry  river,  the 
marshes  could  be  flooded,  and  sufficient  water  could  be 
retained  throughout  the  summer  to  make  a  natural  habitat 
for  the  muskrat. 

A  construction  programme  was  launched,  control  dams 
were  constructed,  and  canals  cut  at  predetermined  loca- 
tions. During  the  past  few  years  140,000  acres  of  dried-out 
marsh  land  has  been  re-flooded,  and  as  a  result  there  has 
been  an  extraordinary  increase  in  the  wild  life  of  the  area. 
The  abundance  of  vegetation  has  provided  an  ideal  home 
for  the  muskrat,  and  the  fact  that  the  area  has  been  closed 
to  trappers  up  until  1940  has  given  the  rats  an  opportunity 
to  multiply. 

The  movie  showed  interesting  pictures  of  the  marshes 
before  and  after  the  project  was  started,  illustrated  how 
the  area  is  patrolled  and  administered,  displayed  typical 
trapping  operations,  and  also  pictured  some  of  the  finer 
details  of  skinning  and  stretching  the  pelts.  In  1940  the 
first  fur  harvest  was  taken  from  the  Summerberry  area,  and 
yielded  120,000  pelts,  which  were  sold  at  public  auction 
for  approximately  $170,000.  In  harvesting  this  muskrat 
crop,  275  trappers  were  employed,  and  these  men  received 
the  proceeds  of  the  fur  sale  less  the  cost  of  administration 
and  a  portion  which  is  set  aside  to  repay  the  original 
capital  investment. 

Mr.  McDiarmid  claimed  that  the  scheme  had  been  very 
successful,  especially  from  the  point  of  view  of  providing  a 
livelihood  for  the  trappers  in  that  district. 

Mr.  E.  V.  Caton  moved  a  hearty  vote  of  thanks  to  Mr. 
McDiarmid  and  the  staff  of  the  Natural  Resources  Branch, 
and  the  meeting  then  adjourned  for  refreshments. 


cM-elp,  fyUUbk  the  fjoh 

BUY  VICTORY  BONDS! 


318 


June,  1941     THE  ENGINEERING  JOURNAL 


Library  Notes 


Book  notes,    Additions    to   the    Library   of  the   Engineer- 
ing   Institute,    Reviews   of  New    Books    and    Publications 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 
Concrete  Products  and  Cast  Stone: 

By  H.  L.  Childe,  London,  Concrete  Publi- 
cations Limited,  1940.263pp.,  6Y2  by9%in. 

Cracking  Art  in  1939: 

Published  by  Universal  Oil  Products  Com- 
pany, Chicago.  617  pp. 

Electromagnetic  Devices  : 

By  Herbert  C.  Roters,  New  York,  John 
Wiley  &  Sons,  Inc.,  1941.  561  pp.  6  by 
9}4  in.,  $6.00. 

Engineers'    Manual    of   Statistical 
Methods  : 

By  Leslie  E.  Simon,  New  York,  John 
Wiley  &  Sons,  Inc.,  1941.  231  pp.  6Yi 
by  9%  in.,  $2.75. 

Hydraulic  Measurements  : 

By  Herbert  Addison,  New  York,  John 
Wiley  &  Sons,  Inc.,  1941.  301  pp. 
5Y2  by  8%  in.,  $5.00. 

Non-Ferrous  Production  Metallurgy: 

By  John  L.  Bray,  New  York,  John  Wiley 
&  Sons,  Inc.,  1941.  430  pp.  6  by  9}i  in., 
$4.00. 

Public  Works  Engineers'  Yearbook,  1941: 

Published  by  American  Public  Works 
Association,  Chicago,  404  PP-  5  Yi  by  8% 
in. 

REPORTS 
Bell  Telephone  System: 

Insulating  paper  in  the  telephone  industry; 
note  on  theoretical  and  observed  distribu- 
tions of  repetitive  occurrences;  diffusion  of 
sulphur  in  rubber;  location  of  hysteresis 
phenomena  in  Rochelle  salt  crystals;  des- 
cription of  the  C-5  carrier  telephone  sys- 
tem; dielectric  properties  of  organic  com- 
pounds; new  broadcast-transmitter  circuit 
design  for  frequency  modulation;  neutron 
studies  of  order  in  Fe-Ni  Alloys;  decade  of 
progress  in  use  of  electronic  tubes — part  1, 
communication.  Monographs  B-1260-B- 
1268. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch: 

Investigations  in  ore  dressing  and  metal- 
luigy,  July  to  December,  1939.  Ottawa, 
1941. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey — Memoirs: 

Palaeozoic  geology  of  the  Toronto-Hamilton 
area,  Ontario;  Pictou  coalfield,  Nova 
Scotia;  Jacquet  river  and  Tetagouche  river 
map-areas,  New  Brunswick;  Nelson  map- 
area,  east  half,  British  Columbia.  Memoirs 
224,  225,  227,  228. 

Canadian  Engineering  Standards  Asso- 
ciation: 

Cariadian  electrical  code,  part  11 — essential 
requirements  and  minimum  standards 
covering  electrical  equipment.  Specification 
No.  1  construction  and  test  and  power- 
operated  radio  devices.  Section  B — con- 
ductively  coupled  (transformerless)  type. 
Ottawa,  1941,  C22.2  No.  1  (B)-1941. 
Canadian  electrical  code,  part  2,  essential 
requirements  and  minimum  standards 
covering  electrical  equipment,  construction 
and  test  of  armoured  cables  and  armoured 
cords,  No.  51.  Canadian  electrical  code 
part  2,  essential  requirements  and  mini- 
mum standards  covering  electrical  equip- 


ment, construction  and  test  of  service- 
entrance  cables,  No.  52. 

Illinois  State  Water  Survey — Bulletin: 

Water  resources  in  Peoria-Pekin  district. 
Bulletin  No.  33,  Urbana,  Illinois,  1940. 

United  States  Department  of  the  In- 
terior— Bureau    of   Mines — Bulletin. 

Reconnaissance  of  gold  mining  districts  in 
the  Black  Hills,  S.  Dak.;  fire-retardant 
treatments  of  liquid-oxygen  explosives; 
quarry  accidents  in  the  United  States 
during  the  calendar  year  1938.  Bulletin 
432,  429,  427. 

United  States  Department  of  the  Interior 
—Geological  Survey  Bulletin. 

Spirit  leveling  in  Texas,  part  2,  Panhandle 
1896-1939;  sub-surface  geology  and  oil  and 
gas  resources  of  Osage  County,  Oklahoma; 
structural  control  of  ore  deposition  in  the 
Uncompahgre  district  Ouray  County,  Colo.; 
quicksilver  deposits  of  the  Mayacmas  and 
sulphur  bank  districts  California;  chro- 
mite  deposits  of  the  eastern  part  of  the  still- 
water  complex,  Stillwater  County,  Mon- 
tana; tungsten  deposits  in  the  tungsten 
hills,  Inyo  County,  California;  tungsten 
deposits  of  the  Benton  Range,  Mono 
County,  California.  Bulletins,  888-B; 
900-F;  906-E;  922-L;  922-N;  922-Q; 
922-S;  925 -A. 

United  States  Department  of  the  Interior 
— Geological  Survey  Water-Supply  : 
Paper: 

Summary  of  records  of  surface  waters  of 
Washington,  1919-35;  surface  water  supply 
of  the  United  States  1939,  part  II,  Pacific 
slope  basins  in  California;  surface  water 
supply  of  the  United  States,  1939,  part 
14,  Pacific  slope  basins  in  Oregon  and 
lower  Columbia  River  basin;  water  levels 
and  artesian  pressure  in  observation  wells 
in  the  United  States  in  1939.  Papers,  870, 
881,  883,  886. 

United  States  Department  of  the  Interior 
— Bureau  of  Mines — Technical  Pa- 
pers: 

Coke-oven  accidents  in  the  United  States; 
increasing  the  concentration  of  sulphur 
dioxide  in  the  effluent  gases  from  dwight- 
Lloyd  sintering  machines  treating  lead 
products;  thermodynamic  properties  of 
gypsum  and  its  dehydration  products; 
production  of  explosives  in  the  United 
States;  splint  coals  of  the  Appalachian 
region;  their  occurrence,  petrography,  and 
comparison  of  chemical  and  physical  pro- 
perties with  associated  bright  coals;  car- 
bonizing properties  and  pétrographie  com- 
position of  lower  banner-bed  coal  from 
Keen  mountain  mine,  Buchanan  county, 
Va.,  and  the  effect  of  blending  this  coal 
with  Pittsburgh-bed  (warden  mine)  coal; 
characteristics  of  fuel  pitches  and  their 
explosibility  in  pulverized  form;  hydro- 
génation and  liquefaction  of  coal.  Papers, 
628,  624,  625,  627,  615,  616,  617,  622. 

United  States  Work  Projects  Administra- 
tion— Bibliography  of  Aeronautics: 

Supplement  to  part  17 — diesel  aircraft  en- 
gines, 1940;  supplement  to  part  29 — 
lubricants,  1941. 

PROCEEDINGS  AND  TRANSACTIONS, 

ETC. 
Canadian  Institute  of  Mining  and  Metal- 
lurgy. 

Directory  section,  list  of  members,  1941. 

American  Institute  of  Mining  and  Metal- 
lurgical Engineers,  Inc. 


Transactions  of  the  Canadian  Institute  of 
Mining  and  Metallurgy  and  of  the  Mining 
Society  of  Nova  Scotia,  1940. 

BOOK  NOTES 
The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engin- 
eering Societies  Library  of  New  York.  As 
yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct  to 
the  publishers. 

Air  Raid  Precautions  Handbook  No.  11, 
CAMOUFLAGE  OF  LARGE  INSTAL- 
LATIONS 

His  Majesty's  Stationery  Office,  London. 
15  pp.,  Mus.,  6Y2  x  4  in.,  paper,  (obtain- 
able from  British  Library  of  Information, 
50  Rockefeller  Plaza,  New  York,  $.10). 
This  pamphlet  describes  in  general  terms 
the  measures  which  may  be  taken  by  way  of 
camouflage    to    render    factories    and    other 
buildings  less  distinguishable  from  the  air. 
Illustrations  and  color  plates  are  included. 

AIRPLANE  METAL  WORK.  Vol.  3:— 
Airplane  Sheet  Metal  Pattern  De- 
velopment and  Template  Making. 

By  A.  M.  Robson.  D.  Van  Nostrand  Co., 
New  York,  1941.  102  pp.,  Mus.,  diagrs., 
tables,  9Yi  x7  in.,  paper,  $1.25. 

Intended  both  for  mechanics  actively  en- 
gaged in  the  aircraft  industry  and  for  prospec- 
tive mechanics  in  training,  this  book  is  de- 
signed to  provide  a  correlation  of  the  fun- 
damentals of  general  sheet-metal  pattern 
development  to  the  aircraft  industry.  Result- 
ing from  the  author's  practical  experience,  it 
covers  basic  operations,  calculations,  actual 
pattern  development  and  comprehensive  lists 
of  tools  and  shop  equipment. 

(The)  ANODIC  OXIDATION  OF  ALU- 
MINIUM AND  ITS  ALLOYS 

By  A.  Jenny,   translated  by   W.   Lewis. 

Chemical    Publishing    Co.,    New     York, 

1940.    231    pp.,    Mus.,    diagrs.,    charts, 

tables,  9x6  in.,  cloth,  $6.50. 
This  monograph  deals  with  the  electrolytic 
and  chemical  production  of  protective  films  on 
aluminum  and  its  alloys,  and  with  their  uses 
in  practice.  An  introductory  study  of  the 
relevant  electrochemical  theory  is  presented. 
The  original  text,  as  translated  from  the 
German,  has  been  supplemented  with  addi- 
tional information. 

CHEMICAL  WARFARE 

By  C.  Wachtel.  Chemical  Publishing  Co., 
Brooklyn,  N.Y.,  1941.  312  pp.,  diagrs., 
tables,  9  x  5Yi  in.,  cloth,  $4.00. 
This  currently  important  topic  is  covered  in 
all  of  its  ramifications.   The  history  of  the 
subject,  including  the  men  responsible  for  its 
development,  is  briefly  presented  ;  the  various 
classifications  of  gases  by  composition   and 
physiological  effects  are  given  in  detail;  and 
statistics   and   other   pertinent   material   are 
included.  Both  the  practical  military  applica- 
tion of  the  gases  and  protection  against  them 
are  considered. 

COMPOSITION  OF  FURNACE  ATMOS- 
PHERES RESULTING  FROM  PAR- 
TIAL COMBUSTION  OF  GASEOUS 
FUELS 
(American    Gas    Association  Testing 

Laboratories,  Bulletin  No.  11). 

Cleveland,    Ohio,    1940.    91    pp.,    Mus., 
diagrs.,  charts.,  tables,  10  x  7  in.,  paper, 
$1.25. 
Four  progress  reports  and  some  new  data 


THE  ENGINEERING  JOURNAL     June,  1941 


319 


are  summarized  in  this  bulletin  which  deals 
specifically  with  studies  of  the  composition  of 
flue  gases  resulting  from  combustion  of  dif- 
ferent types  of  fuel  gases  with  a  deficiency  of 
air.  The  test  equipment  and  procedure  are 
described,  results  are  discussed,  and  a  prac- 
tical interpretation  of  the  data  is  presented. 

DESIGN   FOR   INDUSTRIAL   CO- 
ORDINATION 

By  R.  W.  Porter.  Harper  &  Brothers,  New 
York  and  London,  1941-  249  pp.,  diagrs., 
charts,  9Y2x6  in.,  cloth,  $3.00. 
This  book,  the  work  of  a  management  con- 
sultant of  long  experience,   shows  how  and 
why  the  structure  of  business  organization 
and    the    elements    of    co-ordination    which 
make  it  function  efficiently  form  a  technical 
design     within     which     management     must 
operate  for  best  results.  The  problems  of  in- 
dustrial    management     are     classified,     and 
twenty-one  elements  of  performance  are  given 
upon  which  the  author  bases  the  effectiveness 
of  the  general  pattern.  A  late  chapter  indicates 
ways  to  measure  results. 

DESIGN  OF  MACHINE  ELEMENTS 

By  V.  M.  Faires.  rev.  ed.  Macmillan  Co., 
New  York,  1941.  490  pp.,  illus.,  diagrs., 
charts,  tables,  9%  x  6  in.,  cloth,  $4-00. 

PROBLEMS     ON     THE     DESIGN     OF 
MACHINE  ELEMENTS 

By   V.   M.   Faires  and  R.  M.   Wingren. 
Macmillan  Co.,  New  York,  1941-  147  PP-, 
illus.,  diagrs.,  charts,  tables,  8x/i  x  6  in., 
paper,  $1.40. 
The   beginning  chapters  of  this  textbook 
cover  briefly  the  general  topics  of  materials 
and  their  properties,  stress  analysis,  tolerances 
and     fatigue.     Although     the     conventional 
method  of  grouping  the  subsequent  design 
material   is   generally   followed,   the   simpler 
machine  elements  have  been  considered  first 
to  allow  the  subject  to  be  studied  concur- 
rently with  strength  of  materials.  The  new 
edition    has    been    considerably    revised    in 
accordance    with    recent    developments.    A 
companion    volume    contains    nearly     1,200 
problems    illustrating    points    made    by    the 
text. 

DYKE'S  AUTOMOBILE  AND  GASOLINE 
ENGINE  ENCYCLOPEDIA 
By  A.  L.  Dyke.  19th  éd.  G oodheart-W ill- 
cox  Co.,  Inc.,  Chicago,  1941-  1,483  pp., 
illus.,  diagrs.,  charts,  tables,  10  x  7  in., 
cloth,  $6.00. 
A  remarkably  comprehensive  collection  of 
information  on  automobiles  and  internal-com- 
bustion engines  is  presented  in  this  manual 
for    the    use    of    students,    repairmen    and 
owners.  Topics  covered  include  the  principles, 
description  and  operation  of  all  mechanical, 
propulsive  and  electrical  parts  of  an  auto- 
mobile,   maintenance,    testing    and    repair, 
specifications  and  definitions.  There  is  new 
material  on  aircraft  engines  and  their  acces- 
sories, automotive  Diesels,  fluid  drive,  auto- 
matic transmissions  and  other  recent  develop- 
ments. A  wealth  of  illustrations  and  ninety 
pages   of   general   and   supplementary  index 
increase  the  utility  of  the  book. 
ELECTROMAGNETIC  DEVICES 

By  H.  C.  Roters.  John  Wiley  &  Sons, 
New  York,  1941.  561  pp.,  illus.,  diagrs., 
charts,  tables,  9  x  6  in.,  cloth,  $6.00. 
The  fundamentals,  characteristics  and  de- 
signs of  electromagnets  are  presented  for 
graduate  students  and  practical  engineers. 
The  first  eight  chapters  develop  the  back- 
ground theory  and  methods  applicable  to  all 
types  of  magnetic  circuits  and  non-rotary 
electromagnetic  devices.  In  the  last  six 
chapters  these  principles  are  applied  to  a 
variety  of  problems,  first  in  general  terms, 
then  in  detailed,  numerical  solutions.  Special 
attention  is  paid  to  magnetic  leakage  and 
non-linear  relationships. 
ELEMENTARY  AERODYNAMICS 

By  D.  C.  M.  Hume.  Pitman  Publishing 
Corporation,  New  York  and  Chicago,  1941. 


186  pp.,  diagrs.,  charts,  tables,  8%  x  5Yl 
in.,  cloth,  $1.50. 
This  textbook  for  beginning  students  pre- 
sents the  fundamentals  of  air  now,  forces  on  a 
wing,  control  methods,  analyses  of  basic 
manoeuvres  and  performance  characteristics. 
There  is  a  set  of  test  questions  for  review 
purposes. 

FLUID  MECHANICS 

By  G.  N.  Cox  and  F.  J.  Germano.  D.  Van 
Nostrand  Co.,  New  York,  1941.  274  pp., 
illus.,  diagrs.,  charts,  tables,  9x6  in., 
cloth,  $3.00. 
This  practical  textbook  on  the  behavior  of 
fluids    is    intended    to    prepare    engineering 
students    for    problems    encountered   in    the 
industrial  field,  and  covers  both  liquids  and 
gases.  The  text  is  divided  roughly  into  five 
parts:  hydrostatics,  measurement,  transporta- 
tion and  dynamics  of  fluids,  and  centrifugal 
pumps.  The  necessary  basic  theoretical  treat- 
ment is  included,  and  there  are  many  prob- 
lems from  actual  practice. 

Great  Britain,  Dept.  of  Scientific  and  In- 
dustrial Research,  BUILDING  RE- 
SEARCH. WARTIME  BUILDING 
BULLETIN  No.  13.  THE  FIRE  PRO- 
TECTION OF  STRUCTURAL  STEEL- 
WORK 

His  Majesty's  Stationery  Office,  London, 

1941-  13  pp.,  diagrs.,  tables,  11  x  8V2  in., 

paper,  (obtainable  from  British  Library  of 

Information,   50  Rockefeller  Plaza,   New 

York,  $.30). 

Amplifying  certain  points  brought  out  in 

Bulletin  No.  10,  this  pamphlet  shows  how  to 

determine  the  degree  of  protection  required  for 

structural    members,    and    discusses   various 

methods  available  for  treating  both  old  and 

new  structures. 

HIGH-SPEED  COMPRESSION- 
IGNITION  ENGINE 

By  C.  B.  Dicksee.  Blackie  &  Son,  London 
and  Glasgow;  Interscience  Publishers,  New 
York,  1940.  331  pp.,  illus.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $4-50. 
The  principles  governing  the  operation  of 
high-speed   compression-ignition   engines   are 
dealt  with  in  detail,  including  discussions  of 
associated  problems.  The  early  chapters  pre- 
sent the  fundamental  chemical  and  thermody- 
namical  theory.  There  is  a  particularly  large 
chapter  on  fuel  injection. 

THE    HIGH-SPEED    INTERNAL-COM- 
BUSTION ENGINE 

By  H.  R.  Ricardo,  revised  by  H.  S.  Glyde. 
Interscience  Publishers,  New  York;  Blackie 
&  Son,  Ltd.,  London  and  Glasgow,  1941- 
434  PP-,  illus.,  diagrs.,  charts,  tables,  10 
x  6]/2  in.,  cloth,  $7.50. 
This    comprehensive,    authoritative    work 
upon  the  characteristics  and  design  of  high- 
speed internal-combustion  engines  has  been 
revised  again  to  conform  with  current  practice. 
There  has  been  some  addition  and  deletion  in 
the  standard  material  on  engine  design  and 
fuel  behavior,  while  other  parts,  the  chapter 
on  high-speed  Diesels  in  particular,  have  been 
completely  rewritten. 

HIGHWAY  SAFETY  AND  AUTOMOBILE 
STYLING 

By  A.  W.  Stevens.  Christopher  Publishing 
House,    Boston,    Mass.,    1941.    155    pp., 
diagrs.,  8x5  in.,  cloth,  $1.75. 
The  author  describes  the  general  conditions 
of  highway  travel,  points  out  various  factors 
of  importance  in  causing  accidents,  and  sug- 
gests remedies.  The  emphasis  is  on  the  re- 
design of  automobiles  to  put  the  driver  at  the 
very  front  of  the  car,  in  order  to  increase 
visibility.  The  conclusions  are  the  result  of  a 
six-year  investigation  of  the  problem. 

HISTORY  OF  MAGIC  AND  EXPERI- 
MENTAL SCIENCE,  Vols.   5  and  6: 
The  Sixteenth  Century. 

By   L.    Thorndike.    Columbia    University 


Press,  New  York,  1941.  Vol.  5,  695  pp.; 
Vol.  6,  766  pp.,  9  x5Y2  in.,  cloth,  $10.00 
per  set  of  2  Vols. 

With  these  two  volumes,  covering  approx- 
imately the  period  from  1500  to  1630,  Pro- 
fessor Thorndike  completes  his  monumental 
study  of  magic  and  experimental  science 
during  the  first  sixteen  centuries  of  the  Chris- 
tian era.  In  his  integration  of  the  two  fields, 
in  his  exposition  of  the  inter-relations  of 
science  and  society  and  in  the  considerable 
amount  of  new  material  presented,  the 
author  has  produced  a  valuable  work  for 
scholar  and  historian.  A  general  index  to  the 
whole  series,  occupying  some  150  pages,  is 
included  in  the  sixth  and  last  volume. 

INSTRUMENTS,  Pt.  2  (Aeroplane  Main- 
tenance and  Operation   Series,  Vol. 

15). 

Ed.  by  E.  Molloy  and  E.  W.  Knott. 
Chemical  Publishing  Co.,  Brooklyn,  N.Y., 
1941-  132  pp.,  illus.,  diagrs.,  9  x  5x/l  in., 
cloth,  $2.00. 

Continuing  a  series  on  airplane  maintenance 
and  operation,  this  volume  describes  the 
operation,  installation  and  maintenance  of 
the  various  instruments  (indicators,  com- 
passes, etc.),  manufactured  by  the  Kelvin, 
Bottomley  and  Baird  Company.  There  is  a 
long  chapter  dealing  with  the  Smith  auto- 
matic Pilot,  and  a  brief  description  of  elec- 
trical temperature  measuring  instruments  is 
given. 

MATERIALS  OF  INDUSTRY 

By  S.  F.  Mersereau,  with  an  introduction 
by  A.  L.  Colston,  rev.  and  enl.,  McGraw- 
Hill  Book  Co.,  New  York  and  London, 
1941.  578  pp.,  illus.,  diagrs.,  maps,  tables, 
8V2  x  5Y2  in.,  cloth,  $2.00. 

This  textbook  is  intended  to  give  students 
in  technical  and  vocational  high  schools  some 
knowledge  of  the  main  facts  of  industry,  in- 
cluding the  distribution  and  production  of 
raw  materials,  their  general  properties, 
transportation,  conversion  into  commercial 
products  and  economic  importance.  The 
principal  products  of  forestry,  mining  and 
chemical  industry  are  described  clearly  and 
simply.  Glossaries  of  terms  and  brief  biblio- 
graphies are  included. 

MODERN  PRACTICE  IN  LEATHER 
MANUFACTURE 

By  J.  A.  Wilson.  Reinhold  Publishing 
Corp.,  1941.  744  PP-,  illus.,  diagrs., 
charts,  tables,  9Y2x  6  in.,  cloth,  $9.50. 

The  object  of  this  comprehensive  treatise  is 
to  present  what  is  considered  the  minimum 
that  a  tanner  should  know  in  order  to  conduct 
a  modern  business  successfully.  To  this  end 
the  more  important  phases  of  leather  manu- 
facture, such  as  preparing,  tanning  and 
finishing  procedures,  and  the  structure  and 
properties  of  leather,  are  given  in  detail. 
Other  topics  covered  include  sources  of  hides 
and  other  materials,  government  regulations, 
hide  damages,  purchasing,  marketing  and 
other  economic  factors.  The  complex  chemical 
reactions  in  tanning  are  discussed  in  non- 
technical language.  Full  bibliographies,  a 
glossary  of  terms  and  many  microphotographs 
are  included. 

NON-FERROUS  PRODUCTION  METAL- 
LURGY 

By  J.  L.  Bray.  John  Wiley  &  Sons,  New 
York,  1941.  480  pp.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $4.00. 

Intended  as  a  basic  college  text,  this  book 
deals  in  alphabetical  order  with  the  non- 
ferrous  metals.  It  gives  brief  information 
about  their  history,  economics,  properties, 
marketing,  uses  and  ores,  and  the  working 
essentials  of  production  and  refining  practice. 
Space  is  also  given  to  slags  and  fluxes,  secon- 
dary metals  and  the  marketing  of  bullion, 
ores  and  concentrates.  Suggested  references 
accompany  each  chapter. 


320 


June,  1941     THE  ENGINEERING  JOURNAL 


Pennsylvania  State  College,  Engineering 
Experiment  Station  Bulletin  No.  54. 
OXYGEN-BOOSTING  OF  DIESEL 
ENGINES  FOR  TAKE  OFF 

By  P.  H.  Schweitzer  and  E.  R.  Klinge. 

State  College,   Pa.,   1941.   29  pp.,  Mus., 

charts,  diagrs.,  tables,  9x6  in.,  paper, 

$.50. 
This  pamphlet  describes  an  investigation  to 
determine  the  effect  of  feeding  oxygen  into  the 
intake  air  of  a  diesel  engine.  Results  are  given, 
and  special  reference  is  made  to  the  use  of 
this  procedure  in  the  case  of  airplane  diesels 
during  take-off  time  when  extra  power  is 
necessary  for  a  few  minutes. 

PIT   AND    QUARRY    HANDBOOK    with 
which    is    consolidated    the    DIREC- 
TORY   of  Cement,    Gypsum,    Lime, 
Sand,     Gravel     and     Crushed-Stone 
Plants.  34  ed.  1941. 
Complete  Service  Publishing  Co.,  Chicago, 
III.,  1941,  856  pp.,  Mus.,  diagrs.,  charts, 
tables,  11  x  8  in.,  cloth,  S10.00. 
Nearly  600  pages  of  the  current  edition  of 
this  annual  are  devoted  to  technical  informa- 
tion concerning  processes,  practices,  machin- 
ery and  materials  in  the  non-metallic  mineral 
industries.   There  is  a  directory  of  cement, 
gypsum,  lime,  sand,  gravel  and  crushed-stone 
plants,  arranged  both  alphabetically  and  geo- 
graphically.   Condensed    machinery   catalog, 
a    list    of    trade    associations    and    technical 
societies,  statistical  information,  trade  names 
and  a  buyers'  guide  are  also  included. 

PREVENTION  OF  THE  FAILURE  OF 
METALS  UNDER  REPEATED 
STRESS,  a  Handbook  prepared  for 
the  Bureau  of  Aeronautics,  Navy 
Department. 

By  the  Staff  of  Batelle  Memorial  Institute. 
John  Wiley  &  Sons,  Neiv  York,  1941.  273 
pp.   Mus.,  diagrs.,  charts,  tables,  9x/i  x  6 
in.,  cloth,  $2.75. 
Believing  that  lack  of  knowledge  or  appre- 
ciation    of     engineering     principles     among 
designers  and  builders  of  aircraft  is  respon- 
sible for  many  fatigue  failures,  this  summary 
has  been  prepared.  It  brings  together  in  con- 
venient form  the  available  information  con- 
cerning the   engineering  principles  involved 
in    the    precautions    through    which    fatigue 
failures  may  be  prevented,  as  thev  appear  in 
published    literature    and    the    files    of    the 
Bureau    of    Aeronautics    and    the    National 
Bureau  of  Standards.  There  is  a  good  biblio- 
graphy. 

PROCEDURE  HANDBOOK  FOR  AIR- 
CRAFT STRESS  ANALYSIS 

By  W.  L.  Nye,  D.  Hamilton  and  J.  P. 


Eames.   Aviation   Press,   San   Francisco, 
Calif.,    1940.    334    PP-,    Mus.,    diagrs., 
charts,  tables,  $4-00. 
This  textbook  was  compiled  to  present  as 
simple  a  treatment  as  possible  on  the  subjects 
of  strength  of  materials  and  stress  analysis 
as   applied   to   the   present-day   airplane.    It 
deals  with  the  fundamentals  of  aircraft  stress 
analysis    and    presents   examples    which   are 
currently   encountered   in    conventional   air- 
plane  design    work.    Particular   attention   is 
given  to  the  solution  of  beams  by  polar  dia- 
grams, the  shell  type  of  structure  and  the 
theory  of  joints. 

PSYCHROMETRIC    NOTES    AND 
TABLES 

By  E.    Torok.   rev.   ed.   North  American 
Rayon  Corporation,  261  Fifth  Ave.,  New 
York,  1941.  125  pp.,  charts,  tables,  7x5 
in.,  lea.,  $2.50. 
This  handbook  for  textile  manufacturers, 
engineers  and  students  presents  the  necessary 
information,    accompanied    by   practical   ex- 
amples,   for   the   solution    of    psychrometric 
problems.  There  is  also  a  chapter  containing 
tables    of    heat-transmission    coefficients    for 
building  materials. 

PUBLIC  UTILITY  ECONOMICS 

By  C.  W.  Thompson  and  W.  R.  Smith. 

McGraw-Hill  Book  Co.,  New   York  and 

London,    1941-    727    pp.,    Mus.,    maps, 

charts,  tables,  9}^  x  6  in.,  cloth,  $4-50. 

Designed    as    a    textbook    for    advanced 

students  in   economics   and   commerce,   this 

book  relates  the  field  of  public  utilities  to  the 

broader  area  of  economics  of  which  it  is  a 

part.  Thus  the  book  seeks  to  acquaint  the 

student  with  the  place  which  public  utilities 

occupy  within  our  economic  structure,  and 

with  the  special  problems  of  price  control, 

service  supervision,  security  regulation,  etc. 

REFRIGERATION  FUNDAMENTALS 

By  G.  Holman.  Nickerson  &  Collins  Co., 
Chicago,    III.,    1940.    175    pp.,    diagrs., 
charts,  tables,  9lA  x  6  in.,  cloth,  $2.00. 
Written  by  an  operating  engineer  for  other 
operating  engineers,  this  outline  of  refrigera- 
tion theory  and  practice  begins  with  simple 
discussions  about  such  physical  phenomena 
as  temperature,   heat,  pressure  and  energy. 
Basic    refrigeration    processes    are    carefully 
described,  and  there  are  helpful  practical  sug- 
gestions on  operating  technique. 
STRUCTURAL  DRAFTING 

By  C.   T.  Bishop.  John  Wiley  &  Sons> 
New  York,  1941.  287  pp.,  Mus.,  diagis., 
charts,  tables,  9x6  in.,  cloth,  $3.50. 
This  book  has  been  prepared  especially  to 


meet  the  requirements  of  engineering  students 
and  structural  draftsmen.  It  corresponds  in 
scope  to  the  duties  of  the  structural-steel 
draftsmen  in  the  preparation  of  detailed 
working  drawings  for  the  members  of  steel 
structures.  Drawings  for  concrete  and  timber 
structures  are  also  discussed  briefly,  and 
billing  practice  is  covered.  There  are  many 
detailed  illustrations,  and  a  glossary  of  engin- 
eering terms  is  provided. 

TECHNOLOGY  AND  SOCIETY,  the  In- 
fluence of  Machines  in  the  United 
States 

By  S.  M.  and  L.  Rosen,  with  an  introduc- 
ductory  chapter  by  W.  F.  Ogburn.  Mac- 
millan   Co.,   New    York,   1941.   4?4   PP-, 
Mus.,  charts,   tables,  maps  9   x  5l/2   in., 
cloth,  $3.00. 
The  interrelations  between  technology  and 
the  social  scheme  as  they  affect  present-day 
life    are    presented    in    a    simple,    balanced 
manner.  In  addition  to  the  four  main  sections, 
dealing  respectively  with  the  technologic  base 
and  economic,  social  and  political  effects,  there 
is  a  general  introductory  chapter  and  a  final 
summing   up.   The   book  is  intended  partic- 
ularly for  undergraduate  students,  both  in  the 
social  sciences  and  engineering.    Suggestions 
for  further  reading  are  included. 

TEMPERATURE  MEASUREMENT 

By  R.  L.  Weber.  Edwards  Brothers,  Inc.* 
Ann   Arbor,    Michigan,    1941.    171    pp., 
Mus.,  diagrs.,  charts,  tables,  11  x  8l/i  in., 
paper,  $2.50. 
This    book    presents    the    substance    of    a 
course  offered  for  juniors  by  the  physics  de- 
partment of  the  Pennsylvania  State  College. 
Part  I  covers  in  a  concise  manner  the  theore- 
tical basis  for  all  the  important  methods  of 
temperature  measurement.  Part  II  contains  a 
comprehensive    group    of   tested   illustrative 
laboratory  experiments.  Literature  references 
and  review  exercises  are  included. 

(The)  WORLD  AND  THE  ATOM 

By  C.   M  oiler  and  E.   Rasmussen,   with 

foreword  by  N.  Bohr.  D.   Van  Nostrand 

Co.,    New    York,    1940.    199   pp.,    Mus., 

diagrs.,  charts,  tables,  9  x  5Yï  in.,  cloth, 

$2.75. 

The  development  of  modern  atomic  physics 

from  the  end  of  the  last  century  to  1938  is 

briefly  described  for  the  layman.  The  major 

part  of  the  book  has  been  kept  as  simple  as 

possible,  and  general  physical  concepts  have 

been  included  wherever  necessary.  The  book 

has   been   translated   and   revised   from   the 

original  Danish,   and  is  the  product  of  the 

joint  work  of  an  experimental  physicist  and  a 

theoretical  physicist. 


BIBLIOGRAPHY  ON  INDUCTION  HEAT  TREATMENT 


The  Engineering  Societies  Library  has  prepared  a  list  of 
selected  references  on  the  heat  treatment  of  metals  by 
induction  heating.  Forty  papers  of  importance  are  listed, 
selected  from  domestic  and  foreign  periodicals,  dealing  with 
the  metallurgical  problems  involved,  the  design  of  heating 


coils  and  electrical  circuits,  and  with  typical  actual  installa- 
tions. 

Members  of  the  Founder  Societies  may  obtain  copies  by 
sending  $1.00  to  the  Engineering  Societies  Library,  29  West 
39th  Street,  New  York.  The  price  to  others  is  $1.25. 


THE  ENGINEERING  JOURNAL    June,  1941 


321 


PRELIMINARY    NOTICE 


of  Applications  for  Admission   and  for  Transfer 


May  29th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider  the   applications   herein   described   in 
July,  1941. 

L.  Austin  Wright,  General  Secretary. 


♦The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  of  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  paBS  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  haB  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty -three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
«hall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

GOROWSKI— CHARLES  S.,  of  1457  Mansfield  St.,  Montreal,  Que.  Born  at 
Winnipeg,  Man.,  Feb.  26th,  1913.  Educ:  B.Sc.  (Elec.)  Univ.  of  Manitoba,  1934. 
May  and  June  1940,  engr.,  levelling  work  for  W.  E.  Seely,  M.E.I.C.;  July  to  Dec, 
1940,  engr.  on  C.N.R.  Tunnel,  Durite  Co.  of  Quebec;  Dec.  1940  to  date, engr. .Cana- 
dian Associated  Aircraft  Ltd.,  Montreal. 

References:  E.  P.  Fetherstonhaugh,  N.  M.  Hall,  G.  H.  Herriot,  W.  F.  Riddell, 
W.  E.  Seely. 

GRAVEL— MAURICE,  of  Beauport,  Que.  Born  at  Quebec  City,  Dec.  6th,  1911. 
Educ:  B.Sc.A.,  I.C.,  Ecole  Polytechnique,  1938.  1937,  surveying,  Mont  Laurier 
Road,  Que.  Govt.;  1938-41,  res.  engr.  Prov.  Road  Dept.,  Quebec  Govt. 

References:  A.  Circe,  R.  A.  Lemieux. 

HANLON— JOHN  EDWARD,  of  1230  Fort  St.,  Montreal.  Born  at  Guelph, 
Ont.,  Sept.  15th,  1895.  Educ:  B.A.Sc  (Honors)  Univ.  of  Toronto,  1915.  1915-16 
asst.  engr.,  Hollinger  Gold  Mine;  Mar.  1916  to  July  1919,  overseas,  Canadian 
Engineers;  May  1920  to  Dec.  1922,  ch.  engr.,  Surf  Inlet  Gold  Mining  Co.,  Surf 
Inlet,  B.C.,  i/c  all  engrg.  and  underground  work;  1923-26,  designer  and  dftsmn., 
Amer.  Tel.  &  Tel.  Co.,  New  York;  1926-27,  designer  and  dftsmn.,  N.Y.  Edison  Co.; 
1927-28,  designer  and  dftsmn.  American  Cyanamid  Co.;  Oct.  1928  to  Apr.  1931, 
designer  and  dftsmn.,  Public  Works  Engrg.  Corp.  Ltd.,  New  York;  1932-36,  partner 
of  M.  Corey,  Vancouver,  B.C.,  developing  mining  claims,  also  some  work  with 
C.P.R.,  constrn.  engrg.;  1936-38,  Mgr.,  The  Blockhouse  Dome  Mine,  Blockhouse, 
N.S.;  1938-39,  mgr.  Algold  Mine,  now  closed;  Feb.  1940  to  Oct.  1940,  dftsmn.  and 
design,  C.N.R.,  Montreal;  1940  to  date,  strct'l.  dftsmn.,  Aluminum  Co.  of  Canada, 
Montreal. 

References:  H.  H.  James,  S.  R.  Banks,  D.  G.  Elliot,  V.  Andersen,  M.  E.  Hornbach. 

HEBERT— ADJUTOR  J.  G.,  of  Plessisville,  Que.  Born  at  Quebec  City,  Oct. 
21st,  1897.  Educ:  Que.  Tech.  Sch.  (special  course  mech.  engrg.)  1912-15;  I.C.S. 
(mech.  engrg.)  1916  to  date.  Member  Amer.  Soc.  of  Mech.  Engrs.  1940.  1915-17, 
machine  dsgr.,  road  machinery  and  ammunitions,  General  Car  &  Machinery  Works, 
Montmagny,  Que.;  1917-1918  machine  dsgr.  for  ammunitions,  P.  Lyall  &  Sons, 
Montreal;  1918,  mach.  dsgr.,  ammunitions,  Lymburner  Ltd.,  Montreal;  1919,  dsgr. 
and  checker  on  mech.  equipment.  Northern  Elec.  Co.,  Montreal;  1919-21,  dsgr., 
Riordon  Co.,  Temiskaming;  1922-23,  i/c  Engrg.  Dept.,  Quebec  Govt.  Road  Dept.. 
Quebec;  1923-27,  asst.  mill  engr.,  Bonaventure  Pulp  &  Paper  Co.,  Chandler,  Que.; 
1927-28,  dsgr.,  International  Fibre  Co.,  Gatineau,  Que.;  1928-29,  mech.  dsgr.,  and 
estimator,  Ottawa  Car  &  Mfg.  Co.,  Ottawa;  1929-36  asst.  mill  engr.,  Bonaventure 
Pulp  &  Paper,  Chandler,  Que.;  1936-37,  dsgr.,  Ontario  Paper  Co.,  Thorold,  Ont.; 
1937-38,  asst.  to  plant  engr.,  Gaspesia  Sulphite  Co.,  Chandler,  Que.;  1938  to  date, 
designing  engr.  Plessisville  Foundry  at  Plessisville,  Que. 

References:  J.  A.  Beauchemin,  G.  L.  Freeman,  L.  S.  Dixon,  W.  S.  Kidd,  A. 
Cunningham,  R.  H.  Farnsworth,  J.  Simmers,  C.  J.  Pimenoff,  J.  H.  Summerskill. 

MATTHEWS— CLIFFORD  BRUCE,  of  Belleville,  Ont.  Born  at  Lakeport,  Ont., 
Dec.  16th,  1910.  Educ:  Colborne  High  School,  home  study  of  mathematics,  survey- 
ing, applied  mechanics,  strength  of  materials;  1929-31,  C.N.R.,  1931-41,  Corp.  of 
City  of  Belleville,  asst.  to  city  engr.,  and  foreman  of  P.W.D.  (Asks  for  Affiliate.) 

References:  D.  W.  Bews,  W.  L.  Langlois,  F.  S.  Lazier,  E.  R.  Logie,  C.  A.  Mott. 

MIDDLETON— JOHN,  of  Ottawa,  Ont.  Born  at  Bilboa,  Spain,  (British  by 
birth),  March  31st,  1891;  Educ:  1911-14,  Technical  College,  Greenock,  Scotland, 
(Night  Sch.)  completed  2nd,  3rd,  4th  yrs.  Naval  Architecture;  1914-19,  overseas; 
1919-21,  Technical  College,  Greenock,  Naval  Arch.,  (refresher)  and  metallurgy; 
1907-11,  apprtce.  plater,  H.  &  C.  Grayson,  shipbuilders,  Liverpool;  1911-14,  apprtce. 
dftsmn.  and  1919-23,  dftsmn.,  Scotts  &  Co.,  Shipbuilders,  Greenock,  Scotland; 
1923-26,  dftsmn.,  Dominion  Bridge  Co.  Lachine;  1926-27,  ch.  dftsmn.  Southern 
Shipyard,  Newport  News,  U.S.A.;  1927-36,  dftsmn.  and  estimator,  Robt.  Mitchell, 
Montreal;  1936-37,  dftsmn.,  Canadian  Vickers,  Montreal;  1937-39,  dftsmn.,  Lambert 
&  German,  Montreal;  July  1939-to  Dec.  1940,  princ.  dftsmn.,  and  1941  (Jan.)  to 
date  asst.  engr.,  Dept.  of  National  Defence,  Ottawa. 

References:  G.  L.  Stephens,  A.  D.  M.  Curry,  B.  R.  Spencer,  P.  F.  Stokes,  F. 
Irvine. 

STICKNEY— WILLIAM  RALPH.,  of  Walkerville,  Ont.  Born  at  Elora,  Ont., 
Dec.  1st,  1911.  Educ:  B.A.Sc.  (Chem.),  Univ.  of  Toronto,  1936.  R.P.E.  of  Ontario, 
1939;  1936-37,  Electroplating  Dept.,  Ford  Motor  Co.  of  Can.;  1937-39,  Dfting. 
Dept.,  and  1939  to  date,  welding  engr.  with  the  Canadian  Bridge  Co.,  Walkerville, 
Ont. 

References:  P.  E.  Adams,  C.  M.  Goodrich,  F.  H.  Rester,  E.  M.  Krebser,  R.  C. 
Leslie,  J.  R.  Stewart. 

WRIGLEY— FREDERICK  RICHARDSON  GORDON,  of  Pointe-a-Pierre, 
Trinidad,  B.W.I.  Born  in  Huddersfield,  England,  Aug.  1st,  1907.  Educ:  Rugby, 
Tech.  College  1925-30  and  1934-35,  Higher  National  Certificate  in  Elec'l.  Engrg., 
1935;  City  &  Guilds  Final  Grade  Certificate,  Elec'l  Engrg.;  Assoc.  Member  Institu- 
tion of  Electrical  Engrs.,  1938;  1925-30,  apprtce.  with  British  Thomson  Houston 
Co.  Ltd.;  1930  (Mar.  to  Nov.)  asst.  erecting  engr.,  British  Thomson  Houston  Co., 
on  Grid  substations;  Dec.  1930  to  Nov.  1934,  with  Anglo  Iranian  Oil  Co.  Ltd.  as 
follows:  asst.  engr..  South  Persia,  incl.  18  mos.  i/c  and  mtce.  engr.  in  Tembi,  and  2 
yrs.  constrn.  and  mtce.,  and  asst.  engr.  i/c  of  district;  Dec.  1934  to  Apr.  1935, 
returned  to  College;  Sept.  1935  to  Aug.  1939,  power  station  supt.,  Pointe-a-Pierre 
Refinery  Power  Sta.  of  Trinidad  Leaseholds  Ltd.  At  present  refinery  elect'l  engr.  of 
Pointe-a-Pierre  Refinery,  i/c  of  all  elec'l  plant,  constrn.,  mtce.  and  oper. 

References:  J.  H.  Reid,  R.  W.  Emery,  L.  R.  Gransaull,  P.  R.  Gransaull,  W.  E. 
Weatherbie. 

FOR  TRANSFER  FROM  STUDENT 

BALDWIN— WILLIAM  ALANSON,  of  High  Falls,  Que.  Born  at  Ottawa,  Ont., 
Feb.  12th,  1906.  Educ:  B.Sc.  (Elec),  McGill  Univ.,  1929.  1928  (summer),  elec'l. 
install'n.,  Paugan  Falls,  Candn.  Westinghouse  Co.;  1929  (7  mos.),  apprtce.  course, 
Canadn.  Westinghouse  Co.,  Hamilton,  Ont.;  1930  (10  mos.),  foreman  on  elec'l. 
install'n  of  paper  mill,  James  Maclaren  Co.,  Masson,  Que.;  1930  to  date  with 
Maclaren  Quebec  Power  Co.  as  follows:  1930-32,  oper.  and  mtce..  High  Falls;  1932- 
35,  elec'l  instll'n  and  oper.  at  Masson;  1935  to  date  supt.  of  High  Falls  Generating 
Sta.  (St.  1929). 

References:  C.  V.  Christie,  W.  S.  Kidd,  J.  C.  Mcintosh,  J.  Palmer,  G.  A.  Wallace, 
J.  E.  Dion. 

DUNN— JOHN  RANKIN,  Sub-Lieut.,  R.C.N.V.R.,  Halifax,  N.S.  Born  at  Moose 
Jaw,  Sask.,  Aug.  21st,  1916.  Educ:  B.A.Sc.  (Elec.)  Univ.  of  Toronto  1938;  1934 
(summer),  mtce.  and  operation  of  steam-turbo-alternator  power  plant,  National 
Light  &  Power  Co.,  Moose  Jaw;  1935-36  (summers),  mtce.  of  automatic  telephone 
exchanges,  Sask.  Govt.  Telephones;  with  General  Electric  Co.  Ltd.  as  follows:  June, 
1938  to  May,  1939,  testman,  Peterboro  and  Toronto;  May  1939  to  June  1940, 
apprtce.  engr.;  June  1940  to  Oct.  1940,  sales  promotion,  and  Oct.  1940  to  May  1941, 
asst.  engr.,  Davenport  Works,  Toronto.  At  present  R.C.N.V.R.  (St.  1939). 

References:  E.  A.  Allcut,  B.  I.  Burgess,  W.  T.  Fanjoy,  J.  S.  Keenan,  G.  R.  Langley, 
I.  F.  McRae,  C.  E.  Sisson,  H.  R.  Sills,  W.  J.  Smither,  W.  J.  T.  Wright. 

HOWARD— ALBERT  WARREN,  of  3180  Van  Home  Ave.,  Montreal,  Que. 
Born  at  Calgary,  Alta.,  Nov.  27th,  1913.  Educ:  B.A.Sc,  Univ.  of  Toronto,  1935. 
1933  (summer),  West  Kootenay  Power  Co.;  1934  (summer),  Calgary  Power  Co.; 
1935-40,  junior  engr.,  Calgary  Power  Co.;  at  present  asst.  elec'l.  engr.  with  Montreal 
Engineering  Co.  (St.  1931). 

References:  G.  H.  Thompson,  H.  B.  Sherman,  J.  K.  Sexton,  J.  H.  McLaren,  H. 
J.  McLean,  H.  B.  LeBourveau. 


(Continued  on  page  323) 


322 


June,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

GRADUATE  MECHANICAL  ENGINEER  in  good 
health,  energetic,  to  work  with  large  industrial  con- 
cern in  British  Guiana.  Applications  should  be  sent  to 
Box  No.  2328-V. 

CONSTRUCTION  MAN  with  experience  in  heavy 
construction  for  either  a  long  or  short  term  contract 
in  British  Guiana.  Applications  should  be  addressed 
to  Box  No.  2330-V. 

GRADUATE  ENGINEER  with  at  least  two  years 
practical  experience  in  a  tool  room  to  act  as  an 
instructor  in  the  Apprentice  School  of  a  large  indus- 
trial concern.  Apply  Box  No.  2344-V. 

REQUIRED  a  number  of  experienced  concrete  de- 
tailers,  designers  and  draughtsmen  for  work  on 
industrial  plants  and  power  developments.  Apply 
Box  No.  2351 -V. 

MECHANICAL  DESIGNING  DRAUGHTSMAN 
with  experience  for  permanent  position  with  firm 
engaged  in  war  work.  Apply  Box  No.  2375-V. 

ARCHITECTURAL  DRAUGHTSMEN  required  im- 
mediately by  large  industrial  concern  for  their 
Montreal  office.  Apply  Box  No.  2376-V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


SITUATIONS  WANTED 

GRADUATE  ELECTRICAL  ENGINEER,  Univer- 
sity of  Toronto,  five  years  experience  drafting  and 
design  in  connection  with  electrical  instruments  and 
small  motors.  Also  experienced  in  design  of  small 
jigs  and  fixtures  and  general  machine  design.  Desires 
permanent  position.  Apply  to  Box  No.  1486-W. 

GRADUATE  MECHANICAL  ENGINEER,  m.e.i.c, 
14  years'  experience  as  factory  manager  in  machine 
tool  factory  and  as  consulting  industrial  engineer  in 
widely  diversified  metal  working  trades  improving 
factory  and  office  methods  specially  cost  accounting, 
desires  permanent  position.  Apply  to  Box  No. 
1730-W. 


WANTED 

Would  purchase  complete  surveying 
equipment  in  good  condition.  Write, 
giving  complete  list  with  catalogue  num- 
bers and  sale  price.  State  where  de- 
livered. Box  No.  43-S. 


A.I.E.E.  SUMMER  CONVENTION 

With  the  1941  Summer  Convention  of  the  American 
Institute  of  Electrical  Engineers  only  a  month  away,  plans 
for  the  meeting  are  now  practically  completed  and  the 
Royal  York  Hotel  reports  that  many  reservations  have 
already  been  received. 

The  programme  of  inspection  trips  has  been  slightly  en- 
larged since  it  was  first  drawn  up,  and  a  new  trip  has  been 
arranged  for  delegates  interested  in  highway  lighting  to 
travel  out  along  the  Queen  Elizabeth  Way  on  the  evening 
of  Wednesday,  June  18th.  This  modern  four-lane  highway 
is  the  longest  stretch  of  highway  lighting  in  the  world,  and 
the  Wednesday  evening  inspection  trip  should  be  a  popular 
one. 

Complete  details  of  the  technical  programme  are  not  yet 
available,  but  it  may  reliably  be  stated  that  papers  by 
seven  Canadian  engineers  are  to  be  included  in  the  pro- 
gramme. Three  of  these  Canadian  papers  come  under  the 
heading  of  "Power  Transmission  and  Distribution."  James 
W.  Speight,  of  the  Hydro  Electric  Power  Commission  of 
Ontario,  will  give  a  paper  on  "Conductor  Vibration — -the 
Theory  of  Torsional  Dampers,"  and  Gordon  B.  Tebo,  also 
of  the  Ontario  Hydro,  will  give  one  on  "Measurements  and 
Control  of  Conductor  Vibration." 

Another  interesting  paper  to  be  heard  at  a  Power  Trans- 
mission and  Distribution  session  will  be  one  on  "The 
220,000- Volt  System  of  the  Hydro  Electric  Power  Com- 
mission of  Ontario."  This  is  to  be  a  joint  presentation  by 
A.  H.  Frampton  and  E.  M.  Wood. 

The  Canadian  paper  to  be  presented  at  the  Land  Trans- 
portation Session  is  that  on  "Glass-Bulb  Mercury- Arc 
Rectifiers  for  Traction  Service"  by  Charles  E.  Woolgar, 
of  the  Northern  Electric  Co.  Ltd. 

Other  Canadian  papers  which  will  likely  be  presented 
are:  "Canadian  Broadcasting  Systems"  by  A.  Frigon,  Can- 
adian Broadcasting  Corporation;  "Mechanical  Simplicity 
of  Air-Blast  Circuit  Breakers"  by  H.  W.  Haberl,  Montreal 
Light,  Heat  &  Power  Consolidated  ;  and  Otto  Jensen  I-T-E 
Circuit  Breaker  Co.;  "A  Distribution  System  for  Wartime 
Plant  Expansion"  by  J.  L.  McKeever,  Canadian  General 
Electric  Co.  Ltd. 


PRELIMINARY  NOTICE  (Continued  from  page  322) 

MONAGHAN— CECIL,  of  10726-106th  Street,  Edmonton,  Alta.  Born  at  Edmon- 
ton, Feb.  5th,  1916.  Educ:  B.Sc.  (Elec.)  Univ.  of  Alberta,  1939.  1938  (6  moe). 
surveyor,  City  of  Edmonton;  1940,  Apr.  to  Dec,  jr.  engrg.  clerk,  and  1941,  Jan.  to 
date,  senior  engrg.  clerk,  City  of  Edmonton  Electric  Light  &  Power  Dept.  (St.  1939). 

References:  W.  E.  Cornish,  H.  R.  Webb.  R.  M.  Hardy. 

MYERS— GORDON  ALEXANDER,  of  Clarenville,  Nfld.  Born  at  Bay  Roberts, 
Nfld.,  April  19th,  1915.  Educ:  B.E.  (Elec)  N.S.  Tech.  Coll.  1936.  1936  (summer) 
paving  inspr.,  Milton  Hersey  Co.  Ltd.;  1936  (Sept.  to  Dec.)  second  i/c  of  survey 
for  Highroads  Divn.,  Nfld.  Govt.;  1937  (Jan.  to  July)  and  Oct.  1939  to  Apr.  1940 
own  radio  business,  repairs  and  sales;  1937  (Aug.  to  Oct.)  chemist,  and  1938  (May 
to  Oct.)  chief  chemist,  Colas  Nfld.  Ltd.,  Clarenville,  mfrs.  of  asphaltic  paving  emul- 
sions; Nov.  1937  to  Apr.  1938,  and  Nov.  1938  to  Apr.  1939,  electrician,  Nfld.  Airport, 
inst'lln.  opera,  and  mtce.;  May  1940  to  date  acting  mgr.  and  res.  engr.  Colas  Nfld. 
Ltd.  i/c  of  machinery,  mfg.  processes  and  all  mtce.,  and  i/c  of  extension  to  plant. 
(St.  1937). 

References:  F.  C.  Jewett,  M.  F.  MacNaughton,  G.  H.  Burchill,  Lt.-Col.  Ball. 

McKIBBON— KENNETH  HOLDSWORTH,  Major,  of  Kingston,  Ont.  Born  at 
Port  Arthur,  Ont.,  Dec.  11th,  1915.  Educ:  B.Sc.  (Mech.)  Queen's  Univ.,  1938. 
1936-37  (summers),  Apr.  1938  to  Jan.  1939,  Ordnance  mech'l.  engr.,  (4th  class)  at 
Kingston  and  Petawawa  Military  Camps;  Jan.  1939  to  Feb.  1940,  O.M.E.  (4th 
class),  and  asst.  district  O.M.E. ;  1940  to  date,  district  O.M.E.,  No.  3,  and  O.M.E. 
(3rd  class).  (St.  1935). 

References:  N.  C.  Sherman,  L.  F.  Grant,  D.  S.  Ellis,  L.  M.  Arkley,  H.  H.  Lawson, 
L.  T.  Rutledge. 

WONG— HENRY  GOE,  of  1090  Chenneville  St.,  Montreal,  Que.  Born  at  Mont- 
real Dec.  27th,  1913.  Educ:  B.Eng.,  McGill  Univ.,  1935.  1935-39,  res.  engr.,  Avon 
Gold  Mines,  Ltd.,  Oldham,  N.S.;  1939,  field  engr.  Belmont  Constrn.  Co.  Ltd., 
Montreal;  1940  dftsmn.,  Canadian  Car  Munitions  Ltd.,  St.  Paul  L'Ermite,  Que.; 
1940,  field  engr.,  Atlas  Constrn.  Co.  Ltd.,  Montreal;  1941,  dftsman.,  Federal  Air- 
craft Ltd.  (St.  1934). 

References:  A.  Olsen,  R.  A.  Young,  H.  R.  Montgomery. 


BUY 

VICTORY 

BONDS! 


THE  ENGINEERING  JOURNAL    June,  1941 


323 


Industrial  News 


MOTORS 

The  various  types  of  motors  manufactured 
by  Canadian  Westinghouse  Co.  Limited,  are 
illustrated  and  described  in  their  new  16-page 
bulletin,  H-7048.  Construction  features,  typi- 
cal specifications,  and  details  covering  stator 
winding  and  insulation  are  given. 

SPECIAL  IRON  CASTINGS  FOR 
HEAVY  MACHINERY 

An  8-page  reprint  from  "Metals  and  Alloys" 
which  is  being  distributed  by  E.  Long 
Limited,  Orillia,  Ont.,  gives  a  pictorial 
account  of  the  production  of  special  iron 
castings  for  heavy  machinery,  using  "Mee- 
hanite,"  a  special  cast  iron  made  by  a  pro- 
prietary process. 

SOUND  ABSORBING  MATERIAL 

An  attractive  and  interesting  12-page  bro- 
chure has  been  published  by  Alexander  Mur- 
ray &  Co.  Ltd.,  Montreal,  Que.,  entitled 
"Quiet  Please,"  this  publication  features  the 
company's  acoustical  material  "Donnacousti," 
and  contains  information  on  sound,  its  charac- 
teristics, reactions,  and  methods  for  its  absorp- 
tion. It  contains  installation  photographs  and 
drawings  and  specifications.  The  product  is 
made  in  Canada. 

TRUCK  MOUNTING  ROTARY  PUMPS 

Bulletin  1505,  published  by  Viking  Pump 
Co.  of  Canada,  Ltd.,  Windsor,  Ont.,  gives 
dimensional  specifications,  illustrates  and 
describes  Viking  Truck  mounting  rotary 
pumps  for  fire  trucks  and  street  washers. 

WATER  TEMPERATURE  CONTROLS 

Powers  automatic  thermostatic  temper- 
ature controllers  for  use  in  showers 
and  various  industrial  applications  are 
described  and  illustrated  in  a  4-page  folder, 
No.  3017,  recently  issued  by  Canadian  Powers 
Regulator  Co.  Ltd.,  Toronto,  Ont.  This  folder 
contains  table  of  list  prices,  capacities,  and 
shipping  weights. 

FENCE  PRODUCTS 

Catalogue,  No.  25,  is  the  designation  of  a 
new  44-page  "General  Fence  Catalogue," 
covering  the  wide  range  of  fence  products  and 
fence  erection  tools  made  by  The  Steel  Co. 
of  Canada,  Ltd.,  Montreal,  Que.,  and  Hamil- 
ton, Ont.  It  is  well  illustrated  and  contains 
much  useful  information  with  specifications 
and  many  designs  for  fences  for  every  purpose. 

GRIT  COLLECTOR  AND  WASHER 

A  4-page  folder,  No.  1942,  published  by 
Link-Belt  Limited,  Toronto,  Ont.,  describes 
and  illustrates  the  "Link-Belt  Straight-line 
Grit  Collector  and  Washer"  for  collecting, 
washing  and  removing  settled  grit  from  sew- 
age. This  grit  chamber  equipment  consists  of 
a  conveyor  with  pitched  flights  to  turn  the 
material  over  and  over,  and  an  inclined  wash- 
ing and  dewatering  screw  into  which  the 
collector-conveyor  discharges. 

ASPHALT 

Six  new  publications  of  The  Asphalt 
Institute,  New  York,  N.Y.,  have  been  made 
available  to  officials,  engineers,  technologists, 
and  the  industry.  The  titles  are  as  follows: — 

R.S.  No.  6,  "The  Significance  of  Various 
Methods  of  Test  Used  on  Asphaltic  Paving 
Materials";  R.S.  No.  7,  "A  Direct  Method 
of  Determining  Thickness  of  Asphalt  Pave- 
ment with  Reference  to  Subgrade  Support"; 
C.S.  No.  54,  "The  Washington  National  Air- 
port and  Choice  of  Surfacing  Types  for  Air- 
ports"; C.S.  No.  55,  "Specification  for 
Asphalt  Enamel  Protective  Coatings  for  Steel 
Water  Pipe";  C.S.  No.  56,  "Asphalt  for 
Heavy-Duty  Highways";  Pocket  Reference 
Manual  for  Highway  Engineers.  A  new 
edition,  256  pages. 


Industrial     development  —  new   products  —  changes 
in     personnel    —   special    events   —   trade    literature 


THE  GOLDFIELDS 

OF 

NOVA  SCOTIA 

Many  gold  occurrences  are  found 
along  the  coast  region  from  Yarmouth 
to  Canso. 

With  few  exceptions  the  gold  ores  are 
free  milling. 

Adequate  timber  is  found  in  each 
area,  abundant  power  is  available  and 
local  labor  is  efficient. 

Scientific  methods  and  sane  man- 
agement can  win  wealth  from 
Nova       Scotia's      Cold      Deposits. 

DEPARTMENT  OF  MINES 

HALIFAX,  NOVA  SCOTIA 


HON.  L.  D.  CURRIE 
Minister 


A.  E.  CAMERON 

Deputy 


PORTARLE  ELECTRIC  TOOLS 

Black  &  Decker  Mfg.  Co.  Ltd.,  Toronto, 
Ont.,  have  issued  a  62-page  catalogue  which 
describes  and  illustrates  the  Company's  many 
portable  electric  tools,  attachments  and  acces- 
sories. Among  these  are  included:  drills,  hole 
saws,  tool  chests,  drill  stands,  screw  drivers, 
nut  runners,  tappers,  saws,  hammers,  lectro- 
shears,  die  grinders,  bench  grinders,  portable 
grinders,  clean  and  shine  shop,  valve  seat 
grinders,  vacuum  cleaners,  valve  refacers, 
valve  lapper,  valve  shop,  heat  gun,  glue  pot, 
surfacer,  sanders,  buffers. 

RESURFACING   FLOORS 

Entitled  "Busy  Factories  Need  Quick 
Repairs,"  a  4-page  folder  issued  by  Flex- 
rock  Company,  Toronto,  Ont.,  features 
the  repairing  and  resurfacing  of  industrial 
and  other  floors  with  "Ruggedwear  Resur- 
facer"  and  the  Company's  new  special  type 
"Grid  Tamp"  and  "Power  Float"  developed 
for  the  rapid  resurfacing  of  large  floor  areas. 

SAFETY  SAW 

Stanley  Works  of  Canada  Ltd.,  Hamilton, 
Ont.,  in  a  new  folder,  No.  865,  announces  the 
complete  line  of  "Stanley  Electric  Safety 
Saws"  for  builders,  maintenance  men  and 
shippers.  Saws  with  cutting  capacities  from 
V/s  ins.  to  6  ins.  are  illustrated,  described  and 
priced.  Stone  saws  are  also  shown. 

CAST-IRON  PIPE  JOINT 

Dresser  Manufacturing  Co.  Ltd.,  Toronto, 
Ont.,  have  published  an  8-page  catalogue, 
No.  413,  which  thoroughly  illustrates  and 
describes  the  new  "Dresser  Bellmaster  Joint, 
Style  85,"  for  cast-iron  pipe.  Includes  specifi- 
cations, tables  of  sizes  and  deflection.  Features 
of  the  joint  are — completely  enclosed,  corro- 
sion-proof, factory  assembled,  armored  gasket 
and  installation  time  of  2  to  5  minutes. 

CUPOLA  AIR  WEIGHT  CONTROL 

Bulletin  B-268,  issued  by  The  Foxboro  Co. 
Ltd.,  Montreal,  Que.,  illustrates  and  describes 
the  "Foxboro  Air  Weight  Control"  for  foun- 
dries, by  which  a  measured  and  uniform 
weight  of  air  is  delivered  to  the  cupola  regard- 
less of  temperature,  barometer  or  characteris- 
tics of  the  operating  equipment.  This  com- 
pany is  represented  in  Canada  by  Peacock 
Bros.  Ltd. 


DIAMOND  TOOLS 

Humorously  illustrated,  a  23-page  booklet 
published  by  Canadian  Koebel  Diamond 
Tools,  Ltd.,  of  Windsor,  Ont.,  describes 
thoroughly  the  care  and  maintenance  of 
diamond  tools. 

ENGINEERING  PROGRESS,  1940 

The  important  part  played  by  the  electrical 
industry  in  the  progress  of  engineering  is 
described  and  illustrated  under  the  headings, 
"Generation  and  Handling  of  Power,"  "Use 
of  Power,"  "Illumination,"  "X-ray,"  "Do- 
mestic," "Research,"  in  an  interesting  40- 
page  booklet  being  distributed  by  Canadian 
Westinghouse  Co.  Ltd.,  of  Hamilton,  Ont. 

CORRECT  CASTING  DESIGN 

An  interesting  reprint  from  "Product 
Engineering"  has  been  distributed  by  E.  Long 
Limited,  of  Orillia,  Ont.,  dealing  with  the 
application  of  correct  basic  principles  to  the 
design  of  castings.  This  article  gives  details 
that  promote  production  and  quality. 

ELECTRICAL  EQUIPMENT 

Canadian  General  Electric  Co.  Ltd.,  Toron- 
to, Ont.,  have  published  an  attractive  36-page 
brochure  entitled  "Pioneers  of  Progress" 
which  outlines  the  development  of  the  com- 
pany from  its  earliest  days  to  the  present 
time  and  features  its  contributions  to  the 
electrical  and  mechanical  industries  of  Cana- 
da. Each  of  its  five  factories  are  described  and 
the  products  of  these  illustrated.  Also  many 
photographs  are  included  showing  "Electri- 
city at  Work  in  Industry." 

ELECTRODES 

A  32-page  booklet  issued  by  Canadian 
Liquid  Air  Co.  Ltd.,  Montreal,  Que.,  entitled 
"Alflex  Electrodes  for  Every  Arc-Welding 
Purpose,"  describes  and  illustrates  these  elec- 
trodes and  contains  factual  data  under  the 
following  headings: — Qualification  of  L.A. 
electrodes;  weldability  of  metals  and  alloys; 
choice  of  mild  steel  electrodes;  and  lists  of 
electrodes  for  mild  steel,  cast  iron,  special 
alloys  and  hard  facing.  Other  useful  informa- 
tion and  engineering  data  are  included. 

ENGINEERING  AND  INDUSTRIAL 
SUPPLIES 

A  general  catalogue  of  150  pages,  issued  by 
Railway  &  Power  Engineering  Corp.  Ltd.,  To- 
ronto, Ont.,  is  profusely  lliustrated  and  includes 
a  wide  range  of  equipment  and  supplies  used 
in  the  Mining,  Transit,  Foundry,  Electrical 
and  Industrial  fields.  A  few  of  the  many  items 
included  are:  Stainless  and  specialty  steels, 
temperature  and  water  controls,  trucks, 
hoists,  well  boring  equipment,  pumps,  rail- 
road trucks,  couplers,  seating,  lighting,  door 
control  engines,  refractories,  metallurgical 
alloys,  electrical  control  panels  and  generator 
and  motor  supplies. 

FEED  WATER  REGULATORS 

Northern  Equipment  Co.,  Erie,  Pa.,  rcpn- 
sented  in  Canada  by  Peacock  Bros.  Ltd.,  have 
published  an  8-page  bulletin,  No.  431,  en- 
titled "Operating  Experience  at  Ruppert 
Brewery  with  Copes  Flowmatic  Regulator." 
Describes  the  brewery's  modernized  boiler 
plant  and  features  the  close  boiler  water  level 
control  being  obtained. 

GASKET  MATERIAL  AND 
SPECIALTIES 

"Durabla"  compressed,  long-fibre  homo- 
geneous sheet  (lacking  for  permanent  gaskets; 
"Durabla"  high  pressure  gauge  glass;  and 
"Durabla"  pump  valve  service  are  described 
in  a  folder  issued  by  Canadian  Durabla  Ltd., 
Toronto,  Ont. 


324 


June,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  JULY  1941 


NUMBER  7 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DeL.  FRENCH,  m.e.i.c,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.b.i.c. 


Price  50  cent*  a  copy,  $3.00  a  year,  in  Canada, 
British  Possessions,  United  States  and  Mexico. 
$4.50  a  year  in  Foreign  Countries.  To  members 
and  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed    in     the    following    pages. 


BRIMSDOWN  PLANT  OF  NORTH  METROPOLITAN   POWER   SUPPLY 

CO.,  LONDON,  ENGLAND Cover 

TRANSMISSION  LINE  FAULT  LOCATING^SYSTEM 

E.  W.  Knapp,  M.E.I.C 328 

Discussion        ............  332 

DISCUSSION  OF  MOMENT  DISTRIBUTION  AND  THE  ANALYSIS  OF  A 
CONTINUOUS  TRUSS  OF  VARYING  DEPTH 

E.  R.  Jacobsen,  M.E.I.C 337 

CONSTRUCTION  NORTH  OF  54° 

Robert  F.  Legget,  M.E.I.C. 346 

UNDERPINNING  THE  HEADQUARTERS  BUILDING      .  .  .  .349 

ABSTRACTS  OF  CURRENT  LITERATURE 352 

FROM  MONTH  TO  MONTH 358 

PERSONALS 367 

Visitors  to  Headquarters     ......... 

Obituaries    ............ 

NEWS  OF  THE  BRANCHES 370 

NEWS  OF  OTHER  SOCIETIES 373 

LIBRARY  NOTES 374 

PRELIMINARY  NOTICE 376 

EMPLOYMENT  SERVICE 377 

INDUSTRIAL  NEWS 378 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•McNEELY  DuBOSE,  Arvida,  Que. 


•J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

•G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY.  Sydney,  N.S. 

•J.  M.  CAMPBELL,  Lethbridee,  Alta. 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 

tD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

tl.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.  FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

•J.  CLARK  KEITH,  Windsor,  Ont. 
IdeGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  Sackville,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville,  Ont. 

•J.  L.  LANG,  Sault  Ste.  Marie,  Ont. 

•A.  LARIVIERE,  Quebec,  Que. 

tH.  N.  MACPHERSON,  Vancouver,  B.C. 

•W.  R.  MANOCK,  Fort  Erie  North,  Ont. 

•H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W,  S.  WILSON,  Sydney,  N.S. 

ÎT.  H.  HOGG,  Toronto,  Ont. 


•J.  H.  PARKIN,  Ottawa,  Ont. 

•B.  R.  PERRY,  Montreal,  Que. 

JG.  McL.  PITTS,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.  E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

tH.  J.  VENNES,  Montreal,  Que. 

•For  1941  tFor  1941-42  tFor  1941-42-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,   Treasurer 


STANDING  COMMITTEES 


LEGISLATION 

E.  M.  KREBSER,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY,  Chairman 


PUBLICATION 


PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DrjBOSE 
J.  C.  KEITH 
W.  S.  WILSON 


C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH.  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 
I.  M.  FRASER 
W.  E.  LOVELL 
A.  P.  LINTON 

H.  r.  Mackenzie 

E.  K.  PHILLIPS 
PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY.  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 
LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 
MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 


SPECIAL  COMMITTEES 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A    (Western  Provinces) 
H.   N.   Ruttan  Prize 

A.  L.  CARRUTHERS,  Chairman 

J.  M.  CAMPBELL 

H.  N.  MACPHERSON 
Zone  B   (Province  of  Ontario) 
John  Galbraith   Prize 

K.  M.  CAMERON.  Chairman 

W.  H.IMUNRO 

J.  H.  PARKIN 
Zone  C   (Province  of  Quebec) 
Phelpa  Johnson  Prize  (English) 

McN.  DuBOSE,  Chairman 

C.  K.  McLEOD 

H.  J.  VENNES 
Ernest  Marceau  Prize   (French) 

deG.  BEAUBIEN,  Chairman 

J.  H.  FREGEAU 

A.  LARIVIERE 
Zone   D  (Maritime  Provinces) 
Martin   Murphy   Prize 

W.  S.  WILSON.  Chairman 

I.  W.  BUCKLEY 

S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 

J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 

R.  W.  ANGUS 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 

RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 


DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VEENS,  Vice-Chairman 
G  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A.  GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT.  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


. 


326 


July,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),  J.  F.  BRIDGE 

E.  M.  KREBSER 

J.  CLARK  KEITH 
Sec-Treat.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont 


CALGARY 

Chairman, 
Vice-Chair. , 
Executive, 

(Ex-Officio) 

Sec-Treat., 


J.  B.  deHART 
H.  J.  McEWEN 

F.  J.  HEUPERMAN 
T.  D.  STANLEY 
J.  M.  YOUNG 

G.  P.  F.  BOESE 
J.  HADDIN 

j.  McMillan 

P.  F.  PEELE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio), I.  W.  BUCKLEY 

W.  S.  WILSON 
Stc.-Treat.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

EDMONTON 

Chairman,  R.  M.  HARDY 
Vice-Chair.,  D.  A.  HANSEN 
Executive,     J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 
J.  GARRETT 

E.  NELSON 

F.  R.  BURFIELD, 
Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 

S.  L.  FULTZ 

J.  A.  MacKAY 

A.  E.  CAMERON 

A.  E.  FLYNN 

D.  G.  DUNBAR 

J.  F.  F.  MACKENZIE 

P.  A.  LOVETT 

G.  F.  BENNETT 

C.  SCRYMGEOUR 
S.  W.  GRAY 
S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 

W.  A.  T.  GILMOUR 
S.  SHUPE 

C.  H.  HUTTON  T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 
ALEX.  LOVE  W.  L.  McFAUL 
A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 

T.  A.  McGINNIS 

P.  ROY 

V.  R.  DAVIES 

K.  H.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.  MUNRO 

G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 


(Ex-Officio) 
Sec-Treat., 


HALIFAX 

Chairman, 

Executive, 


(Ex-Officio) 
Sec. -Treat., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ex-Officio), 
Sec-Treat-, 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 

LAKEHEAD 

Chairman,    B.  A.  CULPEPER 
Vù*-CAatr.,MISS  E.  M.  G.  MacGILL 
Executive,     E.  J.  DAVIES 

J.  I.  CARMICHAEL 

S.  E.  FLOOKE 

S.  T.  McCAVOUR 

R.  B.  CHANDLER 

W.  H.  SMALL 

W.  R.  BENNY 

C.  D.  MACKINTOSH 
(Ex-Officio), H.  G.  O'LEARY 
Sec.-Treas.,  W.  C.  BYERS, 

C/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 
LETHBRIDGE 
Chairman,    WM.  MELDRUM 
Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 

N.  H.  BRADLEY 

C.  S.  CLENDENING 
(Bx-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec-Treat.,  E.  A.  LAWRENCE, 

916-8th  St.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,  R. 
Vice-Chair.,  F. 
Executive,      V. 

F. 

F. 

T. 

R. 
(Ex-Officio),  H. 

J. 
Sec.  Treat.,  H. 


MONCTON 

Chairman,  F. 
Vice-Chair.,  H 
Executive,      B. 

G. 

T. 

R. 
(Ex-Officio),  H 
Sec.-Treas.,  V. 


W.  GARRETT 

T.  JULIAN 

A.  McKILLOP 

C.  BALL 

BELL 

L.  McMANAMNA 

S.  CHARLES 

F.  BENNETT 
A.  VANCE 

G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 


O.  CONDON 
J.  CRUDGE 
E.  BAYNE 
L.  DICKSON 
H.  DICKSON 
H.  EMMERSON 
W.  McKIEL 
C.  BLACKETT, 
Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 

G.  E.  SMITH 


MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair.,  J.  A.  LALONDE 
Executive,      E.  V.  GAGE 

P.  E.  POITRAS 

I.  S.  PATTERSON 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 
(Ex-Officio),].  B.  CHALLIES 

deG.  BEAUBIEN 

J.  G.  HALL 

H.  MASSUE 

C.  K.  McLEOD 

B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treat.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que. 

NIAGARA  PENINSULA 

Chairman,     C.  H.  McL.  BURNS 
Executive,      W.  D.  BRACKEN 

C.  G.  CLINE 
J.  L.  McDOUGALL 
L.  J.  RUSSELL 
J.  H.  TUCK 
G.  F.  VOLLMER 

(Ex-Officio),  W.  R.  MANOCK 

A.  W.  F.  McQUEEN 
Acting-Sec.,  GEO.   E.  GRIFFITHS 

P.  O.  Box  385,  Thorold,  Ont. 
OTTAWA 

Chairman,     T.  A.  McELHANNEY 
Executive       J.  H.  IRVINE 

W.  G.  C.  GLIDDON 
A.  A.  SWINNERTON 
W.  H.  NORRISH 
R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 
J.  H.  PARKIN 
W.  H.  MUNRO 
Sec.-Treas.,   R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 

PETERBOROUGH 

Chairman,    J.  CAMERON 
Executive,     J.  CAMERON 

A.  J.  GIRDWOOD 
J.  W.  PIERCE 
(Ex-Officio)  ,R.  L.  DOBBIN 
H.  R.  SILLS 
A.  L.  MALBY 
Sec.-Treas.,      D.  J.  EMERY, 

595  Douglas  Ave., 

Peterborough,  Ont. 

QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec-Treat.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 

SAGUENAY 

Chairman,  J.  W.  WARD 
Vice-Chair.,  G.  H.  KIRBY 
Executive,     W.  J.  THOMSON 

A.  I.  CUNNINGHAM 

C.  MILLER 

W.  P.  C.  LeBOUTILLIER 
(Ex-Officio),  ADAM  CUNNINGHAM 

McN.  DuBOSE 

M.  G.  SAUNDERS 
Sec.-Treas.,  T.  A.  TAYLOR 

Box  306,  Arvida,    Que. 


D.  J.  EMERY 

I.  F.  McRAE 

F.  R.  POPE 


J.  M.  MITCHELL 
G.  RINFRET 
H.  J.  WARD 
H.  K.  WYMAN 


SAINT  JOHN 

Chairman,     F.  A.  PATRIQUEN 
Vice-Chair.,  D.  R.  SMITH 
Executive,      A.  O.  WOLFF 

H.  P.  LINGLEY 

W.  B.  AKERLEY 
(Ex-Officio),  J.  P.  MOONEY 

H.  F.  MORRISEY 
Sec.-Treas.,  V.  S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B. 

ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 
Executive,      A.  C.  ABBOTT 
R.  DORION 
V.  JEPSEN 
J.  JOYAL 
H.  O.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 
Sec-Treat.,  C.  G.  deTONNANCOUR 

Plant  Research  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 

SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 

b.  russell 

G.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 

P.  C.  PERRY 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 

SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 
Vice-Chair.,  L.  R.  BROWN 
Executive,      R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 
(Ex-Officio),  J.  L.  LANG 

A.  E.  PICKERING 
Sec-Treat.,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 

TORONTO 

Chairman,     H.  E.  BRANDON 
Vice-Chair.,  W.  S.  WILSON 
Executive,      F.  J.  BLAIR 

W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C.  E.  SISSON 
Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont. 

VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 
Executive,     T.  E.  PRICE 

J.  R.  GRANT 

W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


VICTORIA 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 

Sec.-Treas., 


G.  M.  IRWIN 

A.  S.  G.  MUSGRAVE 

J.  H.  BLAKE 

E.  DAVIS 

A.  L.  FORD 

P.  T.  O'GRADY 

E.  W.  IZARD 

A.  L.  CARRUTHERS 

K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 


WINNIPEG 

Chairman, 
Vice-Chair 
Executive, 


V.  MICHIE 

D.  M.  STEPHENS 

C.  V  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 

J.  W.  SANGER 
Sec-Treat.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL      July,  1941 


327 


A  TRANSMISSION  LINE  FAULT  LOCATING  SYSTEM 

E.  W.  KNAPP,  m.e.i.c. 
Assistant  Electrical  Engineer,  The  Shawinigan  Water  &  Power  Company,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  February  27th,  1941. 


One  of  the  most  vulnerable  parts  of  a  hydro-electric 
power  system  is  the  high  voltage  transmission  line.  Nature 
has  endowed  certain  sections  of  our  country  with  an 
abundance  of  water  power.  Very  frequently,  however,  the 
source  of  power  is  located  some  distance  from  the  load 
centre,  which  necessitates  the  use  of  transmission  lines, 
often  of  considerable  length.  Nature  is  not  so  kind  here, 
and  the  transmission  engineer  must  cope  with  many 
difficulties  caused  by  the  elements  such  as  lightning,  wind, 
snow  and  sleet,  etc.  Many  improvements  have  been  made 
in  the  design  and  construction  of  transmission  lines  but,  so 
far,  a  fault-proof  line  has  not  been  built. 

This  paper  relates  to  a  system  of  locating  faults  in  elec- 
trical transmission  lines  and  the  primary  object  of  the 
scheme  is  to  provide  a  system  of  a  permanently  supervisory 
character,  which  will  operate  automatically  to  record  the 
effects  of  both  transient  and  permanent  faults  in  electrical 
transmission  lines,  whereby  the  approximate  location  of 
such  faults  may  be  determined  in  order  to  expedite  inspec- 
tion of  the  line  at  the  fault  point  and  effect  repairs  if  neces- 
sary. 


Co/». 

9000  T^.  "JO«/3 
)-< 

Co  KAttr  Coil. 


(c) 

Cetmeivt  Fomcê   — .. 


!  •  ■    i  <  mmui^J 
kfCOr.) 


J».»>-   %.       KltiatTMT 


Typical  Mystcrcm  Loop 


MtOHirizlo  Com* 
I.  fl*.  rthmtdi 

Surgc  Cxar  ffmuiTtn. 


Fig.  1 — Magnetic  link,  spool  and  ammeter. 

The  location,  inspection  and,  if  necessary,  the  repair  of 
faults  in  electrical  transmission  lines  have  always  been  a 
serious  problem  for  power  companies  and  are  becoming 
increasingly  difficult  by  reason  of  the  increasing  lengths  of 
the  lines  as  power  developments  are  located  at  progressively 
greater  distances  from  centres  of  habitation.  The  transmis- 
sion lines  are  frequently  of  great  length,  sometimes  several 
hundred  miles,  and  extend  for  a  large  part  of  their  lengths 
through  rough  and  unsettled  country  where  patrolling  is 
difficult  and  where  the  absence  of  exact  knowledge  greatly 
delays  the  finding  and  repairing  of  a  fault.  The  faults  herein 
dealt  with  are  of  two  classes,  namely:  transient  faults, 
where  only  minor  damage  is  suffered  and  the  line  can  be 
immediately  returned  to  service  without  repairs  being  first 
necessary;  and  permanent  faults,  where  the  damage  is  such 
that  the  line  cannot  be  returned  to  service  until  repairs 
have  been  made.  In  the  first  class  may  be  included  the 
effects  of  lightning,  flashover  due  to  atmospheric  conditions, 
momentary  short  circuits  due  to  wind  driven  matter  or 
swinging  conductors  and  the  like.  In  the  second  class  may 
be  included  broken  conductors,  fallen  towers,  broken  poles 


or  insulators  and  the  like.  The  effects  of  transient  faults,  if 
not  repaired,  invite  permanent  faults  and  it  is  therefore 
almost  as  important  to  locate,  inspect  and,  if  necessary, 
repair  transient  faults  as  it  is  to  locate  and  repair  permanent 
faults.  According  to  existing  methods,  the  location  of  tran- 
sient faults  from  a  supply  station  is  difficult  or  impossible, 
as  the  faults  may  be  evident  for  only  a  very  few  seconds  or 


R 


—  j  uuuuu 

,?l m — k 

IULT  ^^r  iN 


AC 


FAULT 

DeTzcToa 


r 

AC. 

L 


(a)    CURRENT  CIRCUIT 


>> > TJUUIT (§>) IE- 


(b)    POTENTIOL    CIRCUIT 

Fig.  2 — Current  and  potential  recording  elements. 

even  only  a  fraction  of  a  second  and  the  information  avail- 
able as  to  location  usually  determines  it  merely  as  somewhere 
within  the  length  of  line.  Inspection  is  thus  a  time-consum- 
ing and  highly  unsatisfactory  procedure  and  quite  fre- 
quently the  fault  is  never  located.  Permanent  faults  are,  of 
course,  easily  observed  but  the  delay  before  repairs  can  be 
made  depends  to  a  considerable  extent  upon  the  accuracy 
with  which  the  location  of  the  fault  has  been  determined 
and  upon  promptness  in  informing  repair  men. 

The  present  scheme  consists  of  a  supervisory  system 
adapted  to  measure  and  record,  at  one  or  more  points  in 
the  length  of  the  line,  variations  in  current  and  potential 
in  the  line,  thereby  providing  data  from  which  the  location 
of  a  fault  may  be  calculated  with  close  approach  to  accuracy. 
Maintaining  always  the  essentials  of  recording  variation  of 


u 


FaULT  DETZCTOQS 


I J 


Push- Button 


-^  D.C. 


CONTROL  CIRCUIT 


Fig.  3 — Control  circuits. 

current  and  potential,  the  scheme  includes  systems  varying 
considerably  in  detail  arrangement  according  to  the  line  to 
be  supervised  and  the  conditions  to  be  dealt  with. 

The  desirability  of  having  some  effective  means  of 
locating  transmission  line  faults  has  long  been  recognized, 
and  many  attempts  have  been  made  to  develop  such  equip- 
ment. At  the  present  time  there  are  several  methods  of 


328 


July,  1941     THE  ENGINEERING  JOURNAL 


fault  locator  Instrument 


x^rs=i 


-'uutnr- 


-nnnnr- 


u 


-winr- 


-c=r^> 


ÎL1 


— inru-*— ©- 


■-TJUIj-^— ®" 


ig 


RB. 

O  _Q    I       Q  jp— — 


L-aruv-a— ©— ■* * '  3$ 


TR. 
(+■) 
<— ) 


4b 


J 


Fig.  4 — Five  current  and  six  potential  recording  elements 
and  circuits. 

locating  transmission  line  faults  but  none  of  these  schemes 
have  come  into  general  use,  which  would  seem  to  indicate 
that  no  scheme  so  far  available  combines  all  of  the  essential 
requirements.  The  scheme  which  has  been  evolved  by  the 
Shawinigan  Water  &  Power  Company  has  been  developed 
primarily  as  a  low  cost  arrangement,  using  standard  equip- 
ment and  designed  to  meet  most  of  the  essential  require- 
ments. It  is  not  a  precision  instrument,  and  has  certain 
limitations,  but  regardless  of  these  facts,  it  is  believed  that 
it  can  be  made  to  serve  a  useful  purpose. 

Theory  and  Operation 
In  general,  the  scheme  consists  of  a  a  number  of  current 
and  potential  units.  Each  unit  is  composed  of  a  number  of 
turns  of  wire  forming  a  coil  wound  on  a  suitable  spool  in 
such  a  manner  that  an  electric  current  flowing  through  this 
coil  produces  a  magnetic  field.  The  centre  of  the  spool  in 
the  present  design  is  hollow  and  is  arranged  to  hold  a  small, 
normally  demagnetized,  magnetic  link.  Associated  with 
each  coil  is  a  rectifying  unit  to  convert  alternating  current 
into  direct  current  and  the  field  thus  produced  in  the  coil 
is  unidirectional,  permitting  the  magnetic  link  to  become 
magnetized.  The  degree  of  magnetism  imparted  to  this  link 
is  a  measure  of  the  current  which  flows  through  the  coil, 
and,  therefore,  a  measure  of  the  alternating  current   or 


Potential  Calibration 

(FAULT   LOCATOR) 


Instrument   Deflection 


Current  Calibration 

■    (FAULT  LOCATOR.) 


100% 

l/i 

7\ 

/  1 

u 

K 

y    i 

«* 

S             1 

V 

». 

n 

c 

i 

0 

<< 

<n 

i 

[looi 

Instrument  Deflection 


Fig.  5 — Fault  locator  calibration  curves. 

potential  impressed  on  the  circuit,  and  having  magnetized 
the  link,  a  surge  crest  ammeter  can  then  be  utilized  to 
determine  the  degree  of  magnetism.  This  can  then  be  con- 
verted into  current  or  potential  by  the  use  of  a  suitable 
calibration  curve  or  table.  The  current  and  potential  units 


are  similar  except  that  in  the  potential  unit  the  magnetic 
circuit  is  provided  with  a  series  resistor,  whereas  the  current 
unit  is  provided  with  a  shunt  resistor.  In  either  case,  the 
magnetic  circuits  are  normally  de-energized  until  the  occur- 
rence of  a  fault,  when  the  magnetic  circuits  are  automatic- 
ally energized  for  a  few  cycles  only.  This  is  accomplished 
by  means  of  a  suitable  relay  arrangement  to  meet  individual 
requirements  and  the  recording  units  are  blocked  from 
further  operation  until  de-magnetized  links  can  be  made 
available  for  additional  records.  In  practice,  two  or  more 
sets  of  links  are  provided,  so  that  successive  records  may 
be  obtained  at  short  intervals  by  replacing  the  links  as 
required.  The  complete  instrument  would  have  ten  or  more 
potential  and  current  units  to  record  all  conbinations  of 
potentials  and  currents  required  for  fault  location  on  the 


SECONDARY  CIRCUITS 

Jtr. 


PRIMARY  CIRCUIT 


FAULTED  UNE 


SEC.CiRCTS 


c  e>  a 


oca-  CTs 


ft 


lit* 
w 


ADJACENT  LINE 


I£ 


% 


Primary  and  Secondary  Circuits 


Fig.  6 — Connection  of  fault  locator  to  primary  system 
through  instrument  transformers. 


54  Miles 

Faulted^Line 
^® 


inoii 


100% 


IMPEDANCE-DISTANCE 


CUBVES 

Determined  by  Calculation 
or  Primary  Tests 


Distance  -  Mi  les  or  Towers 


59* 


Fig.  7 — Transmission  line  impedance-distance  curves. 

primary  circuit  under  consideration.  All  associated  equip- 
ment may  then  be  mounted  on  a  suitable  panel,  or  in  a 
suitable  cabinet,  depending  upon  local  requirements.  The 
magnetic  link  and  surge  crest  ammeter  shown  in  Figure  1 
may  be  purchased  as  standard  equipment.  It  should  be 
noted,  however,  that  these  devices  were  originally  designed 
for  recording  lightning  surge  currents  in  transmission  line 
towers  or  lightning  arrestors,  and  the  application  to  trans- 
mission line  fault  location  is  a  new  development  of  the  art, 
not  previously  undertaken.  The  surge  crest  ammeter  is 
in  principle  a  d-c  milliammeter  with  a  fixed  direct  current, 
using  the  magnetic  link  in  place  of  the  permanent  magnet. 
In  this  manner  the  degree  of  magnetism  is  measured 
instead  of  the  value  of  direct  current. 

The  current  and  potential  recording  circuit,  shown  in  Fig. 
2,  reveals  the  essential  differences  in  these  two  recorders. 


THE  ENGINEERING  JOURNAL     July,  1941 


329 


•  54  M I  US 


P.T. 


**# 


Three-phase  Line 


7A\ 


Three-phase  Fault  (lll,j) 

EAB   -84  Ta    =  5-8 


»  79 
-8» 


■""c        /v«r=8Zv 


4,    =  5-8 
Ic     =_71a_ 


Pehcent 
E-  82X.  600  =  45200*   ERKOR 
/-  C5x/07,  =  695'4 
Zptl-Ou)    =18-5  Miles 
Actual   *46-5    »  tj.% 


Sinole-Phase  Fault  (ll} 

EA.C  '  76-5  Ia     =  10-25 

lb     -     O 

Ic     -  11-50 

"c       /tver  =  76-5v         Ave.  =  I0-87A 


E-765X  60O  -45800* 
I  -10-87x107  •  I I70A 
Zp-/9-6u  =  22-5MIL£S 
Actual    =220  ■• 


\% 


Two-Phase  Ground (ll^)   e-49-7Sx6oo-Z97oov 


•51  Ic    =  6  8 

•48-5  Ib    =  6-8 

Aver  =45- 75 v      Ave.-  6-8* 


I  •  6-8  x  107  -  730" 
Zp*4l-Oui  -44  MILES 

Actual  =43    "  ZX 


Analysis  of  Fault  and  Impedance  Determination 

Fig.  8 — Sample  calculation  using  simple  impedance  method. 

In  both  cases  a  potential  is  impressed  on  the  recording 
element,  forcing  through  the  coil  a  pulsating  direct  current 
due  to  the  action  of  the  rectifying  units.  The  arrangement 
of  the  relay  circuits  need  not  necessarily  be  as  shown,  but 
may  vary  depending  upon  local  requirements. 

In  practice,  the  recording  elements  are  energized  for  a 
few  cycles  only,  usually  from  three  to  six  half  cycles.  Figures 
3  and  4  indicate  the  relation  between  the  control  circuit  and 
recording  elements.  On  the  occurrence  of  a  fault  on  the 
system,  the  control  relays  1  and  2  are  energized  either  from 
fault  detector  relays  or  from  protection  relays.  This  permits 
voltage  to  be  impressed  on  the  recording  elements  and  at 
the  same  time  energizes  relay  3.  As  the  contacts  of  relay 
3  are  closed,  this  relay  is  locked  closed  through  the  push 
button  circuit,  causing  relay  4  to  open  the  circuit  to  relays 
1  and  2,  thus  removing  the  recorders  from  service  and  pre- 
venting them  from  being  re-energized  until  the  system  is 
reset  through  operation  of  the  push  button.  In  practice, 
this  would  only  be  done  after  all  the  links  have  been 
removed  and  replaced  with  de-magnetized  links. 

In  the  arrangement  under  discussion,  calibration  curves 
showing  the  relation  between  surge  crest  ammeter  reading 
and  primary  current  and  voltage  are  essential.  Figure  5 
ndicates  the  type  of  curve  obtained  from  the  available 


60  KV  BUS 


LINE  A 


ZLj ' Fault  Locator 


LINE  A  -  60KV.  -57MIL13 


accuracy.  A  recorder  inserted  in  an  adjacent  parallel  circuit 
may  at  times  prove  useful  in  case  of  ground  faults.  In  this 
case  the  amount  of  induced  current  would  be  an  indication 
of  the  length  of  parallel  to  point  of  fault  and,  therefore,  an 
indication  of  fault  location. 

The  impedance  of  a  transmission  line  is  dependent  upon 
a  number  of  factors.  Most  of  these  factors  are  constants  for 
any  given  type  of  fault  and  the  line  impedance  can,  there- 
fore, be  calculated  with  a  fair  degree  of  accuracy.  The 
curves  shown  in  Fig.  7  were  actually  obtained  by  primary 
test  on  a  radial,  60  kv.  steel  tower  line  operated  from  a 
delta  system  equipped  with  small  grounding  banks.  It  will 
be  noted  that  the  line  impedance  is  different  for  each  type 

LIN £5  2?Vf" 


LINE  D 


Z-GOKV.LtNES      7ê  MILas  LONO 


J 


LlNE'E 


Line 

NO. 

Type  of 
Fault 

Calculated 
distance 
in  miles 

ACTUAL 
DISTANCE 

IM  MILES 

EAROU 

Line 

NO. 

TYPE  OF 
FAULT 

calculated 
Distance 

IN  MILES 

Actual 
distance 

IM  MILES 

ERROR 

£ 

La, 

5  0 

0 

4  9 

0 

Lg 

27 

AZ 

IS 

£ 

Li 

30 

MOT  FOUNO 

- 

D 

La 

39  5 

4.1 

19 

£ 

LL 

it 

69 

3   9 

0 

Li 

33 

68 

38 

£ 

L* 

56 

MOT  FOUNO 

- 

0 

Li 

17 

NOT  F0UMO 

- 

E 

LL 

75 

76 

13 

D 

<-t 

13 

NOT  FOUNO 

- 

£ 

<-< 

IS 

74 

13 

DIE 

Li 

4.0 

ZS 

2  0 

£ 

Li 

J  f 

3  0 

Oi 

DtE 

ttg 

33 

AI 

10 

0 

<■« 

IS 

n 

z-e 

DEE 

LLL 

35 

MOT  FOUNO 

~ 

Fig.  10 — Experience  with  original  instrument  on  two  parallel 
60  kv.  lines. 


LINES  F.G'tH 


JC     JCv  L UNa'N-.tSM.      J       T  line'f'-tm    T 


/ww      /ww 


LlNE'ù'-   3ZMILES 


Line 

NO. 

TYPE  OF 
FAULT 

CALCULATED 
DISTANCE 
IN    MILES 

Actual 
Distance 

IN    MILES 

Per  Cent 

ERROR 

FtH 

Lg 

6  5 

NOT    FOUNO 

— 

a 

L* 

IA 

NOT    FOUNO 

_ 

a 

L9 

20 

NOT    FOUND 

- 

a 

Lg 

IS 

NOT    FOUNO 

— 

a 

L* 

3 

6 

9  4 

H 

La 

8 

8  5 

/•7 

H 

Li 

12 

NOT     FOUND 

— 

H 

Li 

a 

9 

31 

Fig.  11 — Experience  with  original  instrument  on  three  parallel 
60  kv.  lines. 


%  Et/tôt 


@©  O® 


©  © 


Actual  Location 


Fault  Locatok 
readings 


JlL. 


Distance   |; ijo z\o 

in  Miles 

Fig.  9 — Experience  with  original  instrument  on  a  radial 
60  kv.  line. 

instruments.  Figure  6  shows  the  method  of  connecting  the 
fault  locator  into  the  primary  circuits  through  instrument 
transformers.  In  some  cases  it  might  be  advisable  to  install 
instruments  at  each  end  of  the  transmission  line  for  greater 


of  fault  such  as  one,  two-  or  three-phases-to-ground,  phase- 
to-phase,  or  three-phase.  No  consideration  has  been  given 
to  power  arc  resistance  or  ground  resistance  in  this  instance. 
One  method  of  determining  the  type  of  fault  and  calculating 
the  impedance  to  the  point  of  fault  is  illustrated  in  Fig. 
8.  Having  calculated  the  impedance  and  type  of  fault,  the 
curves  of  Fig.  7  may  then  be  used  to  determine  fault 
location. 

Experience  with  Existing  Fault  Locators 

The  original  instrument  was  initially  installed  during 
1937  at  the  sending  end  of  the  60  kv.  radial  line  shown  in 
Fig.  7  but  was  transferred  to  the  terminal  station  bus  dur- 
ing 1939.  Figures  9,  10  and  1 1  indicate  the  general  experience 
gained  with  this  instrument  during  the  four  years  under  con- 
sideration. 

In  Fig.  9  is  shown  the  experience  on  the  line  previously 
referred  to.  The  horizontal  base  line  represents  the  estimated 


330 


July,  1941     THE  ENGINEERING  JOURNAL 


f* 

* 


-Db| 


Z./A/E5  fi  &  C 


Line  B 


2-  ItOKV  LINES    Hi  MILES  LONO 


te 
-&4 


VUMÔc* 
%CMVM 


LlNE'C 


®®®®       ®  ®  ®         ®  @@ 

4.4  0  Ai  M        5.3   6-S  J7  /■/    -5   .7 

V,\(y actual  Location 


-th|f- 


OlSTANCL      1°         '1°         t|°        j|o       d]p       i]p        Sip        TJfi        »|o        îjo        /|»        j|>0        /|l«      /»    )(w 

Fig.  12 — Experience  with  two  instruments  of  later  design  on 
two  parallel  165  kv.  lines. 


fault  location  and  the  upper  horizontal  line  represents  the 
actual  location  of  fault.  It  will  be  noted  that  there  were  13 
faults  during  the  four  year  period,  ten  of  which  were 
actually  located.  In  eight  cases,  the  fault  location  was 
moderately  accurate,  but  in  two  cases  the  estimated  dis- 
tance was  quite  inaccurate.  In  the  case  of  fault  No.  5,  the 
line  conductor  broke  and  fell  to  the  ground.  It  is  not  known 
if  the  measured  impedance  was  too  high  due  to  measuring 
the  arc  resistance  as  the  conductor  was  falling;  or  if  the 
conductor  fell  to  the  ground  before  the  record  was  taken, 
thus  measuring  the  earth  contact  resistance  in  addition  to 
the  impedance  of  the  conductor  to  the  point  of  fault.  In  the 
case  of  fault  No.  13,  two  conductors  were  blown  together 
near  the  far  end  of  the  line  during  blasting.  The  instantane- 
ous impedance  relays  could  not  operate,  thereby  leaving  the 
short-circuit  on  the  line  for  approximately  0.8  second. 
Before  the  fault  locator  was  energized  to  complete  the 
record,  the  arc  had  been  blown  out  to  a  considerable  length 
and  the  effect  of  arc  resistance  resulted  in  an  increase  of 
calculated  impedance.  One  solution  of  this  difficulty  is  to 
take  the  record  before  the  arc  has  time  to  become  ex- 
tended. 

The   records  obtained  in   Figs.  10  and  11  were  during 
the  period  when  the  single  instrument  was  connected  to  the 


TYPICAL  IMPEDANCE  CHART  FOR  A  PAIR  OF  DISSIMILAR  PARALLEL  LINES 
WITH  FAULT  LOCATORS  ON  ONE  EhO  OF  EACH  LINE 


m.     IVU- 

I* 

si  J5~ 


60  kv.  bus  to  record  faults  on  six  separate  lines.  Due  to  the 
limited  number  of  recording  elements,  it  was  arranged  to 
record  bus  voltages,  ground  fault  current  and  a  limited 
number  of  phase  currents.  This  tended  to  limit  the  records 
to  one-  and  two-phase-to-ground  faults  only.  Many  of  these 
single-conductor-to-ground  faults  were  not  located,  possibly 
due  to  the  limited  fault  current  and  fast  clearing  time  which 
prevented  serious  damage  to  line  material.  All  five  of  these 
lines  were  of  steel  construction  with  overhead  grounding 
wires,  so  that  ground  fault  resistances  should  have  been 
moderately  low. 

The  next  step  in  this  development  consisted  of  installing 
four  more  instruments  during  1939.  Two  of  these  were 
installed  on  one  end  of  two  parallel  180  kv.  lines,  136  miles 
long  and  of  a  solidly  grounded  star  system.  A  special  formula 
was  adapted  to  this  system  with  fair  success  as  indicated  in 
Fig.  12,  although  some  adjustment  may  be  required  in 
the  case  of  two-conductor-to-ground  faults. 

accuracy  of  Fault  Locator 


Curv*  based  on  Rasait»  ofS4  Fault*  recorded 
bu  Fault  Locator  and  Found  bu  Patrol 
TheltFaults  arc   70%  ofa  total  of  77 Recorded  Faults. 


Maximum  Error,  in  % 
Fig.  14 — Percentage  error  curve  of  located  faults. 


Fig.  15- 


-Instrument  of  improved  design  recently  placed 
in  service. 


TABULATION  OF  FAULTS 

NUMBER 
OF  FAULTS 

TYPE  OF 
FAULTS 

PER  CENT. 
LOCATED 

average  i> 

E.RROR 

Per.  Cent 
not  located 

Q> 

M 

63 

5-1 

IT 

a 

LLgt  LL 

SO 

/•2 

SO 

to 

LLL^tLLL 

4.0 

2-7 

CO 

22 

TOTAL 

5* 

33 

46 

Fig.  13 — Experience  with  two  instruments  of  later  design  on 
two  parallel  60  kv.  wood  pole  lines. 


Figure  13  indicates  the  experience  with  two  similar  in- 
struments located  at  Station  "A"  on  two  parallel  60  kv.  wood 
pole  lines.  These  lines  are  not  provided  with  either  overhead 
or  buried  ground  wires,  so  that  one-conductor-to-ground 
faults  would  probably  be  influenced  due  to  high  ground 
resistance.  There  are,  however,  a  number  of  distribution 
stations  connected  to  each  line,  and  the  records  include 
flashovers  at  these  stations.  In  most  cases  where  faults  were 
located,  this  was  done   with  a   fair  degree   of  accuracy. 


THE  ENGINEERING  JOURNAL     July,  19il 


331 


However,  many  faults  were  not  located,  owing  possibly  to 
a  number  of  conditions  including  limited  fault  current,  fast 
clearing  of  faults  and  flashovers  in  mid-span. 

The  photograph  shown  in  Fig.  15  illustrates  a  recent 
design  of  fault  locator  which  has  been  constructed 
for  general  use.  Four  of  these  have  been  installed  on 
four  110  kv.  parallel  lines,  approximately  85  miles  long, 
of  a  solidly  grounded  star  system.  The  limited  experience 
with  these  instruments  would  appear  to  indicate  that 
satisfactory  results  will  be  obtained.  Two  additional  instru- 
ments of  this  design  are  now  being  installed  on  a  single  220 
kv.  line,  approximately  100  miles  long,  of  a  solidly  grounded 
star  system.  This  will  complete  the  installation  of  eleven 


instruments  on  various  types  of  transmission  lines  with 
operating  voltages  ranging  from  60  to  220  kv.  and  a  total 
mileage  in  excess  of  1,100  miles. 

In  conclusion,  mention  should  be  made  of  the  co-operation 
and  assistance  rendered  by  the  personnel  of  the  Shawinigan 
Water  &  Power  Company  during  the  development,  installa- 
tion, testing  and  operation  of  these  fault  locators.  This 
applies  particularly  to  Mr.  R.  B.  Reed,  who  has  been 
closely  associated  with  this  work  during  the  past  three  years. 
The  Canadian  General  Electric  Company  have  also 
materially  contributed  to  the  success  of  the  general  scheme 
in  adapting  the  initial  investigations  to  the  design  and 
construction  of  the  latest  instrument. 


DISCUSSION 


W.  B.  Brown,  jr. e. i.e.1 

The  author  has  capably  discussed  one  device,  the  fault 
locator,  used  for  locating  the  approximate  point  and  type  of 
faults  on  transmission  lines.  This  device,  conceived  and 
built  under  his  direction,  has,  as  his  records  indicated,  given 
satisfactory  results  for  the  lines  analyzed. 

As  reference  has  been  made  to  the  part  taken  by  our 
Company  in  improving  the  design,  a  few  comments  may 
be  offered  to  supplement  those  of  the  speaker. 

It  is,  as  Mr.  Knapp  has  stated,  not  a  precision  device,  as 
there  are  certain  factors  which  affect  its  application.  The 
accuracy  of  such  a  device,  and  the  ease  with  which  results 
may  be  interpreted,  measure  its  practical  value.  A  number 
of  such  factors  are  : — 

1.  The  equipment  measures  and  records  fault  current 
and  potential  values  which  give,  by  subsequent  calculations, 
total  (line  and  fault)  impedance.  The  factors  noted  below 
will  introduce  errors  in  the  calculation  of  distance  to  point 
of  fault  : 

(a)  Tower  footing  resistance. 

(b)  Arc  resistance. 

(c)  Resistance  of  earth  return  circuit . 
Approximate  values  for  these  factors  must  be  known 

except  when  they  are  known  to  be  so  small  as  not  to  affect 
the  desired  accuracy. 

2.  Harmonics.  The  device  measures  the  peak  instantane- 
ous value  of  the  wave,  and  since  we  are  interested  in  values 
at  fundamental  wave  frequency  for  impedance  measure- 
ment, the  wave  shape  affects  its  accuracy.  Their  relative 
importance  as  a  source  of  error  decreases  with  the  higher  fre- 
quencies. A  5  per  cent,  third  harmonic  in  the  voltage  wave 
would  produce  a  maximum  error  of  approximately  3  per 
cent,  while  harmonics  in  the  current  wave  are  usually  well 
damped  by  the  inductive  reactance  of  the  power  circuit. 
From  this  it  may  be  seen  that  while  wave  form  is  a  potential 
source  of  error,  it  will  not  materially  affect  results  on  the 
average  system. 

3.  D-C  Offset.  Fault  current  frequently  contains  a  d-c 
component  of  current;  however,  on  most  systems  this 
decays  to'  a  small  percentage  of  its  original  value  in  three 
to  four  cycles  even  with  a  100  per  cent  offset  wave.  Since 
the  a-c  component  only  should  be  used  for  link  magnetiza- 
tion, the  current  and  potential  elements  should  be  inserted 
simultaneously  in  the  circuit  after  this  period. 

4.  When  high-speed  breakers  and  protective  relays  are 
used,  the  circuit  may  possibly  be  opened  before  the  d-c 
component  of  total  fault  current  has  disappeared. 

One  method  to  reject  this  d-c  component  and  use  only 
the  a-c  component  for  link  magnetization  would  be  the  use 
of  a  reactor,  as  well  as  a  resistor,  as  a  shunt  for  the  current 
elements. 

5.  Recovery  voltage.  The  potential  elements  must  be 
removed  from  the  circuit  before  the  breaker  contacts  part. 

1  Switchgear  Engineering  Department,  Canadian  General  Electric 
Company,  Limited,  Peterborough,  Ont. 

2  Protection  Engineer,  Gatineau  Power  Company,  Ottawa,  Ont. 


Since  the  elements  must  remain  in  the  circuit  for  a  minimum 
of  13^2  cycles,  this  becomes  a  real  problem  when  used  on  a 
circuit  with  high-speed  breakers  and  relays.  Electronic 
valves  might  prove  to  be  the  solution. 

6.  Auxiliary  relay  contacts  in  series  with  the  potential 
elements  connect  them  to  the  potential  transformers.  It  is 
obviously  extremely  difficult  for  each  contact  to  part  at 
the  same  instant;  thus,  a  transient  voltage  is  set  up  which 
discharges  through  the  other  potential  elements.  Errors  in 
the  voltage  reading  up  to  10  per  cent  have  been  noted  from 
this,  but  can  be  reduced  considerably  by  providing  a  shunt 
path  to  neutral.  In  most  installations  this  path  is  provided 
by  an  external  line  to  neutral  load. 

7.  The  magnetic  link  must  be  seated  properly  in  the  slot 
provided  for  it  in  the  surge  crest  ammeter. 

8.  The  surge  crest  ammeter  is  a  sensitive  device  and  will 
give  different  readings  for  the  same  magnetic  link  when  at 
right  angle  or  parallel  to  the  earth's  magnetic  field.  To 
eliminate  this  effect  it  is  only  necessary  to  check  and  reset, 
if  necessary,  the  zero  adjustment  for  each  different  position 
of  the  surge  crest  ammeter. 

9.  Error  due  to  possible  current  transformer  ratio  break- 
down on  heavy  through  fault  current. 

When  the  fault  locator  is  shipped  it  is  calibrated  in  terms 
of  secondary  volts  and  amperes  vs.  surge  crest  ammeter 
deflection.  Therefore,  it  is  necessary  to  interpret  these 
values  in  terms  of  primary  volts  and  amperes  by  applying 
the  proper  instrument  transformer  ratio  under  fault  con- 
dition. 

10.  Delta-connected  current  transformers  make  the  inter- 
pretation of  results  more  involved;  however,  it  is  usually 
possible  to  connect  the  current  elements  inside  the  delta 
connection. 

The  elimination  or  reduction  of  any  or  all  of  the  above 
factors,  the  reduction  of  burden  imposed  on  the  instrument 
transformers,  and  improved  methods  in  the  calculation  of 
distance  to  the  point  of  fault  from  the  results  obtained,  are 
the  immediate  objectives  on  the  way  to  an  improved  faull 
locator. 

Ralph  C.  Silver,  m.e.i.c.2 

Mr.  Knapp  is  to  be  congratulated  on  the  development  of 
an  apparatus  which  should  be  very  useful  in  locating  faults 
on  transmission  lines  and  in  checking  up,  generally,  on  the 
magnitudes  of  currents  and  voltages  on  a  transmission 
system  under  fault  conditions. 

Having  witnessed  tests  on  one  of  the  experimental  sets 
the  writer  was  impressed  by  the  relative  simplicity  of 
operation  and  the  accuracy  with  which  ground  faults  of 
comparatively  high  resistance  were  located. 

As  the  author  points  out,  there  is  a  need  for  inexpensive 
equipment  which  will  give  even  an  approximate  location  of 
faults  on  long  transmission  lines  through  rough  country. 
Hours,  and,  in  some  cases,  days  have  been  required  to 
locate  faults  on  such  lines  and  restore  service. 

Interpretation  of  the  current  and  voltage  readings  on 
single  circuits  with  one  or  two  points  of  grounding  does  not 


332 


July,  1941     THE  ENGINEERING  JOURNAL 


appear  difficult,  but  on  parallel  circuits,  close  enough  for 
the  mutual  inductance  between  circuits  to  be  comparable 
with  the  self-inductance,  and  with  a  number  of  grounding 
transformers,  it  is  felt  that  some  difficulty  may  be  experi- 
enced. It  would  be  interesting  to  hear  the  results  of  the 
studies  being  carried  out  by  Mr.  Knapp's  associates  on  this 
particular  phase  of  the  application  of  the  fault  locator. 

What  is  the  burden  of  the  apparatus  on  current  trans- 
formers and  potential  transformers,  and  has  this  had  any 
adverse  effect  on  the  operation  of  the  protective  relays  ? 

Would  it  be  possible  to  show  the  direction  of  flow  of  fault 
current  ? 

H.  W.  Haberl3 

The  writer  cannot  offer  any  constructive  criticism  or 
comments  on  the  paper,  as  regards  using  the  equipment 
described,  in  the  manner  for  which  it  was  originally 
intended;  i.e.,  on  long  overhead  transmission  lines  or 
medium-high  to  high  voltage  type. 

On  the  power  system  with  which  the  author  is  associated, 
there  are  many  types  of  lines  on  which  this  equipment 
would  be  a  real  advantage.  However,  on  a  system  operating 
in  a  metropolitan  district  where  there  are  thirty  or  more 
low-voltage  feeders  which  radiate  from  three  or  four  bus 
sections  usually  fed  by  separate  transformer  banks,  various 
conditions  might  decrease  its  accuracy  to  the  point  where 
it  might  become  useless.  One  question  might  be — what 
changes  could  be  made  in  the  equipment  so  that  it  would, 
with  reasonable  accuracy,  measure  faults  in  cable  systems 
on  4,000  and  12,000  volt  services  ?  These  cable  systems  are 
usually  in  metropolitan  districts  and  in  underground  duct 
systems.  Our  Company,  operating  such  a  system,  is  very 
interested  in  an  apparatus  of  the  type  described  in  the 
paper,  if  it  could  be  suited  to  our  needs. 

A.    S.    RUNCIMAN,    M.E.I.C.4 

A  few  years  ago,  a  fault  locator  was  developed  by  the 
Pennsylvania  Water  &  Power  Company  engineers,  which, 
when  connected  to  a  transmission  line,  would  give  informa- 
tion indicating  the  end  of  the  line  either  "open"  or 
"grounded."  This  device  gave  very  accurate  information  in 
reference  to  breaks  or  grounds.  Recent  inquiry  as  to  the 
usefulness  of  such  apparatus  indicates  that  any  device  which 
requires  a  considerable  time  to  set  up  and  use,  does  not 
give  the  information  quickly  enough,  except  in  rare  cases. 

The  fault  locator,  which  has  been  developed  by  Mr. 
Knapp  and  his  associates,  is  automatic  in  operation  and 
shows  considerable  promise.  The  interpretation  of  the  read- 
ings, as  yet,  requires  specially  trained  men  who  give  our 
Company  operators  the  information  required  after  a  line 
has  been  faulted.  It  has  been  our  experience  that,  when  the 
instrument's  results  have  been  worked  out,  possibly 
several  hours  after  the  trouble  has  occurred,  the  location  of 
the  trouble  as  indicated  by  the  instrument  is  usually 
within  a  mile  or  two  of  the  actual  fault.  At  times  the  agree- 
ment has  been  very  much  closer  than  this. 

We  look  forward  to  the  time  when  all  of  our  station 
operators  will  be  able  to  interpret  the  location  of  the  fault 
within  a  few  minutes.  So  far,  this  quick  use  of  the  instru- 
ment is  not  general.  Our  suggestion  is  that  an  interpreting 
machine  be  developed,  into  which  the  magnets  can  be  placed 
in  some  definite  order,  so  that  by  a  proper  procedure,  a 
meter  will  be  actuated  which  will  indicate  the  tower  number 
where  the  trouble  occurred.  This  may  seem  a  far  step,  but 
other  schemes  quite  as  complicated  have  been  worked  out. 

P.  W.  Shill5 

Mr.  Runciman  has  laid  considerable  stress  on  the  time 
that  he  felt  must  elapse  between  the  occurrence  of  a  fault 

3  Protection  Engineer,  Montreal  Light,  Heat  &  Power  Consolidated, 
Montreal,  Que. 

4  Superintendent  of  Transmission  Lines,  The  Shawinigan  Water  & 
Power  Company,  Montreal,  Que. 

s  Electrical  Designer,  Montreal  Light,  Heat  &  Power,  Consolidated, 
Montreal,  Que. 


and  the  computation  of  its  position,  so  that  the  line  crews 
could  get  busy  on  the  necessary  repairs. 

Apparently  over  ninety  per  cent  of  transmission  line 
faults  are  transient  ones.  In  these  cases  time  is  not  an 
important  factor,  for  the  line  is  soon  replaced  in  service  and 
remains  so  until  arrangements  can  be  made  to  take  it  out 
of  service  for  inspection  and  to  repair  the  damage,  if  any. 
But,  in  the  cases  of  permanent  faults — except  where  the 
position  of  the  fault  is  such  that  the  time  necessary  to 
compute  its  position  may  be  longer  than  that  required  to 
notify  the  patrol  and  to  patrol  the  line  from  one  end  to  the 
position  of  the  fault — there  would  be  a  saving  in  time.  The 
number  of  cases  of  permanent  faults  that  would  take 
longer  to  locate  with  the  detector  than  without  it  would 
probably  not  exceed  ten  per  cent.  Thus  it  seems  that  the 
fault  detector  as  it  now  stands  must  be  worthwhile  in  at 
least  99  per  cent  of  all  cases  of  trouble.  Further,  where  no 
fault  detector  is  in  use,  in  order  to  locate  the  position  of 
any  fault  with  a  minimum  of  delay,  it  is  necessary  to  go 
to  the  expense  of  two  patrols  being  sent  out,  one  from  each 
end  of  the  line,  and  for  them  to  work  inwards  along  the 
section  where  the  fault  appears  to  be  from  the  indications 
on  the  targets  of  the  relays  and  from  the  circuit  breakers 
affected. 

It,  therefore,  seems  that  from  an  economic  as  well  as  an 
operating  point  of  view  the  fault  locator  must  offer  very 
definite  advantages  in  almost  all  cases  of  trouble. 

No  doubt  as  refinements  are  made  the  device  will  become 
a  much  more  precise  instrument  than  it  appears  at  present. 

There  appear  to  be  a  few  possible  sources  of  error  which 
it  might  not  be  too  difficult  to  eliminate  or  minimize,  if 
this  has  not  already  been  done.  These  are: — 

1.  The  rectifier  units. 

2.  The  magnetic  links. 

3.  The  surge  crest  ammeter. 

It  is  very  doubtful  if  any  two  rectifier  units  have  exactly 
the  same  degree  of  perfection  of  rectification.  That  is  to 
say,  the  best  rectifiers  allow  some  back-flow  of  current 
and  they  are  surely  not  likely  to  be  all  exactly  alike  in  this 
respect.  Therefore,  it  seems  that  a  circuit  would  be  better 
if  it  had  as  many  records  as  possible  made  through  one 
rectifier. 

The  hysteresis  loops  and  therefore  the  remanences  of  the 
several  magnetic  links  in  a  set  are  bound  to  be  somewhat 
different  unless  accurate  tests  are  made  in  order  to  match 
them  closely.  If  a  link  can  be  made  to  take  a  composite 
record  of  two  or  more  phases  or  conditions  by  magnetizing 
it  with  a  solenoid  with  more  than  one  winding,  and  if  a 
sufficient  number  of  such  combinations  could  be  arranged, 
it  might  be  possible  to  evaluate  the  errors  due  to  this  cause 
and  eliminate  them. 

It  is  almost  certain  that  the  surge  crest  ammeter  has 
some  appreciable  remanence.  The  effect  of  this  could  be 
reduced  by  the  insertion  of  a  soft  iron  core  magnetized  from 
an  a-c  source  between  its  pole  pieces  between  each  reading 
of  a  magnetic  link.  Further,  the  surge  crest  ammeter  and 
its  standard  comparison  ammeter  could  both  be  equipped 
with  knife  edge  pointers  and  have  hand-drawn,  accurately 
calibrated,  scales  which  could  be  read  if  necessary  with  a 
magnifying  glass.  Experience  has  shown  that  any  indicating 
instruments  taken  from  a  production  bench  and  equipped 
with  standard  printed  scales  are  seldom  any  more  accurate 
than  one  requires  for  ordinary  purposes  and  it  is  certain 
that  not  many  of  them  are  much  better  than  the  error 
allowed  by  their  guaranteed  accuracy.  It  might  be  more 
accurate  to  read  the  fluxes  of  the  links  with  some  sort  of 
galvanometer  with  a  movement  suspended  on  a  fine  fibre 
rather  than  on  the  usual  type  of  jewelled  bearings. 

The  author  has  made  it  quite  clear  that  the  fault  locator 
is  not  claimed  to  be  a  precision  instrument.  It  is  evident 
however  that  this  instrument  is  a  step  in  the  right  direction 
and  that  as  time  goes  on  and  further  work  is  done  on  it, 
accurately  finding  the  location  of  a  transmission  line  fault 
will  become  little  more  than  a  routine  operation. 


THE  ENGINEERING  JOURNAL     July,  1941 


333 


Donald  King,  s.e.i.c'    • 

Experience  with  the  fault  locator  in  the  field  has  shown 
that  it  is  readily  handled  and  that  few  difficulties  are  met 
within  its  operation. 

After  a  fault  has  occurred,  the  operator  must  remove  the 
links  from  the  instrument  and  measure  the  extent  of  their 
magnetization  with  the  surge  crest  ammeter.  While  doing 
this,  he  must  take  care  not  to  drop  the  links,  or  hold  them 
together,  in  order  to  avoid  altering  their  magnetization. 
After  recording  the  surge  crest  ammeter  readings,  he 
demagnetizes  the  links,  making  them  ready  for  further 
service. 

The  operator  transmits  the  locator  readings  to  the  system 
office,  which  is  on  duty  twenty-four  hours  a  day.  For  the 
fault  locators  turned  over  to  "Operation,"  the  system  office 
is  in  a  position  to  determine  the  location  of  the  fault 
directly,  and  quite  simply,  from  the  surge  crest  ammeter 
readings. 

At  the  present  time,  when  a  fault  occurs,  it  takes  the 
station  operator  about  twenty  minutes  to  reach  the  links, 
measure  their  magnetization  and  give  the  information  to 
the  system  office;  the  personnel  of  the  latter  require, 
roughly,  half  an  hour  to  calculate  the  fault  location,  so 
that  the  whereabouts  of  many  faults  can  be  known  within 
an  hour  of  their  occurrence. 

There  are  some  inherent  drawbacks  in  the  operation  of 
the  instrument  itself.  Upon  a  fault  occurring,  the  instrument 
locks  itself  out,  preventing  its  further  operation  until  reset 
by  the  push  button.  Before  it  is  reset  and  returned  to 
service,  the  links  magnetized  by  the  fault  (which  has  just 
occurred)  must  be  removed  and  replaced  by  "fresh"  links. 
All  this  takes  time,  and  if  a  series  of  faults  on  the  line  occur 
in  quick  succession,  it  is  likely  that  only  the  initial  fault 
will  be  recorded  by  the  fault  locator. 

A  difficulty  along  similar  lines  is  met  with  during  periods 
of  extensive  line  trouble  in  stations  with  a  large  number 
of  lines.  A  sleet  storm,  with  its  numerous  line  outages,  is 
very  likely  to  keep  the  station  operators  so  busy  with 
straight  switching,  that  fault  locator  operation  must  be 
neglected  temporarily.  In  this  way,  valuable  information  as 
to  the  location  of  faults  may  be  lost. 

R.  B.  Reed7 

It  may  be  of  interest  to  consider  some  of  the  relationships 

between  voltages  and   currents  during  transmission  line 

faults  on  three-phase  systems.  These  relationships  are  as 

follows,  (see  also  Fig.  16): 
For  3-phase  faults: 

E12  =  Z<£  (//— 1 2  )  X  d  Equation  1 A 

E23  =  Z<$>  (I2—I3)  X  d  Equation  IB 

E31  =  Z<t,  (I3—Ii)Xd  Equation  1C 

For  phase-to-phase  and  phase-to-phase-to-ground  faults 

on: 

Phases  1  and  2    E,2  =  Z<p  (7y — I2)Xd  Equation  2A 
Phases  2  and  3    E23  =  Z<p  {I2—I3)Xd  Equation  2B 
Phases  3  and  1    E31  =  Z<t>  (l3—I:)Xd  Equation  2C 
For  single-phase-to-ground  faults  on  : 
Phase  1     Ew  =  [Z^Ii+  (ZB— Z<p)  I„]Xd  Equation  3 A 
Phase  2     E20  =  [Z<pI2+  (Zn—Z<j>)  In]Xd   Equation  3B 
Phase  3     E30  =  [Z<pI3+  (Zn—Z<p)  In]Xd  Equation  3C 
Where  Z<t>  =  3-phase  impedance  of  line  in  ohms  per  mile. 
Z„  =  self  impedance  of  one  conductor  in  ohms  per 
mile,  (including  effects  of  overhead  ground 
wires  and  counterpoise). 
I,,  I2,  I3  =  current  in  phase  wires  1,  2,  or  3. 
/„  =  1 1 +I2+I3  —  neutral  current. 

Eiz,  E23,  E31  =  voltage  between  phases  1  and  2,  2  and  3, 
3  and  1. 


6  Assistant  Engineer,  The  Shawinigan  Water  &  Power  Company, 
Montreal,  Que. 

7  Assistant  Engineer,  The  Shawinigan  Water  &  Power  Company, 
Montreal,  Que. 


-#10,  E20,  ^30  =  voltage  to  ground  on  phases  1,  2,  3. 

d  =  distance  to  fault  in  miles. 

Let  us  consider  first  equations  1  and  2;  it  will  be  noted 
that  each  of  these  equations  contains  a  term  consisting  of 
the  difference  between  two  currents.  This  term  is  merely 
the  delta  current  and  is  easily  obtained  on  most  installa- 
tions. Thus,  if  we  measure  the  phase-to-phase  voltage  and 
its  corresponding  delta  current  it  is  a  simple  matter  to 
calculate  the  distance  to  any  fault  involving  two  or  three 
phases.  This  calculation  is  accurate  where  the  phases  in- 
volved are  at  the  same  location  on  the  line,  and  is  sub- 
stantially independent  of  any  ground  impedance  or  mutual 
impedance  to  any  other  line,  under  this  condition. 

Consideration  of  equations  3  shows,  however,  that  the 
calculation  for  single-phase-to-ground  faults  offers  con- 
siderable difficulty.  This  is  due  to  the  fact  that  one  term  of 


RELATIONSHIP  BETWEEN  CURRENTS  1  PHASE  TO  GROUND  VOLTS  DURING 
L.G.  FAULTS 

■ == 3  ZA=3A   IMPEDANCE     OF    LINE     IN     OHMS     PER     MILE 


It 


Et      [Zfl.»(2--Z*)I-]0 


[.    =  CURRENT     IN    FAULTED     PHASE      IN    AMPERES 

I-  ;   NEUTRAL    CURRENT      IN     AMPERES  (.l.-l.»  I») 

E.  :  PHASE     TO    GROUND     VOLTS      ON     FAULTEO     PHASE 

0    ;   DISTANCE     TO     FAULT      IN      MILES 


e- 


/K"" ™»« 


J^ 


I.  :    I. 


Figs.  16  and  17 — Relation  between  currents  and  phase-to- 
ground  volts  during  L.C.  faults. 


CIRCUITS    TO    OBTAIN    MAGNITUDE    OF    [.♦Sgt.In    IN    EQUATION     D  =   z.r/.i^fl-q 


M       !■  — - 
—M. 


"M 


2___ 


LET^-^=  ^- COS»  *  J  J  SIN  »   =    t"'tl 


R«JCOS»  P«£$IN  « 

VOLTAGE     ON    COIL      NO.  ■  =  a[L«|  (COS  •  •  J  SIN  •>)  N]  —  a[|.« -Upf*    I.] 


-**=& 


WHEN     2«l    2»    HAVE      THE      SAME       PHASE 
ANCLE     *  =  Oli!^l')-('    KH><     ou*~riTir| 


CTRATIO-y/l 


CURRENT      THROUGH      MEASURING     CIRCUIT     NO  I 


Figs.  18  and  19 — Circuits  for  calculating  phase-to-ground 
faults. 


the  equation  consists  of  a  vector  sum  of  two  currents  each 
multiplied  by  a  different  line  impedance  constant.  One 
method  of  overcoming  this  difficulty  would  be  to  measure 
the  sum  of  the  phase  current  and  a  part  of  the  neutral 
current  directly  by  the  fault  locator.  This  method  requires 
three  current  coils  per  line  as  shown  in  Fig.  17.  In  practice, 
coils  Nos.  1,  2  and  3  would  be  calibrated  in  amperes.  Thus 
the  distance  to  the  fault  may  be  calculated  in  the  same 
manner  as  for  phase-to-phase  faults,  except  that  the  hybrid 
current  would  be  used  instead  of  delta  current  and  phase- 
to-ground  voltage  used  instead  of  phase-to-phase  voltage. 
Since,  on  most  lines  Z„  and  Z,  have  approximately  the 
same  phase  angle,  most  installations  would  be  satisfied  with 
the  arrangement  shown  in  Fig.  19,  in  which  the  hybrid 
current  is  produced  by  current  transformers  in  the  neutral 
wire  of  the  secondary  circuit. 


334 


July,  1941     THE  ENGINEERING  JOURNAL 


When  using  the  hybrid  circuit,  results  will  be  independent 
of  system  set-up  and  will  give  correct  results  for  cross  shorts. 
However,  it  is  somewhat  subject  to  errors  due  to  ground 
impedance,  and  may  need,  in  some  cases,  adjustment  for 
mutual  impedance  between  parallel  lines. 

The  hybrid  circuit  is  unnecessary  for  the  system  arrange- 
ment shown  in  Fig.  17,  where  all  synchronous  machines  and 
grounding  banks  are  behind  the  fault  locator.  Under  this 
condition  Ei0  =  Z„I„  d.  Hence  the  calculation  for  distance 
is  quite  simple.  It  requires  only  one  current  recording 
element  for  all  single  phase-to-ground  faults.  It  will  not  be 
accurate  for  certain  cross  shorts  but  simplifies  calculations 
for  mutual  impedance  between  parallel  lines  and  for  ground 
resistance. 

In  those  cases  where  it  is  not  desirable  to  apply  the  hybrid 
circuit,  there  are  two  possible  ratios  to  consider  in  determin- 
ing the  location  of  single-phase-to-ground  faults.  One  is  the 
ratio  between  phase-to-ground  volts  and  neutral  current. 
The  other  would  be  the  ratio  between  phase-to-ground 
volts  and  phase  current.  If  these  ratios  be  treated  as  imped- 
ance to  point  of  fault,  the  apparent  impedance  in  ohms 
per  mile  of  the  transmission  line  will  vary  with  the  system 
set  up  and  location  of  the  fault.  These  effects  may  be 
estimated  as  follows: 

Using  the  ratio  between  phase-to-ground  volts  and  neutral 
current 

^=[Z„+^/3(Ci/C0-i)Z^,]XrfwhereC7  =  distribution 

factor  for  pos. 
and   neg.  se- 
quence   cur- 
rents. 
C0  =  distribution 
factor  for  zero 
sequence    cur- 
rents. 
Impedance  ohms  per  mile  =  Zn+£/3  (Ci/C0—l)Z<t> 

=  Zn-2/3  Zcj>  when  CJCo^O 

=  Zn  when  C1/C0  =  l 

(condition  of  radial  line  discussed  above). 

=  Infinity  when  Ci/C0  =  infinity 

For  the  ratio  between  phase-to-ground  volts  and  phase 

current, 

E_{3  ZH+  2  (Cj/Ctr-1)  Z<p]Xd 

I  2  Ct/Co+1 

Impedance  ohms  per  mile  =  3  Z„+2  (Cj/C0 — 1)  Z<p 

2  C,/Co  +  l 
=  3  Zn-2  Z<j>  when  C1/C0  =  0 
—  Zn  when  C,/C0  =  1 

=  Z<p  when  C1/C0  =  infinity 

The  Author 

The  points  brought  out  in  these  discussions  deserve 
special  consideration  and  an  attempt  will  therefore  be  made 
to  reply  as  fully  as  possible. 

Tower  Footing  Resistance 
High  voltage  steel  tower  lines  are  usually  provided  with 
overhead  ground  wires,  supplemented  with  special  ground- 
ing at  the  tower  base  and  possibly  buried  counterpoise 
wires.  Where  any  or  all  of  these  grounding  facilities  are 
provided,  the  effect  of  individual  high  tower  footing 
resistance  would  be  minimized.  In  those  cases  where  no 
special  grounding  has  been  provided,  tower  footing  resist- 
ance might  prove  a  factor  of  some  importance.  This  would 
apply  particularly  if  the  soil  is  of  high  resistance  material, 
such  as  rock,  or  sand  and  gravel.  It  is  quite  possible,  how- 
ever, that  this  type  of  line  would  be  more  subject  to  flash- 
overs  involving  two  or  more  phases,  in  which  case  the  phase- 
to-phase  records  should  prove  adequate  for  fault  location. 
Although  no  difficulty  has  been  experienced  on  steel  tower 
lines  as  far  as  known,  some  difficulty  has  been  experienced 
on  wood  pole  lines.  The  redeeming  feature  on  the  wood 
pole  lines,  not  provided  with  adequate  grounding,  is  that  in 
most  cases,  two  or  more  phases  are  involved.  In  those  cases 


of  single-conductor-to-ground  faults,  the  measured  impe- 
dance is  usually  so  high  that  no  attempt  is  made  to  determine 
fault  location  from  the  records.  This  latter  is  especially  true 
where  two  or  more  lines  are  operating  in  parallel  with  fault 
locating  equipment  on  each  line.  Single-conductor-to-ground 
faults  at  the  distribution  stations  are  usually  of  low  ground 
resistance  and  there  have  been  several  cases  of  quite  accurate 
fault  location  for  flashovers  at  distribution  stations  con- 
nected to  wood  pole  lines. 

Arc  Resistance 
There  are  a  number  of  conditions  where  arc  resistance 
might  affect  the  accuracy  of  fault  location.  These  include 
records  on  low  voltage  overhead  lines,  records  during 
periods  when  the  arc  has  become  extended  possibly  due  to 
high  wind  and  a  condition  of  obtaining  a  record  as  a  broken 
or  burned-off  conductor  is  involved  in  an  arc  while  falling 
to  the  ground.  On  relatively  low  voltage  overhead  lines,  arc 
voltage  may  represent  a  large  percentage  of  the  system 
voltage.  In  practice,  however,  it  is  doubtful  if  this  is  a 
serious  factor  except  on  very  short  high  voltage  lines,  or 
lines  operating  at  less  than  possibly  4,000  volts.  Fault 
locating  equipment  would  probably  not  be  applied  to  short 
overhead  lines  of  any  voltage  and  particularly  lines  operat- 
ing at  voltages  below  4,000  volts.  Moreover,  on  large  capa- 
city low  voltage  lines,  the  heavy  fault  currents  would  tend 
to  keep  the  arc  resistance  per  foot  of  arc  to  a  low  value, 
thereby  tending  to  improve  the  general  situation.  In  those 
cases  where  the  arc  might  become  extended,  due  to  wind 
or  other  similar  action,  as  might  occur  on  line-end  faults, 
the  fault  locator  might  be  started  from  the  sensitive  pro- 
tection so  as  to  obtain  the  record  before  the  arc  has  had 
time  to  become  extended.  To  some  extent  this  might  apply 
to  falling  conductors  but  this  is  by  no  means  certain.  A 
single  conductor  lying  on  the  ground  might  prove  difficult 
of  location  if  the  soil  is  of  high  resistance  material  or 
possibly  covered  with  either  ice  or  snow.  In  general,  fault 
location  when  applied  to  a  broken  conductor  lying  on  the 
ground  would  appear  to  be  more  of  a  problem  than  high 
resistance  tower  footings.  Fortunately,  this  type  of  fault 
does  not  occur  frequently  and  a  record  obtained  during  the 
break  might  prove  adequate,  as  the  arc  would  probably 
involve  two  or  more  phases  before  reaching  ground.  In  all 
of  the  records  obtained  to  date,  in  only  one  case  has  a 
broken  conductor  affected  the  accuracy  of  fault  location. 

Resistance  of  Earth  Return  Circuit 

This  is  a  factor  which  may  affect  the  accuracy  of  fault 
location  on  one  and  two  conductors  to  ground.  In  practice 
this  has  not  proved  a  serious  factor,  but  where  improved 
accuracy  is  required  this  may  be  obtained  by  conducting 
primary  tests  on  the  circuits  under  consideration.  If  this  is 
not  possible,  the  initial  impedance-distance  curves  may  be 
corrected  as  experience  has  been  gained  on  the  respective 
lines.  In  addition  to  the  above,  the  formulae  adapted  to  this 
application  by  Mr.  R.  B.  Reed  tend  to  minimize  the  effects 
of  resistance  of  earth  return  circuit. 

D-C  Offset 

A  number  of  experiments  have  been  completed  on  the 
possible  effectiveness  of  a  by-pass  reactor  for  the  current 
elements.  These  experiments  have  been  rather  gratifying 
and  it  is  believed  that  the  effect  of  d-c  offset  can  be  largely 
reduced  in  this  manner.  In  the  meantime  a  number  of  these 
reactors  have  been  constructed  and  tested  on  existing 
instruments  with  a  view  to  obtaining  experience  with  regard 
to  this  problem  and  these  experiments  are  being  continued. 

Recovery  Voltage 

No  experience  has  been  obtained  on  fault  location  where 
the  clearing  times  are  less  than  eight  cycles  and  no  difficulty 
has  been  experienced  to  date  with  recovery  voltage.  How- 
ever, during  1941  an  installation  is  being  completed  where 
the  clearing  times  may  be  as  low  as  six  cycles.  It  is  quite 
possible  that  future  experience  will  dictate  the  necessity  of 


THE  ENGINEERING  JOURNAL     July,  1941 


335 


special  action  regarding  this  feature  and,  as  Mr.  Brown  has 
suggested,  "electronic  valves  might  prove  to  be  the  solu- 
tion." 

Simultaneous  Operation  of  Auxiliary  Relay 
Contracts 
This  is  a  condition  which  must  be  given  careful  con- 
sideration. Tests  have  revealed  certain  limitations  but,  in 
practice,  voltage  records  have  been  moderately  accurate 
without  adopting  special  circuits.  Should  future  experience 
indicate  that  trouble  is  being  caused  by  this  condition,  then 
some  action  may  become  necessary. 

Errors  Due  to  Rectifier  Units,  Magnetic  Links 
and  the  Surge  Crest  Ammeter 

In  practice,  each  element  is  calibrated  as  a  unit  and  a 
given  link  is  always  used  in  the  same  current  or  potential 
element.  The  same  surge  crest  ammeter  is  always  used  at 
any  one  station  so  that  once  this  instrument  has  been 
properly  adjusted,  fairly  consistent  readings  may  be  ob- 
tained. The  back-flow  of  current  through  the  rectifier  is 
usually  less  than  one  per  cent,  so  that  this  difficulty  has 
not  been  important.  The  surge  crest  ammeter  has  an 
accuracy  within  the  limits  aimed  at  in  the  present  arrange- 
ment. However,  it  may  be  necessary  to  use  a  different 
arrangement  in  the  future.  One  important  limitation  at 
present  is  the  range  from  minimum  to  maximum  reading. 
This  is  only  about  ten  to  one,  which  is  somewhat  less  than 
the  preferred  range,  and  may  also  require  attention  in  the 
future. 

Mr.  Shill  has  suggested  an  arrangement  of  the  current 
circuits  to  improve  the  accuracy  of  records.  This  arrange- 
ment might  have  certain  advantages  where  it  is  impossible 
to  use  delta  connected  current  transformers,  or  in  case  of 
single-conductor-to-ground  faults.  However,  the  added 
burden  of  the  current  elements  together  with  the  additional 
complication  of  fault  analysis  might  tend  to  neutralize  the 
advantages.  No  attempt  has  been  made  to  use  a  circuit  of 
this  nature  in  the  initial  installations  and  it  will  be  necessary 
to  review  the  situation  carefully  before  attempting  to  fully 
balance  the  advantages  against  the  possible  disadvantages. 

Current  Transformer  Ratio  Changes 
In  practice  it  has  been  customary  to  complete  phantom 
load  checks  on  all  instruments  in  place  in  such  a  manner  as 
to  include  all  burdens  encountered  during  operation.  The 
calibration  curves  are  then  based  on  primary  amperes  and 
volts  so  that  any  current  transformer  ratio  change  is 
included  in  these  curves.  This  represents  considerable  work, 
but  the  improved  accuracy  of  readings  appears  to  justify 
this  method  of  calibration.  In  some  cases  these  calibrations 
have  been  extended  to  primary  tests,  using  an  oscillograph 
to  record  currents  and  voltages,  and  from  the  results  of 
these  tests  impedance-distance  curves  are  plotted.  In 
general,  however,  this  procedure  is  not  justified  as  cal- 
culated impedance-distance  curves,  based  on  phantom  load 
checks,  have  proved  satisfactory.  In  cases  where  it  is 
difficult  to  calculate  line  constants,  due  to  complications  of 
system  arrangement,  primary  tests  would  be  desirable, 
although  as  mentioned  previously  actual  experience  should 
provide  check  points  over  a  period  of  time.  However,  in 
those  cases  where  either  a  d-c  calculating  board  or  an  a-c 
network  analyzer  is  available  to  the  power  company,  these 
facilities  could  be  used  to  good  advantage. 

Current  and  Potential  Burdens 

Current  burdens  are  moderately  low  and  compare  favour- 
ably with  relay  burdens.  These  are  somewhat  as  follows: — 

0.5  to    5  ampere  rating  =65  VA/5  amperes 

1.0  to  10       "  "        =13  VA/5       " 

2.0  to  20       "  "        =   7.5  VA/5    " 

3.0  to  30       "  "  5.0  VA/5    " 

As  the  calibration  curves  are  based  on  primary  current 
under  conditions  of  normal  burden,  accuracy  of  records  is 
safeguarded.  Protection  relaying  is  not  affected  as  the  fault 
locator  is  not  connected  into  the  protection  circuit  until 


after  the  relays  have  operated.  If  the  fault  is  within  the 
instantaneous  zone  of  protection,  the  circuit  breaker  receives 
a  tripping  impulse  at  about  the  same  time  as  the  fault 
locator.  In  any  case,  the  instrument  is  only  left  in  the  pro- 
tection circuits  for  a  few  half  cycles.  Potential  burdens  are 
low  and  should  not  prove  a  serious  factor. 

No  attempt  has  been  made  to  determine  the  direction  of 
power  flow  during  system  faults  with  the  present  system. 
An  arrangement  of  single  wave  rectifiers  in  the  current  and 
potential  circuits  might  be  used  to  furnish  this  record,  but 
this  might  prove  to  be  rather  involved  and  possibly  not 
suitable.  However,  the  problem  is  worthy  of  consideration. 

Use  on  4,000  Volt  to  12,000  Volt  Underground 
Cable  Systems 

No  experience  has  been  obtained  on  underground  cable 
systems  to  date.  It  would,  however,  be  quite  interesting  to 
have  one  or  more  installations  on  a  system  of  this  nature. 
It  is  presumed  that  practically  all  faults  on  this  type  of 
system  are  of  a  permanent  nature.  A  single  portable  instru- 
ment might,  therefore,  be  used  for  a  number  of  feeders  in 
any  one  station,  by  providing  a  means  of  connecting  into 
the  relay  circuits. 

On  radial  feeders,  no  series  difficulty  should  be  experi- 
enced, particularly  at  the  higher  voltages.  However,  some 
difficulty  might  be  experienced  at  the  lower  voltages,  but 
even  here  experience  might  indicate  that  arc  voltages  might 
be  low  enough  and  consistent  enough  to  establish  fairly 
accurate  impedance-distance  curves  for  the  various  types 
of  faults  likely  to  occur  in  practice.  It  should  not  be  neces- 
sary to  make  any  changes  in  the  fundamental  design, 
although  minor  changes  to  the  initiating  and  relay  circuits 
might  be  necessary. 

Time  Required  for  Fault  Location  Analysis 

Tests  have  been  conducted  to  determine  the  times  for 
various  servicing  operations.  These  are  somewhat  as  fol- 
lows : — 

Time  required  to  change  links  and  reset  the  instrument — 
2  minutes. 

Time  required  to  take  readings  and  demagnetize  one  set 
of  links — 5  minutes. 

Time  to  transform  original  surge  crest  ammeter  readings 
into  primary  current  and  voltage  and  analyze  the  results — 
about  15  minutes. 

Total  time — 22  minutes. 

This  assumes  an  operation  on  an  instrument  which  has 
been  properly  calibrated  and  for  which  there  are  available 
adequate  calibration  curves  and  impedance-distance  formu- 
la. Any  delay  experienced  in  fault  locator  analysis  is  there- 
fore due  to  conditions  not  directly  associated  with  the 
instruments  or  records.  This  includes  such  problems  as 
having  a  man  available  to  take  readings,  a  series  of  troubles 
in  rapid  succession,  pressure  of  other  duties  during  system 
troubles  and  possibly  inadequate  information  on  fault 
locator  calibrations. 

Some  discussion  has  taken  place  with  regard  to  additional 
faults  occurring  on  a  given  line  before  magnetized  links  can 
be  replaced  and  the  instrument  reset.  This  situation  may 
develop,  particularly  during  such  conditions  as  wet  snow, 
high  wind,  sleet  or  lightning.  In  case  of  transient  faults,  a 
number  of  faults  might  therefore  occur  with  no  correspond- 
ing fault  location  record.  The  work  of  taking  readings, 
demagnetizing  links,  replacing  links  and  resetting  the  instru- 
ments is  comparatively  simple,  and  can  be  done  by  the 
relay  man,  electrical  repair  man  or  anyone  who  has  some 
knowledge  of  electrical  equipment  and  who  has  received 
the  necessary  instructions.  In  times  of  severe  storm, 
arrangements  could  probably  be  made  to  delegate  someone, 
not  directly  connected  with  operation,  to  handle  fault 
locator  records.  In  this  manner,  more  or  less  complete 
records  could  be  obtained  without  interfering  with  normal 
operation.  The  readings  could  then  be  analyzed  when  con- 
venient. 

In  case  of  a  permanent  outage  on  a  transmission  line, 


336 


July,  1941     THE  ENGINEERING  JOURNAL 


the  record  pertaining  to  the  initial  fault  or  faults  on  the 
respective  line  should  be  available.  In  case  of  necessity,  it 
should  be  possible  to  close  the  line  on  test  in  order  to  obtain 
a  specific  reading.  This  record  should  then  be  compared 
with  previous  records  in  order  to  improve  the  accuracy  of 
analysis. 

The  suggestion  that  an  interpreting  machine  be  developed 
has  certain  merit  and  an  instrument  of  this  nature  could 
probably  be  devised.  However,  this  type  of  instrument 
would  be  expensive  and  this  might  limit  its  application  to 
important  transmission  lines  operated  by  the  larger  power 
companies.  This  would  appear  to  defeat  the  original  purpose 
of  the  scheme  which  was  to  produce  a  low  priced  instrument 
of  moderate  accuracy  which  would  have  a  wide  application. 
The  market  price  of  the  available  instrument  is  such  that  it 
compares  favourably  with  a  graphic  voltmeter  or  ammeter 
when  equipped  with  high  speed  attachments  and  chrono- 
graph elements. 

Any   individual   capable   of  handling  the   metering  or 


relaying  of  a  power  system  should  be  able  to  handle  the 
fault  locating  equipment  and  fault  analysis  with  the  scheme 
presently  developed.  It  should  be  kept  in  mind  that  this 
instrument  is  automatic  in  operation,  can  be  returned  to 
service  after  an  operation  by  changing  the  links  and  operat- 
ing a  push  button  and  need  not  interfere  either  with  system 
operation  or  the  operating  staff  during  system  troubles.  It 
would,  therefore,  appear  inadvisable  to  extend  this  develop- 
ment too  far  until  more  experience  has  been  gained  as  to 
future  requirements.  It  is  quite  possible,  however,  that  if 
sufficient  interest  is  taken  in  the  present  arrangement, 
additional  improvements  may  be  undertaken  as  the  neces- 
sity arises. 

The  author  would  like  to  take  this  opportunity  of 
expressing  his  appreciation  to  all  those  who  have  taken 
part  in  the  discussion.  Many  good  points  have  been  given 
consideration  and  this  has  not  only  been  helpful  in  fore- 
seeing possible  difficulties,  but  the  interest  shown  has  been 
gratifying. 


DISCUSSION  OF  MOMENT  DISTRIBUTION  AND  THE  ANALYSIS 
OF  A  CONTINUOUS  TRUSS  OF  VARYING  DEPTH 

Paper  by  E.  R.  Jacobsen,  M.E.I.C.,1  published  in  The  Engineering  Journal,  January,  1941 


H.  J.  A.  Chambers,  m.e.i.c.2 

In  discussing  Mr.  Jacobsen's  paper  one  can  hardly  ques- 
tion the  advisability  of  constructing  a  five-span  continuous 
highway  truss  of  varying  depth,  although  this  point  might 
be  raised. 

Among  the  numerous  means  now  employed  in  analyzing 
stresses  in  statically  indeterminate  structures,  it  is  usually 
found  that  each  designer  uses  the  method  of  his  preference. 
In  this  case  the  author  submits  that  the  method  here  pre- 
sented involves  less  work  and  avoids  some  uncertainties 
inherent  in  other  methods  of  analysis.  While  this  may  be 
apparently  the  case,  in  practice  it  may  not  actually  be  so. 
There  are,  undoubtedly,  some  among  us  who  have  already 
applied  the  Hardy  Cross  method  to  the  continuous  truss 
problem.  Mr.  Jacobsen,  however,  has  taken  the  trouble  to 
tell  others  about  it.  That  he  has  found  time  to  do  so,  under 
the  pressure  of  war,  makes  his  contribution  all  the  more 
commendable. 

There  is  perhaps  a  lack  of  clarity  in  the  use  of  the  same 
nomenclature  in  Formulae  (5)  and  (6)  under  the  heading 
"Fixed  End  Moment"  as  in  Formulae  (7),  (8)  and  (9)  under 
the  heading  "Carry  Over  Factor  '"/".  Stresses  X  and  Y  in 
Formulae  (5)  and  (6)  are  the  result  of  the  application  of 
loads  P,  whereas  X  in  Formulae  (7),  (8)  and  (9)  is  an 
assumed  load,  having  no  relation  to  load  P  and  inducing 
stress  Y  at  point  b.  This  should  perhaps  have  been  made 
more  clear,  possibly  by  the  use  of  subscripts.  Also  the 
statement  that  the  minus  sign  in  Equation  (7)  results  from 
the  fact  that  a  moment  applied  at  the  free  end  of  a  member, 
fixed  at  the  other  end,  produces  a  moment  of  opposite  sign 
at  the  fixed  end,  while  obvious  in  this  instance,  presupposes 
a  knowledge  of  the  sense  of  the  moment  in  all  cases.  Un- 
fortunately, this  knowledge  is  frequently  lacking.  It  would, 
perhaps,  be  better  to  state  that,  since  the  force  Y  has  the 
opposite  sense  to  the  unit  load  at  this  point,  the  sign  be- 
comes negative. 

There  appears  to  be  some  doubt  in  the  author's  mind  of 
Professor  Haertlein's  findings  as  to  the  general  application. 

1  Structural  Designer,  Dominion  Bridge  Company,  Limited, 
Montreal,  Que. 

*  Chief  Engineer,  Hamilton  Bridge  Company,  Limited,  Hamilton, 
Ont. 

5  Designing  Engineer,  Dominion  Bridge  Company,  Limited, 
Toronto,  Ont. 


One  wonders,  therefore,  at  the  advisability  of  using  this 
short  cut,  since  its  use  may  not  give  approximations  any 
nearer  to  the  truth  than  the  use  of  the  moment  distribution 
method  using  a  uniform  moment  of  inertia. 

It  would  seem  that  the  application  of  the  basic  formulae 
established  in  the  paper  should  not  present  any  serious 
difficulties.  There  is  inherent  in  the  design  of  a  structure  of 
this  type  a  considerable  amount  of  calculation.  This  should 
be  lessened,  however,  by  familiarity  with  this  application  of 
the  Hardy  Cross  method. 

The  paper  makes  no  reference  to  any  investigations  of 
stresses  resulting  from  pier  settlement.  It  should  be  kept  in 
mind,  of  course,  that  this  eventually  can  occur  and,  although 
the  spans  here  are  reaching  lengths  where  reasonable 
settlement  would  not  possibly  have  a  serious  effect  upon  the 
structure,  the  determination  of  the  amount  of  these  stresses 
should  always  be  provided  for. 

Another  factor  entering  into  the  stresses  in  a  structure  of 
this  type  might  conceivably  be  the  frictional  resistance  of 
the  pier  members.  Normally  this  factor  is  neglected.  In  a 
five-span  continuous  truss,  however,  there  are  five  res- 
traints to  movement  from  temperature  effect.  The  move- 
ment is  also  considerable.  It  would  be  interesting  to  know 
if  Mr.  Jacobsen  considered. this  in  his  analysis. 

W.  M.  Laughlin,  m.e.i.c.3 

The  writer  wishes  to  offer  his  appreciation  of  Mr.  Jacob- 
sen's  paper.  The  application  of  the  Hardy  Cross  method  of 
moment  distribution  to  the  analysis  of  continuous  trusses  of 
varying  moments  of  inertia  is  unique.  The  determination  of 
fixed-end  moments,  stiffnesses  and  carry-over  factors  for 
prismatic  or  solid-web  members  of  varying  moments  of 
inertia  has  frequently  been  worked  out  but  this  is  the  first 
time  the  writer  has  seen  such  an  application  for  trusses. 
The  two  laws  of  moment-area  are  usually  applied  to  obtain 
these  quantities  for  solid-web  members  of  varying  moment 
of  inertia.  In  dealing  with  trusses,  it  is  usual  to  consider 
only  the  chords  in  determining  the  moments  of  inertia, 
since  the  bending  moments  are  resisted  by  the  chords.  The 
effect  of  web  members  does  not  add  to  the  rigidity  of  the 
truss  but  rather  makes  it  less  rigid  by  reason  of  the  distor- 
tion due  to  shear. 

Referring  to  Table  I  of  Mr.  Jacobsen's  paper  for  the  240 
ft.  span,  neglecting  all  items  for  the  web  system,  the  writer 


THE  ENGINEERING  JOURNAL     July,  1941 


337 


calculates  the  left  F.E.M.  to  be  +15708  ft.  kips  and  the 
right  F.E.M.  to  be  — 18354  ft.  kips  which  values  are 
within  three  and  five  per  cent,  respectively,  of  the  F.E.M's. 
used  in  the  determination  of  the  dead  load  moments  for  the 
240  ft.  span.  Again,  neglecting  the  web,  the  carry-over 
factor  from  left  to  right  was  0.67,  and  from  right  to  left 
0.582,  these  values  being  both  nine  per  cent  higher  than  the 
values  given  for  these  quantities  in  the  paper.  Owing  to 
curtailment  of  Table  I  for  the  200  and  280  ft.  spans,  it  was 
not  possible  to  make  a  comparison  of  the  stiffness  factors. 
Also  for  comparison,  the  writer  used  the  preliminary  chord 
areas  for  the  240  ft.  span,  as  determined  by  Mr.  Jacobsen, 
on  the  assumption  of  constant  moment  of  inertia.  The 
moments  of  inertia  were  calculated  at  20  ft.  intervals  and 
the  web  system  was  again  neglected.  This  yielded  a  F.E.M. 
at  the  left  of  +15130  ft.  kips  and  a  F.E.M.  at  the  right  of 
—  17570  ft.  kips,  these  values  being  6.6  and  9  per  cent  less 
than  the  values  shown  in  Table  I.  The  carry-over  factors 
were  0.637  from  left  to  right  and  0.553,  as  against  0.614  and 
0.535  shown  in  the  table.  The  fixed-end  moments  were 
calculated  by  moment-area  and  checked  by  column  analogy 
methods. 

Mr.  Jacobsen  has  shown  us  the  tremendous  saving  in 
calculations  resulting  from  moment  distribution  in  analysis 
compared  with  conventional  methods.  Table  III  shows 
clearly  the  errors  in  moments  over  supports  resulting  from 
the  usual  assumption  of  constant  moment  of  inertia.  The 
application  of  Professor  Haertlein's  method,  in  which  the 
L 

~7  terms  for  the  members  may  be  neglected,  is  very  interest- 
ing and  for  the  problem  in  question  gives  results  in  close 
agreement  with  the  true  moments. 

It  may  be  assumed  that  settlement  of  piers  is  of  secondary 
importance  for  this  structure.  A  continuous  structure  of 
this  type  would  not  be  considered  without  fairly  positive 
assurance  that  the  settlement  of  piers  would  be  negligible. 
The  effect  of  any  small  settlement  on  any  pier  may  be  readily 
determined.  The  actual  deflection  of  any  point  of  the 
structure  may  be  10  per  cent  less  than  the  theoretical 
deflection  due  to  the  effect  of  details  in  increasing  the 
moment  of  inertia. 

A.  E.  Macdonald,  m.e.i.c.* 

Mr.  Jacobsen's  paper  is  a  definite  contribution  to  the 
literature  on  the  solution  of  trussed  structures  with  re- 
dundant elements.  Any  method  which  can  be  applied  to 
simplify  and  materially  reduce  the  tedious  calculations 
inherent  in  the  conventional  solution  of  statically  indeter- 
minate problems  will  be  welcomed  by  structural  designers. 
The  author's  adaptation  of  Professor  Hardy  Cross'  method 
of  moment  distribution  is  not  altogether  surprising.  More 
interesting,  I  think,  is  his  application  of  the  investigations 
of  Professor  Albert  Haertlein,  which  tend  to  show  that  the 
lengths  of  members  and  more  particularly  their  areas  have 
less  effect  on  the  accuracy  of  analysis  than  has  been  sup- 
posed, and  that  the  old  dilemma  of  first  having  to  know 
the  area  in  order  to  find  it  may  be  taken  care  of,  without 
practical  error,  by  merely  omitting  the  area  term  from 
summations. 

Temperature  must  play  some  part  in  stressing  members 
of  such  a  long  continuous  truss,  and  it  may  be  of  some 
interest  to  know  what  effect  it  would  have  in  this  particular 
design.  It  is  probably  assumed  that  all  but  one  of  the 
reactions  are  "frictionless"  and  free  to  move  longitudinally 
but,  even  so,  a  temperature  variation  of  100  deg.  F.  (from 
+  70  deg.  F.  to  —  30  deg.  F.)  would  tend  to  shorten  the 
truss  a  total  of  some  9  inches. 

Again,  it  is  always  assumed  that  the  supports  are  un- 
yielding, yet  this  is  not  always  the  case  and  in  a  continuous 
truss  such  as  this  one  any  differential  settlement  of  the 
piers  would  alter  the  distribution  of  the  loading  and  con- 
sequently of  member  stresses. 

*  Professor  and  Head  of  the  Department  of  Civil  Engineering, 
University  of  Manitoba,  Winnipeg,  Man. 


I.  F.  Morrison,  m.e.i.c.6 

In  the  process  of  the  determination  of  the  stresses  in  an 
indeterminate  structure,  a  stage  is  reached  which  involves 
the  solution  of  a  set  of  simultaneous  linear  equations  in 
terms  of  the  redundants.  In  general  these  equations  are  of 
the  form 


Of*  A;  —  Zi;  , 


.n 
.  n 


(D 


in  which  the  aik  are  coefficients  dependent  only  on  the  size, 
shape  and  elastic  properties  of  the  structure.  The  X,  are 
the  redundants  which  may  be  chosen  arbitrarily  and  the 
Z,  are  constant  terms  which  arise  from  various  items  such 
as  the  loading,  temperature  changes,  etc.  It  is  easy  to  show 
that  the  solution  of  the  equations  (1)  can  be  obtained  in 
the  form  of  equations  (2). 


Xi  =  £  °.-*  zi 


(2) 


in  which  the  bik  are  explicit  functions  of  the  aik  only.  This 
method  possesses  the  distinct  advantage  that  once  the 
bik  are  determined,  they  are  constants  for  the  structure  and 
the  changes  of  loading,  and  consequent  changes  in  the  Z, 
enable  the  immediate  and  direct  determination  of  the  ap- 
propriate X{. 

The  solution  of  the  set  of  equations  (1)  by  the  usual 
process  proves  to  be  time-consuming,  especially  to  those 
who  are  not  skilled  in  the  computation  of  determinants.  It 
is  natural,  therefore,  to  expect  engineers  to  seek  to  avoid 
the  solution  of  these  equations  and  it  was  for  this  purpose 
that  the  moment  distribution  method  was  developed  by 
Professor  Cross.  That  method,  which  has  become  further 
developed  in  the  decade  following  1930,  effects  the  solution 
of  the  equations  by  a  process  of  successive  approximation 
and  will  always  succeed  wherever  the  process  is  convergent 
— as  it  usually  is.  In  the  present  paper  the  author  has  quite 
successfully  extended  this  process  to  apply  to  continuous 


Fig.  5 

trusses  of  variable  depth  and  therefore  has  made  a  contribu- 
tion of  considerable  value  to  the  development  of  the 
method. 

In  every  case,  the  number  of  redundants,  external  and 
internal,  is  equal  to  the  degree  of  indeterminateness  of  the 
structure  but  the  choice  of  the  redundants,  such  as  stresses 
in  certain  members,  reactions,  moments  at  supports,  etc., 
is  entirely  arbitrary.  For  continuous  structures,  of  the  type 
under  discussion  in  this  paper,  it  is  easy  to  show  that,  by 
choosing  as  redundants  the  moments  over  the  supports, 
equations  (1)  become  a  set  of  three-term  linear  equations 
the  coefficients  of  which  form  a  symmetrical  matrix.  The 
solution  of  such  equations  is  not  difficult  and  may  readily  be 
reduced  to  a  systematic  process  in  which  the  calculations  of 
the  bik  may  be  carried  out  on  an  ordinary  slide-rule  and  the 
"difficulty  and  uncertainty  of  conventional  methods"  is 
not  present.  Unfortunately  this  method  is  not  generally 
known  to  practising  engineers. 

The  classical  example  of  such  a  set  of  three-term  equa- 
tions is  the  well  known  three-moment  equation  of  Clapey- 
ron.  A  similar  set  of  equations  can  be  derived  for  framed 
structures  such  as  illustrated  in  Figure  1  of  the  paper. 

Figure  5  represents  two  contiguous  spans  of  a  continuous 
truss.  Taking  as  the  redundants  the  moments  over  the 
supports,  i.e.,  the  Mr  the  theory  of  least  work  gives  the 
equation  (3). 

*  Professor  of  Applied  Mechanics,  Department  of  Civil  and  Muni- 
cipal Engineering,  University  of  Alberta,  Edmonton,  Alta. 


338 


July,  1941     THE  ENGINEERING  JOURNAL 


M.y 


U0U„L      Mb 
AE    +  Db 


UjL 
AE 


£S„UbL  _  y 
°    AE        *•* 


,y  UlL) 
^^"AEj 

rJ 

UcUbL 
AE 

S0UbL 
6    AE 

(3) 

The  notation  is  essentially  the  same  as  in  the  paper.  The 
S0  and  So  are  the  stresses  due  to  the  real  loads  on  the 
trusses  taken  as  simply  supported  and  the  same  terms 
may  be  made  to  include  temperature  effects,  sinking  of 
supports,  etc. 

This  equation  for  trusses  is  the  counterpart  of  the  three- 
moment  equation  for  girders.  The  coefficients  -=-  Y.a     ".  *   ' 

etc  are  the  aik  of  equations  (1).  The  working  out  of  their 
numerical  values  amounts  to  essentially  the  same  process 
as  that  given  in  the  paper  and  in  fact  they  are,  in  a  sense, 
stiffness  factors;  though  not  according  to  the  definition 
laid  down  in  the  paper.  The  systematic  solution  of  the 
numerical  equations  is  not  difficult  and  will  lead  to  the  same 
results  as  are  obtained  by  the  moment  distribution  method. 
No  carry-over  factors  are  required. 

The  equations  (3)  in  the  present  case  include  only  three 
unknowns  and  it  is  open  to  question  whether  the  time  spent 
in  the  direct  solution  of  them  would  be  any  more  than  that 
involved  in  the  moment  distribution  process.  Moreover, 
once  the  bik  have  been  determined,  the 

„  _  _  y  S0UbL  _  y  S„UbL 

z-=      L°  AE       L  AE 

can  readily  be  computed  to  consider  any  number  of  load- 
ings and  this  turns  out  to  be  especially  convenient  for 
influence  lines. 

In  equations  (5)  and  (6)  of  the  paper  the  Es  have  been 
omitted  because  if  E  be  assumed  constant  throughout  the 
structure  it  may  be  factored  out  and  cancelled  in  the 
equations.  It  should  be  pointed  out,  however,  that  it  is  not 
the  modulus  of  elasticity  of  the  material  of  which  the 
structure  is  built  but  the  constant  of  proportionality  of  the 
total  stress-stretch  curve  for  each  member  of  the  truss  that 
is  represented  by  E  in  the  equations  (1)  to  (4)  and  it  is 
pertinent  to  raise  the  question  as  to  whether  this  is  a  con- 
stant for  the  members  collectively.  Compression  tests  on 
full  sized  built-up  steel  columns  show  that  the  variation  is 
not  large  and  give  values  which  agree  quite  well  with  the 
modulus  of  elasticity  of  the  material.  However,  the  writer 
has  been  able — after  only  a  brief  search  to  be  sure — to 
find  nothing  in  the  way  of  test  values  on  the  constant  of 
proportionality  for  built-up  tension  members  and  there  is 
reason  to  suspect  that  such  information  would  yield  results 
quite  different  from  those  determined  by  the  compression 
tests.  For  this  reason  it  is  suggested  that  the  Es  for  the 
compression  members  may  be  different  than  those  for  the 
built-up  tension  members  and  therefore  they  could  not  be 
cancelled  from  the  equations.  This  difficulty  could  be 
overcome,  however,  by  multiplying  the  terms  for  tension 

E 
members  by  the  ratio  -^  . 

C.  W.  Deans,  m.e.i.c.6 

The  use  of  the  deflections  in  the  energy  method  of  the 
ozr 

differential  of  V  =  Yr££i where  S  =  P  and  S=  U0X  +U„Y 

is  more  accurate  also  than  other  schemes7  where  angle 
changes  at  joints  are  calculated  and  used  as  elastic  weights. 
Mr.  Jacobsen  has  shown  very  clearly  the  advantage  of 
cancelling  out  the  L  over  A  terms  for  the  purposes  of  pre- 
liminary design.  The  advantage  of  bringing  complicated 
structural  design  into  the  realm  of  slide-rule  operations  is 
quite  apparent  in  the  clear  way  the  paper  is  arranged. 


•  Acting  Designing  Engineer,  Hamilton  Bridge  Western,  Limited, 
Vancouver,  B.C. 

7  "Beam  Constants  for  Continuous  Trusses  and  Beams,"  George 
L.  Epps,  Am.  Soc.  Civ.  Engineers  Transactions,  Vol.  104,  1939,  p.  1522. 


The  method  has  been  applied,  for  brevity  in  presentation 
no  doubt,  only  to  a  structure  on  unyielding  supports  but  it 
is  readily  applicable  to  the  investigation  of  the  effect  of  the 
settling  of  supports.  In  this  case  the  fixed-end  moments  will 
be  found  from  the  following  simultaneous  equations: 


A@)  =  yZ^_xEP- 


EA 


'fâ-n^-rL 


UgUbL 

EA 


where  A  is  the  relative  vertical  displacement  of  the  two 
ends  of  the  span  in  question. 

The  calculation  of  fixed-end  moments,  carry-over  factors 
and  stiffness  factors  is  very  well  explained.  However  it  is 
perhaps  well  to  point  out  that  in  Equations  (10)  and  (11) 
the  second  term  on  the  right  is  zero  for  the  condition  of  the 
far  end  being  free  to  rotate,  as  in  the  200-ft.  span,  giving 
the  added  advantage  of  shortening  the  moment  distribution 
procedure  for  the  end  joint  and  span. 

A  discussion  of  fixed-end  moments  calculation  from  the 
point  of  view  of  influence  lines  may  be  worth  while.  The  use 
of  simultaneous  equations  for  each  separate  load  condition 
as  in  Equations  (5)  and  (6)  is  most  useful  for  full  span  load 
conditions,  but  for  the  cases  of  partial  span  load  conditions 


j—  _o  oo    r*     J.    io  _ 

o  6^_^-°_o  o  o  -   ° 

o 


it  is  advantageous  to  construct  influence  lines  for  fixed-end 
moments.  The  following  is  a  suggested  method:  Let  us  con- 
sider the  240-ft.  span.  If  X  =  1  then  the  horizontal  displace- 
ment is  bb  =  T,     °   .*     ;  the  equation  for  restoring  the  dis- 

U  U 
placement  to  zero  is  è'b  =  Y  TjIFT    so   tnat   ^or    ^    =  &', 
vUaUbL 


EA 


Y  =■ 


EA 


which  is  similar  to  the  carry-over  equations 


EA 


=  0.53  from  Columns 


(8)  and  (9).  For  this  span  Y=  ..   '   1Q 
12  and  14  of  Table  I.  UMW 

If  we  now  multiply  all  the  stresses  of  the  line  "Unit 
MUj2L12"  in  Table  Vby  (0.53)  (||)  =  0.61  with  opposite  sign 

and  add  them  to  stress  values  of  line  "Unit  MU0L0"  we  have 
a  set  of  stresses  for  the  condition  of  moment  at  end  U0L0 
with  end  U12L12  fixed  against  rotation.  Draw  a  Williot 
diagram  with  U12  and  L12  fixed  and  determine  the  vertical 

displacements   of   load    points    ôj,    52, blt    and    the 

horizontal  displacement  of  U0  =  SU0.  The  influence  ordinates 

for  X  at  Uo  are  ^f  ,  ~ Uj- .  Figure  6  shows  the  final 

o(J0    ou o  oUo 

form  of  the  influence  line  for  X  at  U0,  which  gives  fixed  end 
moments  directly. 

End  moments  for  partial  loadings  are  determined  by 
adding  influence  ordinates  and  multiplying  by  panel  load 
as  is  usual  in  this  type  of  work.  The  influence  line  for  the 
far  end  being  free  can  be  taken  directly  from  the  Williot 
diagram  for  stresses  recorded  on  the  lines  "MUoW  and 
"MUj2LJ2"  in  Table  V. 

In  some  cases  of  moment  distribution  work  a  great  deal 
of  time  and  space  can  be  saved  by  balancing  largest  un- 
balances at  each  step  in  the  procedure.  Plus  and  minus 
additions  and  double  calculations  for  distribution  and 
carry-over  factors  can  be  avoided  by  using  combined  carry- 
over-distribution or  COD  factors  shown  in  Table  VI  for 
the  240-ft.  span. 


THE  ENGINEERING  JOURNAL     July,  1941 


339 


Table 

VI 

a                 b 

c                 d 

e 

e' 

d' 

c' 

b' 

a' 

DF 

0  41 

0 .  59     0 .  50 

0.50 

0.50 

0.50 

0.59 

0.41 

COF 

0 

0  61     0.53 

0.52 

0.52 

0.53 

0.61 

0 

COD 

0 

0.36     0.26 

0.26 

0.26 

0.26 

0.26 

0 

DF — Distribution  Factor      COD — Carry-over  Distribution  Factor 
COF — Carry-over  Factor 

In  this  COD  method  it  is  best  to  distribute  and  carry- 
over largest  unbalances  in  order  of  size  rather  than  in 
simultaneous  steps  across  the  whole  sheet  of  calculations. 
After  all  the  carry-over  moments  (COM)  have  been  re- 
corded, an  addition  is  made  and  the  sums  are  distributed  in 
one  final  operation. 

The  advantage  of  using  the  percentage  method  of  con- 
sidering fixed-end  moments  is  ably  demonstrated  by  Mr. 
Jacobsen  and  should  be  noted.  This  arrangement  with  the 
other  short  cuts  makes  the  moment  distribution  method  of 
analyzing  beams  and  trusses  of  varying  depth  very  efficient 
and  fast  without  any  loss  of  accuracy. 


A 


3.2 


13 


^ik^ 


2o 


<r 


-Tt 


*  i. 


*- 


V 


-tr 


Fig.  7 

The  excellent  arrangement  of  Table  V  should  be  studied. 
Perhaps  it  would  be  clearer  if  chord  stresses  and  web 
stresses  were  kept  separate,  but  that  is  a  matter  of  choice. 
It  should  be  pointed  out  that  the  method  of  using  a  stress 
diagram  for  unit  reaction  is  most  useful  even  in  single  span 
structures  for  moving  load  analysis. 

Everything  considered  we  should  feel  most  grateful  for 
the  accurate  and  well  explained  paper  prepared  by  Mr. 
Jacobsen,  and  students  and  practising  engineers  will  be  well 
advised  to  go  over  the  paper  in  minute  detail.  Multiple 
span  arches  on  trussed  towers  and  multiple  span  trusses  on 
trussed  towers  should  be  studied  by  using  extensions  of  the 
ideas  outlined  in  this  paper. 

C.  M.  Goodrich,  m.e.i.c.8 

Mr.  Jacobsen 's  treatment  of  a  continuous  truss  by 
moment  distribution  is  a  very  clean-cut  and  workmanlike 
application  of  that  method,  using  the  elastic  energy  method 
to  find  carry-over  and  stiffness  factors.  It  is  a  pleasure  to 
see  such  a  paper  in  the  Journal,  for  it  contributes  to  en- 
gineering knowledge. 

It  may  be  of  interest  to  note  the  possible  usefulness  of 
the  formulae  developed  by  Weiskopf  and  Pickworth  in  the 
Proceedings  of  the  American  Society  of  Civil  Engineers, 
October  1935.  If  one  assumes  the  depths  of  the  240  ft.  truss 
as  shown  in  Fig.  7,  and  the  moments  of  inertia  to  vary 
as  the  squares  of  the  depths,  the  appropriate  formulae  and 
figures  are  as  follows:— 

IA  =  2.56;  IE  =  1 .32;  IC  =  1;IF  =  1 .44  ;  IB  =  3:24  (relative  I's) 

Ib-Ic 


a  =hçh=1M 


B 


=  2.24 


8  Consulting  Engineer,  The  Canadian  Bridge  Company,  Limited, 
Walkerville,  Ont. 


ig 


n  = 


AIE 


=  1.11 


ig- 


ig 


m=         B/E     =1.07 
Igl 


B(^3-^b))-°-«7 

\m-\-2      m-\-2/) 

MI  +  ^)  +  srj'-^  +  s(^- 

-^tt,)}  =0.553 
m+8/\ 


2s 
m+i 


+ 


''-■(i-+ï+'1(sÉ7-5Ïs+=Ts))+«,ï 


i  +  — r-sl  =0.545 


[3      m  +  3 

b 

F2 

F3 

For  stiffness 


MB=yi 

MA  =  V  MB  =  0.58MB 


KA  = 


KB  = 


FzIa 


4  (F2  F3-Ft2)  L 


F3h 


4(F2F3-F12)L 


The  relative  stiffnesses  are  as  F,  to  F3,  0.553  to  0.545,  or 
0.51  to  0.49.  As  to  the  actual  stiffness,  no  figures  can  be 
made  from  the  relative  I's.  Of  course  the  design  will  change 
the  relative  I's  from  the  ratio  assumed.  It  will  be  noted  that 
this  treatment  gives  results  roughly  comparable  in  accuracy 
to  the  approximate  method  of  Mr.  Jacobsen's  Table  II. 

There  is  another  method  which  seems  to  possess  sufficient 
accuracy,  and  an  advantage  over  the  Weiskopf  and  Pick- 
worth  method  in  the  possibility  of  seeing  more  clearly  what 
one  is  doing.  In  a  beam  of  uniform  moment  of  inertia,  if  we 
call  l_B  =  1  the  unit  stiffness,  then  by  Mohr's  first  theorem 
of  elastic  weights  (announced  in  1868),  that  the  angle  at  B  = 

the  shear  of  the -7-  area  divided  by  E,  [MB—  -  —  MA  —  —  ) 
I  J     '  \     a  2  3  2  31 

±j~L.B-l.  Now  LA-O-^kL-M^+j 

From  the  latter  MA  =  1/2  MB.  From  the  former  the  stiffness 

M 

=  — =§  .  All  this  is  for  a  uniform  /.    But  to  adapt  it  to  a 

^tl     r        ,  M 

varying 


I  we  have  only  to  plot  the  ^j^  at  various  points, 

run  a  smooth  curve  through  them,  find  the  centroids  of  the 
two  moment  areas,  and  proceed  as  we  did  with  the  beam  of 
uniform   moment  of   inertia.   This  method   seems  rather 

PUL 

attractive,  as  it  cuts  out  all  the    — j^ —  work. 

E 

Whether  the  fabrication  and  erection  can  match  the 
mathematical  accuracy  of  the  calculations  is  a  doubtful 
matter,  but  fortunately  that  is  of  little  practical  im- 
portance, since  at  the  limit  of  its  capacity  the  structure  can 
redistribute  an  overload  in  one  part  upon  other  elements 
with  deformations  still  of  the  elastic  order. 

One  wonders  as  to  the  treatment  of  the  expansion  prob- 
lem as  at  least  a  720-ft.  length  must  be  considered,  with  a 


340 


July,  1941     THE  ENGINEERING  JOURNAL 


range  at  the  point  farthest  from  the  fixed  point  of  say  8 
inches.  Slabs  rounded  at  top  and  bottom,  and  of  30  inches 
and  more  in  height  have  been  very  successfully  used  to 
provide  a  relatively  free  movement.  This  would,  however, 
introduce  a  horizontal  component  in  the  case  of  so  large  a 
movement,  while  rollers  would  respond  rather  sluggishly, 
at  least  after  a  period  of  some  years,  when  rust  and  dirt 
have  accumulated.  Rollers  often  offer  considerable  resist- 
ance to  movement  in  old  bridges,  in  such  cases  one  hopes 
that  the  larger  movements  will  take  place  when  the  span  is 
unloaded. 

There  are  alternatives  to  the  design  selected,  doubtless 
all  carefully  considered.  One  is  the  so-called  Garber  system, 
where  points  off  the  piers  are  chosen  to  interrupt  continuity, 
as  is  done  in  cantilever  spans.  This  largely  reduces  the 
problem  of  expansion,  and  also  renders  the  structure 
statically  determinate. 

A  second  possible  alternative  design  is  the  Wichert 
truss,  which  is  indeed  the  title  of  a  book  written  by  Dr. 
D.  B.  Steinman  and  published  by  Van  Nostrand  in  1932. 
The  arrangement  at  the  piers  is  as  sketched  in  Fig.  8,  where 
the  heavy  dots  indicate  pins.  It  will  be  noted  that  the 
structure  is  statically  determinate,  that  any  trifling  errors 


Fig.  8 

in  fabrication  or  erection  (and  settlements  of  piers  as  well) 
is  automatically  cared  for.  The  problem  of  adequately 
caring  for  expansion  remains  the  same  as  in  Mr.  Jacobsen's 
problem. 

The  Weiskopf  and  Pickworth  formulae  are  applied  to 
various  uses,  of  which  the  above  is  but  one  instance,  and  at 
least  two  pamphlets  on  this  subject  were  published  by  the 
American  Institute  of  Steel  Construction. 

From  the  aesthetic  standpoint,  the  outline  of  the  200-ft. 
span,  where  the  central  portion  of  the  bottom  cord  L4-L6 
is  horizontal,  is  better  than  are  the  other  two  spans.  The 
eye  here  travels  more  easily  along  the  bottom  chord. 

Alfred  Gordon9 

The  author's  inspiration,  to  find  the  stiffness  ratios, 
carry-over  factors  and  F.E.M's  of  each  span  as  ideally 
fixed,  and  then,  with  these  constants,  use  moment  distribu- 
tion, starts  an  entirely  new  train  of  thought. 

The  great  merit  lies  in  having  thought  of  these  constants 
at  all,  for,  by  making  moment  distribution  available,  they 
save  so  much  time  that  just  how  they  are  determined  may 
seem  a  trifle,  yet,  in  the  writer's  opinion  even  further 
saving  may  be  effected  by  finding  them  in  a  somewhat 
different  manner  from  the  equations  given. 

The  writer's  suggestion  is  that  the  influence-line  for  the 
F.E.M's  of  each  span  as  ideally  fixed  should  be  obtained 
immediately  and  directly,  all  the  other  constants  required 
being  found  incidentally ,  as  will  be  shown. 

We  know  that  if  we  take  the  beam  shown  in  Fig.  9,  and 
rotate  the  left-hand  end,  it  will  deflect  as  shown  by  the 
dotted  line,  and  that  this  curve  is  also  the  influence-line 
for  the  moment  at  the  left-hand  end  due  to  a  unit  load 
crossing  the  span  when  it  is  fixed  at  both  ends,  a  uniform 
moment   of  inertia  being  assumed.10 

We  know  also  that  this  curve  may  be  obtained  qualita- 
tively if  we  load  the  beam  of  Fig.  10  with  the  shaded  area, 
representing  the  algebraic  sum  of  the  parallelogram  and 

9  Canadian  Pacific  Railway  Company,  Montreal,  Que. 

10  "Continuous  Frames  of  Reinforced  Concrete,"  Cross  and 
Morgan,  p.  79.  "Applied  Elasticity,"  Timoshenko,  p.  126. 

11  "Deflection  of  Beams  by  the  Conjugate  Beam  Method,"  H.  M. 
Westergaard,  Journal  of  the  Western  Society  of  Engineers,  Vol.  26, 
No.  11,  November,  1921. 


Fig.  9 


Fig.  10 

triangle,  and  divide  the  resulting  bending-moments  by 
the  reaction  at  the  left-hand  end. 

We  observe  that  the  height  (h  =  3/2)  of  the  triangle  was 
found  by  equating  the  moments  of  the  parrallelogram  and 
triangle  about  the  left-hand  end  so  that  the  right-hand 
reaction  became  zero,  the  left-hand  reaction  consequently 
becoming  L/4',  and  we  note  that  in  the  process  of  making 
this  adjustment  there  appeared  both  the  carry-over  and 
stiffness  factors  for  the  left-hand  end,  the  former  being  the 
ratio  of  the  end  moments,  (h  —  1)  to  1,  and  the  latter  the 
reciprocal  of  the  left-hand  reaction,  i.e.  of  L/4- 

In  short,  the  beam  of  Fig.  10  is  "conjugate"  to  the  "given" 
beam  of  Fig.  9,  so  that  the  shears  and  moments  of  the 
former  are  equal  numerically  to  the  slopes  and  deflections, 
respectively,  of  the  latter.  This  conception11  (a  rather 
useful  re-presentation  of  the  method  of  "elastic  weights") 
is  doubtless  so  well-known  that  only  allusion  to  it  is  neces- 
sary, and  it  may  be  superfluous  to  remark  that  for  the  end 
spans  the  "conjugate"  beam  will  be  a  simple  span  upon 
which  the  load  is  a  triangle  of  unit  height  at  the  restrained 
end  of  the  actual  span. 

If  the  beam  has  a  variable  moment  of  inertia,  the  only 
change  is  a  modification  of  the  load  applied  to  the  "con- 
jugate" beam,  each  ordinate  or  load  of  the  diagram  being 
divided  by  the  appropriate  I  of  the  "given"  beam.  If  the 
beam  is  unsymmetrical,  and  restrained  at  both  ends,  the 
same  procedure  must  be  followed  for  each  end  in  turn.  If 
the  "beam"  is  a  framed  truss,  the  loads  applied  to,  and  bal- 
anced on,  the  "conjugate"  beam,  are  the  same  parallelograms 
and  triangles,  modified  by  the  "elastic  weights"  of  the  various 
members  of  the  truss.  The  "elastic  weight"  of  a  truss  member 
is  L/AEp2,  p  being  the  perpendicular  distance  to  its  moment 
centre.  It  is  the  exact  counterpart  of  ds/I  in  beam  analysis, 
and  is  applied  as  an  "elastic  load"  at  the  moment  centre  of 
the  member  (except  when  this  is  inaccessible,  two  equiva- 
lent loads  being  then  used,  as  described  in  various  texts). 

In  a  first  approximation,  at  least,  the  effect  of  the  web- 
members,  as  is  well-known,  may  be  neglected.  This  approx- 
imation, together  with  that  of  omitting  all  L  and  A  terms, 
reduced  the  work  of  finding  the  "elastic  loads"  to  calculat- 
ing merely  l//>2  (  =  (?)  for  each  chord  member. 

If  YP  and  Yt  be  the  ordinates  of  the  parallelogram  and 
triangle  (of  assumed  unit  height  at  the  right-hand  end)  at 
any  panel-point;  G  the  "elastic  weight"  of  the  member 
having  that  panel-point  for  its  moment-centre;  and  x  the 
distance  of  the  panel-point  from  the  left-hand  end  :  then  the 
final  elastic  weight,  W,  to  be  placed  at  each  panel-point  is 
given  by  (with  due  regard  to  signs)  : 

TF=  YtG  +  Y,Gh;  in  which  h  =  Q^YpGx)  -*-  (£jtGx) 

The  bending-moments  for  these  final  weights,  W,  when 
divided  by  the  sum  of  the  weights,  W,  supplied  as  a  reaction 
at  the  left-hand  end,  give  the  desired  influence-line  for  the 


THE  ENGINEERING  JOURNAL     July,  1941 


341 


moment  at  the  left-hand  end.   The  carry-over  factor  is 

(h — 1)  and    the    stiffness   factor   is    1/W.    As    a     check, 

This  procedure  has  several  advantages: 

1.  The  ideal  F.E.M's  are  obtained  for  any  loads  what- 
soever by  the  solving  of  two  "conjugate"  beams  for  each 
type  of  unsymmetrical  intermediate  span,  and  one  for  each 
end  span,  if  they  are  different,  the  solutions  at  the  same  time 
giving  all  other  constants  required. 

2.  The  calculations  are  extremely  simple,  because  any 
units  may  be  used  so  long  as  they  are  consistent,  panel- 
lengths  being  most  convenient,  the  multipliers  becoming 
1,  2,  3,  etc.,  up  to  the  number  of  panel-points,  and  moments 
are  obtained  by  successive  addition. 

3.  It  is  readily  checked  during  development,  quite  a  con- 
sideration, as  there  is  usually  no  check  until  columns  of 
summations  have  been  made,  and  equations  have  been 
solved. 

4.  For  continuous  spans,  when  the  number  is  so  great  as 
five  or  more  and  especially  if  "point  loads"  have  to  be 
taken  into  account,  as  they  would  have  to  be  in  a  railway 
bridge,  there  is  much  to  be  said  for  graphical  or  semi- 
graphical  methods,12  which  are  greatly  facilitated  by  this 
method  of  determining  the  constants;  thus:  The  points  of 
inflection  of  the  influence-lines  for  the  F-E.M's  are  "fixed 
points"  of  the  spans,  and  may  be  accurately  located  as  the 
points  of  zero  shear  for  the  "elastic  loads"  used  in  finding 
the  influence-lines.  The  intersections  of  the  line  joining  the 
ideal  F.E.M's  of  any  one  span  with  the  two  vertical  lines 
through  these  "fixed  points"  locate  the  "characteristic 
points."  By  means  of  the  latter  the  complete  moment 
diagram  for  a  unit  load  at  any  point  may  be  rapidly  drawn, 
and  the  reactions  thereby  found.  By  the  method  of  double 
influence-lines,13  once  the  reaction  influence-lines  are 
drawn,  all  others,  whether  for  moment  or  shear,  may  be 
obtained  without  any  further  work  except  drawing  lines 
across  them.  This  takes  full  advantage  of  the  simultaneous 
determination  of  the  F.E.M's,  and  is,  in  the  writer's  opi- 
nion, quicker  than  moment  distribution  for  the  particular 
problem.  If,  however,  only  full  span  loads  are  considered, 
this  special  advantage  does  not  result,  though  it  is  still  very 
convenient  to  have  all  the  F.E.M's  at  "one  fell  swoop." 

The  figures  obtained  by  this  procedure,  for  the  example 
given,  were,  in  part,  as  follows: 

200  ft,  Span  240  ft.  Span 

Stiffness  Factor  0.367  0.633 

Carry-over  0  0.63  0.57 

F.E.M  18,800  15,450  17,320 

The  lever  arms  were  merely  scaled  from  a  small  diagram. 
The  length  of  all  chords  was  taken  as  one,  except  that  of 
those  next  to  the  peak  over  the  pier,  which  was  taken  as  J^. 
All  areas  were  taken  as  one.  Web  members  were  omitted. 
Despite  all  these  crudities,  the  results  are  in  substantial 
agreement  with  those  of  the  author,  so  it  appears  doubly 
certain  that  a  uniform  moment  of  inertia  is  just  about  the 
one  assumption  that  should  not  be  made  even  for  a  first 
approximation. 

A.  R.  Ketterson,  m.e.i.c.  14 

The  determination  of  the  maximum  stress  in  the  members 
of  a  five-span  continuous  truss  bridge  by  conventional 
methods,  even  when  each  truss  is  of  uniform  depth  through- 
out, is  a  tedious  job  in  itself,  but  the  problem  in  this  case  is 
further  complicated  by  the  fact  that  each  truss  is  of  varying 
depth  with  the  result  that  the  computations  to  determine 
the  unknown  moments  over  the  supports  require  an  excep- 


12  "Moments  in  Restrained  and  Continuous  Beams  by  the 
Method  of  Conjugate  Points,"  Nishkian  and  Steinman,  Paper  1598, 
Am.  Soc.  C.E.,  the  discussion  as  well  as  the  paper.  Note  that  for 
symmetrical  spans  Ruppel's  Tables  are  available. 

13  "Movable  and  Long-Span  Bridges,"  Hool  and  Kinne,  Sec.  4-3 
by  D.  B.  Steinman. 

14  Bridge  Engineer,  Canadian  Pacific  Railway  Company,  Mont- 
real, Que. 


tional  degree  of  patience  and  perseverance  backed  by  good 
judgment  to  enable  the  various  steps  in  the  procedure  to  be 
carried  through  without  error. 

To  determine  the  unknowns,  practically  all  of  the  so- 
called  conventional  methods  require  the  solution  of  succes- 
sive sets  of  simultaneous  equations,  each  containing  terms 
which  are  themselves  unknown  and  require  to  be  estimated 
by  judgment.  It  is  a  process  of  "trial  and  error"  and  then 
try  again. 

A  most  interesting  section  of  the  paper  is  that  dealing  with 
Professor  Haertlein's  discovery  that,  in  general,  the  L  over 
A  terms  in  the  virtual-work  series  could  be  omitted  without 
appreciably  affecting  the  final  results.  It  is  interesting  to 
note  that,  for  the  dead  load  moment  over  the  first  support 
the  omission  of  these  terms  made  no  difference  and  over  the 
second  support  the  difference  was  found  to  be  only  3  per 
cent.  Having  in  mind  the  fact  that  the  calculations  which 
include  these  terms  involve  the  summation  of  a  large 
number  of  small  strains  produced  by  the  computed  (or 
theoretical)  stress  in  the  various  members,  but  that  their 
actual  stress  under  service  conditions  may  vary  therefrom 
as  a  result  of  external  conditions,  such  as  the  effect  of  con- 
nections and  of  other  members,  it  would  seem  that  an  even 
greater  discrepancy  could  be  ignored  under  such  circum- 
stances. 

Referring  to  the  fixed  end  moments,  carry-over  factors 
and  stiffness  ratios  as  determined  from  Table  I,  the  writer 
infers  that,  starting  with  the  member  areas  found  by 
assuming  a  constant  moment  of  inertia  for  each  span  it- 
was  necessary  to  set  up  Table  I,  or  its  equivalent,  several 
times  before  a  final  solution  which  was  considered  suffi- 
ently  accurate  was  reached.  It  may  be  a  question,  therefore, 
whether  the  time  expended  in  arriving  at  this  preliminary 
table  would  not  have  seen  the  designer  well  on  his  journey 
towards  the  complete  solution  of  the  stresses  by  other 
methods. 

However,  by  investigating  Professor  Haertlein's  claim 
when  applied  to  structures  like  that  under  discussion — and 
thus  obtaining  the  material  for  Table  II — the  author  has 
not  only  contributed  information  on  a  subject  which  should 
be  valuable  to  every  designer,  but  has  also  demonstrated 
that,  at  least  for  those  structures  in  which  the  L  over  A 
term  may  be  omitted  (which  would  be  the  majority  of 
ordinary  cases),  his  suggested  method  is  direct  and  saves 
much  time  and  drudgery.  The  writer  doubts,  however,  that 
the  latter  remarks  would  apply  if  it  were  always  necessary 
to  go  through  the  procedure  involved  in  arriving  at  the 
final  Table  I. 

That  a  still  greater  saving  might  be  possible  by  the 
adoption  of  some  other  method  is,  in  any  case,  beside  the 
point.  Methods  may  often  be  left  to  individual  preference — 
what  may  seem  the  longest  way  round  may  be  the  shortest 
way  home  if  the  direct  route  is  full  of  pitfalls.  It  has  been 
wisely  stated  that  the  best  methods  are  those  which  enable 
the  designer  to  vizualize  the  varying  distortions  of  the 
structure  which  result  from  the  varying  mathematical 
steps.  The  suggested  method  conforms  to  that  requirement. 
With  some  of  the  older  conventional  procedures  the  de- 
signer is  liable  to  become  so  steeped  in  the  solution  of  succes- 
sive equations  that  his  analytical  work  does  not  provide  the 
assistance  it  otherwise  should,  when  he  begins  the  actual 
design,  which,  after  all,  is  the  important  matter  for  which 
the  computations  are  the  preliminaries.  No  doubt  there  are 
many  structures  in  which  the  actual  service  stress  is  quite 
different  from  the  computed  stress  because  of  a  lack  of 
harmony  between  the  various  members  which  have  a 
common  meeting  place  under  the  influence  of  the  stiff 
gussets  which  form  the  connections. 

In  the  case  of  a  railway  bridge  having  span  lengths  the 
same  as  in  this  structure,  or  somewhat  longer,  it  would  be 
possible,  after  setting  up  Tables  II  and  IV,  to  reduce  the 
subsequent  work  since  it  would  probably  be  found  un- 
necessary to  adhere  strictly  to  those  combinations  of  span 
loadings — either    full     or     partial — which     according     to 


342 


July,  1941     THE  ENGINEERING  JOURNAL 


theory  are  necessary  for  the  determination  of  maximums — 
are,  nevertheless,  when  applied  to  service  conditions, 
highly  improbable  combinations  in  some  cases  and  imprac- 
ticable in  others. 

S.  D.  Lash,  m.e.i.c.15 

More  than  forty  years  ago  Professor  Perry  observed  that 
not  more  than  one  good  engineer  in  a  hundred  believes  in 
what  is  usually  called  theory.  Unless  the  percentage  has 
greatly  increased  in  the  intervening  years  Mr.  Jacobsen 
must  belong  to  a  very  select  group,  for  he  has  given  proof 
not  only  of  his  belief  in  theory,  but  of  his  ability  to  use  the 
tools  provided  by  theory,  with  considerable  adroitness. 

It  is  interesting  to  read  in  the  Proceedings  of  the  Institu- 
tion of  Civil  Engineers  for  1850  that  the  Board  of  Railway 
Commissioners  would  not  permit  the  use  of  a  continuous 
tubular  girder  of  two  spans,  which  had  been  built  for  the 
Manchester,  Sheffield  and  Lincolnshire  railway  at  Torksey. 
The  reason  given  was  that  if  the  spans  were  considered  as 
simply  supported,  as  had  been  done  by  Stephenson  in  the 
case  of  the  Brittannia  bridge,  the  allowable  working  stresses 
were  exceeded.  The  ban  continued  for  four  months  during 
which  time  the  effects  of  continuity  were  hotly  debated.  It 
was  finally  established  both  by  actual  tests  and  by  mathe- 
matical analysis  that  the  stresses  were  greatly  reduced  by 
virtue  of  the  continuity  and  the  bridge  was  allowed  to  go 
into  service.  Rather  surprisingly,  there  was  no  mention  in 
the  discussion  of  the  possible  consequences  of  settlement  of 
the  middle  support. 

It  would  seem,  however,  that  bridge  engineers  have  been 
reluctant  to  take  advantage  of  the  economies  made  possible 
by  continuity  largely  owing  to  doubt  about  the  effects  of 
unequal  settlement  of  supports  and  also  owing  to  the  more 
difficult  calculations  that  are  required.  Mr.  Jacobsen  has 
indicated  methods  by  which  the  latter  difficulties  may  be 
overcome  and  it  would  be  interesting  to  know  if  his  studies 
indicated  the  probable  effects  of  the  former.  In  recent  years 
there  appears  to  have  been  a  tendency  to  prefer  the  Wichert 
truss  to  the  continuous  truss  since  it  is  statically  determinate 
and  stresses  are  not  induced  by  sinking  of  an  intermediate 
support. 

On  previous  occasions  continuous  trusses  have  been 
analysed  using  Professor  Cross'  "column  analogy"  method. 
Most  engineers  will  prefer  the  moment  distribution  method 
described  by  Mr.  Jacobsen  if  only  for  the  reason  that  the 
significance  of  the  method  can  be  much  more  easily  grasped. 
There  would  appear  to  be  no  doubt  about  the  general 
validity  of  Mr.  Jacobsen's  approach  and  there  are  only  a 
number  of  minor  points  to  which  attention  may  be  directed. 

The  extension  of  the  Maxwell-Mohr  equations  to  include 
external  couples,  in  order  to  determine  fixed  end  moments, 
appears  to  be  unnecessary.  Actually  this  has  not  been  done, 
since  Equations  (1)  and  (4)  are  not  expressed  in  terms  of 
angular  rotations  but  in  terms  of  linear  displacements 
resulting  from  the  application  of  horizontal  forces  at  the 
ends  of  the  top  chord  of  the  truss.  It  is  true  of  course  that 
in  order  to  balance  these  forces  suitable  reactions  must  be 
introduced  at  the  supports.  However  this  is  always  the  case 
whether  the  loads  be  horizontal  or  vertical  and  such  reac- 
tions do  no  work  and  hence  do  not  enter  into  the  equations. 

The  use  of  the  symbol  U  to  represent  stresses  in  members 
resulting  from  unit  loads  at  deflection  points  is  not  in  agree- 
ment with  American  Standards  Association  Standard  Z 
10a  1932,  where  u  is  preferred,  and  is  somewhat  confusing 
to  those  familiar  with  British  literature  in  which  U  is  the 
symbol  for  strain  energy. 

Engineers  generally  should  be  grateful  to  Mr.  Jacobsen 
for  drawing  attention  to  Professor  Haertlein's  approximate 
method  for  determining  stresses  in  redundant  members. 
Approximate  methods  for  solving  redundant  structures  are 


16  Acting  Secretary,  National  Building  Code  Project,  National 
Research  Council,  Ottawa,  Ont. 

18  Engineer,  Department  of  Public  Works  of  the  Province  of 
Quebec,  Quebec. 


of  great  utility  and  often  prove  to  be  surprisingly  accurate. 
For  example  studies  were  made  by  Professor  Baker  of  the 
University  of  Bristol  of  the  distribution  of  moments  in 
building  frames  on  the  assumption  that  columns  were  of 
uniform  cross-section  throughout  their  length.  A  check 
indicated  that  errors  introduced  by  this  apparently  very 
drastic  assumption  were  not  likely  to  exceed  two  per  cent. 
It  appears  probable  however  that  the  errors  introduced  by 
approximate  method  will  be  greatest  in  circumstances 
where  it  is  difficult  to  make  a  check,  viz  :  when  the  number 
of  redundancies  is  large. 

W.  Chase  Thompson,  m.e.i.c.16 

The  method  has  been  so  clearly  described  in  the  text,  and 
so  well  illustrated  by  diagrams  and  tables,  that  little  can  be 
said  in  criticism,  except  as  follows:  In  the  text,  the  equations 
for  determining  the  fixed-end  moments  have  been  arranged 
for  an  intermediate  span,  whereas  the  lettering  on  the 
illustrating  diagram  would  indicate  an  end  span.  This  is 
slightly  confusing,  appearing  to  indicate  that  fixed-end 
moments  are  required  at  both  ends  of  the  end  spans  as  well 
as  for  the  intermediate  spans.  Now,  although  the  necessary 
adaptations  of  these  equations  have  been  made  in  Tables  I 
and  II,  it  would  seem  advisable  to  explain  in  the  text  that, 
for  the  end  spans,  fixed-end  moments  are  to  be  computed 
for  the  restrained  end  only,  and  to  show  the  arrangement  of 
the  equations  required  for  this  case,  in  addition  to  that 
already  provided  for  intermediate  spans. 

Referring  to  live-load  stresses  in  the  web  members:  To 
obtain  mathematically-correct  results  for  partially  loaded 
spans,  it  would  be  necessary  to  calculate  the  fixed-end 
moments  for  every  point  of  loading  on  the  bridge,  which 
would  greatly  increase  the  designer's  work;  even  so,  the 
total  labour  involved  would  not  exceed  that  required  to 
design,  for  point  loadings,  a  continuous  plate  girder  of 
variable  /.  But  such  treatment,  although  insisted  upon  by 
some  engineers,  seems  to  be  an  unnecessary  refinement. 

The  writer  has  recently  been  engaged  in  designing  a 
continuous-truss  highway  bridge  of  three  spans:  120+240 
+  120  ft.  It  may  be  explained  that  the  central  span  of  240 
ft.  had  been  fixed  by  existing  conditions,  and  that  the  side 
spans  were  made  sufficiently  long  only  to  prevent  uplift  at 
the  ends.  For  the  final  design  of  the  trusses,  the  elastic- 
curve  method  was  used,  by  which  all  stresses  were  obtained, 
and  which  may  be  considered  to  be  substantially  correct. 

Then,  in  order  to  determine  the  degree  of  accuracy  of  the 
author's  method  for  obtaining  stresses  in  web  members  due 
to  discontinuity  of  live  load  in  a  given  span,  the  stresses 
produced  by  the  omitted  loads,  as  computed  for  a  truss  of 
uniform  /,  were  deducted  from  the  substantially-correct 
stresses,  as  previously  obtained  by  the  elastic-curve 
method  for  the  controling  combination  of  fully-loaded 
spans.  The  live-load  stresses  in  web  members,  thus  derived, 
were  found  to  be  from  0  to  5  per  cent  too  great;  but,  when 
combined  with  the  dead-load  stress  therein,  the  resulting 
total  stress  in  the  central  web  members  was  only  2.5  per 
cent  too  great,  and  in  no  way  affected  the  section  of  these 
members  which  was  determined  by  the  stiffness  require- 
ments of  the  specification  rather  than  by  the  stress.  For 
all  other  web  members,  the  total  difference  in  stress  did  not 
exceed  one  per  cent,  and  in  no  case  was  any  difference  in 
section  required.  Thus  no  reasonable  objection  can  be  made 
to  the  author's  method  for  obtaining  such  stresses. 

For  a  continuous  truss  having  more  than  three  spans, 
Mr.  Jacobsen's  method  is  particularly  advantageous;  but, 
where  only  two  or  three  spans  are  involved,  the  elastic- 
curve  method  seems  to  be  more  convenient  in  some  respects 
and  to  involve  less  labour.  By  this  method  substantially- 
correct  reactions  for  unit  loads  at  panel  points  may  be 
readily  derived  ;  thus  there  is  no  need  for  fixed-end  moments, 
carry-over  factors,  stiffness  factors  or  moment  distribu- 
tion; and  no  additional  work  is  required  to  obtain  the 
stresses  in  web  members  due  to  broken  loading  in  a  span. 

The  elastic  curve  is  constructed  from  ordinates  obtained 


THE  ENGINEERING  JOURNAL     July,  1941 


343 


by  a  Williot  diagram  and  representing  the  vertical  deflection 
of  eveiy  panel  point  when  the  truss  is  supported  at  both 
ends  only  and  subjected  to  a  unit  load  applied  at  one  of  the 
two  intermediate  supports,  both  of  which  are  assumed  to  be 
removed  temporarily.  Having  determined  the  elastic  curve, 
a  slide  rule  may  be  used  with  sufficient  accuracy  in  calculat- 
ing the  reaction  coefficients. 

J.  C.  Trueman17 

Knowing  that  the  omission  of  the  ■=—  factor  gives  a  close 

approximation  will  save  the  designer  considerable  time. 
Even  though  the  error  be  much  greater  than  the  3  per  cent 
figure  of  this  particular  case,  the  original  unit  calculations 
apply  to  all  subsequent  trials  so  that  further  trials  will  not 
be  laborious. 

The  author's  original  approach,  assuming  uniform  mo- 
ment of  inertia  and  solving  by  the  three  moment  theorem, 
is  not  in  itself  a  difficult  calculation.  The  writer  has  made 
the  same  calculations  using  the  Cross  method  both  on  the 
basis  of  equal  stiffness  for  all  spans  and  on  the  basis  of 
stiffness  varying  as  to  length  of  span.  These  different 
assumptions  for  stiffness  affected  the  resulting  moments 
very  little,  suggesting  that  the  error  is  largely  included  in 
the  fixed-end  moments.  The  results  were  about  15  per  cent 
in  error,  a  little  less  than  the  author's  20  per  cent.  The 
method,  to  the  writer,  is  simpler.  The  calculation  is  not 
needed  for  preliminary  areas.  It  gives,  however,  a  rough 
overall  check  since  it  is  obvious  from  the  shape  of  the 
trusses  that  the  true  moments  will  be  greater  than  those  so 
found.  In  view  of  this  latter,  the  writer  wondered  why  the 
author  had  not  added  some  arbitrary  percentage  to  the 
moments  before  making  his  first  approximation  of  areas 
(Table  I). 

The  author  found  an  error  of  one  or  two  per  cent  in  his 
approximations  for  web  members  (part  loading)  but  does 
not  say  whether  this  is  a  percentage  of  the  total  dead  and 
live  or  of  live  load  stresses  only.  The  writer  is  interested  in 
this  phase  as  many  highway  bridges  built  in  the  West  have 
wood  decks.  These  have,  of  course,  a  higher  proportion  of 
live  load  stress  than  in  the  author's  example.  The  economy 
of  continuity  will  be  less  and  the  error  of  live  load  stress  in 
webs  more  important.  It  would  be  interesting  to  know  in 
this  regard  the  estimated  saving  in  tonnage  of  this  con- 
tinuous bridge  over  corresponding  simple  spans. 

The  author  is  to  be  complimented  on  the  clear  presenta- 
tion and  on  his  confining  the  paper  to  the  principle  and 
method  involved  without  digressing  into  detail  or  variations 
not  necessary  for  that  purpose. 

R.  M.  Hardy,  m.b.i.c.18 

The  author  has  contributed  an  interesting  and  valuable 
piece  of  technique  to  the  literature  of  the  analysis  of 
indeterminate  structures.  His  approach  to  the  solution  of 
the  particular  problem  discussed  is  from  the  engineering  and 
not  the  mathematician's  point  of  view.  For  this  reason  the 
paper  will  probably  be  the  better  appreciated  by  its  readers. 

It  is  of  interest,  however,  to  approach  the  general  prob- 
lem involved  from  the  mathematicians  point  of  view. 
From  this  aspect  the  technique  of  handling  the  computa- 
tions to  determine  the  redundant  moments  is  essentially  a 
process  of  solving  a  set  of  simultaneous  equations  by  suc- 
cessive approximations.  It  seems  reasonable  to  suppose, 
therefore,  that  the  general  equations  of  the  conventional 
analysis  for  indeterminate  structures  based  on  the  prin- 
ciple of  Maxwell-Mohr  could  be  arranged  so  that  the 
technique  of  successive  approximations  could  be  applied 
to  them. 

Such  an  attempt  has  been  made  by  0.  T.  Voodhigula  in  a 
paper  scheduled  to  appear  in  the  December,  1940,  Proceed- 


11  Designing  Engineer,  Dominion  Bridge  Company,  Limited, 
Winnipeg,  Man. 

18  Assistant  Professor  of  Civil^Engineering,  University  of  Alberta, 
Edmonton,  Alta. 


ings  of  the  A.S.C.E.  In  accordance  with  this  procedure  Mr. 
Jacobsen's  fundamental  equations  can  be  generalized  as 
follows: 


iPUgL 

*  AE 


Xl^+Yl^+Zl 


AE 


AE 


+  ...(a) 


yPUJL  vUaUbL         yUÎL         vUbUeL 

L  AE  L  AE      "*"     ^AE  ^     ^  AE 


+ 


yPUcL  _      vUaUcL  ,vT  UbUcL  ,   _  y  U\L  , 


■(b) 


(c) 


where  in  (a),  (b)  and  (c)  the  terminology  is  the  same  as 
used  by  Mr.  Jacobsen  except  that  the  redundants  X,  Y  and 
Z  may  be  any  redundants,  reactions,  moments,  or  bar 
stresses;  and  Ua,  Ub,  Uc  are  the  stresses  due  to  the  redun- 
dants X,  Y,  Z,  respectively,  having  values  of  unity. 
Equations  (a),  (b)  and  (c)  may  be  written: 


X: 


Y  = 


z  =  - 


PUgL 

AE 


y     UjL 

L   AE 

y  PUbL 
L   AE 

y    I  bL 

L  AE 

yPUJj 

AE 
UJL_ 

AE 


-Y 


-X 


-X- 


p  (~  aL  bL 
-1    AE 

y  L  aL 

L  AE 

p    UgUbL 

-1    AE 

y  I  bL 

L  AE 

p  UaUcL 

-*  AE 
y  UjL 
L  AE 


-Z 


-Y 


z 


■^   AE 
y  UjL 
"  AE 

?  UbUeL 
-■    AE 
yUÎL 
L  AE 

UbUcL 
AE 


(d) 


UjL 
AE 


(e) 


(0 


Consider  the  terms  in  (d).  The  first  term  is  the  value  of 
the  redundant  X  when  no  other  redundants  are  acting. 
Further  in  the  second  term  the  coefficient  Y  is  the  value  of 
the  redundant  X  when  the  redundant  Y  is  unity,  or,  it 
satisfies  the  definition  of  a  "carry-over  factor"  for  any 
value  of  the  redundant  Y  to  give  the  corresponding  value  of 
the  redundant  X.  Similarly  the  coefficient  of  Z  in  the  third 
term  can  be  regarded  as  a  "carry-over  factor"  from  Z. 
The  corresponding  terms  in  equations  (e)  and  (f)  will,  of 
course,  have  analogous  meanings. 

In  applying  this  last  group  of  equations,  appropriate 
redundants  would  be  selected  and  the  first  term  of  each 
equation  computed.  These  values  constitute  the  first 
approximation  for  the  values  of  the  redundants.  The 
"carry-over  factors"  can  then  be  readily  figured,  and  the 
process  of  successive  approximations  applied  in  essentially 
the  same  manner  as  in  the  "moment  distribution"  pro- 
cedure. It  will  be  noted,  however,  that  the  process  is  sim- 
plified to  the  extent  that  no  "stiffness  factors"  enter  into 
the  analysis.  However,  on  the  other  hand  the  summations 
for  the  computations  of  the  "carry-over  factor"  are  for 
the  whole  frame,  not  simply  for  one  span  as  in  Mr.  Jacob- 
sen's  procedure. 

Equations  (d),  (e)  and  (f)  are  perfectly  general  and  the 
redundancies  may  be  either  internal  or  external.  In  the 
case  of  external  redundancies  either  moments  or  reactions 
may  be  selected  as  the  redundants,  but  most  designers 
would  probably  select  them  as  reactions.  It  will  also  be 

noted  that  the  simplification  of  assuming  -7-55  constant  can 
be  introduced  if  desired. 


AE 


The  Author 

The  author  wishes  to  express  his  appreciation  for  the 
thoroughness  of  the  discussion  and  his  thanks  for  the 
unanimous  kindness  of  the  discussers. 

Mr.  Chambers'  commendation  for  finding  time  under 
pressure  of  war  to  prepare  a  paper  applies  equally  well  to 
Mr.  Chambers  and  the  others  who  have  found  time  to 
digest  and  discuss  the  paper.  Actually,  the  paper  was 
conceived  and  roughly  drafted  before  the  pressure  became 


344 


July,  1941     THE  ENGINEERING  JOURNAL 


acute.  But  it  did  suffer  in  its  final  stages  and  the  author  has 
since  been  unable  to  give  this  discussion  the  consideration 
it  deserves. 

Before  considering  each  discussion,  it  will  save  time  to 
deal  with  those  points  which  are  common  to  several. 

The  first,  while  not  strictly  germane  to  the  paper,  appears 
to  be  pier  settlement,  mentioned  by  Messrs.  Chambers, 
Deans,  Lash,  Laughlin  and  Macdonald.  Obviously,  foun- 
dation conditions  must  be  taken  into  account  before  con- 
tinuous structures  are  projected.  However,  on  spans  over  a 
hundred  feet,  pier  settlements  large  enough  to  cause  serious 
overstress  would  have  to  be  taken  care  of  for  quite  other 
reasons.  That  is  to  say,  the  necessity  for  jacking  and  shim- 
ming would  be  apparent  long  before  a  structure  of  such 
dimensions  would  feel  any  structural  distress.  For  instance, 
on  the  six-span  continuous  Ste-Anne-de-la-Pérade  bridge 
(see  Engineering  Journal,  April,  1938)  a  settlement  of  four 
inches,  which  would  be  objectionable  from  the  point  of 
view  of  grade,  produced  overstresses  of  22  per  cent — well 
within  the  elastic  limit. 

Unfortunately,  the  author  has  not  found  time  to  work 
out  figures  for  the  case  under  review.  However,  the  method 
of  the  paper  lends  itself  to  such  a  study.  Replace  any  pier 
by  a  unit  load.  Fix  adjacent  ends.  Resulting  PU  /E  tables 
will  give  deflections  and  fixed-end  moments  which  are  then 
distributed  to  give  moments  resulting  from  a  pier  deflection 
equal  to  the  deflection  found  at  the  removed  pier.  Note 
that  this  deflection  is,  in  terms  of  our  example,  the  result 
of  simple  and  fixed-end  conditions.  Mr.  Deans'  or  Mr. 
Morrison's  mathematical  statement  of  this  problem  is  to 
be  noted. 

The  concern  about  expansion  members  dates  from  the 
days  when  rollers  were  made  too  small  and  were  not 
properly  guided  to  prevent  misalignment  and  jamming. 
With  modern  pintle  design,  large  rollers,  proper  skirting 
and  dust  and  water  protection,  there  can  be  little  doubt  that 
expansion  members  will  act  as  they  are  supposed  to  with  a 
minimum  of  resistance. 

Criticism  of  the  author's  nomenclature  and  symbols  by 
Messrs.  Chambers,  Lash  and  Thomson  is  justified.  Nothing 
is  more  annoying  in  a  technical  paper  than  poor  or  faulty 
nomenclature  and  it  is  to  be  hoped  that  the  remarks  of 
these  discussers  will  serve  as  a  sufficient  warning  as  regards 
this  deficiency  in  the  text. 

The  author  is  very  grateful  for  the  independent  checks  on 
his  figures  by  Messrs.  Goodrich,  Gordon,  Laughlin  and 
Thomson.  Speaking  of  independent  checks  such  as  those 
advanced  by  Mr.  Goodrich  and  Mr.  Laughlin,  they  either 
assume  a  solid  web  or  neglect  the  web  members.  From  the 
point  of  view  of  results,  these  assumptions  may  be  accurate 
enough,  but  the  author,  as  is  usually  the  case,  was  under 
the  necessity  of  producing  a  stress-sheet  for  each  figure  of 
which  a  watchful  department  was  going  to  demand  chapter 
and  verse. 

Mr.  Chambers  is  to  be  commended  for  entering  the  dis- 
cussion with  his  critical  faculties  at  the  alert.  It  is  true  that 
most  designers  have  their  own  favourite  methods.  Now,  on 
any  particular  job,  it  is  always  shorter  to  use  the  known 
method  than  to  develop  a  new  one.  Unfortunately,  there  the 
matter  usually  rests  until  the  next  time. 

Mr.  Deans'  favourable  comments  are  doubly  appreciated 
because  of  the  discerning  nature  of  his  discussion.  With 
rare  economy  and  felicity  of  statement,  Mr.  Deans  has  made 
four  distinct  additions  to  the  paper.  His  reference  to  and 
appraisal  of  Mr.  George  L.  Epps'  paper  is  to  be  noted.  His 
statement  of  the  pier  settlement  problem  is  terse  and 
adequate.  His  calculation  of  influence  lines  from  the  data  of 
the  paper  is  useful.  Lastly,  he  has  added  a  refinement  to 
the  art  of  moment  distribution  which  deserves  a  fuller 
treatment  and  which  will  repay  study. 


Mr.  Goodrich's  two  alternate  methods  are  to  be  wel- 
comed. As  a  matter  of  reference,  an  example  of  his  second 
method  will  be  found  fully  worked  out  in  the  now  famous 
discussion  of  Mr.  Hardy  Cross'  pioneer  paper  in  the 
Transactions  of  A.S.C.E.,  1930.  The  Gerber  system  has 
been  used  by  the  author  but,  in  this  case,  problems  of 
details  and  erection  outweighed  its  other  advantages.  The 
Wichert  truss  introduces  complicated  details,  it  makes 
difficult  the  simple  cantilever  erection  necessary  on  high 
piers  and  it  requires  a  steeper  angle  in  the  end  chords  over 
the  supports  than  was  deemed  desirable.  It  was  the  author's 
good  fortune  a  number  of  years  ago  to  come  under  the 
stimulating  influence  of  Mr.  Goodrich  who  first  interested 
and  instructed  him  in  the  work  of  Hardy  Cross. 

Mr.  Alfred  Gordon's  discussion  extends  the  boundaries 
of  the  paper  by  adapting  the  useful  and  too  little  appre- 
ciated "conjugate"  beam  theory  to  a  framed  truss.  It  is  to 
be  regretted  that  he  took  so  much  for  granted  in  suggesting 
the  transition  from  the  beam  theory  to  the  truss  theory. 
Mr.  Deans'  remarks  and  his  reference  to  Mr.  Epps'  paper 
should  be  taken  in  conjunction  with  Mr.  Gordon's  discus- 
sion. In  passing,  it  is  the  author's  feeling  that  the  expres- 
sion "method  of  elastic  weights"  has  a  misleading  air  of 
unreality  which  does  a  disservice  to  the  simplicity  and 
straightforwardness  of  the  method  itself. 

Mr.  Hardy  has  pointed  out  that  the  author's  approach  is 
from  an  engineering  and  not  a  mathematical  point  of  view. 
This  is  a  significant  and  discerning  observation.  The  choice 
was  a  very  conscious  one  on  the  part  of  the  writer.  It  is 
therefore  salutary  that  two  such  excellent  appraisals  should 
appear  from  a  strictly  mathematical  point  of  view  as  those 
of  Mr.  Hardy  and  Mr.  Morrison.  In  the  author's  opinion, 
Mr.  Voodhigula's  paper  in  the  December  Proceedings  of 
the  A.S.C.E.  did  not  live  up  to  the  expectations  engendered 
by  Mr.  Hardy's  discussion.  It  seemed  to  have  as  its  main 
preoccupation  an  unwarranted  idea  of  the  difficulties  of 
solving  a  series  of  simultaneous  equations.  Like  Mr.  Mor- 
rison, the  author  has  been  unable  to  find  any  data  relating 
to  the  difference  between  constants  of  proportionality  of 
tension  and  compression  built  up  members. 

Mr.  Ketterson's  general  remarks  are  both  kind  and  pene- 
trating. He  questions  the  saving  in  time  were  it  necessary 
to  set  up  Table  I  involving  lengths  and  areas  rather  than  to 
proceed  directly  to  Table  II.  By  actual  count,  the  number 
of  calculations  for  the  conventional  solution  using  the  four 
reactions  as  redundants  was  eight  times  as  many  as  were 
required  to  arrive  at  the  same  result  via  Table  I.  In  practice, 
however,  Table  II  would  be  set  up  first  and  Table  I  would 
be  used  as  a  final  check  if  deemed  necessary. 

Mr.  Lash  does  not  think  it  was  necessary  to  extend  the 
Maxwell-Mohr  equations  to  include  couples.  The  author 
cannot  agree,  although  the  point  is  mainly  academic. 
Rotations  are  measured  by  the  relative  movements  of  the 
top  and  bottom  of  the  end  verticals.  True,  we  can  assume 
the  base  of  one  end  vertical  as  fixed,  but  the  bottom  of  the 
other  end  vertical  must  of  necessity  move  from  its  original 
position. 

The  author  is  grateful  for  Mr.  Chase  Thomson's  cor- 
roboration in  the  matter  of  the  effect  of  broken  loads  on 
web  members.  He  agrees,  further,  that  the  three-span 
continuous  truss  falls  into  a  rather  special  category  to 
which  the  elastic  curve  treatment  is  particularly  applicable. 

In  answer  to  Mr.  Trueman's  question,  the  errors  of  one 
to  two  per  cent  in  web  stresses  are  for  total  dead  plus  live 
load.  The  ratio  of  dead  to  live  load  was  about  one  to  one. 
The  author  cannot  give  figures  for  a  comparable  simple 
span.  The  point  is  that  the  desired  arched  profile  does  not 
lend  itself  to  simple  span  treatment. 

In  the  main,  the  discussions  speak  for  themselves  and  do 
not  need  further  comment  by  the  author. 


THE  ENGINEERING  JOURNAL     July,  1941 


345 


CONSTRUCTION  NORTH  OF  54° 

ROBERT  F.  LEGGET,  m.e.i.c. 
Assistant  Professor  of  Civil  Engineering,  University  of  Toronto,  Toronto,  Ont. 

Summary  of  an  address  delivered  to  the  London  Branch  of  the  Engineering  Institute  of  Canada,  on  December  12,  1940. 


Note — This  brief  paper  is  based  on  observations  made 
during  a  summer  spent  in  the  Mackenzie  River  basin,  sup- 
plemented by  information  kindly  supplied  by  the  Con- 
solidated Mining  and  Smelting  Co.  of  Canada,  Ltd.,  and 
Imperial  Oil  Ltd.  The  paper  may  be  regarded  as  a  supple- 
ment to  that  by  Professor  J.  A.  Allan,  entitled  "Mineral 
Development  North  of  54°"  and  published  in  The 
Engineering  Journal  for  June,  1940.  In  order  to  make  this 
description  of  construction  activity  in  the  Mackenzie  basin 
complete  in  itself,  a  general  description  of  the  area  has 
been  included  even  though  a  similar  note  is  to  be  found  in 
Professor  Allan's  paper.  Photographs  kindly  supplied  by 
the  two  companies  already  mentioned  supplement  those  of 
the  author  in  serving  as  illustrations. 

Further  particulars  of  the  Wellington  Lake  water  power 
plant  will  be  found  in  a  paper  by  E.  M.  Stiles  published  in 
the  Bulletin  of  the  Canadian  Institute  of  Mining  and  Metal- 
lurgy for  August,  1940,  on  pages  468-480.  In  the  February, 
1941,  issue  of  the  same  journal  appears  a  description  by 
Max  W.  Ball  of  the  Abasand  tar-sand  refining  project  at 
Fort  MacMurray,  mentioned  briefly  at  the  end  of  this 
paper.  Since  the  paper  was  written,  the  area  with  which 
it  deals  has  attracted  public  attention  because 
of  the  decision  to  build  a  series  of  airfields  be- 
tween Edmonton  and  Alaska.  Some  of  the  dif- 
ficulties to  be  faced  during  the  construction  of 
these  fields  will  be  apparent  from  the  descrip- 
tion which  follows. 


change,  making  contact  with  the  outer  world  regular 
and  speedy,  and  permitting  the  study  of  large  areas  of 
otherwise  inaccessible  country  with  ease.  The  first  flight  into 
the  North  from  Edmonton  was  made  in  March,  1921.  In 
1922  planes  of  the  Royal  Canadian  Air  Force  started  aerial 
survey  work.  To-day,  two  well  established  aerial  transport 
companies  operate  regular  services  along  the  Mackenzie  as 
far  as  the  Arctic  from  Edmonton,  Alberta,  and  Prince 
Albert,  Saskatchewan.  Aerial  surveying  of  the  basin  is  well 
advanced,  especially  for  those  parts  adjacent  to  the  main 
water  routes.  Strategically  located  government  radio 
stations  enable  all  planes  to  maintain  constant  touch  with 
land  throughout  the  entire  area.  Airport  problems  do  not 
exist,  for  all  planes  are  fitted  with  pontoons  in  summer  and 
with  skis  in  winter,  using  the  rivers  and  innumerable  lakes 
as  regular  and  emergency  landing  places.  Loose  ice  con- 
ditions in  the  fall  and  spring,  and  excessive  smoke  from 
forest  fires  are  the  only  obstacles  in  the  way  of  all-the-year 
schedules. 

Prospecting,  in  the  pre-cambrian  rocks  of  the  Shield,  was 
greatly  facilitated  by  aerial  travel.  As  a  result  of  the  in- 
creased activity  in  prospecting,  five  gold  mines  are  to-day 


Although  recent  developments  in  the  vast 
area  of  northwestern  Canada  formed  by  the 
Mackenzie  River  Basin  are  known  to  mining 
engineers,  if  only  because  of  the  much  publicised 
Eldorado  radium  mine  on  Great  Bear  Lake,  to 
civil  engineers  the  region  still  remains  as  a  large 
space  on  maps  of  the  continent  and  but  little 
more.  The  distortions  of  map  projections  have 
probably  led  many  to  discount  the  size  of  the 
basin.  Actually,  the  Mackenzie  is  one  of  the 
eight  major  river  systems  of  the  world,  second 
only  in  size,  in  North  America,  to  the  Mississippi. 
Its  catchment  area  is  about  682,000  square  miles, 
the  St.  Lawrence  basin  being  only  498,000  square 
miles  in  comparison.  From  its  source  to  its  del- 
taic mouth  in  the  Arctic  Ocean  the  Mackenzie 
is  about  2,525  miles  long,  the  Columbia  River 
ranking  third  in  length  at  2,200  miles.  And 
Great  Slave  Lake,  with  an  area  of  over  12,000 
square  miles,  is  the  fourth  great  lake  of  the 
continent. 

Extending  from  the  53rd  parallel  to  the  Arctic 
Ocean,  the  topography  of  the  basin  is  featured 
by  a  central  plain  flanked  by  the  western  ex- 
tremity of  the  Laurentian  Shield  on  the  east, 
and  by  the  Rocky  Mountains  on  the  west.  First 
explored  by  Alexander  Mackenzie  in  1791,  in 
one  of  the  greatest  canoe  journeys  ever  made, 
the  region  retained  its  virgin  character  until 
well  on  into  the  present  century.  The  trapping 
of  fur  bearing  animals  was  the  only  encroach- 
ment of  man  into  this  vast  area  of  the  wilds. 
Hudson's  Bay  Company  posts  along  the  main 
waterways  were  the  only  permanent  settlements. 
Transport  was  limited  to  movements  along- 
navigable  waterways  and  to  short  journeys 
inland  from  the  river  banks. 

The  coming  of  the  aeroplane  effected  a  radical 


Fig.  1 — The  Mackenzie  River  Basin. 


346 


July,  1941     THE  ENGINEERING  JOURNAL 


operating  on  the  north  shores  of  Lake  Athabasca  and  Great 
Slave  Lake,  while  on  Great  Bear  Lake  is  the  well  known 
radium  mine,  now  shut  down.  Other  prospects  are  in  course 
of  development.  Where  previously  Fort  Smith,  "capital" 
of  the  Northwest  Territories,  was  the  metropolis  of  the 
basin  with  a  total  population  of  about  400,  to-day  Goldfields 
on  Lake  Athabasca  has  a  population  of  about  1,000  and 
Yellowknife  on  Great  Slave  Lake  is  about  the  same  size, 
both  thriving  mining  settlements. 

The  mills  associated  with  the  gold  mines  have  a  total 
capacity  of  1,700  tons  of  ore  per  day;  their  construction 
involved  the  usual  structural  work  encountered  with  mill 
buildings.  Power  supply  was  originally  obtained  from 
Diesel  engines,  but  to-day  the  Box  mine  at  Goldfields  is 
served  by  a  small  water  power  plant  on  Wellington  Lake, 
power  being  delivered  to  the  mine  over  a  22  mile  60,000 
volt  transmission  line.  In  view  of  the  nature  of  the  country 
traversed,  rocky  and  rugged  with  much  muskeg,  steel 
towers  were  used  for  the  line  with  the  longest  spans  practic- 
able. In  consequence,  there  are  only  107  spans  in  the 
whole  line.  Water  for  the  plant  is  diverted  from  Tazin  Lake 
through  a  16  ft.  by  12  ft.  rock  tunnel  1,100  ft.  long,  to  Mud 
Lake.  Three  open  cuts,  totaling  77,000  cubic  yards  of 
excavation,  provide  a  water  channel  from  Mud  Lake  to 
White  Lake,  the  level  of  which  has  been  raised  15  ft.  by  a 
log  crib  dam  350  ft.  long.  Serving  as  the  forebay,  this  lake  is 
tapped  by  another  tunnel,  15  ft.  in  diameter  leading  to  two 
10  ft.  woodstave  pipes,  through  a  14  ft.  wye  piece,  and  so 
to  the  power  house.  At  present  a  flow  of  500  cu.  ft.  per  sec. 
is  used  to  generate  3,300  h.p.  under  a  75  ft.  head,  but  all 
the  permanent  works  have  been  designed  and  constructed 
for  an  ultimate  development  of  6,600  h.p.  using  1,000 
cu.  ft.  per  sec. 


Fig.  2 — Loading  equipment  for  transport  by  air  to  Mud  Lake, 

during  the  construction  of  the  Wellington  Lake  Water  power 

development. 

Constructed  in  1937-38  the  plant  called  for  no  unusual 
construction  methods  but  it  did  necessitate  special  trans- 
portation arrangements.  Every  conceivable  means  of 
transport  in  the  north  was  employed  at  some  time  during 
the  progress  of  the  job,  even  to  dog  teams  in  the  winter  for 
hauling  lumber  over  the  ice.  The  greatest  difficulties  were 
encountered  in  connection  with  the  Mud  Lake  tunnel  and 
open  cut  excavation.  A  road  was  constructed  from  Lake 
Athabasca  to  the  power  house  site,  but  diligent  search 
failed  to  reveal  any  route  from  there  to  Mud  Lake,  either 
by  land  or  by  water,  that  would  provide  a  road  that  could 
be  economically  constructed  in  the  time  available.  All 
equipment  and  supplies  for  this  section  of  the  work  were 
therefore  flown  in  to  the  site.  Handled  in  this  way,  in  several 
large  multi-passenger  planes,  were  300  tons  of  oil,  250  tons  of 
gasoline,  food  for  40,000  man-shifts  of  work,  three  two-ton 
trucks,  three  360-cu.  ft.  compressors,  eighteen  dump  ore 
cars,  a  four-ton  gasoline  locomotive,  and  even  a  three- 
quarter  yard  Diesel  shovel,  this  being  the  largest  size  that 
could  be  dismantled  into  parts  sufficiently  small  for  trans- 
port by  air.  The  cost  of  this  unusual  transport  job  was 
$48,000,  the  total  transportation  cost  for  the  whole  project, 


Fig.  3 — Rock  fill  dam  in  process  of  construction  on  Bluefish 
Lake,  as  part  of  the  Prosperous  Lake  water  power  development. 

from  the  railhead  at  Waterways,  being  $229,000.  Labour 
costs  amounted  to  $457,000,  the  complete  installation 
costing  in  all  $1,511,600.  This  figure  should  be  considered 
only  in  relation  to  the  extremely  isolated  location  of  the 
job,  and  the  fact  that  a  good  deal  of  the  work  had  to  be 
carried  out  in  winter. 

There  has  just  been  completed,  to  serve  the  mines  in  the 
Yellowknife  area,  a  second  water  power  plant  of  4,700  h.p. 
capacity  on  Prosperous  Lake,  the  power  house  of  which  is 
located  on  the  Yellowknife  River,  below  the  lake.  Water 
storage  is  obtained  in  nearby  Bluefish  Lake,  the  level  of 
which  has  been  raised  10  ft.  by  a  rockfill  crib  dam  about 
500  ft.  long,  the  penstock  being  supplied  through  a  900  ft. 
rock  tunnel.  Surge  tank  and  penstock  are  of  woodstave 
construction,  the  latter  being  1,800  ft.  long,  giving  a  head  of 
105  ft.  at  the  power  house.  Power  will  be  delivered  to  the 
mines  over  a  22  mile  transmission  line,  also  constructed  with 
steel  towers  and  unusually  long  spans.  Transportation 
problems  have  been  relatively  easy  since  all  material  could 
be  delivered  almost  to  the  power  house  site  by  water  with 
only  one  transfer  from  the  regular  freighting  service  on 
Great  Slave  Lake.  Construction  started  with  the  summer 
opening  of  navigation  in  1940  and  was  completed  early  in 
1941.  Both  water  power  plants  are  projects  of  the  Con- 
solidated Mining  and  Smelting  Company  of  Canada 
Limited,  for  whom  W.  G.  Jewett  is  local  superintendent. 

The  precious  metal  mines  are  all  located  in  that  part  of 
the  Mackenzie  basin  formed  by  the  edge  of  the  Laurentian 
Shield.  To  the  west,  but  unconformable  with  the  pre-cam- 
brian  rocks  of  the  Shield,  are  exposures  of  cretaceous  and 
palaeozoic  rocks  in  which  occur  coal  and  oil  deposits.  One  of 
the  coal  beds  exposed  on  the  banks  of  the  Mackenzie  River 
has  been  burning  slowly  ever  since  it  was  first  seen  by 
Mackenzie  in  1791.  Although  the  coal  has  been  little  used 


Fig.  4 — General  view  of  oil    refinery  at    Norman  Wells,  about 
100  miles  south  of  the  Arctic  Circle. 


THE  ENGINEERING  JOURNAL     July,  1941 


347 


as  yet,  the  Imperial  Oil  Company  Limited  have  a  small  oil 
refinery  located  at  Norman  Wells,  about  100  miles  south  of 
the  Arctic  Circle.  Their  Discovery  Well  No.  1  was  com- 
pleted in  1921  but  lack  of  a  market  for  the  oil  delayed  further 
■progress.  Recent  mining  operations  have  provided  a  small 
market  and  led  to  the  building  of  the  refinery  in  1939.  The 
new  unit  has  a  capacity  of  840  barrels  of  crude  oil  per  day  ; 
an  aviation  gasoline  and  light  Diesel  fuel  are  produced.  It 
operates  for  about  three  months  of  each  year,  all  equip- 
ment near  the  river  being  hauled  up  high  on  the  bank  before 
the  winter  sets  in  so  that  it  shall  be  clear  of  spring  flood 
waters.  Flood  water  level  may  be  more  than  50  ft.  above 
normal  water  level,  due  to  the  fact  that  the  river  flows 
northwards  and  so  thaws  out  first  at  its  source  ;  this  unusual 
feature  affects  all  river-bank  development. 

Construction  of  the  refinery  was  interesting  in  that  the 
ground  at  the  site  is  frozen  to  a  depth  of  over  50  feet, 
thawing  out  in  the  short  summer  season  to  no  more  than 
18  inches  below  the  surface.  Grading  operations  for  con- 
struction consisted  of  "skimming"  off  this  thawed  layer,  and 
using  it  to  form  a  foundation  area  raised  above  the  general 
level  of  the  surrounding  ground.  This  raised  section  of 
thawed  out  earth  was  surrounded  by  a  stone  filled  trench 
which  prevents  surface  drainage  from  entering  the  soil  and 
so  freezing  during  the  winter.  As  the  untouched  ground 
beneath  the  fill  will  never  thaw,  since  the  sun  never  reaches 
it,  all  frost  heaving  has  been  prevented.  All  equipment  for 
the  refinery  had  to  be  brought  in  to  the  site  by  water,  the 
heaviest  pieces  being  limited  to  10  tons  in  weight  and  10  ft. 


Fig.  5 — General  view  of  the  water  front  on  the  Clearwater  River, 
at  Waterways,  Alberta.  Freight  cars  on  Northern  Alberta  Rail- 
way spur  can  be  seen  in  centre,  discharging  into  typical  river 
craft  below. 


by  35  ft.  in  size.  The  fractionating  tower  was  35  ft.  high 
and  4  ft.  in  diameter  and  so  was  shipped  complete.  All  large 
piping  was  shop  fabricated;  storage  tanks  were  of  bolted 
construction. 

It  will  be  appreciated  that  apart  from  the  surmounting  of 
climatic  difficulties  such  construction  as  has  been  carried 
out  in  this  great  area  has  presented  few  unusual  features. 
Contrary  to  usual  experience,  it  is  transport  rather  than 
building  operations  that  presents  the  problems.  Aerial 
transport  has  been  mentioned  ;  it  provides  all  mail  and  light 
express  service,  but  ordinary  freight  and  heavy  equipment 
have  to  be  brought  in  by  water,  during  the  very  short 
summer  season  of  open  navigation,  always  less  than  six 
months.  The  Northern  Alberta  Railway  provides  access  to 
the  basin  from  Edmonton  by  means  of  their  Peace  River 
lines  and  that  to  Waterways  on  the  Clearwater  River  near 
its  junction  with  the  Athabasca  River;  the  latter  is  the  route 
used  for  all  but  local  Peace  River  shipments.  From  Water- 
ways to  the  Arctic  Ocean  at  Aklavik  the  river  route  is  about 
1,600  miles  long  and  in  this  distance  the  fall  in  water  level 


is  only  820  feet.  Very  fortunately  125  feet  of  this  drop  occur 
in  a  series  of  big  rapids  at  Fort  Smith,  N.W.T.,  and  these 
provide  the  only  serious  impediment  to  navigation  in  the 
whole  course  of  this  long  journey  to  the  sea.  Two  sixteen- 
mile  portage  roads  have  been  built  around  the  rapids  on 
which  operate  competing  fleets  of  heavy  duty  trucks  and 
tractors  capable  of  handling  practically  anything  that  can 
be  loaded  on  to  river  boats  from  railway  cars  at  Waterways. 
The  several  water  transport  organizations  have  each  to 
maintain  two  fleets  of  vessels,  above  and  below  the  Fort 
Smith  rapids  respectively.  The  service  thus  provided  has  a 
special  interest  in  that  it  is  now  one  of  the  very  few  inland 
water  transportation  systems  in  this  continent  unaffected, 
as  yet,  by  competition  from  road  or  rail.  The  economic 
problems  are  as  unusual  as  the  service  provided.  Practically 


Fig.  6 — Steel  drums  of  an  electric  mine  hoist  being  unloaded  at 

Fort  Fitzgerald  for  portage,  by  truck  to  Fort  Smith,  seventeen 

miles   downstream.    Sternwheeler   S.S.    "Northland   Echo"   in 

background. 

all  freight  moves  one  way  only,  to  the  north;  all  freight  for 
the  Northwest  Territories  has  to  be  portaged  sixteen  miles; 
and  all  freight  for  the  year  has  to  be  moved  in  less  than  six 
months — these  are  some  of  the  problems  that  complicate 
operations.  In  recent  years  there  have  always  been  com- 
peting transport  services,  but  most  of  these  have  had  short 
periods  of  existence.  One  sendee  only  has  continued  unim- 
paired throughout  the  years,  that  provided  by  the  Macken- 
zie River  Transport,  a  branch  of  the  Hudson's  Bay  Com- 
pany which  has  been  operating  in  the  north  of  Canada 
since  it  was  incorporated  on  2nd.  May,  1670.  The  M.  R  T. 
fleets  consist  of  steam  wood-fired  stern-wheelers  for  pas- 
senger and  special  freight  traffic,  and  Diesel  tunnel  tug 
boats  and  barges  for  its  general  freight  services.  On  these 
boats  over  two  thirds  of  the  total  freight  on  the  river  is 
handled. 

This  note  cannot  close  without  brief  reference  to  the 
tar  sand  deposits  in  the  vicinity  of  Waterways  and  Fort 
MacMurray,  Alberta,  the  latter  settlement  usually  having 
its  name  associated  with  the  deposits.  Believed  to  cover  an 
area  of  at  least  750  square  miles,  and  of  great  thickness, 
this  vast  area  of  bituminous  sand  has  tempted  many  to 
investigate  the  commercial  possibilities  of  separating  the 
sand  from  the  oil  and  bitumen.  Several  small  plants  have 
operated  with  some  success  and  some  of  the  untreated  sand 
has  been  used  for  road  pavement  work  in  some  locations  in 
Alberta,  but  it  has  yet  to  be  shown  that  the  separation  of 
the  constituents  can  be  put  upon  an  economic  basis.  One 
small  plant  is  operating  to-day  near  MacMurray.  When 
commercial  success  is  achieved,  the  southern  end  of  the 
Mackenzie  River  basin  may  be  expected  to  develop  rapidly. 
Until  that  time  it  would  appear  that  human  activity  in 
this  great  area  will  continue  to  depend  on  the  vagaries  of 
precious  metal  mining  as  the  only  rival  to  fur  trapping, 
which,  after  all  these  years,  still  remains  the  major  incursion 
of  man  into  this  last  frontier  of  the  Continent. 


348 


July,  1941     THE  ENGINEERING  JOURNAL 


UNDERPINNING  THE  HEADQUARTERS  BUILDING 


The  Institute  Council  appreciates  the  willing  res- 
ponse of  the  branches  to  the  appeal  for  funds  to  meet 
the  unforeseen  expenditure  on  the  foundations  of 
the  Headquarters'  building.  The  House  Committee— 
under  whose  direction  this  necessary  repair  work  was 
handled — has  approved  the  publication  of  the  follow- 
ing detailed  information  about  the  undertaking,  as 
it  is  felt  that  members  generally  should  know  why 
and  how  the  money  was  spent.  It  is  desirable  also 
that  the  Journal  should  contain  a  record  of  a  piece  of 
work  whose  success  was  important  to  the  Institute, 
even  though  it  involved  no  unusual  engineering 
features.  The  account  which  follows  is  based  upon  a 
report  kindly  furnished  by  Brian  R.  Perry,  Chairman 
of  the  House  Committee,  who  investigated  the  trouble 
and  supervised  the  work  of  the  contractors.  E.  V. 
Gage,  representing  the  contractors,  is  also  another 
member  of  the  Institute. 

Early  in  the  summer  of  1940,  cracks  opened  up  in  the 
rear  wall  of  the  Headquarters  building  that  indicated  some 
foundation  settlement.  They  were  not  serious  enough  to  be 
considered  dangerous,  but  the  movement  soon  developed 
to  the  point  where  repairs  were  essential.  In  October,  the 
House  Committee  reported  to  Council  and  were  authorized 
to  dig  test  pits  to  develop  the  fundamental  reason  for  the 
cracking  before  arranging  details  and  drawing  definite  con- 
clusions for  the  extent  of  the  repair. 

The  southwest  corner  of  the  wall  had  settled  and  the  south 
wall  was  cracked  horizontally  near  the  top.  Further,  the 
rear  wall  opened  in  a  wedge-shaped  split  with  a  maximum 
of  2  in.;  this  compares  with  a  settlement  which  was  prob- 
ably about  Yi  in.  at  the  extreme  southwest  corner.  At  the 
same  time  plaster  partitions  inside  the  auditorium  section 
indicated  a  minor  settlement  of  one  interior  column. 

The  rear  portion  of  the  Headquarters  building  contains 
a  large  auditorium  section  of  fireproof  design  which  was 
built  in  1912.  The  front  portion,  facing  on  Mansfield  Street, 
is  an  old  residence  built  many  years  earlier  and  has  shown 
evidence  of  minor  settlement  for  many  years.  No  details 
were  available  as  to  the  type  of  foundation.  Drawings  of  the 


Fig.  1 — Cracked  wall  in  the  library  on  the  ground  floor. 

auditorium  section  were  available  and  indicated  wood  piles, 
but  there  were  no  details  as  to  their  arrangement  or  length. 
To  investigate  the  condition,  three  test  pits  were  opened 
to  expose  the  underside  of  the  foundations.  The  first  was 
dug  at  the  southwest  corner  where  trouble  had  developed; 
a  second  was  located  at  the  front  portion  of  the  south  wall, 


and  the  third  along  the  north  wall.  In  general,  the  con- 
ditions found  were  quite  uniform  although  there  was  some 
difference  in  degree.  Excavation  was  carried  through  about 
18  in.  of  fill  and  top  soil  and  3  to  4  ft.  of  firm  yellow  clay, 
at  which  point  blue  clay  was  encountered.  These  materials 
are  all  typical  of  Montreal  conditions.  In  the  test  pits  on 
the  south  side,  the  blue  clay  near  the  top  was  stiff  and  firm. 
On  the  north  side  this  blue  clay,  even  in  the  upper  layer, 
was  so  soft  that  a  man  would  sink  in  several  inches.  Pipes 
were  driven  in  all  test  holes,  pushed  down  by  hand  for 
about  20  ft.  and  then  driven  with  a  hammer.  At  a  depth 
of  about  25  ft.  the  sounding  pipes  brought  up  on  hard  pan 


Fig.  2- 


-Southwest  corner  of  auditorium  on  the  second  floor, 
showing  damage  to  plaster  partition. 


and  boulders.  No  water  was  encountered  in  the  pits  except 
a  small  amount  of  ground  water  seeping  in  from  the  top 
soil.  Due  to  shrinkage  of  the  clay  from  diminution  of  water 
content  over  a  period  of  years,  the  clay  had  settled  quite 
evenly  away  from  the  bottom  of  the  foundation  pads  which 
were  about  5  ft.  wide.  It  was  interesting  to  note  the  sur- 
prising uniformity  of  the  settlement  in  each  area.  The  soil 
had  obviously  shrunk  so  that  a  clear  space  existed  as  far 
as  a  flashlight  could  show  details.  The  irregularities  of  the 
underside  of  the  concrete  footings  were  evident  in  the  top 
surface  of  the  clay.  It  was  also  noted  that  even  around  the 
wood  piles  the  soil  had  settled  quite  cleanly  and  uniformly 
with  very  little  disturbance  due  to  adhering  to  the  piles. 

While  the  settlement  was  quite  uniform  in  any  one  area, 
it  varied  in  amount,  being  about  5  to  6  in.  at  the  southwest 
corner;  about  3  in.  toward  the  front  of  this  wall  and  V/i  in. 
under  the  north  wall.  As  would  be  expected  this  shrinkage 
varied  consistently  with  the  firmness  of  the  upper  layers 
of  clay. 

Under  the  walls  there  were  three  rows  of  wood  piles  at 
about  two  foot  centres;  a  surprisingly  large  number  con- 
sidering that  the  building  is  not  heavy.  The  piles  were  small 
and  badly  decayed  at  the  southwest  corner.  At  the  second 
test  hole  there  was  also  evidence  of  considerable  decay, 
but  not  as  bad  as  at  the  rear.  On  the  north  side,  where 
the  clay  was  wet,  the  piles  were  quite  sound.  The  conclu- 
sions of  the  committee  were  that  the  settlement  was  obvi- 
ously due  to  decay  which  was  associated  with  the  fact  that 
shrinkage  had  produced  an  air  space  and  a  semi-dry  con- 
dition conducive  to  the  development  of  decay  under  the 
footings.   It   seemed  evident  that  the   changed   moisture 


THE  ENGINEERING  JOURNAL     July,  1941 


349 


condition  in  the  clay  was  largely  due  to  the  very  rapid  and 
almost  complete  run-off  of  natural  precipitation  due  to  the 
large  percentage  of  the  ground  covered  by  buildings  and 
pavement  during  the  past  years.  Along  the  south  wall  it  is 
probable  that  one  or  two  large  trees  contribute  a  great  deal 
to  the  trouble  by  drawing  moisture  from  the  upper  layers 
of  the  ground,  but  it  is  also  possible  that  the  location  of 
the  bricked-in  ventilating  duct  laid  on  the  basement  floor 
along  the  south  wall  may  have  had  some  drying  effect. 


Fig.  3 — Rear  wall  of  building,  showing  the  amount  of 
movement  previous  to  underpinning. 

The  committee  investigated  various  means  of  doing  the 
work  and  recommended  to  Council  that  competitive  tenders 
should  be  received  for  various  portions  of  the  work.  The 
principal  decision  to  be  made  and  obviously  the  most 
serious  one  was  the  extent  to  which  underpinning  should 
be  carried.  The  very  fact  of  doing  work  of  this  kind  was 
certain  to  upset  existing  static  conditions  somewhat;  and 
the  provision  of  permanent  support  in  only  a  portion  of 
the  building  was  also  certain  to  hasten  the  relative  move- 
ment of  adjacent  portions.  It  seemed  obvious  that  the 
fundamental  foundation  condition  was  uniform  and  that 
eventually  there  would  be  trouble  throughout  the  building 
although  the  decay  had  reached  the  final  stage  at  only  one 
corner.  If  a  partial  repair  was  undertaken  the  cost  would 
be  somewhat  higher  than  the  proportion  of  the  building 
taken  care  of.  Without  doubt  a  second  section  would  not 
be  undertaken  before  the  need  became  very  obvious  and 
the  resulting  repairs  to  masonry  cracks,  plastering  and  con- 
sequent complete  re-decoration  would  cost  well  over  a 
thousand  dollars.  Comparing  this  to  the  expenditure  for  a 
complete  job,  Council  decided  to  proceed  at  once  with  the 
underpinning  of  the  auditorium  section  complete,  together 
with  the  old  wall  dividing  this  new  building  from  the  old 
residence.  Similar  proportional  expense  for  this  old  build- 
ing did  not  appear  to  be  justified  and  its  consideration  was 
eliminated. 

In  considering  repair,  partial  estimates  were  made  of 
several  arrangements  for  permanent  support.  Steel  and  pipe 
piles  were  investigated  and  also  consideration  was  given 
to  such  ideas  as  lowering  the  footings  and  re-capping  the 
existing  wood  piles  after  cutting  off  at  a  lower  level  where 
reasonably  permanent  moisture  appeared  to  be  available. 
Practically  all  of  these  alternative  schemes  were  eliminated 
after  checking  comparative  costs.  It  was  found  that  sinking 
open  piers  would  be  the  cheapest,  quickest,  most  adaptable 
and  permanent  method  of  repair  and  would  cause  less  dis- 
ruption of  normal  headquarters  activities.  Sinking  these 
open  piers  (often  miscalled  caissons  in  this  district)  requires 


only  the  simplest  of  equipment  and  unskilled  labour,  the 
availability  of  men  and  material  being  of  primary  import- 
ance due  to  war  conditions.  These  piers  are  4  ft.  6  in. 
diameter  which  is  the  minimum  size  in  which  a  man  can 
conveniently  work.  Their  load  carrying  capacity  is  far 
greater  than  is  necessary  in  this  case  but  the  ultimate  cost 
was  considerably  less  than  for  other  methods.  Due  to  the 
structural  arrangement  of  the  building  with  large  windows 
and  frequent  points  of  concentrated  load,  it  was  necessary 
to  support  at  twenty-one  points.  The  aggregate  capacity 
of  this  support  is  far  in  excess  of  the  building  load.  However, 
it  was  found  to  be  more  expensive  to  attempt  to  introduce 
beams  spanning  from  point  to  point  than  to  sink  the  extra 
piers  required.  The  only  variation  from  this  arrangement 
occurred  at  the  interior  columns  which  are  located  in  pairs. 
They  are  quite  close  together  and  it  was  obviously  very 
convenient  to  sink  a  pier  mid-way  between  two  columns 
and  then  install  a  steel  beam  to  pick  up  the  symmetrical 
column  load  after  the  lower  part  of  the  underpinning  had 
been  completed.  This  also  avoided  any  necessity  of  shoring 
the  upper  floors;  which  would  have  been  comparatively 
expensive  due  to  suspended  plaster  ceilings.  The  use  of 
piers  also  eliminated  the  necessity  for  needling  through 
exterior  walls  to  provide  temporary  support  and  it  was 
also  possible  to  do  80  per  cent  of  the  work  from  outside 
the  building  with  obvious  economy  and  a  great  saving  of 
inconvenience  to  the  staff. 

The  committee  called  for  competitive  prices  on  the  basis 
of  this  scheme  which  seemed  to  them  to  be  the  cheapest 
and  was  without  question  definite  and  reliable.  At  the  same 
time,  they  provided  generous  latitude  for  the  submission 
of  any  alternate  scheme  which  would  provide  safe  support 
and  which  might  be  more  economical.  Prices,  based  on  the 
plans  and  specifications  and  alternative  bids,  were  received 
on  various  types  of  concrete  piles  jacked  into  place  which 
varied  in  cost  from  $12,000.00  to  $18,500.00.  It  is  inter- 
esting to  note  that  in  the  opinion  of  the  committee  the 
conditions  developed  during  actual  construction  would  have 
made  it  economically  impractical  to  carry  through  any  of 


Fig.  4 — At  left,  one  of  the  spruce  pile  heads  uncovered  in  one 

of  the   test   holes.   At   centre,   two  badly   decayed  spruce   pile 

heads  from  the  west  and  south  walls.  At  right,  decayed  cedar 

pile  head  from  under  the  wall  of  the  old  building. 

the  alternates  submitted.  In  spite  of  the  considerable  dif- 
ference in  prices,  it  was  the  opinion  of  the  committee  that 
the  lowest  figure  was  reasonably  safe,  if  not  generous;  it 
was  therefore  accepted  and  work  started  early  in  January. 
The  piers  were  put  down  as  follows.  An  open  pit  outside 
the  building  was  carried  3  ft.  below  footing  level.  The  pro- 
jecting portion  of  the  footing  pad  was  broken  off  and  any 
piles  that  interfered  were  cut  away.  Excavation  was  then 
carried  on  in  the  restricted  size  required  for  the  pier.  As 
soon  as  a  depth  of  3  to  4  ft.  was  reached,  the  excavated 
hole  was  trimmed  carefully  to  diameter  and  2-in.  plank 


350 


July,  1941     THE  ENGINEERING  JOURNAL 


sheeting  was  placed  in  short  vertical  lengths,  set  in  a  ring; 
heavy  steel  hoops  were  used  to  support  the  sheeting  in  a 
true  circle  and  to  carry  pressure  when  it  developed.  If 
necessary,  the  rings  were  held  in  place  by  occasional  spikes 
driven  into  the  sheeting.  The  excavation  was  carried  out 
progressively  to  full  depth  in  this  manner  using  small  der- 
ricks with  buckets  to  remove  the  material.  Even  at  the 
lower  depths,  the  clay  stood  up  quite  satisfactorily  to  allow 
placing  the  sheeting  loose.  It  was  unnecessary  at  this  pit 
to  drive  sheeting  down  into  the  clay  ahead  of  the  open 
excavation  as  is  often  the  case  where  clay  is  extremely  soft 
and  pressure  serious.  Some  pressure  developed  in  all  piers 
due  to  the  plastic  nature  of  the  clay.  It  was  possible  to 
carry  the  pit  down  about  8  ft.  in  a  shift  with  one  man 
working  at  the  bottom  of  the  hole  and  another  at  the  top, 
hoisting  and  taking  the  material  away.  As  soon  as  satis- 
factory bearing  material  was  reached  and  approved  the 
hole  was  filled  with  concrete.  It  is  necessary  to  have  the 
full  area  of  concrete  at  the  bottom  to  provide  bearing;  but 
it  is  uneconomical  and  not  practical  to  attempt  to  build 
forms  and  erect  small  sized  shafts  to  carry  the  load  above. 
For  this  reason,  a  comparatively  lean  concrete  was  used 
carried  up  on  to  within  six  inches  of  the  under  side  of  the 
footing  and  allowed  to  set.  After  preliminary  set  and  con- 
sequent shrinkage  was  complete,  this  space  was  then  packed 
with  a  dry  mix  of  fine  concrete  rammed  in  place  by  hand 
using  a  small  heavy  tamp. 

The  depth  to  which  footings  were  carried  was  deter- 
mined by  examination  after  taking  the  first  two  or  three 
piers  quite  deep  into  the  hardpan  to  make  sure  that  satis- 
factory material  had  been  reached  and  was  not  underlaid 
by  soft  layers.  The  material  under  the  building  proved  to 
be  soft  clay  to  within  about  three  feet  of  hardpan.  At  this 
point,  it  changed  to  a  finely  divided  or  pulverized  limestone 
flour.  Undoubtedly,  there  is  a  considerable  .clay  content 
mixed  with  it  and  in  this  district  it  is  ordinarily  classed  as 
clay,  in  the  building  trade.  However,  it  acts  in  a  very  dif- 
ferent manner  from  clay,  particularly  in  that  it  bleeds  water 
when  exposed.  This  difference  may  involve  a  serious  con- 
struction difficulty  although  in  this  particular  case  no  trouble 
developed.  It  was  noticeable  that,  at  this  level,  water  con- 
tinually trickled  into  the  excavation  and  it  was  essential 
to  sheet  the  excavation  although  no  pressure  developed. 
If  left  exposed,  large  chunks  of  this  soil  would  crack  away 
and  fall  into  the  hole  instead  of  squeezing  in  a  plastic 
manner  as  in  the  clay  above.  The  hardpan  commenced  at 
a  uniform  level  and  formed  a  very  marked  stratum.  At 
the  top  of  the  hard-pan,  the  mixture  is  of  ordinary  sized 
gravel  embedded  in  clay.  At  many  points,  it  was  soft  due 
to  the  constant  presence  of  water  carried  in  the  granular 
material  overlying  it.  Within  a  few  inches,  clay  in  the  hard- 
pan  became  extremely  stiff  and  the  boulders  increased  in 
size  rapidly  with  depth.  These  conditions  are  typical  in  the 
Montreal  district.  Such  hardpan  is  quite  satisfactory  as  bear- 
ing material  and  in  many  cases  is  so  tough  and  well  cemented 
that  pneumatic  spades  are  required  for  its  removal. 

Throughout  the  excavation,  it  was  necessary  to  remove 
the  wooden  piles.  These  piles  proved  to  be  very  small  at 
the  tip  and  most  of  them  reached  into  the  hardpan.  The 
deepest  ones  driven  did  not  enter  the  hardpan  more  than 
about  three  feet  at  which  point  they  were  locked  between 
boulders  and  in  many  cases  were  badly  broomed.  It  would 
appear  that  the  springy  nature  of  the  piles  and  the  small 
tip  permitted  the  heavy  driving  that  apparently  was  done 
and  which  caused  some  brooming  at  the  pile  heads.  A  few 
of  the  piles  were  found  to  slope  as  much  as  15  deg.,  some 
of  them  passing  out  of  the  caisson  excavation  entirely  and 
in  many  holes  new  piles  were  encountered  as  digging  pro- 
ceeded. A  great  many  piles  in  the  west  and  south  walls 
were  badly  decayed  and  as  expected  those  in  the  southwest 
corner  proved  to  be  the  worst.  One  of  these  piles  was  rotted 
away  completely  for  a  height  of  two  feet.  Under  the  old 
residence  wall,  it  was  found  that  piles  also  had  been  used; 
these  were  of  cedar,  and  comparatively  large,  being  about 


12  to  14  in.  diameter.  Only  six  or  seven  of  these  piles  were 
removed  as  they  were  not  closely  spaced.  In  two  instances, 
it  was  found  that  short  piles  had  been  driven  with  an 
additional  butt  about  five  feet  long  driven  on  top;  appar- 
ently an  old  fashioned  touch  of  economy.  No  splice  had 
been  used  except  that  the  piles  had  been  cut  square.  It 
was  interesting  to  note  that  the  tops  of  the  whole  cedar 
piles  were  quite  badly  decayed  for  a  height  of  about  two 
feet  but  that  these  5-ft.  butts  were  so  completely  rotted 
away  that  they  had  no  structural  value. 


Sou/h  West  Cornrr 


OM  Aftx&fx*  s/o*? 


Fig.  5 — Plan  of  the  auditorium  section  showing  location  of 
newjpiers. 


trtttrio*  Cotwti 


Er/jtih<r   yrf 


Foot/it f  iroAt/i  «w/ 
ter  ace* j- j  /*0r,fjL 


J\er  /o  Agio's**'* 


frrr  /a  6ort?t>d 


Fig.  6 — Sectional  view  showing  the  arrangement  of  the  piers 
between  the  interior  columns. 

No  serious  movement  developed  during  the  work.  Some 
attention  was  paid  to  this  detail  and  paper  stickers  were 
maintained  over  all  cracks.  A  few  of  these  tore  through 
indicating  a  very  slight  movement  which  could  be  termed 
adjustment. 

This  spring,  the  brickwork  at  the  southwest  corner  was 
cut  out  and  bonded  across  the  main  crack  and  some  plaster 
has  been  cut  away.  Complete  plaster  repairs  and  re-decora- 
tion remain  to  be  done.  Obviously  it  is  essential  to  permit 
time  for  adjustment  of  all  strains  and  movement  before 
carrying  out  this  portion  of  the  repair. 

Not  the  least  important  part  of  the  work  was  the  clearing 
out  of  all  books  and  accumulation  of  magazines  and  other 
fyles  from  the  basement.  This  room  was  fitted  up  as  a 
library  years  ago  and  a  great  mass  of  papers  and  records 
had  accumulated  which  Institute  facilities  could  not  utilise. 
It  is  interesting  to  note  that  at  least  six  tons  of  scrap  paper 
was  sold. 

In  carrying  out  these  repairs  the  House  Committee  was 
greatly  assisted  by  the  co-operation  of  the  general  contractors 
A.  F.  Byers  &  Company  Limited.  The  Committee  itself 
was  augmented  and  profited  by  the  advice  of  Messrs.  R.  E. 
Jamieson,  J.  A.  Lalonde,  and  J.  A.  McCrory,  all  of  whom 
were  invited  to  assist  because  of  their  wide  construction 
experience.  The  Committee  is  pleased  to  report  that  the 
work  has  been  done  satisfactorily  and  none  the  less  happy 
to  report  also  that  the  contractors  made  a  satisfactory  profit. 


THE  ENGINEERING  JOURNAL     July,  1941 


351 


Abstracts  of  Current  Literature 


BRITISH  WORKMANSHIP 

From  Trade  &  Engineering,  (London),  April,  1941 

"None  of  Our  Aircraft  is  Missing" 

On  good  days  the  official  communiqués  relating  to  the 
bombing  activities  of  the  R.A.F.  frequently  conclude  with 
the  words  "None  of  our  aircraft  is  missing."  It  all  sounds 
so  simple,  as  though  the  aircraft  have  had  an  uneventful, 
unmolested  journey;  but  often  the  truthfulness  of  that 
ending  is  due  to  the  sterling  qualities  of  the  big  machines  to 
which  our  pilots  and  crews  have  entrusted  their  lives,  and 
in  part  also  to  the  skill  and  devotion  of  the  ground  main- 
tenance crews  and  the  skill  and  endurance  of  the  flying 
crews. 

The  shattered  condition  in  which  some  of  our  aircraft 
have  survived  terrible  batterings  by  the  German  anti- 
aircraft guns  and  yet  succeeded  in  reaching  home  is  a 
better  tribute  to  the  skill  of  British  workmanship  than 
anything  else  could  be.  It  is  doubtful  whether  the  majority 
of  German  aeroplanes  would  have  survived  similar  rough 
treatment.  Very  recently,  for  instance,  a  Whitley  bomber, 
while  seeking  its  target  at  Cologne,  was  hit  by  a  splinter 
which  penetrated  the  fuselage.  By  sheer  bad  luck  the  splinter 
also  hit  a  particularly  large  flare  and  blew  it  up.  The  con- 
sequence can  easily  be  imagined.  The  whole  of  the  skin  and 
ribs  were  blown  off  one  side  of  the  fuselage,  and  on  the 
other  side  most  of  the  rivets  were  forced  out.  There  was 
very  little  left  to  hold  on  the  tailplane,  but  it  held;  and 
after  they  had  reached  home  safely  pilot  and  crew  were  the 
first  to  acknowledge  that  they  owed  their  safe  home-coming 
to  the  first-class  workmanship. 

There  are  many  similar  stories.  One  is  of  the  tail  and 
rudder  of  a  Hampden  being  shattered  by  cannon  and 
machine-gun  bullets  by  three  Junkers  bombers,  which 
attacked  at  the  same  time;  another,  of  the  fuselage  and 
of  a  Whitley  which  were  holed  by  anti-aircraft  fire  while  the 
British  bomber  was  flying  at  a  height  of  little  more  than 
2,000  ft.;  a  third  is  of  a  Wellington  hit  in  six  places  by  a 
severe  barrage  over  Berlin;  a  fourth,  of  very  serious  damage 
to  the  port  airscrew  of  another  Hampden;  and  a  fifth,  of  a 
Hurricane  which  came  back  looking  more  like  a  colander 
than  a  fighter  aircraft.  And  yet,  in  the  words  of  the  official 
communique,  "all  our  aircraft  returned  safely." 

There  is  almost  no  end  to  the  stories  demonstrating  the 
toughness  of  British  aircraft.  The  case  is  -recorded  of  a 
Hampden,  flying  over  Hamburg,  which  received  a  direct 
hit  in  the  port  wing  which  ripped  open  the  oil  tanks.  Yet 
the  port  engine,  much  to  the  pilot's  relief  and  astonishment, 
ran  "sweetly"  all  the  way  home — a  distance  of  more  than 
400  miles.  A  Blenheim  operating  over  Rotterdam  met 
exceptionally  heavy  anti-aircraft  fire  and  the  port  oil  tank 
was  perforated  in  three  places,  the  lead  from  the  starboard 
petrol  tank  was  fractured,  the  elevator  main  spar  was 
holed,  the  main  spar  and  fin  shot  through  and  a  rudder 
cable  cut  half  through.  There  were  also  holes  in  the  tail  and 
fuselage.  Yet  the  buffeted  machine  not  only  got  home  but 
was  back  in  service  within  three  days. 

Another  Blenheim  actually  rose  safely  again  after  hitting 
the  sea  at  almost  full  speed.  After  this  dangerous  encounter 
with  the  water  the  airscrew  was  badly  bent  back,  the  tail 
wheel  was  missing,  the  bomb-hatch  cover  stove  in,  and  the 
cowlings  and  air  intakes  completely  wrecked.  Yet  once 
again  the  machine  remained  airworthy  and  made  what  the 
pilot  afterwards  declared  to  have  been  a  "good"  journey 
home. 

This  is  the  sort  of  thing  which  is  happening  every  week. 
Nothing  could  have  been  put  to  a  more'  severe  test  than 
British  workmanship  and  materials — and  nothing  could 
have  emerged  from  that  test  with  greater  credit. 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


THE  ROLE  OF  THE  ENGINEER 

From  Civil  Engineering  and  Public  Works  Review,  May,  1941 

Every  day  that  passes  brings  fresh  proof  of  the 
important  part  which  the  machine  is  playing  in  the  war 
effort  of  the  nation.  The  present  struggle  is  only  one  of 
machine  against  machine  and  of  the  men  that  design  and 
operate  them.  There  is  nothing  new  in  this.  Down  the 
ages  the  engineer  has  ever  played  his  part  in  warfare  as  in 
the  more  peaceful  pursuits.  When  Alexander  the  Great 
attacked  the  Phoenician  town  of  Tyre,  he  was  only  suc- 
cessful after  his  engineers  had  constructed  a  causeway 
across  the  strip  of  water  that  separated  the  town  from  the 
mainland.  It  was  the  engineer  and  his  skill  who  made 
the  final  military  assault  possible. 

The  defeat  of  the  Spanish  Armada  was  directly  attribut- 
able to  the  superior  skill  displayed  in  designing  and  build- 
ing the  ships  used  by  Drake,  Frobisher  and  the  other  sea 
captains  of  Queen  Elizabeth.  This  skill  was  no  chance 
thing,  but  was  the  outcome  of  experience  gained  by  the 
sailors  when  fighting  the  enemy  along  the  Spanish  Main. 
The  superiority  of  the  English  ships  can  be  traced  to  the 
careful  co-operation  of  the  ship-builders  of  those  days 
with  the  men  who  had  to  sail  in  those  ships  when  they 
were  built.  It  was  this  co-operation  that  made  it  possible 
to  arm  Elizabeth's  ships  more  heavily  than  their  Spanish 
equivalent.  This  skill  played  as  great  a  part  in  the  defeat 
of  the  Armada  as  did  the  courage  and  the  determination 
of  the  men  who  sailed  in  them.  It  placed  in  the  hands  of 
the  sailors  the  weapon  with  which  to  strike  the  enemy. 

If  the  part  played  by  the  craftsmen  in  the  days  of 
Elizabeth  was  one  of  the  decisive  factors  in  that  epoch 
making  struggle,  it  is  entirely  overshadowed  by  the  work 
of  the  engineer  of  to-day.  In  whatever  direction  we  probe 
in  our  endeavours  to  gain  a  true  picture  of  the  nation's 
war  effort  we  meet  the  work  of  the  skilled  craftsman  and 
the  product  of  the  scientifically  trained  mind.  In  the  days 
of  Drake  the  ships  stood  as  the  great  memorial  to  the  skill 
of  the  shipwright.  To-day  there  is  no  branch  of  the  Army, 
the  Navy  or  the  Air  Force  that  is  not  dependent  on  the 
skill  of  hands  and  the  genius  of  science  for  the  implements 
which  it  uses. 

Since  the  rise  of  the  Nazi  regime  to  power,  the  German 
people  have  steadily  and  quietly  devoted  all  their  technical 
skill  to  the  development  of  the  machine  for  the  purposes 
of  war.  The  scientific  mind  of  the  German  abandoned  its 
peace-time  pursuits  and  turned  to  the  consideration  of 
every  aspect  of  the  creation  of  an  efficient  and  overwhelm- 
ingly powerful  mechanised  war  machine.  As  physicists, 
chemists  and  metallurgists  developed  their  researches,  the 
military  engineer  translated  that  scientific  knowledge  into 
machines  for  the  Army,  the  Navy  and  the  Air  Force. 

The  conception  of  the  machine  age  was  fully  exploited 
and  the  rapid  break  through  last  summer  bore  eloquent 
testimony  to  the  careful  planning  and  detailed  preparations 
which  had  been  made. 

The  only  counter  move  to  the  machine  is  the  machine. 
The  waters  of  the  English  Channel  checked  the  advance 
and  enabled  this  country  somewhat  belatedly  to  turn  to 
her  workshops  and  her  laboratories.  War  is  no  longer  a 
matter  of  masses  of  infantry  advancing  over  open  country 
or  defending  trenches  as  in  the  last  war.  The  struggle  has 
been  transferred  to  the  designing  office  and  the  workshop, 
for  it  is  there  that  victory  will  be  decided.  It  is  the  skill  of 
our  engineers  and  the  craftsmanship  of  our  work-people 
that  has  taken  up  the  struggle. 


352 


July,  1941     THE  ENGINEERING  JOURNAL 


No  profession  has  contributed  so  much  to  the  growing 
might  of  Britain  as  the  engineer,  and  none  is  pressing  for- 
ward with  greater  eagerness  in  the  fulfilment  of  his 
destined  part  in  this  struggle.  It  is  a  profession  that  has 
every  reason  for  pride  in  its  contribution  to  the  national 
effort,  a  contribution  which  will  become  greater  and 
greater  as  the  days  and  the  months  pass  by. 

THE  APPLICATION  OF  AUTOMOBILE  METHODS 
TO  AIRCRAFT  PRODUCTION 

By  Don  R.  Berlin  &  Peter  F.  Rossmann,  Curtiss  Aeroplane 
Division,  Curtiss-Wright  Corp. 

From  S.A.E.  Journal  (New  York)  June  1941 

The  international  situation  has  demonstrated  that  the 
effectiveness  of  the  airplane  is  a  decisive  factor  in  the  out- 
come of  the  issues  at  stake.  This  potent  weapon  has  directed 
attention  to  the  urgency  for  quantity  production  of  aircraft 
essential  to  national  defense. 

With  the  need  for  increased  production  quantities  it  is 
natural  that  there  should  be  serious  interest  in  the  appli- 
cation of  mass-production  technique  in  the  manufacture 
of  aircraft.  Consequently,  the  aircraft  industry  is  urged  to 
utilize  the  experience  and  facilities  of  the  world's  most  out- 
standing mass-production  enterprise,  the  American  auto- 
mobile industry. 

What  appears  to  be  reluctance  on  the  part  of  the  air- 
craft industry  to  accept  automobile  production  standards 
is  due  primarily  to  the  numerical  and  other  differences  in 
what  constitutes  quantity  or  mass  production  and  the  in- 
fluence of  conditions  peculiar  to  each  field.  Five  hundred 
cars  per  day  under  normal  circumstances  would  not  rep- 
resent unusually  high  production,  whereas  up  to  recently 
ten  airplanes  of  one  type  per  day  would  be  outstanding. 
The  situation  is  complicated  further  by  the  imperative 
compliance  to  rigid  weight,  performance,  reliability,  and 
strength  specifications  in  aircraft  manufacture.  An  empty 
gasoline  tank  or  a  broken  gasoline  line  in  an  automobile  is 
not  a  serious  hazard;  it  is  an  inconvenience;  while,  in  an 
airplane,  a  similar  failure  usually  represents  an  emergency. 

Special  and  single-purpose  machine  tooling  and  extensive 
conveyor  systems  are  economically  essential  in  the  manu- 
facture of  100,000  cars  wherein  certain  details  of  the  cost 
of  1/100  of  a  cent  become  important.  In  aircraft  construc- 
tion the  application  of  such  refinements  obviously  cannot 
be  as  extensive.  Careful  analysis,  however,  supports  the 
conclusion  that  much  can  be  gained  through  the  utilization 
of  automobile  methods  and  practices  when  combined  with 
a  liberal  application  of  common  sense. 

The  term  mass  production  is  somewhat  misleading.  The 
general  belief  is  that  it  involves  only  the  manufacture  of  a 
large  number  of  identical  parts,  usually  by  means  of  special 
machine  tools.  Quantity  alone  does  not  make  mass  produc- 
tion, however,  mass  demand  is  a  reciprocal  factor.  Therefore, 
it  is  necessary  to  differentiate  between  large  quantity  and 
mass  production.  A  change  in  the  production  demand  from 
100  to  1,000  parts,  with  certain  time  limitations,  requires 
more  than  merely  moving  the  decimal  point  on  a  shop  order. 
It  may  necessitate  redesign  or  re-tooling  of  the  part  as 
dictated  by  conditions. 

Mass  production  results  in  uniformity.  Although  a  single 
craftsman  can  produce  an  object  of  superior  quality,  it  is 
unlikely — except  under  the  most  propitious  circumstances 
— that  the  same  craftsman  can  duplicate  the  original  results 
exactly.  Nor  is  it  reasonable  to  expect  that  artisans  of 
equal  skill  using  average  tools  can  produce  identical  results 
unless  the  operations  influenced  by  individual  judgment, 
tending  to  cause  variations  in  the  final  product,  can  be 
controlled. 

Therefore,  mass  production  may  be  defined  as  being  the 
most  efficient  utilization  of  the  human  element.  It  can  be 
accomplished  by  observing  four  requisites.  Additional  ele- 
ments could  be  added;  however,  the  following  are  listed  in 


sequence  rather  than  in  the  order  of  their  importance: 

(a)  Product  Engineering; 

(b)  Tool  Engineering; 

(c)  Cost  Analysis  and  Regulation; 

(d)  Production  Control. 

Interchangeability  is  a  desirable  product  of  reduced 
manufacturing  tolerances  that  automatically  eliminates  the 
need  for  selective  fits  which  represent  a  definite  limitation 
on  output  and  control.  These  advantages  can  be  obtained 
by  special  machine  tooling  and  processing,  but  in  the  auto- 
mobile industry  mass  production  begins  on  the  drafting 
board  when  the  design  is  in  an  embryonic  stage. 

This  suggests  the  first  consideration  in  that  it  has  been 
found  advantageous  to  have  design  personnel  familiar  with 
machining  and  other  factory  processes. 

It  then  becomes  the  problem  of  determining  the  extent 
to  which  the  engineer  in  the  development  of  a  product  is 
constrained  to  permit  tooling  methods  and  manufacturing 
processes  to  influence  design. 

Engineering  is  basically  concerned  with  the  creation  or 
development  of  a  new  device  or  product,  or  an  improve- 
ment on  one  in  current  use,  the  design  of  which  is  dictated 
by  certain  conditions — trend  of  the  art,  sales  appeal,  im- 
proved durability,  weight  and  strength  requirements — some 
of  which  permit  no  deviation  from  prescribed  specifications. 

The  project  of  tooling,  on  the  other  hand,  is  that  of 
utilizing,  wherever  possible,  available  standard  machine 
tools,  selecting,  designing  and  providing  suitable  jigs  and 
fixtures,  assuring  the  maintenance  of  the  specified  degree 
of  accuracy,  and  planning  the  manufacturing  operations 
to  obtain  the  lowest  possible  production  cost. 

Unless  the  product  designer  is  familiar  with  manufac- 
turing processes  and  production  methods,  the  impression 
might  be  gained  that  the  production  tool  engineers  in  their 
analysis  of  the  design  are  unnecessarily  critical  and  do  not 
fully  appreciate  its  functional  requirements. 

Often  a  slight  change  in  a  casting  or  forging — a  modifica- 
tion to  simplify  basic  design  or  increased  tolerances — 
makes  appreciable  savings  in  tool  and  manufacturing  costs. 
Also,  attempts  to  reduce  cost  through  redesign  frequently 
result  in  seriously  penalizing  weight  and  performance.  They 
are  also  closely  related  to  serviceability  since  liberal  toler- 
ances, and,  in  some  cases,  incomplete  interchangeability, 
might  be  economical  from  a  production  standpoint  but  the 
cost  of  subsequent  service  because  of  such  conditions  might 
be  excessive,  and  very  often  the  difference  between  profit 
and  loss.  Engine  cowling  is  in  this  category. 

However,  the  product  engineer  should  not  normally  be 
fettered  by  precedent  to  the  extent  that  the  expression  of 
ingenuity  and  invention  in  the  design  is  restrained.  Fre- 
quently the  development  and  perfection  of  new  and  original 
processes  necessitated  by  engineering  design  are  distinctly 
advantageous  in  that  competitors  are  handicapped  in  dupli- 
cating or  approximating  the  new  designs  if  a  special  process 
is  vital  to  its  fabrication. 

In  general,  the  trend  in  manufacturing  processes  should 
tend  to  permit  the  engineer  more  latitude  in  designs. 

Tool  engineering  is  influenced  greatly  by  quantity  and 
the  basic  design  of  the  part.  Properly  planned  and  executed 
tooling  contributes  much  toward  the  fulfilment  of  the  mass- 
production  principle,  particularly: 

(a)  Properly  planned  operation  sequences; 

(b)  Simple  foolproof  jig-and-fixture  design; 

(c)  Gauging  and  locating  points  common  to  mating  parts  ; 

(d)  Non-fatiguing  work  heights  and  positions; 

(e)  Reasonable  application  of  time-and-motion  studies; 

(f)  Providing  adequate  inspection  tools. 

The  advantages  and  necessity  of  proper  tooling  cannot 
be  over-emphasized  since  the  manufacture  of  interchange- 
able parts  is  the  indispensable  requisite  precedent  to  mass 
production. 

The  inspection  item,  although  limited  in  its  application 
(by  quantity  requirements),  is  of  more  importance  than  is 


THE  ENGINEERING  JOURNAL     July,  1941 


353 


generally  conceded;  it  is  one  of  the  most  essential  factors 
in  controlling  variations  in  the  product.  Inspection  expe- 
dites production,  witness  for  example,  the  extensive  and 
ingenious  automobile  inspection  tools.  Therefore,  it  is  im- 
perative that  provisions  should  be  made  in  the  airplane 
tooling  budget  for  inspection  equipment.  Good  inspection 
tools  inspire  greater  confidence  in  inspection  results. 

The  third  requisite,  accurate  "Cost  Analysis  and  Regu- 
lation," is  more  than  keeping  books  to  record  expenditures. 
Accurate  estimates  are  necessary  for  reliable  cost  predic- 
tions, and  there  is  sufficient  precedent  and  cataloging  of 
aircraft  manufacturing  operation  data  to  be  of  material 
assistance  in  compiling  useful  cost  estimates.  Cost  regula- 
tion is  the  applied  art  of  intercepting  costs  before  the  money 
is  expended.  All  costs  should  be  challenged  and  justified; 
otherwise  there  can  be  no  confidence  in  the  operation  of 
the  expense  budget.  Time  studies  may  be  considered  part 
of  the  analysis. 

The  fourth  requisite,  "Production  Control,"  involves 
principally  scheduling  and  material  handling.  The  former 
requires  accurate  data  on  equipment  and  man-power  capa- 
cities so  that  an  orderly  flow  of  production  can  be  main- 
tained with  the  minimum  of  congestion  due  to  holdups, 
changes,  shortages,  and  so  on.  This  control  in  automobile 
manufacture  is  the  nerve  centre  of  production  and  the  clock- 
like precision  with  which  cars  are  produced  is  significant 
evidence  of  its  effectiveness.  Another  element  of  such  con- 
trol that  has  had  practically  no  recognition  in  the  aircraft 
industry  is  the  application  of  economical  lot  size  (the 
economical  cycle)  or  as  it  is  more  generally  known  the  most 
economical  number  of  parts  to  make  in  a  set-up.  Hereto- 
fore, there  has  been  limited  opportunity  to  apply  this  science 
in  aircraft,  but  now  circumstances  are  much  more  favour- 
able to  its  adaptation. 

Material  handling  can  be  regarded  as  part  of  production 
control.  Its  function  is  more  than  regulating  and  moving 
material  through  the  plant.  In  fact,  an  efficient  plant  layout 
is  planned  on  the  basis  of  proper  routing  of  material. 

Finally,  there  is  the  problem  of  designing  the  experi- 
mental airplane.  In  the  automobile  industry  there  are  dif- 
ferent influences  with  regard  to  sales,  customer's  desires 
and  requirements,  trend  of  the  art,  and  so  on.  Furthermore, 
there  is  this  important  difference:  the  automobile  industry 
flourishes  under  more  advantageous  conditions  because  that 
type  of  product  can  be  slanted  toward  a  sales  field  with 
every  assurance  that  the  experimental  model  will  finally 
go  into  active  production.  In  addition,  the  experimental 
costs  can  be  amortized  over  a  larger  number  of  units.  With 
aircraft,  all  experimental  projects  are  likewise  considered 
as  production  possibilities  but  this  cannot  be  regarded  with 
the  same  degree  of  certainty.  Of  necessity,  progress  in  this 
regard  has  been  cautious. 

In  conclusion,  it  must  be  said  that  the  aircraft  industry 
is  unique  in  its  development  and  resourcefulness  under  the 
handicap  of  small  quantity  production  which  circumstance 
has  stimulated  ingenious  methods  and  techniques  adapted 
to  its  special  requirements.  The  similarities  between  the 
automobile  and  the  aircraft  industry  are  greater  than  the 
differences,  and  the  exchange  of  ideas  is  a  logical  develop- 
ment and  conducive  to  progress  if  the  art  is  not  merely 
utilized  but  advanced. 

HIGH  STEAM  PRESSURES  IN  MARINE  SERVICE 

From  Trade  &  Engineering,  (London),  April,  1941 

The  employment  of  higher  boiler  pressures  and  temper- 
atures with  regenerative  feed  heating  and  other  expedients 
has  progressively  improved  the  performance  of  marine 
steam  propelling  machinery.  The  pioneer  modern  water- 
tube  boiler  installations  fitted  in  this  country  were  arranged 
to  work  at  about  375  lb.  pressure,  but  later  installations  in 
the  Strathmore,  Orion,  and  similar  vessels  work  at  450  lb. 
Notable  examples  fitted  abroad  include  a  number  of  United 
States  tankers  with  boilers  working  at  600  lb.,  and  the 


Yarrow  boilers  of  the  Nieuw  Amsterdam  are  arranged  for 
625  lb.,  while  the  German  liners  Gneisenau  and  Scharn- 
horst  were  fitted  with  Wagner  boilers  working  at  710  lb. 

All  these  boilers  rely  upon  natural  flow  for  the  water  cir- 
culation, which  results  from  the  mixture  in  the  rows  of 
tubes  receiving  the  greater  proportion  of  transmitted  heat 
being  less  dense  than  that  in  the  other  tubes.  This  tends 
to  set  a  limit  upon  the  pressure  at  which  natural  circulation 
can  be  relied  upon  to  maintain  sufficient  velocity  for  the 
avoidance  of  over-heating  at  the  high  rating  of  modern 
installations,  and  for  this  reason  an  alternative  line  of 
development  with  forced  circulation  boilers  working  at 
pressures  from  1,900  lb.  up  to  the  critical  condition  of 
water  has  been  pursued  in  a  number  of  German  liners,  in- 
cluding the  Uckermark,  Potsdam,  Pretoria,  and  Windhuk. 

The  gain  theoretically  obtainable  from  really  high  pres- 
sures is  very  considerable,  and  recent  research  gives  promise 
of  even  better  performances  than  have  hitherto  been 
claimed.  High-pressure  steam  plants  under  test  conditions 
have  frequently  shown  better  results  than  were  expected 
from  calculation,  and  the  difference  has  been  generally 
attributed  to  inadequacy  of  the  steam  tables  on  which  the 
predictions  were  based  or  to  errors  of  observation  on  the 
test.  It  has,  however,  been  found  that  the  Reynolds  number 
corresponding  to  the  steam  conditions  has  a  marked  in- 
fluence on  turbine  efficiency,  so  that,  with  all  the  other 
factors  equal,  a  better  relative  performance  is  to  be  expected 
with  high-pressure  than  with  low-pressure  steam.  At  the 
same  time  it  has  to  be  considered  that  gains  due  to  improve- 
ments in  the  theoretical  cycle  with  high  initial  pressures  are 
more  readily  dissipated  through  parasitic  losses  in  the 
nozzles,  blading,  and  spindle  glands. 

That  the  thermal  performances  reported  from  the 
German  super-pressure  liners  have  been  disappointing  may 
be  partly  due  to  the  latter  cause,  and  it  is  doubtful  whether 
the  complications  inherently  involved  in  fitting  forced  cir- 
culation boilers  on  shipboard  can  be  thermally  justified 
unless  the  utmost  degree  of  economy  offered  by  their 
adoption  is  forthcoming.  Consideration  of  all  these  factors 
suggests  that  steam  conditions  for  marine  service  may  be 
stabilized  at  a  pressure  which,  while  permitting  the  employ- 
ment of  natural  circulation  boilers,  is  higher  than  the  value 
so  far  employed  with  steam  generators  of  this  type  but 
appreciably  below  those  adopted  with  the  German  forced 
circulation  boilers. 

For  this  reason  special  interest  attaches  to  the  experi- 
mental high-pressure  installation  which  is  being  fitted  in 
one  of  the  United  States  Maritime  Commission's  C  3  class 
cargo  vessels.  The  main  propulsion  turbines  are  of  the 
three-cylinder  double-reduction  geared  type  developing  a 
total  of  8,000  s.h.p.  at  a  propeller  speed  of  96  r.p.m.,  and 
taking  steam  at  about  1,200  lb.  pressure  and  740  deg.  F. 
temperature.  The  two  boilers  are  of  a  special  design  of 
natural  circulation  three-drum  type  with  air  preheater, 
economizer,  and  convection  superheater.  A  reheating 
section  fitted  in  each  of  them  takes  the  exhaust  steam  from 
the  high-pressure  turbine  at  about  260  lb.  and  restores  its 
temperature  to  about  740  deg.  F.  before  it  completed  its 
work  in  the  intermediate  and  low-pressure  cylinders. 

Separate  oil  burners  are  provided  for  steam  generation 
and  the  reheating  sections  of  the  boilers.  To  prevent 
excessive  superheat  temperatures  during  manoeuvring 
when  the  reheater  is  out  of  action,  primary  and  secondary 
superheater  elements  are  provided,  so  located  that  there 
is  a  balance  of  heat  transmission  under  all  conditions  of 
working  to  maintain  a  constant  outlet  steam  temperature. 
Automatic  combustion  control  is  provided  to  maintain  a 
steady  steam  pressure,  and  the  reheating  is  regulated  by  the 
outlet  steam  temperature.  Manual  control  is  also  provided 
together  with  safeguards  for  the  reheating  section  should 
the  flow  of  steam  fall  below  a  predetermined  rate.  An 
efficiency  of  87  per  cent  is  guaranteed,  but  it  is  expected 
that  this  figure  will  be  exceeded.  All  the  auxiliaries  will  be 
motor-driven   with  electrical   power   provided    by   turbo- 


354 


July,  1941     THE  ENGINEERING  JOURNAL 


generators  using  steam  at  230  lb.  which  has  been  reheated 
to  740  deg.  F.  and  extracted  from  the  intermediate  turbine 
inlet.  It  is  estimated  that  an  oil  fuel  rate  of  0.5  lb.  per  s.h.p. 
hour  for  all  purposes  will  be  obtained.  An  important  feature 
in  the  design  is  that  as  the  steam  temperature  is  limited  to 
under  750  deg.  F.,  special  alloys  are  unnecessary  and  the 
ordinary  materials  of  construction  can  be  used. 

FOG  LIGHTS  AND  FOG  FALLACIES 

From  Aeronautics  (London),  April,  1941 

The  following  is  an  extract  from  a  paper  read  before 
the  Institute  of  the  Aeronautical  Sciences  at  Columbia 
University,  New  York,  by  Dr.  Sverre  Petterssen. 

It  was  commonly  believed  for  some  time  that  light  of 
long  wave  length  (red  and  infra-red)  would  penetrate  fog 
more  readily  than  the  shorter  wave  lengths.  This  supposition 
was  based  on  the  formula  developed  by  Lord  Rayleigh  for 
the  transmission  of  light  through  a  suspension  of  particles 
of  a  diameter  small  compared  with  the  wave  length  of  the 
light.  This  formula  showed  that  the  scattering  coefficient 
was  inversely  proportional  to  the  fourth  power  of  the  wave 
length.  However,  since  fog  drops  are  large  compared  with 
the  wave  length  of  visible  and  near  infra-red  light,  this 
formula  does  not  apply.  In  a  typical  fog  with  an  average 
drop  radius  of  20  microns,  the  transmission  is  the  same  for 
all  wave  lengths  less  than  about  four  microns.  The  trans- 
mission would  not  become  appreciably  higher  until  the 
wave  length  was  greater  than  40  microns.  In  this  far  infra- 
red region  water  vapour  and  some  of  the  other  atmospheric 
gases  absorb  strongly,  so  that  even  though  the  scattering 
were  reduced,  the  total  transmitted  energy  would  probably 
be  smaller.  It  may,  therefore,  be  concluded  that  there  is 
no  region  of  the  radiant  energy  spectrum  which  will  pene- 
trate fog  better  than  visible  light.  This  result  has  been 
confirmed  by  direct  measurements. 

Koschmieder  has  shown  that  the  visibility  or  more  prop- 
erly the  visual  range,  is  a  function  only  of  the  scattering 
coefficient  if  the  observed  object  is  essentially  black,  is 
seen  against  the  horizon  sky  and  the  sky  is  uniformly 
overcast.  These  conditions  are  generally  satisfied  in  the 
case  of  a  fog  of  considerable  depth. 

SIX  NEW  R.A.F.  MACHINES 

From  Trade  &  Engineering,  (London),  April,  1941 

Gradually  information  is  being  released  about  the  new 
types  of  British  aircraft  with  which  the  Royal  Air  Force 
will  conduct  its  offensive  and  its  defence  of  Britain  in  the 
months  ahead.  Many  of  the  details  of  these  aircraft,  and 
most  of  their  performance  figures,  are  still  secret,  but 
what  is  no  secret  is  that  the  authorities  are  well  pleased  with 
the  new  bombers,  while  great  things  are  expected  from  two 
new  fighters. 

The  existence  of  the  four-engined  heavy  bomber,  the 
Short  Stirling,  had  already  been  made  public,  and  two  or 
three  weeks  ago  the  existence  of  the  Avro  Manchester  was 
made  known.  It  is  a  twin-engined  bomber  and  according 
to  an  American  technical  journal — these  facts  cannot  be 
confirmed  or  denied — the  engines  are  Rolls-Royce  Vultures. 
The  Vulture  is  described  as  being  "two  Merlins  put  to- 
gether." The  same  journal  says  that  the  Manchester  has  a 
speed  of  325  miles  an  hour,  a  wing  span  of  90  to  95  feet,  and 
a  gross  weight  of  30,000  lb.  This  is  heavier  than  the  U.S. 
Army  Air  Corps'  B18  and  B23  and  much  faster  than  the 
B18.  The  Manchester  is  made  by  the  firm  of  A.  V.  Roe, 
which  gave  the  R.A.F.  the  excellent  training  and  recon- 
naissance machine,  the  Anson.  The  Anson  has  achieved 
such  phenomenal  success  as  a  fighter — though  not  intended 
for  that  purpose — that  the  men  of  the  Coastal  Command 
have  an  expression,  "Anson  is  as  Anson  does." 

The  somewhat  scanty  details  about  the  new  range  of 
bombers  were  added  to  materially  by  Sir  Archibald  Sinclair, 
Secretary  of  State  for  Air,  when  he  introduced  the  Air 
Estimates  in  Parliament  on  March  11.  He  revealed  that 


there  was  in  existence  a  third  new  bomber,  the  Halifax. 
All  of  these,  i.e.,  the  Stirling,  the  Manchester,  and  the 
Halifax,  the  Minister  said,  had  already  proved  their  worth, 
and  the  Stirling  had  been  used  against  enemy  targets.  These 
bombers,  he  added,  were  more  than  twice  the  size  of  any 
earlier  type.  They  were  faster  and  could  carry  not  only  a 
heavier  defensive  armament,  but  also  three  times  the  weight 
of  bombs  for  the  same  distance  as  their  predecessors.  The 
Hampdens,  Whitleys,  the  Wellingtons  which,  in  the  past, 
had  constituted  the  main  offensive  power  of  the  R.A.F.,  had 
undergone  many  improvements.  The  latest  models  were 
fitted  with  more  powerful  engines  which  gave  them  in- 
creased performance  and  striking  power.  Some  of  them, 
although  the  original  name  remained,  were  really  quite 
different  aircraft  from  those  which  flew  under  the  same 
name  last  year.  Sir  Archibald  also  renewed  the  assurance 
given  just  previously  by  the  Prime  Minister  that  develop- 
ments would  also  be  continued  in  the  types  supplied  for 
coastal  reconnaissance  and  for  Army  co-operation  work. 

Then  he  turned  to  the  fighters.  It  was  known  some  time 
ago  that  the  original  Spitfires  and  Hurricanes  had  been 
"hotted  up"  and  that  the  Mark  2  Hurricane  and  the  Mark 
3  Spitfire  which  had  come  into  service  were  fitted  with 
more  powerful  engines  which  had  considerably  increased 
their  speeds  and  provided  the  ability  to  fight  at  much 
greater  height,  although  equipped  with  heavier  armament 
which  increased  their  fire-power.  The  Secretary  of  State 
was  able  to  reveal  that  the  new  Hawker  Tornado,  with  an 
engine  "nearly  twice  the  horse-power  of  the  machines 
which  bore  the  brunt  of  the  Battle  of  Britain"  and  carrying 
still  heavier  armament  can  yet  attain  speeds  in  excess  of 
400  m.p.h.  It  had  previously  been  stated  that  the  Tornado 
is  a  single-seat  fighter  equipped  with  a  2,000  h.p.  Rolls- 
Royce  Vulture  engine. 

Then  came  the  first  public  reference  to  the  existence  of 
the  Beaufort  Fighter  (known  as  the  Beaufighter) ,  which  the 
Secretary  of  State  said  is  being  used  for  long-range  opera- 
tions and  night  fighting.  He  completed  the  announcement 
on  this  formidable  range  of  new  aircraft  by  referring  to  the 
twin-engined  Whirlwind. 

This  made  a  total  of  six  new  machines — three  bombers 
(the  Stirling,  Manchester,  and  Halifax)  and  three  fighters 
(the  Tornado,  Whirlwind,  and  the  Beaufighter) — to  be 
announced  this  year.  They  show  the  speed  at  which  new 
types  have  been  able  to  go  into  production,  thanks  very 
largely  to  the  sustained  success  of  the  faithful  Spitfires  and 
Hurricanes,  backed  up  by  the  Défiants.  The  Air  Minister 
summed  up  by  saying: — 

"Unless  Hitler  has  up  his  sleeve  a  more  effective  secret 
weapon  than  he  has  yet  managed  to  produce,  our  technical 
superiority,  with  the  moral  superiority  which  accompanies 
it,  will  certainly  be  maintained  during  the  year." 

Sir  Archibald  Sinclair  also  paid  a  well-deserved  tribute  to 
those  concerned  in  the  British  aircraft  industry.  The  Air 
Ministry  and  the  R.A.F.,  he  said,  recognized  their  debt  to 
those  who,  in  the  crisis  of  the  Battles  of  France  and  Britain 
last  year,  served  the  country  so  well  behind  the  lines.  Some- 
times it  happened  that  we  lost  dozens  of  aircraft  in  a  single 
battle,  but  the  pilots  who  baled  out  nearly  always  "found 
fresh  mounts  waiting  for  them  in  the  stable."  For  this 
strong  and  timely  flow  of  aircraft  into  the  R.A.F.  they  must 
thank,  first  and  foremost,  the  workman  in  the  factory — the 
man  who  gave  ungrudgingly  of  his  skill,  who  worked  long 
hours  and  seven  days  a  week  cheerfully,  whose  careful  and 
unerring  industry  never  flagged,  and  who  went  on  working 
after  the  sirens  had  sounded.  The  victories  of  the  R.A.F. 
were  his  victories,  too.  He  included  in  his  tribute  the 
executives,  scientists,  and  designers,  who  had  all  "deserved 
as  much  as  a  victorious  general."  The  Ministry  of  Aircraft 
Production  was  devoting  its  efforts  not  only  to  increasing 
the  flow  of  production  but  to  bringing  on  as  rapidly  as 
possible  those  new  types  of  bombers  and  fighters  with 
which  we  shall  engage  the  enemy  this  year. 

The  Minister  also  referred  to  a  subject  which  has  inevit- 


THE  ENGINEERING  JOURNAL     July,  1941 


355 


ably  given  rise  to  some  difficulty — the  question  of  the  steril- 
ization of  land  because  of  the  necessity  for  constructing 
many  new  airfields  since  the  collapse  of  France  deprived  us 
of  the  use  of  any  airfields  on  the  Continent.  He  pointed 
out  that  more  than  half  of  the  British  Isles  is  mountain, 
rock,  marsh,  or  land  in  other  ways  unsuitable  for  aero- 
dromes, which  must  be  level  and  easily  drained.  In  the 
flatter  parts  of  the  country  there  are  more  than  3,700 
miles  of  electric  grid  to  be  avoided — and  avoided  with  a 
wide  safety  margin — not  to  mention  canals  and  railways, 
smoke  from  industrial  areas,  balloon  barrages,  and  other 
obstacles.  An  aerodrome  must  also  be  less  than  600  ft. 
above  sea  level,  otherwise  it  may  be  in  the  clouds  for  con- 
siderable periods;  while  he  pointed  out  that  the  develop- 
ment of  aircraft  tends  towards  a  longer  take-off  run,  so  that 
aerodromes  now  have  to  be  bigger  than  before. 

Many  of  the  agricultural  Members  of  the  House  were 
relieved  to  have  his  assurance  that  the  Air  Minister  was 
taking  no  rigid  attitude,  that  he  had  gone  closely  into  the 
problem  with  the  Minister  of  Agriculture,  and  that,  as  a 
result,  there  would  in  the  future  be  improved  liaison  be- 
tween the  Air  Ministry  and  the  County  War  Agricultural 
Committees. 

WARTIME   BUILDING 

By  R.  Fitzmaurice,  B.Sc. 

From  Civil  Engineering  and  Public  Works  Review,  April,  1941 

Wartime  building  presents  peculiarly  difficult  problems 
for  the  designer,  since  a  number  of  factors  unknown  in 
peacetime  become  of  the  utmost  importance. 

The  Building  Research  Board  was  requested  by  the 
Works  and  Buildings  Priority  Sub-Committee  to  take  as 
a  first  task  during  the  war  the  solution  of  problems  of 
building  created  by  the  changed  position  of  supplies  of 
building  materials.  The  work  carried  out  as  a  result  is  sum- 
marized in  a  series  of  publications,  known  as  the  Wartime 
Building  Bulletins,  published  by  H.M.  Stationery  Office. 
The  first  task  undertaken  was  a  study  of  methods  of 
factory  construction  suitable  for  wartime  conditions. 

Factory  Design 

At  this  stage  it  is  appropriate  to  consider  what  are  the 
factors  to  be  taken  into  account  in  the  design  of  a  factory. 
They  are  as  follows: 

1.  Suitability  for  the  particular  process  to  be  carried  out 
in  the  factory. 

2.  Speed  and  ease  of  erection,  taking  into  account  the 
conditions  of  supply  of  material  and  labour  prevailing  at 
the  time. 

3.  Economy  in  the  use  of  materials  and  labour  for  which 
demands  are  heavy  in  wartime. 

4.  Ease  of  concealment  from  the  air. 

5.  Resistance  to  damage  by  air  attack. 

It  will  be  realized  that  the  wartime  factory  must  be 
shorn  of  embellishment,  for  every  single  brick  and  ton  of 
steel  must  be  used  to  maximum  advantage. 

Large,  clear  spaces  have  their  disadvantages  in  that  big 
spans  need  more  steel  than  smaller  ones  and  the  damage 
due  to  the  explosion  of  a  bomb  may  be  more  widespread. 

The  whole  problem  of  ease  and  speed  of  erection  turns 
on  using  to  the  maximum  advantage  such  materials  and 
labour  as  are  available  at  the  time.  Thus  in  a  building  con- 
sisting mainly  of  structural  steel-work  it  is  desirable  to 
find  out  what  range  of  sections  is  most  readily  available 
at  the  time  required.  If  reinforced  concrete  structures  are 
proposed,  it  may  be  well  worth  while  to  give  the  contractor 
some  latitude  in  such  matters  as  the  use  of  precast  elements 
or  work  poured  "in  situ."  The  essential  condition  for  speed 
in  building  in  wartime  is  collaboration  between  all  parties 
concerned  and  avoidance  of  too  rigid  adherence  to  the  orig- 
inal details  and  specifications.  However  carefully  these 
details  may  have  been  prepared,  it  is  better  to  adjust  a 
project  to  the  changed   conditions  than  to  delay  it  by 


insistence  on  carrying  it  out  exactly  in  accordance  with 
the  original  intention. 

Building  Material 

There  are  various  ways  of  setting  out  to  find  the  most 
economic  method  of  covering  a  given  building  space.  The 
co-operation  of  a  group  of  leading  structural  steelwork  de- 
signers was  enlisted  through  the  kind  offices  of  the  British 
Steelwork  Association  and  the  Director  of  Structures  of 
the  Iron  and  Steel  Control. 

This  group  assembled  a  series  of  designs  of  structural 
steelwork  for  single  storey  factories;  these  were  tabulated 
and  reviewed  and  the  less  economical  rejected.  The  final 
selection,  for  roof  spans  of  22,  33,  40,  55,  77  and  110  feet, 
was  then  again  reviewed  and  the  results  were  made  avail- 
able in  Wartime  Building  Bulletins  Nos.  1,  4  and  10.  The 
designs  have  recently  been  revised  to  incorporate  the  results 
of  experience  of  actual  air  attack. 

The  investigation  has  shown  the  importance  of  the 
economy  which  can  be  got  by  making  use  of  continuity  to 
keep  bending  moments  to  a  minimum.  Structural  con- 
tinuity also  contributes  materially  to  resistance  to  effects 
of  bomb  explosions. 

Concrete  Construction 

To  use  reinforced  concrete  construction  is  an  obvious 
method  of  economizing  in  the  use  of  steel.  Some  typical 
structures  have  been  designed,  suitable  for  dormitory  hut- 
ting and  temporary  hospital  accommodation,  as  well  as 
single  storey  factories. 

Arch  structures  in  reinforced  concrete  represent  a  still 
further  move  towards  economy.  The  potentialities  of  rein- 
forced concrete  arched  construction  have  been  little  ex- 
ploited in  Britain,  though  in  France  very  interesting  pro 
jects  have  been  carried  out. 

The  use  of  reinforced  concrete  in  wartime  is  made  some- 
what more  difficult  by  the  need  to  economize  in  timber 
for  shuttering.  It  has  been  found,  however,  that  by  keeping 
structures  simple  and  repetitive,  and  by  designing  in  terms 
of  specific,  recoverable  systems  of  shuttering,  that  the  waste 
of  timber  can  be  kept  very  small  indeed.  This  and  other 
aspects  of  reinforced  concrete  construction  are  discussed 
in  Wartime  Building  Bulletins  Nos.  3  and  5. 

Generally  speaking,  great  quantities  of  cement  are  used 
in  roads,  paved  areas,  runways  and  solid  concrete  floors 
in  factories. 

Tar  macadam  can  be  substituted  when  necessary  for 
concrete  for  roadways  and  paved  areas  out  of  doors,  and 
recommended  specifications  are  given  in  Wartime  Building 
Bulletin  No.  9. 

Timber  in  Shuttering 

Mention  has  already  been  made  of  the  investigations 
into  economy  in  the  use  of  timber  in  shuttering  and  form- 
work  for  concrete  construction. 

The  Forest  Products  Research  Laboratory  of  the  Depart- 
ment of  Scientific  and  Industrial  Research  is  preparing  data 
on  working  stresses  to  be  used  in  the  design  of  timber  struc- 
tures and  these  should  be  available  in  the  near  future. 

Concealment  and  Camouflage 

Concealment  from  the  air  is  a  very  important  aspect  of 
wartime  construction.  As  with  all  other  A.R.P.  questions, 
it  is  an  elementary  precaution  to  assume  that  the  worst 
form  of  attack  may  come  at  some  time  or  other.  It  is  dan- 
gerous to  assume  that  there  is  no  possibility  of  daylight 
air  attack. 

One  method  of  approach  to  the  problem  of  concealment 
is  to  disregard  it  entirely,  allowing  the  building  project  to 
take  whatever  shape  it  will,  then  at  completion  to  call  in 
the  camouflage  expert  to  disguise  the  resulting  structure. 
This  is  the  worst  possible  approach  and  the  camoufleur  is 
presented  with  a  task  which  may  be  impossible. 

It  is  strongly  recommended  that  the  Civil  Defence 
Camouflage  Establishment,   Ministry  of  Home  Security, 


356 


July,  1941     THE  ENGINEERING  JOURNAL 


should  be  consulted  at  the  earliest  stage  in  a  wartime  build- 
ing project.  Advice  is  given  free  of  charge. 

The  following  are  some  of  the  more  important  factors 
to  be  observed: 

(a)  Choice  of  site.  Avoid  conspicuous  landmarks  such 
as  the  confluence  of  rivers,  important  junctions  of  roads 
and  railways,  lakes,  etc. 

(b)  The  orientation  and  arrangement  of  the  buildings 
on  the  site  should  be  contrived  so  as  to  avoid  conspicuous 
regular  patterns.  Consideration  should  be  given  to  the  type 
of  building  development  in  the  locality  which  so  far  as  is 
possible  should  be  simulated. 

(c)  Saw-tooth  and  northlight  roof  lighting  should  as  a 
general  rule  be  avoided.  The  deep  shadows  cast  by  vertical 
and  steeply  pitched  glazing  are  very  difficult  to  conceal. 

(d)  Where  ground  has  to  be  excavated  the  soil  may  with 
advantage  be  banked  against  the  north,  east  and  west  sides 
of  the  buildings  to  conceal  the  shadows  cast  by  the  walls. 
Generally  speaking,  the  buildings  should  be  kept  as  low 
as  possible  in  order  to  minimize  the  shadows  they  cast. 

(e)  Natural  features  on  the  site  such  as  clumps  of  trees, 
hedges,  ditches  and  streams  should  be  preserved  as  far  as 
possible  and  advantage  should  be  taken  of  them  in  work- 
ing out  the  camouflage  scheme. 

(f)  Building  work  should  be  restricted  to  the  minimum 
possible  area  of  ground.  Heavily  scarred  ground  is  difficult 
to  conceal  and  even  if  ploughed  and  planted  at  completion, 
a  considerable  time  must  elapse  before  the  scars  recede 
into  the  general  tone  of  the  landscape. 

(g)  Great  size  of  individual  buildings  makes  conceal- 
ment difficult,  and  factory  units  should  be  kept  to  the 
smallest  size  consistent  with  a  satisfactory  production  lay- 
out. A  maximum  dimension  for  a  unit  of  200  ft.  in  any 
direction  is  a  desirable  limit  to  aim  at. 

War  Damage 

There  are  three  main  lines  of  approach  to  the  problem 
of  minimizing  damage  by  air  attack,  firstly,  by  disposing 
the  buildings  on  the  site  so  that  the  likelihood  of  damage 
by  direct  hit  in  any  one  attack  is  reduced;  secondly,  by 
constructing  the  buildings  so  that  in  the  event  of  a  direct 
hit  or  near  miss  by  high  explosive  bombs  the  resulting 
damage  is  reduced  to  a  minimum  and  production  can  easily 
be  started  again;  and,  thirdly,  by  constructing  the  build- 
ings so  that  damage  by  fire  resulting  from  incendiary  attack 
is  minimized. 

Bombs  are  dropped  in  rows  or  "sticks",  so  that  other 
things  being  equal,  it  is  well  in  laying  out  a  new  site  to 
keep  in  mind  the  possibility  of  reducing  the  chance  of  a 
single  stick  of  bombs  hitting  a  number  of  buildings  in  line. 
For  instance,  arrangements  of  buildings  in  curves  or  cres- 
cents on  plan  is  advantageous. 


It  is  a  gratifying  fact  that  factory  buildings  can  be  made 
highly  resistant  to  demolition  by  direct  hits  or  near  misses 
by  high  explosive  bombs.  A  study  of  this  aspect  has  been 
made  by  Prof.  J.  F.  Baker  of  the  Research  and  Experi- 
ments Department  of  the  Ministry  of  Home  Security,  and 
the  advice  of  this  organization  is  freely  available. 

The  studies  of  Prof.  Baker  are  particularly  complete  for 
single-storey  buildings  in  structural  steelwork.  The  aim 
should  be  for  such  structures  to  be  so  designed  that  any 
one  main  member  can  be  cut  without  causing  adjacent 
members  to  collapse. 

With  very  little  or  no  additional  steel  a  great  many 
normal  roof  types  are  capable  of  satisfying  this  condition, 
but  there  are  other  types  which  are  inherently  so  unstable 
that  injury  to  one  member  may  lead  to  progressive  col- 
lapse extending  to  the  whole  of  the  shop  concerned. 

The  ability  of  a  soundly  designed  structure  to  withstand 
the  demolition  of  a  main  member  without  significant  de- 
flection of  the  remainder  has  been  amply  proved  in  recent 
raids.  These  principles  have  been  observed  in  the  buildings 
which  are  dealt  with  in  Wartime  Building  Bulletins  Nos. 
1,  4  and  10,  and  the  revisions  which  are  now  just  complete. 

Briefly  the  following  are  the  main  principles: 

1.  Trusses  and  lattices  of  an  unbalanced  type  should 
not  be  arranged  so  that  the  removal  of  a  supporting  member 
at  one  end  causes  adjacent  members  to  collapse. 

2.  Beams  and  built-up  girders  should  be  designed  to 
develop  full  continuity  in  their  lower  flanges  or  chords  over 
staunchion  supports,  so  that  in  the  event  of  staunchions 
being  removed  or  damaged  the  beam  or  girder  can  span 
between  adjacent  staunchions  without  collapsing. 

3.  Roof  systems  generally  should  be  braced  more  liber- 
ally than  would  normally  be  provided  for  wind  action, 
realizing  that  damage  to  a  truss  or  its  supports  may  induce 
considerable  forces  which  will  be  transmitted  along  the  line 
of  the  purlins. 

Fires  due  to  incendiary  attack  have  caused  very  serious 
damage.  It  is  suggested  that  some  discrimination  needs  to 
be  exercised  between  buildings  where  the  occupancy  is  such 
that  the  fire  hazard  is  important  and  those  where  it  is 
negligible. 

Where  the  fire  hazard  exists,  the  roof  structure  may  with 
advantage  be  made  resistant  to  the  small  incendiary  bomb 
but,  in  addition,  the  building  should  also  be  divided  up  into 
compartments  of  moderate  extent  by  adequate  fire  walls 
carried  right  up  to  the  roof  with  openings  closed  by  fire- 
proof doors  (not  self-acting).  It  is  suggested  when  con- 
siderable quantities  of  combustible  goods  are  stored  or 
handled,  that  a  limit  of  10,000  sq.  ft.  of  floor  area  should 
be  the  maximum  size  for  any  one  compartment.  In  addi- 
tion all  steel  work  in  the  building  should  be  encased  in 
concrete  or  otherwise  protected  against  fire. 


THE  ENGINEERING  JOURNAL     July,  1941 


357 


From  Month  to  Month 

THE  ENGINEERING  INSTITUTE 
OF  CANADA  IN  KINGSTON 

On  Saturday,  June  14th,  there  was  a  combination  of 
events  in  Kingston  that  will  long  mark  the  day  in  local 
Institute  history.  Taking  as  a  central  "motif"  the  presen- 
tation of  an  honorary  membership  certificate  to  Dr.  R.  C. 
Wallace,  Council  and  the  branch  arranged  a  full  and 
interesting  programme. 

Under  the  guidance  of  the  president  a  regional  meeting 
of  Council  was  held  during  the  afternoon  in  the  board 
room  of  the  gymnasium  of  Queen's.  There  was  an  excellent 
attendance  of  officers,  councillors  and  guests.  This  latter 
group  included  past  presidents,  past  councillors,  chairmen 
of  three  other  Ontario  branches,  and  members  of  the  local 
executive.  Another  very  welcome  guest  was  the  president 
of  the  Association  of  Professional  Engineers  of  Ontario. 

For  the  ladies  the  afternoon  programme  consisted  of  a 
sight-seeing  tour  and  tea.  In  the  evening,  dinner  was  held 
at  the  golf  club.  Details  of  these  features  are  given  in  the 
branch  news. 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


14th,  received  the  message  from  the  President,  Council  and 
Members  of  The  Institution  of  Electrical  Engineers,  and 
the  illuminated  address  commemorating  the  presentation  of 
the  Sir  John  Kennedy  Medal  to  Lieut. -General  A.  G.  L. 
McNaughton,  which  presentation  was  so  graciously  carried 
out  by  the  Institution  of  Electrical  Engineers  on  behalf 
of  The  Engineering  Institute  of  Canada. 

"The  Council  of  the  Institute  is  greatly  pleased  by  the 
action  of  the  Institution  and  hastens  to  express  its  agree- 
ment with  the  policy  of  'close  co-operation  between  engi- 
neering institutions  in  Great  Britain  and  their  sister  insti- 
tutions in  the  overseas  countries  of  our  Commonwealth  of 
Nations.'  The  further  development  of  such  co-operation  is 
a  part  of  the  programme  for  the  future  of  this  society,  and 
opportunities  for  such  co-operation  will  be  planned  for  and 
welcomed  at  all  times. 

"May  I,  Sir,  on  instructions  of  Council,  convey  this 
message  to  you  and  at  the  same  time  thank  you  personally 
for  all  that  you  have  done  in  assisting  us  to  honour  this 
distinguished  engineer  whose  name  graces  the  membership 
lists  of  both  our  organizations. 

"Yours  sincerely, 

(Signed)  L.  Austin  Wright, 

General  Secretary. 


Wallace,   Hon.M.E.I.C. 


r  The  Kingston  members  and  their  wives  may  well  be 
proud  of  the  success  of  their  efforts.  Every  detail  was  well 
thought  out,  and  much  time  and  effort  was  expended  in 
making  arrangements  so  that  visitors  would  fully  enjoy 
their  day.  The  value  of  such  gatherings  cannot  be  over 
estimated.  They  assist  materially  in  developing  interest  and 
friendship  not  only  in  the  branch  itself  but  throughout  the 
Institute.  The  Kingston  branch  has  done  an  excellent  piece 
of  work. 

GREETINGS  FROM  ENGLAND 

As  mentioned  in  the  June  Journal,  the  Institution  of 
Electrical  Engineers  has  done  the  Engineering  Institute  of 
Canada  a  great  favour  in  presenting  in  such  a  handsome 
manner  the  Sir  John  Kennedy  Medal  to  Lieut  .-General 
A.  G.  L.  McNaughton.  The  illuminated  address  and  the 
photographs  referred  to  in  the  correspondence  arrived  a 
short  time  ago,  and  were  presented  to  Council  at  the  re- 
gional meeting  held  in  Kingston  in  June. 

The  address  is  reproduced  on  an  adjacent  page,  and  here- 
with is  a  copy  of  the  acknowledgement  from  Council  sent 
to  the  Institution  at  the  conclusion  of  the  Kingston  meeting  : 

"James  R.  Beard,  Esq.,  President, 
The  Institution  of  Electrical  Engineers, 
London,  England. 

"Dear  Mr.  Beard: 

"The  Council  of  The  Engineering  Institute  of  Canada, 
at  a  regional  meeting  held  in  Kingston,  Ontario,  on  June 


Lieutenant-General  A.  G.  L.  McNaughton,  M.E.I.C.,  acknowl- 
edges the  Sir  John  Kennedy  Medal  of  the  Engineering  Institute 
of  Canada  which  has  heen  presented  to  him  by  J.  R.  Beard, 
President  of  the  Institution  of  Electrical  Engineers,  at  their 
meeting  held  in  London,  England,  on  May  8th. 

1942  ANNUAL  MEETING 

Montreal's  invitation  to  hold  the  next  annual  and  pro- 
fessional meeting  in  that  city  was  accepted  at  the  1941 
meeting  in  Hamilton.  There  was  some  discussion  as  to 
whether  or  not  the  programme  should  be  curtailed  because 
of  war  conditions,  but  the. decision  on  this  point  was  left 
with  the  branch  executive.  The  success  of  the  Hamilton 
meeting  seemed  to  indicate  that  there  was  a  place  for  such 
functions  even  during  war  years. 

The  Montreal  executive  has  held  its  first  meeting  to  com- 
plete preliminary  arrangements.  The  dates  selected  are 
Thursday  and  Friday,  February  fifth  and  sixth,  and  the 
location  will  be  the  Windsor  Hotel.  Chairmen  of  committees 
have  been  named,  and  the  work  of  securing  papers  is 
already  under  way.  It  is  planned  to  restrict  papers  and 
discussions  to  phases  of  the  engineers'  participation  in 
Canada's  war  effort. 


358 


July,  1941     THE  ENGINEERING  JOURNAL 


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A  reproduction  of  the  address  prepared  by   the  Institution  of  Electrical  Engineers  to  commemorate 
the  presentation  of  the  Sir  John  Kennedy  Medal   to  Lieutenant-Ceneral   McNaughton. 


THE  ENGINEERING  JOURNAL     July,  1941 


359 


UNIVERSITY  OF  TORONTO  APPOINTS 
NEW  DEAN 

Clarence  Richard  Young,  m.e.i.c,  has  been  appointed 
Dean  of  the  Faculty  of  Applied  Science  in  the  University 
of  Toronto,  in  succession  to  Brigadier-General  C.  H. 
Mitchell,  m.e.i.c,  who  has  retired.  This  appointment  is  a 
fitting  climax  to  Professor  Young's  distinguished  career  as 
educationalist,  author  and  practising  consultant. 

The  new  dean  is  an  honour  graduate  of  the  University 
of  Toronto  of  the  class  of  1905.  He  has  been  on  the  teaching 
staff  of  its  engineering  school  since  1907,  when  he  became 
lecturer  in  civil  engineering;  his  professorship  dates  from 
1929,  when  he  succeeded  the  late  Peter  Gillespie  in  the 
chair  of  civil  engineering. 


Dean  C.  R.  Young,  M.E.I.C. 

His  published  works  include  text  books  and  articles  in 
structural  engineering  subjects  and  on  engineering  law.  He 
has  been  much  in  request  as  a  consultant  on  matters  con- 
cerning the  design  of  structures,  and  on  technical,  economic 
and  legal  problems  of  a  civil  engineering  character.  In 
1937-38  he  sat  on  Mr.  Justice  Chevrier's  three-man  Royal 
Commission  on  Transportation,  dealing  with  the  economics 
of  motor  transport  in  Ontario.  The  Engineering  Alumni 
Association  of  the  University  awarded  him  their  medal  in 
1939,  for  outstanding  achievement  in  engineering. 

The  extent  of  Professor  Young's  activities  is  further 
shown  by  his  services  to  The  Engineering  Institute  of 
Canada  of  which  he  is  a  past  councillor  and  past  chairman 
of  the  Toronto  Branch.  He  is  now  chairman  of  the  Institute's 
Committee  on  International  Relations,  and  also  represents 
the  Institute  on  the  Committee  on  Professional  Training 
of  the  Engineers'  Council  for  Professional  Development. 
He  has  been  prominent  in  the  work  of  the  Canadian 
Engineering  Standards  Association  and  in  the  preparation 
of  the  National  Building  Code. 

In  view  of  his  wide  range  of  interests  it  is  not  surprising 
to  note  that  during  the  last  war  Major  Young  was  Second- 
in-Command  of  the  Polish  Army  Camp  at  Niagara,  where 
over  twenty  thousand  Polish  soldiers  were  trained  and  sent 
to  France — later  to  Poland.  His  services  were  fittingly 
recognized  by  the  French  and  Polish  governments. 

The  Institute  membership,  which  includes  so  many  of 
Professor  Young's  friends  and  former  students,  will  join 
in  wishing  the  new  dean  a  long  and  prosperous  term  of 
office. 

ERRATUM 

Attention  is  called  to  a  serious  error  made  in  the  June 
Journal  in  the  article  "The  Justification  and  Control  of  the 
Limit  Design  Method"  by  F.  P.  Shearwood,  m.e.i.c.  Inad- 
vertently, in  laying  out  the  pages,  two  galleys  were  inter- 
changed, with  the  result  that  the  continuity  of  the  paper 
was  badly  broken.  As  there  has  been  a  heavy  demand  for 


copies  (one  order  from  the  United  States  being  for  2,000), 
reprints  have  been  made.  Any  member  who  desires  a  cor- 
rected copy  may  have  it  upon  request  without  cost.  Both 
to  the  author  and  to  readers  we  apologize  for  this  mistake. 

WARTIME  BUREAU  OF  TECHNICAL 
PERSONNEL 

A  new  phase  of  the  Bureau's  activity  has  developed  lately. 
The  Department  of  Labour  has  placed  with  the  Bureau 
instructions  to  proceed  with  an  extension  of  the  plant  train- 
ing scheme  for  producing  skilled  and  semi-skilled  workmen, 
and  with  the  proposal  to  put  machine  shops  on  a  twenty- 
four  hour  basis  for  the  manufacture  of  materials  for  war 
contracts.  The  schools  included  in  the  federal  government 
training  schemes  are  well  ahead  of  schedule,  but  lack  of 
shop  facilities  has  made  it  difficult  to  give  the  candidates 
sufficient  practical  experience.  The  proposal  to  put  partly 
idle  machine  shops  on  a  twenty-four  hour  basis  will  permit 
of  training  a  greater  number  of  men,  and  of  producing  an 
increased  quantity  of  war  supplies  at  the  same  time.  Already 
the  pulp  and  paper  industry  has  produced  fine  results, 
and  it  is  expected  that  the  extension  of  the  scheme  to  other 
industrial  groups  will  aid  materially  in  producing  the  much 
needed  and  related  products  of  trained  mechanics  and 
mechanical  merchandise. 

The  Bureau  has  already  consulted  with  the  mining  in- 
dustry at  a  largely  attended  meeting  in  Ottawa.  Out  of 
this  conference  has  come  an  extension  of  the  activity,  set- 
ting up  an  organization  to  handle  the  work  on  behalf  of 
the  whole  group,  and  generally  developing  a  plan  to  utilize 
the  spare  machine  hours  of  all  mine  machine  shops. 

Steps  are  now  being  taken  to  discuss  the  proposals  with 
other  groups.  It  is  expected  that  each  group  will  take  in 
other  shops  that  are  close  to  it  geographically  or  indus- 
trially so  that  eventually  the  scheme  will  be  expanded  to 
cover  the  country  and  to  permit  owners  of  large  and  small 
shops  alike  to  participate  in  the  war  effort. 

This  programme  is  similar  to  the  "bits  and  pieces"  policy 
of  the  old  country  which  has  produced  such  excellent  re- 
sults there.  There  is  no  doubt  of  its  practicality — the 
example  of  the  pulp  and  paper  gioup  proves  that.  The 
need  for  machine  tools  and  for  trained  mechanics  can  be 
met  by  an  intensive  development  of  this  proposal. 

CORRESPONDENCE 

W.  L.  Waters,  CE., 

150  Nassau  Street, 

New  York,  June  4th,  1941. 

The  Editor  of  the  Engineering  Journal, 
Montreal,  P.Q. 

Aircraft  Cost  Estimating 
Dear  Sir: 

In  Mr.  Wanek's  most  interesting  paper  and  Miss  Mac- 
Gill's  enlightening  discussion  thereon,  published  in  the 
May  issue  of  the  Journal,  it  is  noted  that  Mr.  Wanek 
places  the  emphasis  on  estimated  costs,  while  Miss 
MacGill  places  it  on  actual  shop  costs.  As  the  writer  has 
worked  in  engineering  shops  in  both  England  and  America, 
though  not  on  aircraft,  perhaps  he  can  comment  on  this 
difference  in  viewpoint. 

In  America  all  important  shops  have  an  elaborate  shop 
costing  system,  while  in  England  few  concerns,  even  now, 
have  such  systems;  and  until  recently  the  only  cost  figure 
usually  available  was  the  total  expense  charged  to  a  com- 
pleted order.  As  a  result  the  management  of  an  English 
firm  placed  the  emphasis  on  the  estimated  cost;  and  if 
the  actual  shop  costs  differed  from  this  it  was  the  shop 
that  was  criticized;  while  in  America  it  is,  of  course,  the 
opposite.  An  American  manager  would  consider  that  an 
English  estimated  cost  obtained  as  indicated  in  Mr.  Wanek's 
paper  was  merely  an  approximate  figure.  But  that  is  not 


360 


July,  1941     THE  ENGINEERING  JOURNAL 


the  case.  English  estimators  are  highly  expert  engineers 
with  long  practical  experience,  and  their  work  is  really 
very  accurate.  The  English  and  the  American  methods  are 
each  based  on  their  respective  national  industrial  aptitudes. 
The  American  is  based  on  detailed  specialization  in  the 
job  of  costing,  and  the  English  on  a  high  degree  of  crafts- 
manship in  estimating.  Both  give  reasonably  accurate  re- 
sults with  the  type  of  personnel  available. 

Respectfully, 

(Signed)  W.  L.  Waters,  m.e.i.c. 

Rainier,  Alberta, 
June  8th,  1941. 

L.  Austin  Wright,  Esq.,  m.e.i.c,  Geneial  Secretary, 
The  Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  P.Q. 

Dear  Mr.  Wright  : 

I  would  like  to  take  this  opportunity  to  thank  you  for 
your  letter  of  congratulation  on  my  winning  "The  Engi- 
neering Institute  of  Canada  Prize"  at  the  University  of 
Alberta  for  the  year  1941. 

This  high  honour  encourages  me  greatly  in  the  belief  I 
have  chosen  the  correct  profession. 

During  the  last  term  I  became  a  Student  Member  of 
The  Engineering  Institute  of  Canada  and  found  their  meet- 
ings interesting  and  educational. 

I  believe  this  close  association  between  student  and  pro- 
fessional engineers  helps  the  student  considerably  in  real- 
izing his  future  duties  as  a  professional  engineer. 

I  am  sure  that  I  am  also  speaking  for  my  classmates 
when  I  say  that  I  am  indeed  looking  forward  to  becoming 
a  Member  of  The  Engineering  Institute  of  Canada. 

Yours  sincerely, 

(Signed)  Ralph  N.  McManus. 

The  following  letters  refer  to  Council's  recent  action  in 
granting  remission  of  fees  to  all  members  in  the  combatant 
zones.  Many  additional  letters  have  been  received  but  these 
are  typical  of  them  all — Editor. 

Ruston  &  Hornsby  Ltd., 
London,  W.C.2.,  6th  June,  1941. 

L.  Austin  Wright,  Esq.,  General  Secretary, 
The  Engineering  Institute  of  Canada, 
Montreal,  Canada. 

Dear  Sir: 

I  have  your  letter  of  May  3rd  re  Institute  fees  of  members 
in  the  United  Kingdom. 

I  request  that  you  will  place  before  the  President  and 
Council  this,  my  sincere  appreciation  of  the  very  handsome 
gesture  thus  made  by  the  governing  body  of  the  Institute. 

Although  you  are  all  exceptionally  sympathetic  and  gen- 
erously minded  in  respect  of  the  inconveniences  and  danger 
we  are  putting  up  with  in  the  old  country  just  now,  I  would 
have  you  know  that  the  spirit  of  all  our  people  is  such  that 
these  dangers  and  hardships  seem  less  than  they  sound. 
As  a  matter  of  fact  you  would  be  amazed  how  nearly 
normal  we  all  seem  to  manage  to  be  in  the  doing  of  our 
job  in  wartime,  which,  needless  to  say,  is  plenty. 

Nobody  has  any  doubt  as  to  the  ultimate  result,  and 
already  we  feel  we  are  getting  steadfastly  towards  that 
superiority  of  power  which  will  ultimately  put  the  super- 
maniac  out  of  business. 

Speaking  for  all  concerned,  we  thank  you  for  your  excel- 
lent sentiment  on  behalf  of  your  fellow  Britishers.  Although 
the  monetary  aspect  of  the  gesture  is  not  perhaps  called 
for  by  any  privation  on  this  side,  it  is  true  that  we  have 
difficulty  in  getting  permission  to  remit  money  overseas. 

One  wishes  that  more  Institutions  and  persons  could  see 


their  way  to  be  as  understanding  and  brotherly  as  the 
Engineering  Institute  of  Canada. 

With  compliments  and  kindest  regards  to  you  all. 
Yours  sincerely, 

(Signed)  T.  W.  Fairhurst. 

Exeter,  Devon,  England. 
June  7th,  1941. 
Dear  Mr.  Wright  : 

I  have  only  just  recently  received  your  very  nice  letter 
of  May  3rd,  remitting  annual  fees  payable  to  the  Engineer- 
ing Institute  of  Canada  for  the  duration  of  the  war  and 
until  happier  days  come.  Please  convey  my  very  best  thanks 
to  the  Members  of  the  Council  and  also  to  yourself  for  the 
generous  resolution. 

The  forces  of  Righteousness  must  eventually  triumph 
and  it  is  a  grand  thing  to  see  the  way  in  which  all  this 
world  wide  misery  and  trouble  has  knitted  together  more 
firmly  than  ever  before  the  peoples  of  our  great  God  given 
Empire  in  the  cause  of  Justice  and  Truth. 

I  remain, 

Yours  sincerely, 

(Signed)  F.  J.  Bellamy. 

Dorset,  England, 
June  1st,  1941. 
Dear  Mr.  Wright: 

I  wish  to  acknowledge  your  letter  of  May  3rd  in  which 
you  inform  me  of  the  Council's  resolution,  regarding  the 
remittance  of  fees  to  members  residing  in  the  United  King- 
dom ;  may  I  express  my  deep  appreciation  of  their  kindness, 
which  act  is  so  typically  Canadian.  Truly  we  have  many 
hardships  and  trials  to  contend  with,  but  the  receipt  of 
your  letter  brought  great  encouragement  and  I  am  sure 
the  effect  of  the  resolution  on  all  members  over  here  will 
far  exceed  anything  the  Council  could  have  anticipated. 
Yours  sincerely, 

(Signed)  P.  Reynolds,  m.e.i.c. 

9  Copplestone  Road, 

Budleigh  Salterton,  Devon., 
4th  June,  1941. 
Dear  Sir  : 

Your  letter  dated  3rd  May  with  reference  to  the  remis- 
sion of  fees  granted  to  members  of  the  Institute  in  the 
United  Kingdom,  only  reached  me  this  morning. 

I  shall  be  obliged  if  you  will  convey  to  the  Council  my 
thanks  and  appreciation  of  the  thoughtful  kindness  they 
have  shown  by  their  action,  which  forges  another  link  in 
the  ties  between  the  Mother  Country  and  Canada,  and  I 
trust  that  our  final  victory  may  not  be  long  delayed. 
Yours  sincerely, 

(Signed)  H.  A.  Elgee,  m.e.i.c. 

56  Beaconsfield  Road,  London,  S.E.3,  England, 

4th  June,  1941. 
Dear  Mr.  Wright  : 

The  friendly  gesture  of  the  Council  of  the  Institute  in 
arranging  to  remit  my  fees  during  this  trying  period,  as 
indicated  in  your  letter  of  3rd  May,  is  greatly  appreciated. 
It  is  not  so  much  the  amount  of  money  involved  that  con- 
cerns us  on  this  side,  as  the  difficulties  of  obtaining  Canadian 
exchange  and  the  desire  on  our  part  to  avoid  using  any 
foreign  exchange  except  for  the  purpose  of  prosecuting  the 
war. 

You  will  no  doubt  be  glad  to  know  that  I  am  engaged  as 
a  director  of  a  very  large  works  employed  exclusively  on 
the  manufacture  of  vital  explosives  plant  and  armaments, 
and  in  spite  of  the  great  numbers  of  H.  E.  bombs,  oil  bombs 
and  incendiaries  that  the  Germans  have  dropped  on  our 
works,  we  have  been  able  to  put  out  all  the  fires  quickly 
and  clean  up  and  repair  all  damage  with  great  speed,  and 


THE  ENGINEERING  JOURNAL     July,  1941 


361 


our  output  has  not  dropped  even  one  per  cent,  although  we 
can  consider  ourselves  very  lucky.  Of  course,  we  have  all 
had  very  narrow  shaves  at  times,  and  working  continuously 
round  the  clock,  Saturdays  and  Sundays  included,  with 
such  heavy  air  attacks  going  on  from  time  to  time  has  been 
a  bit  trying,  but  as  a  member  of  the  Institute  having  oppor- 
tunities better  than  most  people  of  knowing  what  our  vital 
works  on  this  side  are  doing,  I  think  we  will  yet  turn  out 
the  necessary  equipment  to  enable  our  fighting  forces  to 
win  through.  Most  of  us  now  hardly  call  ourselves  civilians, 
as  those,  like  myself,  who  must  stick  to  their  jobs  never- 
theless belong  to  the  Home  Guard,  in  which  I  hold  H.M. 
Commission. 

My  lifelong  friend,  C.  G.  Du  Cane,  who  was  a  member  of 
the  Institute  and  was  for  some  years  in  partnership  with 
me  in  Vancouver,  has,  as  you  will  know,  passed  away.  I 
think  it  was  due  to  his  being  out  all  night  in  his  car  on 
rescue  work  in  the  City  of  London  when  he  was  suffering 
from  a  very  severe  cold  aggravated  by  asthma,  which 
brought  on  pneumonia. 

Yours  sincerely, 

(Signed)  H.  B.  Fergusson,  m.e.i.c. 

Apparently  at  the  time  of  writing,  the  author  of  the  fol- 
lowing letter  had  not  received  notice  of  Council's  decision 
to  remit  fees  for  members  in  combatant  areas.  The  letter 
is  reproduced  as  it  seems  to  indicate  in  a  subtle  way  some- 
thing of  the  splendid  spirit  of  the  people  who  are  so  gallantly 
and  so  calmly  resisting  the  worst  efforts  of  the  enemy. 

—Editor. 
"The  Secretary,  Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  Canada. 

"Dear  Sir: 

"I  wish  to  advise  you  that  I  have  taken  up  a  post  as 
Assistant  Works  Manager  with  International  Alloys  Ltd. 

"I  lost  my  home  some  time  ago  due  to  enemy  action, 
and  have  therefore  lost  the  statement  of  dues — could  you 
let  me  have  a  copy  of  same  in  order  that  I  may  make  appli- 
cation to  our  Government  for  permission  to  export  the 
necessary  Canadian  currency  to  meet  these  dues.  In  the 
meantime,  will  you  continue  please  to  mail  the  Journal 
to  me. 

"Yours  faithfully, 

(Signed)  C.  H.  Oakes." 


Courtesy  Editorial  Associates  Ltd. 

The  recipients  of  honorary  degrees  at  the  spring  convocation  of 
McGill  University,  held  on  the  campus  on  May  29th.  From  left 
to  right  :  Her  Royal  Highness  the  Princess  Alice,  Doctor  of  Laws; 
Right  Hon.  Malcolm  MacDonald,  British  High  Commissioner 
to  Canada,  Doctor  of  Laws;  Dorothy  Thompson,  Doctor  of 
Letters;  Dr.  Hu  Shih,  Chinese  Ambassador  to  the  United  States, 
Doctor  of  Letters;  Dean  C.  J.  Mackenzie,  Acting  President  of 
the  National  Research  Council  of  Canada,  and  President  of  the 
Engineering  Institute  of  Canada,  Doctor  of  Science;  and 
Principal  James. 


MEETING  OF  COUNCIL 

A  regional  meeting  of  the  Council  of  the  Institute  was 
held  at  Queen's  University,  Kingston,  Ontario,  on  Satur- 
day, June  14th,  1941,  at  two-thirty  o'clock  p.m. 

Present:  President  C.  J.  Mackenzie  in  the  chair;  Past- 
Presidents  J.  B.  Challies  (Montreal),  T.  H.  Hogg  (Toronto)  ; 
Vice-Presidents  deGaspé  Beaubien  (Montreal),  K.  M. 
Cameron  (Ottawa),  and  McNeely  DuBose  (Montreal); 
Councillors  W.  H.  Munro  (Ottawa),  D.  S.  Ellis  (Kingston), 
J.  H.  Fregeau  (Three  Rivers),  C.  K.  McLeod  (Montreal), 
H.  Massue  (Montreal)  ;  Secretary  Emeritus  R.  J.  Durley, 
and  General  Secretary  L.  Austin  Wright. 

There  were  also  present  by  invitation:  Past-Presidents 
F.  P.  Shearwood,  G.  J.  Desbarats,  A.  Surveyer;  Past  Vice- 
Presidents  A.  H.  Harkness,  R.  L.  Dobbin,  E.  V.  Buchanan; 
Past  Councillor  L.  M.  Arkley;  Branch  Chairmen  H.  E. 
Brandon  (Toronto),  T.  A.  McElhanney  (Ottawa);  T.  A. 
McGinnis  (Kingston);  D.  J.  Emery  (Peterborough),  and 
H.  H.  Lawson  (Kingston);  S.  Frost,  President  of  the 
Association  of  Professional  Engineers  of  Ontario. 

Past-President  Challies,  as  Chairman  of  the  Institute's 
Committee  on  Professional  Interests,  reported  on  the  recent 
negotiations  with  the  Association  of  Professional  Engineers 
of  New  Brunswick.  He  commented  on  the  discussions  which 
had  taken  place  between  members  of  his  committee  and 
members  of  the  council  of  the  Association  in  Saint  John 
in  May.  Out  of  these  negotiations  a  revised  agreement  had 
been  developed  and  a  new  draft  prepared.  He  recommended 
that  the  agreement  be  submitted  to  the  Institute's  legal 
authorities  before  it  went  out  for  final  approval.  Subject 
to  this  condition,  Mr.  Challies  recommended  that  the 
council  approve  of  the  draft,  so  that  the  agreement  could 
be  submitted  to  all  councillors,  to  corporate  members  in 
the  province  of  New  Brunswick,  and  printed  in  The  Engi- 
neering Journal  in  accordance  with  the  terms  of  By-law 
No.  78  (old  No.  76).  Accordingly  it  was  agreed  that  the 
draft  be  approved. 

It  was  noted  that  the  financial  statement  up  to  the  end 
of  May  showed  the  Institute  finances  to  be  in  good  condi- 
tion. It  was  recommended  by  the  committee  that  the  cost 
of  repairs  to  headquarters,  beyond  the  amounts  which  were 
collected  by  the  branches,  should  be  paid  this  year  out  of 
current  funds.  Mr.  Beaubien  thought  that  with  the  excel- 
lent assistance  which  had  been  given  by  the  branches,  the 
Institute  would  have  little  difficulty  in  meeting  its  obliga- 
tions for  the  year.  Past-President  Challies,  in  moving  the 
approval  of  the  financial  report,  complimented  Mr.  Beau- 
bien on  his  excellent  management  of  this  important  part 
of  Institute  affairs. 

The  secretary  made  a  general  report  on  the  amounts 
collected  by  various  branches.  Discussion  followed  as  to 
the  advisability  of  council  making  a  further  appeal  to  the 
branches,  but  it  was  decided  that  all  branches  were  fully 
informed  and  would  do  their  best  without  any  further  re- 
quests. 

The  finance  committee  recommended  that  a  sum  of 
$2,500.00  be  used  to  purchase  Victory  Loan  Bonds,  this 
to  be  taken  from  cash  lying  in  "special  accounts."  It  was 
also  recommended  that  a  further  $2,500.00  be  taken  from 
current  funds.  It  was  felt  that  the  latter  sum  might  be  a 
large  amount  to  withdraw  from  the  cash  available,  but  that 
it  was  a  patriotic  action  and  the  Institute  should  make 
every  effort  to  assist  in  the  endeavour.  Mr.  Beaubien  stated 
that  if  at  the  end  of  the  year  it  was  found  that  cash  was 
needed,  the  bonds  could  be  very  readily  converted.  After 
discussion  Council  agreed  that  the  purchase  should  be 
made. 

The  general  secretary  read  communications  from  the 
Institution  of  Electrical  Engineers  describing  the  ceremony 
which  had  been  put  on  by  that  body  to  present  the  Sir 
John  Kennedy  Medal  to  Lieutenant-General  A.  G.  L. 
McNaughton  in  London. 

A  beautiful  illuminated  address  had  been  prepared  to 
commemorate   the   ceremony,   one   copy   being   given    to 


362 


July,  1941     THE  ENGINEERING  JOURNAL 


General  McNaughton  and  one  being  sent  to  the  Institute. 
The  secretary  read  this  address  and  he  was  instructed  to 
communicate  to  the  Institution  Council's  appreciation  of 
the  manner  in  which  the  presentation  had  been  made,  and 
also  of  the  sentiments  expressed  in  the  address. 

The  general  secretary  reported  that  some  of  the  branches 
of  the  Institute  had  set  up  special  groups  to  co-operate 
with  others  in  their  localities  in  the  development  of  Air 
Raid  Precautions  in  Canada.  He  also  reported  that  per- 
mission had  been  received  from  the  Ministry  of  Home 
Security  to  distribute  in  Canada  the  various  bulletins 
printed  in  London  by  the  Ministry.  Duplicate  sets  of  all 
bulletins  issued  to  date  had  been  forwarded  to  the  Institute 
and  the  secretary  asked  council  if  they  would  discuss  the 
matter  in  order  to  determine  to  what  extent  the  Institute 
would  participate  in  this  activity.  The  secretary  also  re- 
ported that  some  preliminary  figures  had  been  obtained 
on  the  cost  of  mimeographing  the  bulletins,  and  that  he 
had  also  been  in  touch  with  Dr.  Glidden,  Federal  Director 
of  A.R.P.  at  Ottawa  to  discuss  with  him  the  possibility 
of  the  Institute  assisting.  Mr.  Munro  reported  on  some  of 
the  activities  in  Ottawa,  and  pointed  out  that  these  bulletins 
might  be  of  assistance  to  groups  such  as  that  established 
in  Ottawa  as  well  as  those  in  other  cities. 

Mr.  McElhanney  reported  that  the  Ottawa  Branch  had 
recently  discussed  the  question,  and  that  it  was  thought 
that  the  branch  might  join  with  other  groups  in  Ottawa  to 
set  up  a  joint  committee  to  deal  with  at  least  one  phase  of 
Air  Raid  Precautions,  that  is,  air  raid  shelters.  It  had  been 
suggested  that  the  question  of  community  shelters  and  the 
improvement  of  personal  property  for  the  same  purpose 
might  also  be  considered.  A  joint  committee  had  already 
been  formed  with  the  A.R.P.  group. 

The  president  stated  that  he  thought  the  Institute  should 
investigate  this  matter  to  see  if  it  could  not  be  of  assistance. 
He  thought  it  might  be  advisable  to  suggest  to  the  federal 
A.R.P.  group  that  the  Institute  should  have  a  representa- 
tive on  their  committee. 

Past-President  Challies  supported  the  president  in  his 
suggestion.  He  recommended  that  the  Institute  take  the 
matter  up  aggressively,  and  constructively,  and  give  all 
the  support  possible. 

The  president  stated  that  an  attempt  was  being  made  in 
the  National  Research  Council  to  have  some  one  person 
familiarize  himself  with  the  many  bulletins  which  had  been 
published  in  Britain  so  that  information  appropriate  to 
Canadian  conditions  could  be  brought  to  the  attention  of 
interested  parties.  Some  one  person  should  read  everything 
so  as  to  obviate  the  necessity  of  many  people  going  through 
the  same  material.  Finally,  it  was  decided  that  Mr.  Munro 
be  appointed  chairman  of  a  committee,  with  power  to  add. 
He  was  to  communicate  with  the  proper  authorities  at 
Ottawa  to  see  what  could  be  done  by  the  Institute  to  assist 
the  federal  and  local  authorities.  It  was  also  agreed  that 
Mr.  Munro  and  his  committee  could  make  the  decisions 
with  regard  to  the  printing  of  the  bulletins. 

The  general  secretary  presented  a  report  on  the  Institute 
prizes  and  medals  prepared  at  Council's  request  by  Mr. 
Durley  and  himself,  making  recommendations  that  would 
eliminate  some  of  the  over-lapping  and  confusion  in  the 
present  arrangement. 

The  report  read  by  Mr.  Durley  made  many  suggestions 
of  a  constructive  nature.  The  re-distribution  which  it  pro- 
posed made  it  possible  for  the  Institute  to  offer  a  reward 
in  each  of  the  principal  fields  in  which  the  members  of  the 
Institute  are  interested.  The  report  also  clarified  regulations 
applying  to  several  of  the  existing  awards.  It  also  recom- 
mended certain  additional  prizes. 

The  president  congratulated  Mr.  Durley  on  the  recom- 
mendations, and  suggested  that  copies  be  made  and  sent  to 
all  councillors  so  that  a  full  discussion  could  take  place  at 
a  later  meeting.  It  was  agreed  that  this  should  be  done 
and  that  all  past-presidents  should  be  included  in  the  list 
of  those  receiving  copies. 


A  communication  was  read  from  Dean  Wilson,  of  the 
University  of  Alberta,  in  which  he  inquired  whether  students 
in  engineering  physics  would  be  eligible  for  the  Institute 
undergraduate  prizes.  It  was  agreed  that  such  students 
should  be  eligible. 

Attention  was  called  to  the  summer  meeting  of  the 
American  Institute  of  Electrical  Engineers  to  take  place 
in  Toronto.  The  president  reported  that  he  had  received 
an  invitation  to  attend,  but  that  he  would  be  absent  from 
Canada  at  that  time  on  important  business.  Past-president 
Hogg  was  asked  to  represent  the  president  and  to  present 
the  meeting  with  the  good  wishes  of  the  Institute. 

As  it  is  not  customary  to  have  meetings  of  Council  in 
July  and  August  it  was  left  with  the  president  and  the 
general  secretary  to  set  a  date  for  the  next  meeting. 

Before  adjourning  the  meeting,  the  president  expressed 
Council's  appreciation  of  the  attendance  of  Mr.  Stanley 
Frost,  president  of  the  Association  of  Professional  Engineers 
of  the  Province  of  Ontario. 

The  meeting  adjourned  at  5.15  p.m. 

THE  QUEBEC  SCHOOL  OF  MINES 

The  recent  inauguration  of  the  Quebec  School  of  Mines 
marks  another  milestone  in  the  advance  of  engineering  edu- 
cation in  Canada.  The  establishment  of  this  new  school  by 
Laval  University,  as  part  of  its  Faculty  of  Science,  has 
been  made  possible  by  an  undertaking  on  the  part  of  the 
provincial  government  to  provide  a  substantial  yearly  grant. 


The  Quebec  School  of  Mines 

Laval  University  has  been  granting  degrees  since  1852 
in  Medicine,  Law,  Theology  and  Arts,  but  has  only  recently 
extended  its  activities  into  the  field  of  engineering.  It  is 
the  first  university  in  Canada  to  offer  courses  in  mining 
and  metallurgical  engineering  and  geology  to  French  speak- 
ing students.  The  courses  leading  to  the  Bachelor's  degree 
in  mining  and  metallurgical  engineering  extend  over  a 
period  of  four  years.  Bachelor's  degrees  in  geology  are  not 
granted,  but  graduates  in  mining  engineering  can  obtain 
their  Master's  degree  in  geology  by  taking  one  year  of 
post-graduate  work.  Students  wishing  to  take  courses  in 
other  branches  of  engineering  may,  on  completion  of  the 
first  two  years  at  Laval,  apply  for  admission  to  the  third 
year  in  other  universities.  The  courses  offered  at  the  School 
are  very  similar  to  those  offered  by  other  Canadian  univer- 
sities in  these  branches  of  learning.  The  first  two  years  are 
devoted  largely  to  the  fundamental  sciences:  chemistry, 
physics  and  mathematics.  Courses  are  also  given  in  engi- 
neering drawing  and  descriptive  geometry.  The  third  and 
fourth  years  are  devoted  to  specialization  in  engineering 
subjects. 


THE  ENGINEERING  JOURNAL     July,  1941 


363 


The  School  of  Mines  occupies  a  new  five-story  building 
of  steel  and  masonry  construction  on  the  outskirts  of  the 
city  of  Quebec.  The  fifth  floor  is  now  largely  used  by  the 
Canadian  Officers  Training  Corps.  The  fourth  floor  is  occu- 
pied by  the  department  of  geology  and  includes  lecture 
rooms,  offices,  the  geological  museum,  research  laboratories 
and  laboratories  for  general  geology,  economic  geology, 
mineralogy  and  petrography.  On  the  third  floor  are  the 
library,  the  amphitheatre,  draughting  rooms  and  offices  and 
some  of  the  ore  dressing  laboratories.  The  second  or  ground 
floor  is  occupied  by  the  administration  offices  of  the  Faculty 
of  Science,  the  museum  of  mining  and  metallurgy,  various 
laboratories  and  the  recreation  room.  On  the  first  floor 
are  located  the  strength  of  materials  laboratories,  the  main 
ore  dressing  and  rretallurgy  laboratories  and  the  showers 
and  locker  rooms.  The  heating  plant,  the  transformer  and 
panel  rooms,  and  most  of  the  mechanical  engineering 
laboratories  are  in  the  basement. 


A  corner  of  the  ore  dressing  laboratory 

The  equipment  in  the  various  laboratories  is  all  of  the 
latest  design.  The  metallurgy  laboratories  are  equipped 
with  an  Ajax-Northrup  high  frequency  induction  furnace, 
a  Hayes  controlled-atmosphere  Globar  furnace,  two  electric 
furnaces  for  fusion  and  cupellation  and  several  gas  furnaces. 
There  are  also  assay  balances,  a  Burrell  gas  analyzer,  a 
Junkers  gas  calorimeter,  an  oxygen  bomb  calorimeter,  a 
gas  density  balance,  potentiometers,  various  types  of  pyro- 
meters, a  set  of  rolls,  Amsler  and  Brinell  hardness  machines, 
an  Amsler  impact  testing  machine  and  a  torsion  machine. 
Equipment  for  hydrometallurgical  tests  has  been  ordered 
from  England  and  will  be  installed  as  soon  as  received.  The 
metallography  laboratories  include  all  the  equipment  neces- 
sary for  grinding  and  polishing,  several  Leitz  microscopes 
and  a  Panphot  microscope.  This  equipment  is  also  used 
for  mineralography. 

The  ore  dressing  laboratories  contain  in  laboratory  and 
small  commercial  sizes  all  the  types  of  equipment  used  in 
crushing,  grinding,  classification,  flotation,  amalgamation, 
cyanidation  and  precipitation.  The  various  pieces  of  equip- 
ment in  the  advanced  section  can  be  operated  as  a  com- 
plete mill  unit  or  separately  for  research  purposes. 

In  the  strength  of  materials  laboratory  are  a  72,000  lb. 
Amsler  universal  tensile  testing  machine,  a  200,000  lb. 
Amsler  compression  machine  with  a  special  beam  carriage 
for  flexure  tests,  a  Chatillon  crane  scale  for  deflection  of 
beams,  extensometers  and  all  the  equipment  required  for 
concrete,  oil  and  asphalt  testing.  The  mechanical  engineer- 
ing laboratory  contains  a  50  hp.  boiler  for  boiler  trials, 
a  15  hp.  steam  engine,  a  Diesel  engine,  a  fan  with  wind 
tunnel  for  experiments  in  ventilation,  a  compressor,  a 
vacuum  pump  and  other  equipment.  The  most  important 
equipment  in  the  hydraulics  laboratory  includes  two  centri- 
fugal pumps,  a  Pelton  wheel  and  two  flumes.  In  the  elec- 
trical engineering  laboratory  the  main  pieces  of  equipment 
are  a  40  kw.  motor  generator  set  which  supplies  direct 


current  to  the  various  laboratories  of  the  building,  a  dyna- 
mometer set,  various  types  of  motors  and  generators  and 
a  mercury-arc  rectifier. 

The  geological  laboratories  have  several  microscopes,  a 
Merman  specific  gravity  balance,  a  Fuess  one-circle  goni- 
ometer, a  Baird  x-ray  unit,  a  Zeiss  Abbe  refractometer,  a 
diamond  saw  and  polishing  equipment. 

The  teaching  staff  has  been  selected  with  great  care, 
each  member  of  the  faculty  being  a  specialist  in  his  par- 
ticular field.  With  its  long  experience  as  an  institution  of 
higher  learning  and  its  well  established  traditions,  Laval 
University  will  no  doubt  do  much  to  maintain  the  high 
standards  of  the  engineering  profession  in  Canada. 

The  following  members  of  The  Engineering  Institute  of 
Canada  are  on  the  teaching  staff: 

A.  O.  Dufresne,  m.e.i.c,  Deputy  Minister  of  Mines  of 
the  Province  of  Quebec;  Professor  of  Mineral  Economics. 

G.  W.  Waddington,  m.e.i.c,  Professor  of  Mining  Engi- 
neering. 

René  Dupuis,  m.e.i.c,  Assistant  General  Superintendent, 
Quebec  Power  Company;  Lecturer  on  Industrial  Relations. 

R.  F.  LeBlanc,  s.e.i.c,  General  Assistant  in  the  Mining 
Department  and  Lecturer  on  Mine  Surveying. 

Other  members  of  the  staff  are: 

Adrien  Pouliot,  Dean  of  the  Faculty  of  Science  of  Laval. 

Gérard  Letendre,  Director  of  the  Department  and  Lec- 
turer on  Metallurgy. 

Maurice  Archambault,  Chief  of  the  Division  of  Chem- 
istry and  Mineralogy,  Bureau  of  Mines,  Quebec;  Lecturer 
on  Assaying. 

Eugène  F.  Ponce  let,  in  charge  of  the  Ore  Dressing  course. 

Joseph  W.  Laverdière,  Secretary  of  the  Faculty  of 
Science;  Professor  of  Geology  and  Paleontology. 

Carl  Faessler,  Geologist  for  the  Provincial  Department 
of   Mines;    Professor  of  Mineralogy  and    Petrography. 

J.  D.  H.  Donnay,  Lecturer  in  Crystallography  and 
Mineralogy. 

G.  M.  Schwartz,  Professor  in  Economic  Geology  and 
Mineralography. 

THE  ENGINEERING  INSTITUTE  OF  CANADA 
PRIZE  AWARDS  1941 

Eleven  prizes  known  as  "The  Engineering  Institute  of 
Canada  Prizes"  are  offered  annually  for  competition  among 
the  registered  students  in  the  year  prior  to  the  graduating 
year  in  the  engineering  schools  and  applied  science  faculties 
of  universities  giving  a  degree  course  throughout  Canada. 

Each  prize  consists  of  twenty-five  dollars  in  cash,  and 
having  in  view  that  one  of  the  objects  of  the  Institute  is  to 
facilitate  the  acquirement  and  interchange  of  professional 
knowledge  among  its  members,  it  has  been  the  desire  of 
the  Institute  that  the  method  of  award  should  be  deter- 
mined by  the  appropriate  authority  in  each  school  or  uni- 
versity so  that  the  prize  may  be  given  to  the  student  who, 
in  the  year  prior  to  his  graduating  year,  in  any  department 
of  engineering  has  proved  himself  most  deserving  as  dis- 
closed by  the  examination  results  of  the  year  in  combination 
with  his  activities  in  the  students'  engineering  organization, 
or  in  the  local  branch  of  a  recognized  engineering  society. 

The  following  are  the  prize  awards  for  1941  : 

Nova  Scotia  Technical  College Harold  Thomas  Rose 

University  of  New  Brunswick Alastair  D.  Cameron 

McGill  University John  F.  Davis,  s.e.i.c. 

Ecole  Polytechnique Gérard  Lefebvre,  S.E.I.C. 

Queen's  University N.  Grandfield 

University  of  Toronto A.  B.  Extence 

University  of  Manitoba John  Frederick  Pink 

University  of  Saskatchewan James  Charles  Buchanan 

University  of  Alberta Ralph  Norman  McManus,  S.E.I.C. 

University  of  British  Columbia.  .  .    Eric  L.  Smith 
Royal  Military  College  of  Canada.  .No  award — regular  course  discon- 
tinued during  the  war 


364 


July,  1941     THE  ENGINEERING  JOURNAL 


RECENT  GRADUATES  IN  ENGINEERING 

Congratulât!  oas  are  in  order  to  the  following  Juniors  and 
Students  of  The  Institute  who  have  completed  their  courses  at  the 
various  Universities:— 

NOVA  SCOTIA  TECHNICAL  COLLEGE 

HONOURS 

Archibald,  Lester  Joseph,  Halifax,  N.S.,  b.e.  (ml);  Honours  in  Mining 
Engineering. 

DEGREE  OF  BACHELOR  OF  ENGINEERING 

MacCallum,  Wallace  Allison,  Amherst,  N.S.,  b.e.  (Mech.) 
Mclnnis,  John  Francis,  Inverness,  N.S.,  b.e.  (Mech.). 
MacKinnon,  Archibald  Hugh,  New  Glasgow,  N.S.,  b.e.  (Mech.). 
Tibbo,  Gordon  Tucker,  Grand  Bank,  Nfld.,  b.e.  (Mech.). 

THE  UNIVERSITY  OF  NEW  BRUNSWICK 

HONOURS  AND  MEDALS 

Ronalds,  Ivan  Frederick,  Toronto,  Ont.,  b.sc.  (ci.);  Honours  in  Civil 
Engineering;  Ketehum  Silver  Medal  for  the  highest  standing  in 
civil  engineering. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Brenan,  William  Murdoch,  Saint  John,  N.B.,  b.sc.  (ci.). 
Bruce,  Gordon  Wyndham,  Fredericton,  N.B.,  b.sc.  (ci). 
Kennedy,  John  Frederick,  Fredericton,  N.B.,  b.sc.  (ci.). 
Kinghorn,  William  Wallace,  Fredericton,  N.B.,  b.sc  (ci.). 
Lutes,  Eric  MacPherson,  Fredericton,  N.B.,  b.sc  (ci.). 
McKnight,  Samuel  William,  Fredericton,  N.B.,  b.sc.  (Elec). 
McLaughlin,  George  Frederick  Armstrong,  Perth,  N.B.,  b.sc.  (ci.). 
Saunders,  William  Allison  Baxter,  Calgary,  Alta.,  b.sc  (ci.). 
Shearer,  John  Alexander,  Fredericton  Junction,  N.B.,  b.sc.  (ci.). 
Snodgrass,  John  Roscoe,  Fredericton,  N.B.,  b.sc.  (ci.). 

ÉCOLE   POLYTECHNIQUE 
DISTINCTIONS  ET  PRIX 

Lessard,  Roger,  Montréal,  Que.,  b.sc.a.,  i.e.,  avec  grande  distinction. 
Médaille  de  S.  H.  Le  Lieutenant-Gouverneur  de  la  province,  dé- 
cernée au  premier  de  sa  promotion  pour  toute  la  durée  des  études. 

Manseau,  Marcel,  Montréal,  Que.,  b.sc.a.,  i.e.;  avec  grande  distinction. 
Médaille  de  L'Association  des  Anciens  Elèves  de  l'Ecole  Polytech- 
nique, attribuée  au  premier  dans  les  matières  de  cinquième  année 
d'études. 

Monti,  Thomas  Attilio,  Montréal,  Que.,  b.sc.a.,  i.e.,  avec  grande  dis- 
tinction. Médaille  de  bronze  l'Association  des  Anciens  Elèves  de 
l'Ecole  Polytechnique,  le  prix  Augustin  Frigon  ($25.00)  offert  au 
premier  des  cours  de  Physique  et  d'Electrotechnique,  cours  théori- 
ques et  travaux  de  laboratoires. 

Lavigueur,  Bernard,  Montréal,  Que.,  b.sc.a.,  i.c,  avec  distinction. 
Médaille  d'or  de  l'Association  des  Anciens  Elèves  de  l'Ecole  Poly- 
technique, offerte  à  l'étudiant  ayant  présenté  la  meilleure  thèse. 

Aubry,  Gérard,  Montréal,  Que.,  b.sc.a.,  i.c,  avec  distinction.  Prix  de 
la  Cinquantième  Promotion  de  l'Ecole  Polytechnique  ($50.00), 
offert  à  l'élève  qui  a  présenté  la  meilleure  thèse  industrielle. 

Melillo,  Vincent,  Montréal,  Que.,  b.sc.a.,  i.c,  avec  distinction. 

Proulx,  Gilbert,  Montréal,  Que.,  b.sc.a.,  i.c,  avec  distinction. 

Larose,  Gerard,  Montréal,  Que.,  b.sc,  i.c,  avec  distinction. 

Beaupré,  Bernard,  Montréal,  Que.,  b.sc,  i.c,  avec  distinction. 

DEGRÉS 

Marceau,  Séraphin,  Montréal,  Que.,  b.sc.a.,  i.c. 
Lanouette,  Marcel,  Montréal,  Que.,  b.sc.a.,  i.c. 
Ravary,  Robert,  Montréal,  Que.,  b.sc.a.,  i.c 
Martel,  Pierre,  Montréal,  Que.,  b.sc.a.,  i.c 
Joncas,  Louis,  Montréal,  Que.,  b.sc.a.,  i.c 
Archambault,  Jean,  Montréal,  Que.,  b.sc.a.,  i.c 
Michaud,  Maurice,  Montréal,  Que.,  b.sc.a.,  i.c 
Samson,  Jean,  Montréal,  Que.,  b.sc.a.,  i.c 
Bousquet,  Paul,  La  Providence,  Que.,  b.sc.a.,  i.c 
Lacroix,  Jean,  Montréal,  Que.,  b.sc.a.,  i.c 
Grothé,  André,  Montréal,  Que.,  b.sc.a.,  i.c 
Dauphinais,  Ernest,  Montréal,  Que.,  b.sc.a.,  i.c 

McGILL  UNIVERSITY 

HONOURS,  MEDALS  AND  PRIZE  AWARDS 

Brown,  William  Crocker,  St.  John's,  Nfld.,  B.Eng.  (Elec);  Honours  in 
Electrical  Engineering;  British  Association  Medal;  Montreal  Light, 
Heat  and  Power  Consolidated  First  Prize;  The  Institute  of  Radio 
Engineers'  Prize. 

Godbout,  Adolphe  Gérard,  Montreal,  Que.,  B.Eng.  (ci.);  The  Robert 
Forsyth  Prize  in  Theory  of  Structures  and  Strength  of  Materials. 

Gordon,  John  Abraham,  Canso,  N.S.,  B.Eng.  (Elec);  Montreal  Light, 
Heat  and  Power  Consolidated  Second  Prize. 

Harvie,  Thomas  Allan,  Montreal,  Que.,  B.Eng.  (Mech.);  Honours  in 
Mechanical  Engineering;  British  Association  Medal. 


DEGREE  OF  BACHELOR  OF  ENGINEERING 

Baburek,  Christian  Stephen,  Montreal,  Que.,  B.Eng.  (Mech.). 
Blanchard,  John  Rust,  Montreal  West,  Que.,  B.Eng.  (chem.). 
Copping,  Edward,  Joliette,  Que.,  B.Eng.  (Elec). 
Gumming,  John  William,  New  Glasgow,  N.S.,  B.Eng.  (ci.). 
Dubé,  Jean  Thomas,  Montreal,  Que.,  B.Eng.  (Mech.). 
Harley,  Gordon  Glen,  Montreal,  Que.,  B.Eng.  (Mi.). 
Hayman,  William  Morris,  Montreal,  Que.,  B.Eng.  (Mech.). 
Hibbard,  Ashley  Gardner,  Sherbrooke,  Que.,  B.Eng.  (ci.). 
Hodgson,  Ronald  High,  Montreal,  Que.,  B.Eng.  (Mech.). 
Jones,  Edward  Lewis,  Calgary,  Alta.,  B.Eng.  (chem.). 
Kane,  Redmond  John,  Westmount,  Que,  B.Eng.  (ci.). 
Kelly,  James  Oswald,  Montreal,  Que.,  B.Eng.  (chem.). 
Keyfitz,  Irving  Mortimer,  Montreal,  Que.,  B.Eng.  (Mech.). 
Mackay,  William  Ronald,  Montreal,  Que.,  B.Eng.  (Elec). 
Morse,  Clifford  Eric,  Montreal,  Que.,  B.Eng.  (Elec). 
Pue-Gilchrist,  Alfred  Condé,  Sydney,  N.S.,  B.Eng.  (Mech.). 
Russell,  Gordon  Douglas,  Montreal,  Que.,  B.Eng.  (chem.). 
Simpkins,  Arthur  Chalkley,  Sunny  Brae,  N.B.,  B.Eng.  (Mech.). 
Stopps,  Frank  Sidney,  Cochrane,  Ont.,  B.Eng.  (Mech.). 
Webster,  Geddes  Murray,  Yarmouth,  N.S.,  B.Eng.  (Mi.). 
Williams,  Donald  Drysdale,  Montreal,  Que.,  B.Eng.  (Mech.). 
Wright,  Austin  Meade,  Westmount,  Que.,  B.Eng.  (Elec). 

QUEEN'S  UNIVERSITY 
HONOURS,  MEDALS,  SCHOLARSHIP  AND  PRIZES 

Courtright,  James  Milton,  Ottawa,  Ont.,  b.sc  (ci.);  Honours  in  Civil 
Engineering. 

Curtis,  John  Knowlton,  Kingston,  Ont.,  b.sc  (ci.);  Honours  in  Civil 
Engineering. 

Eddy,  Robert  Cheyne,  Bathurst,  N.B.,  b.sc  (chem.);  Honours  in 
Chemical  Engineering;  Post-Graduate  Scholarship  in  Chemical 
Engineering. 

Kennedy,  Russell  Jordan,  Dunrobin,  Ont.,  b.sc  (ci.);  Honours  in 
Civil  Engineering;  Departmental  Medal. 

Van  Damme,  Joseph,  Arvida,  Que.,  b.sc.  (Mech.);  Honours  in  Mechani- 
cal Engineering;  Departmental  Medal. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Brown,  Graham  Edward,  Ottawa,  Ont.,  b.sc.  (chem.). 

Carlson,  Arthur  John,  Fort  Frances,  Ont.,  b.sc  (ci.). 

Chandler,  Ralph  Wright,  Kingston,  Ont.,  b.sc  (ci.). 

Collins,  Kenneth  Fawcett,  Niagara  Falls,  Ont.,  b.sc  (chem.). 

Cunningham,  Robert  Auld,  Ottawa,  Ont.,  b.sc  (ci.). 

Cuthbertson,  Robert  Shedden,  Cardinal,  Ont.,  b.sc.  (Mech.). 

Demers,  Charles  Eugène,  Québec,  Que.,  b.sc  (ci.). 

Dickie,  Harold  Guthrie,  Fort  William,  Ont.,  b.sc  (Mech.). 

Dowd,  Elbert  Watson,  Ottawa,  Ont.,  b.sc.  (ci.). 

Guy,  Ross  Thomas,  Oshawa,  Ont.,  b.sc  (Mech.). 

Hamilton,  Harry  Irwin,  Sault  Ste.  Marie,  Ont.,  b.sc  (Mech.). 

Kempton,  Douglas  Robert,  Brockville,  Ont.,  b.sc  (ci.). 

Mitchell,  John  Douglas,  Moose  Jaw,  Sask.,  b.sc  (Mi.). 

McCorkindale,  Donald  Harvey,  Indian  Head,  Sask.,  b.sc  (ci.). 

McDowell,  Creighton  Joseph  Mackintosh,  Windsor,  Qnt.,  b.sc  (Mech.). 

Pearce,  Eldridge  Burton,  Fort  Erie,  West,  Ont.,  b.sc.  (Mech.). 

Phemister,  William  Ian,  Niagara  Falls,  Ont.,  b.sc  (Mech.). 

Pierce,  John  Gourley,  Peterborough,  Ont.,  b.sc  (ci.). 

Remus,  Frank  Richard,  Oshawa,  Ont.,  b.sc  (Mech.). 

Rigsby,  David  L.,  Chatham,  Ont.,  b.sc  (Mech.). 

Sanders,  Robert  Lewis,  Cornwall,  Ont.,  b.sc  (Mech.). 

Savory,  John  Alfred,  Hamilton,  Ont.,  b.sc  (Mech.). 

Stone,  John  Gordon,  Ottawa,  Ont.,  b.sc  (ci.). 

Thompson,  George  Wilbert,  Niagara  Falls,  Ont.,  b.sc  (chem.). 

Tkacz,  William,  Fort  William,  Ont.,  b.sc  (Mech.). 

Trout,  Ross  Gregory,  Estevan,  Sask.,  b.sc  (Mech.). 

UNIVERSITY  OF  MANITOBA 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Boone,  William  Edward  Roy,  Indian  Head,  Sask.,  b.sc  (Elec). 
Borrowman,  Ralph  Willson,  Winnipeg,  Man.,  b.sc  (ci.). 
Browne,  Jack  Wilkinson,  Winnipeg,  Man.,  b.sc  (Elec). 
Gauthier,  Raymond  Claude,  St.  Boniface,  Man.,  b.sc  (ci.). 
Gavlas,  Edward  Henry,  Winnipeg,  Man.,  b.sc  (Elec). 
Heppner,  Selwyn  Alexander,  Winnipeg,  Man.,  b.sc  (Elec). 
Hopps,  John  Alexander,  Tuxedo,  Man.,  b.sc  (Elec). 
Horsburgh,  John  Graham,  Winnipeg,  Man.,  b.sc.  (ci.). 
Kippen,  James  Alexander,  Winnipeg,  Man.,  b.sc.  (ci.). 
Knights,  Kenneth  Ronald,  Winnipeg,  Man.,  b.sc  (Elec). 
Koropatnick,  Peter,  Winnipeg,  Man.,  b.sc  (ci.). 
Kummen,  Harold  Thorvald,  Winnipeg,  Man.,  b.sc.  (Elec). 
Lamb,  Thomas,  Winnipeg,  b.sc  (ci.). 
Mackinnon,  William  Donald,  Winnipeg,  Man.,  b.sc.  (ci.). 
Olafson,  Harold  Sigmur,  Winnipeg,  Man.,  b.sc  (Elec). 
Paget,  Kenneth  Kane,  Winnipeg,  Man.,  b.sc  (ci.). 
Pauch,  John  Emil,  Winnipeg,  Man.,  b.sc.  (Elec). 
Sokoloski,  Steve,  Winnipeg,  Man.,  b.sc  (Elec). 
Steinman,  Morris  Irvin,  Winnipeg,  Man.,  b.sc  (ci.). 
Vance,  Fenton  Russell,  Winnipeg,  Man.,  b.sc  (Elec). 
Yee,  Thomas  Marion,  Winnipeg,  Man.,  b.sc.  (Elec). 
Young,  Hume  Blake,  Winnipeg,  Man.,  b.sc  (ci.). 


THE  ENGINEERING  JOURNAL     July,  1941 


365 


UNIVERSITY  OF  TORONTO 
HONOURS 

Dinsmore,  Clarence  Sherman,  Clarksburg,  Ont.,  b.a.Sc.  (Eng.  physics)  ; 

Honours  in  Engineering  Physics. 
Etkin,    Bernard,   Toronto,   Ont.,   b.a.sc.    (Eng.    physics);    Honours   in 

Engineering  Physics. 
Phripp,  Clarence  Frank,  Toronto,  Ont.,  b.a.sc.  (ci.);  Honours  in  Civil 

Engineering. 
Smith,  Harold  Pennell,  Newtonbrook,  Ont.,  b.a.sc.  (Elec);  Honours  in 

Electrical  Engineering. 

DEGREE  OF  BACHELOR  OF  APPLIED  SCIENCE 

Ames,  John  Wilkes,  Toronto,  Ont.,  b.a.sc.  (ci.). 

Merritt,  Robert  James,  Toronto,  Ont.,  b.a.sc.  (Met.). 

Near,   James   Dailey,   St.   Catharines,   Ont.,   b.a.sc.   (ci.)    Degree    of 

Master  of  Applied  Science. 
Ramore,  William  Dav'd,  Port  Arthur,  Ont.,  b.a.sc.  (ci.). 
Waller,  Milford  John,  Montreal,  Que.,  b.a.sc.  (Elec). 
White,  Walter  Edmund,  Toronto,  Ont.,  m.a.c. 


UNIVERSITY  OF  SASKATCHEWAN 

HONOURS 

Mantle,  John  Bertram,  Saskatoon,  Sask.,  b.sc.  (Meoh.);  Great  Dis- 
tinction in  Mechanical  Engineering. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Armbruster,  Erhart,  Saskatoon,  Sask.,  b.sc.  (ci.). 
Ball,  Walter  Harvey,  Maidstone,  Sask.,  b.sc.  (ci.). 
Crook,  Donald  Gordon,  Regina,  Sask.,  b.sc.  (ci.). 
Dawson,  George  Ernest,  Medicine  Hat,  Alta.,  b.sc.  (Mech.). 
Dougall,  Allan  Thomas,  Saskatoon,  Sask.,  b.sc.  (Mech.). 
Dwyer,  Francis  Richard,  Macoun,  Sask.,  b.sc  (Mech.). 
Edwards,  John  Bevan,  Saskatoon,  Sask.,  b.sc.  (Mech.). 
English,  William  John,  Saskatoon,  Sask.,  b.sc.  (Mech.). 
Fraser,  Frederick  Walter,  Calgary,  Alta.,  b.sc.  (ci.). 
Genge,  John  Pope,  Gliddon,  Sask.,  b.sc.  (Mech.). 
Malloff,  William,  Yorkton,  Sask.,  b.sc.  (Mech.). 
Mann,  Gordon  Charles,  Tessier,  Sask.,  b.sc  (.Mech.). 
Mercer,  George,  Saskatoon,  Sask.,  b.sc.  (ci.). 
Milavsky,  David  Saul,  Saskatoon,  Sask.,  b.sc.  (ci.). 
Miller,  John  Leonard,  Saskatoon,  Sask.,  b.sc.  (ci.). 
Minty,  Gordon  Robert,  Eldersley,  Sask.,  b.sc.  (Mech.). 
Mitchell,  John  Hugh,  Regina,  Sask.,  b.sc.  (Mech.). 
Noble,  William  Lawrence,  Saskatoon,  Sask.  b.sc.  (ci.) 
Powers,  John  Louis,  Artland,  Sask.,  b.sc.  (Mech.). 
Sturdy,  Ferris  Durnin,  Saskatoon,  Sask.,  b.sc.  (Mech.) 
Sweeney,  John  Bartholomew,  Saskatoon,  Sask.,  b.sc.  (chem.) 
Symons,  Lloyd  George,  Jansen,  Sask.,  B.Sc.  (Mech.). 
Todd,  Henry,  Biggar,  Sask.,  b.sc.  (ceramic). 
Walker,  Roger  Hugh,  Grandview,  Man.,  b.sc  (ci). 

UNIVERSITY   OF   ALBERTA 
HONOURS  AND  PRIZE  AWARDS 

Stollery,  Charles  Alexander,  Edmonton,  Alta.,  b.sc  (ci.i;  High  Dis- 
tinction with  First  Class  General  Standing  in  Civil  Engineering; 
First  Class  General  Standing  in  Applied  Science;  Association  of 
Professional  Engineers  of  Alberta  Prize  in  Civil  Engineering. 

DEGREE  OF  BACHELOR  OF  SCIENCE 

Dewis,  Marshall  Woodworth,  Canmore,  Alta.,  b.sc  (Elec). 
Ehly,  Lucas  Joseph,  Edmonton,  Alta.,  b.sc 
Hargrave,  John  Huxley,  Walsh,  Alta.,  b.sc  (ci.). 
McKernan,  Earl  Wesley,  Edmonton,  Alta.,  b.sc  (Elec). 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  June  14th,  1941,  the  following 
elections  and  transfers  were  effected: 

Members 

Carroll,   Cyril  James  Gibson,    B.Arch.    (Univ.   of  Toronto),    Flight- 
Lieutenant,   R.C.A.F.,  Ottawa. 

Dixon,  Noel  (Mansfield  Tech.  College,  England),  office  engr.,  H.  F. 
McLean  Limited,  Valleyfield,  Que. 

Gray,   Nesbit   (Dalziel   Technical   School),   dsgr.   and  supervisor  of 
constrn.,  Shawinigan  Water  &  Power  Co.,  Three  Rivers,  Que. 
Lajoie,  Gerard,  b.sc  a.  (Ecole  Polytechnique),  i/e  constrn.  of  Inter- 
cepting Sewer,  Quebec  City,  for  Arthur  Surveyer  &  Co. 
Leipoldt,  Ewald  Van  Niekerk  (Charlottenburg  Tech.,  Berlin),  elctl. 
engr.,  Shawinigan  Engineering  Co.,  Montreal. 

Mitchell,  William  Geddes,  b.a.  (Trinity  College,  Univ.  of  Dublin), 
chief  dftsman.,  Canadian  Bridge  Co.,  Walkerville,  Ont. 


Morissette,  Joseph  Simeon  Antonio,  b.sc a.  (Ecole  Polytechnique), 
dist.  engr.,  Department  of  Roads,  Quebec. 

McLeish,  William  Andrew  Edward,  elecl.  supt.,  Belgo  Divn.,  Con- 
solidated Paper  Corp.,  Shawinigan  Falls,  Que. 

Nixon,  William  Herbert,  b.a.sc.  (Univ.  of  Toronto),  night  supt., 
Foundation  Co.  of  Canada,  Arvida,  Que. 

Pinto,  Enrico  Arthur  (London  Univ.),  engr.,  United  Kingdom  Tech- 
nical Mission  in  Canada,  Montreal. 

*Reynolds,  John  Alfred,  Aircraft  Inspector,  Trenton  Air  Station, 
R.C.A.F. 

Ryley,  Alfred  St.  Clair,  b.sc.  (McGill  Univ.),  vice-pres.  and  dist. 
mgr.,  Truscon  Steel  Co.  Ltd.,  Montreal. 

Affiliate 

Holland,  -Alwin,  res.  engr.  Watson  Lake   Aerodrome,,  Civil  Aviation 
Divn.,  Dept.  of  Transport,  Watson  Lake,  Yukon  Territory. 
Schenck,  William  Edwin,  partner,  The  Pfeffer  Co.,  Stratford,  Ont. 

Junior 

Arpin,  Jean  Victor,  b.sc  a.  (Ecole  Polytechnique),  prod,  engr.,  Cana- 
dian Car  Munitions  Ltd.,  Montreal. 

*Linke,  Richard  Herman  (Univ.  of  Alta.),  instrumentman,  City  of 
Edmonton. 

Lucyk,  John  Wasyl,  b.sc.  (Univ.  of  Manitoba),  demonstrator, 
University  of  Manitoba,  Winnipeg. 

Swift,  Lionel  D.,  B.Eng.  (McGill  Univ.),  operation  dept.,  Shawinigan 
Water  &  Power  Co.,  St.  Roch,  P.O.  Quebec,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Arnason,  Einar,  b.sc  (Univ.  of  Man.),  Capt.,  2nd  in  command,  1st 
Canadian  Corps,  Field  Park  Coy,  R.C.E.  (Overseas). 
Berenstein,    Leslie,    b.sc.    (McGill   Univ.),    vice-pres.,    and   structl. 
engr.,  Louis  Pickard  &  Co.  Inc.,  Montreal. 

Dow,  Gordon  Young,  b.sc  (Univ.  of  N.B.),  Capt.,  O.C.  1st  Brighton 
Fortress,  R.C.E.,  Saint  John,  N.B.,  M.D.  No.  7. 
Dunlop,   Duthie  Macintosh,   E.E.    (1933),   CE.    (1934),    (Univ.   of 
Man.),  Roadmaster,  C.P.R.,  Reston,  Man. 

Hare,  Charles  Mackay,  B.sc.  (McGill  LTniv.),  surveyor  &  dftsmn., 
Noranda  Mines  Ltd. 

Heavysege,  Bruce  Reid,  B.Eng.  (McGill  Univ.),  inspr.,  Canadian 
Underwriters  Assoc,  Montreal. 

Muir,  Clarke  Bower  (b.sc),  (N.S.  Tech.  Coll.),  genl.  foreman  and 
asst.  engr.,  i/e  Wire  Dept.,  Canadian  General  Electric  Co.,  Peter- 
borough, Ont. 

Transferred  from  the  class  of  Affiliate  to  that  of  J  unior 
*Pollock,  Allan,  Mclntyre  Porcupine  Mines,  Schumacher,  Ontario. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Corbett,  Bruce  Sherwood,  m.a.sc.  (Univ.  of  Toronto),  Pilot  Officer, 

R.C.A.F.,  Montreal. 

Diggle,  William  Marvin,  b.sc   (Univ.  of  Sask.),  dftsmn.,  Canadian 

Bridge  Co.,  Walkerville,  Ont. 

Piette,  Guillaume,  b.sc.a.  (Ecole  Polytechnique),  soil  engr.,  Quebec 

Highway  Dept.,  Quebec,  P.Q. 

Thibault,  Joseph  George,   b.sc    (Univ.   of  Sask.),  engrg.  apprtce., 

Southern  Canada  Power  Co.,  Montreal. 

Admitted  as  Students 

Gumming,  John  William  (McGill  Univ.),  jr.  dsgr.  &  dftsmn.,  Alu- 
minum Co.  of  Canada,  Montreal. 

Dawson,  George  E.  (Univ.  of  Sask.),  attending  A.I.D.  School, 
Toronto. 

Macdonald,  Ian  Malcolm  (N.S.  Tech.  Sch.),  267  South  St., 
Halifax. 

Thompson,  George  Wilbert,  b.sc  (Queen's  Univ.),  chemist,  Welland 
Chemical  Works,  Niagara  Falls,  Ont. 
Tetrault,  Robert  (McGill  Univ.),  1587  MacGregor  St.,  Montreal. 


"Has  passed  the  Institute's  examinations. 


COMING  MEETINGS 

Fourth  Pan-American  Highway  Congress— Mexico 
City,  September  15-24. 

National  Industrial  Advertisers  Association — Annual 
Conference,  September  17-19,  Royal  York  Hotel,  Toronto, 
Ont. 

Canadian  Good  Roads  Association — Twenty-sixth  An- 
nual Convention — early  in  October,  Niagara  Falls,  Ont 


366 


July,  1941     THE  ENGINEERING  JOURNAL 


Personals 


John  McLeish,  m.e.i.c,  director  of  the  Mines  and  Geology 
Branch  of  the  Department  of  Mines  and  Resources,  has 
retired,  after  completing  forty-five  years  in  the  service  of 
the  Dominion  Government.  The  good  wishes  of  his  chiefs 
and  colleagues  were  conveyed  to  him  by  the  Minister,  the 
Hon.  T.  A.  Crerar,  at  a  recent  gathering  of  the  departmental 
staff.  In  doing  so,  the  Minister  referred  particularly  to  the 
effective  part  taken  by  Mr.  McLeish  in  the  work  of  devel- 
oping the  mining  industry — now  so  important  a  factor  in 
Canada's  war  effort.  During  Mr.  McLeish's  twenty-year 
period  of  responsible  office  as  director,  the  Mines  Branch 
has  become  widely  known  for  the  work  of  its  ore  dressing, 
metallurgical  and  fuel  testing  laboratories  and  for  the  tech- 
nological assistance  rendered  to  industry  and  engineering. 
A  graduate  of  the  University  of  Toronto  Mr.  McLeish 
entered  the  Civil  Service  in  1896,  rising  until  in  1936  on 
the  amalgamation  of  the  Mines,  Interior,  Immigration  and 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


H.  G.  Angell,  m.e.i.c,  has  resigned  from  the  engineering 
staff  of  the  Aluminum  Company  of  Canada  Limited  to 
take  up  official  duties  with  the  British  Admiralty  at  Ber- 
muda. He  had  returned  last  year  from  Portsmouth,  Eng- 
land, where  he  had  been  employed  with  the  Admiralty  for 
the  past  few  years. 

C.  H.  McL.  Burns,  m.e.i.c,  formerly  manager  of  the 
Welland  plants  of  Canada  Foundries  and  Forgings  Limited 
recently  joined  the  Ordnance  Division  of  the  Otis-Fensom 
Elevator  Company  at  Hamilton  and  is  at  the  present  time 
on  temporary  loan  to  the  Wartime  Merchant  Shipping 
Limited,  Montreal. 


John  McLeish,  M.E.I.C. 

Indian  Affairs  departments  to  form  the  new  Department 
of  Mines  and  Resources,  he  was  selected  as  the  first  director 
of  its  Mines  and  Geology  Branch. 

During  his  government  service,  Mr.  McLeish  held  many 
special  appointments  among  which  may  be  mentioned  his 
membership  of  a  commission  on  the  Iron  Industry  of 
Canada  (1914),  the  vice-chairmanship  of  the  Dominion 
Fuel  Board  (1922),  and  membership  of  the  Turner  Valley 
Gas  Conservation  Board  (1932).  He  has  served  on  various 
Associate  Committees  of  the  National  Research  Council, 
including  that  recently  formed  to  deal  with  the  metallic 
magnesium  question. 

His  services  to  the  professional  and  scientific  bodies  to 
which  he  belonged  included  the  chairmanship  of  the  Ottawa 
Branch  of  the  Institute  for  four  years;  for  two  years  he 
was  president  of  the  Ottawa  Branch  of  the  Royal  Astro- 
nomical Society  of  Canada.  He  has  always  given  freely 
of  his  time  and  energy  in  promoting  the  welfare  and  ad- 
vancing the  legitimate  interests  of  his  fellow  members  of 
the  technical  and  scientific  services  of  Canada.  His  many 
friends  hope  that  in  his  leisure  he  may  long  be  able  to  con- 
tinue such  public  spirited  activities. 

Lt.  Colonel  H.  G.  Thompson,  m.e.i.c,  has  been  pro- 
moted to  colonel  and  appointed  chief  ordnance  mechanical 
engineer  at  the  Department  of  National  Defence,  Ottawa. 
He  returned  recently  from  England  where  he  commanded 
No.  2  Army  Field  Workshop,  R.C.O.C.  In  his  new  work, 
Colonel  Thompson  is  to  have  available  to  him,  through 
consultation,  the  expert  advice  and  experience  of  Colonel 
N.  C.  Sherman,  m.e.i.c,  Commandant  of  the  R.C.O.C. 
Training  Centre  at  Kingston,  Ont. 


(Courtesy  Canadian  Newspaper  Service) 

James  Ruddick,  M.E.I.C. 

James  Ruddick,  m.e.i.c,  has  recently  been  appointed 
consulting  engineer  to  the  Royal  Canadian  Air  Force.  Born 
in  England,  he  was  educated  at  Durham  College  of  Science 
and  served  his  apprenticeship  with  the  firm  of  Selby,  Bigge 
and  Company,  Newcastle-on-Tyne,  and  with  Messrs. 
Clarke,  Chapman  &  Company,  at  Gateshead.  After  several 
years  of  electrical  construction  experience  in  England  he 
came  to  Canada  in  1907  and  joined  the  Shawinigan  Water 
&  Power  Company  where  he  was  responsible  for  construction 
work.  From  1909  to  1912  he  was  employed  by  E.  A.  Wall- 
berg  of  Cobalt,  Ont.,  as  construction  engineer,  and  later 
as  general  superintendent  of  operation.  In  1912  he  became 
chief  construction  engineer  with  the  Dominion  Coal  Com- 
pany at  Glace  Bay.  From  1915  to  1924  he  was  manager  and 
engineer  with  the  Laurentian  Power  Company.  In  1924 
he  engaged  in  private  practice,  and  has  since  specialized 
as  a  consultant  in  general  engineering. 

R.  H.  Findlater,  m.e.i.c,  is  now  located  at  Joplin,  Mo., 
where  he  is  employed  with  the  Inspection  Board  of  the 
United  Kingdom  and  Canada  as  British  Inspection 
representative  at  the  plant  of  the  Atlas  Powder 
Company. 

R.  C.  McMordie,  m.e.i.c,  has  obtained  his  degree  of  Civil 
Engineer  from  the  University  of  Toronto  this  spring.  He 
is  on  the  staff  of  the  Hydro-Electric  Power  Commission 
of  Ontario  at  Toronto. 

Joachim  Fortin,  m.e.i.c,  is  now  employed  as  an  engineer 
in  the  Agricultural  Engineering  Department  of  the  Province 
of  Quebec,  at  Quebec. 


THE  ENGINEERING  JOURNAL     July,  1941 


367 


Augustin  Frigon,  M.E.I.C. 


F.  H.  Rester,  M.E.I.C. 


McNeely  DuBose,  M.E.I.C. 


Augustin  Frigon,  M.E.I.C,  assistant  general  manager  of 
the  Canadian  Broadcasting  Corporation,  has  recently  been 
entrusted  with  new  responsibilities  by  the  Board  of  Gov- 
ernors of  the  Canadian  Broadcasting  Corporation.  Here- 
after, he  will  be  in  charge  of  the  financial  administration 
of  the  Commercial  and  of  the  Engineering  Divisions  and 
will  supervise  generally  the  programmes  of  the  French  net- 
work. He  will  also  be  responsible  for  the  entire  staff  of  the 
Corporation,  numbering  620,  except  for  the  programme 
producing  staff  remaining  under  the  general  manager  who 
is  still  looking  after  the  national  network,  public  relations, 
policy  matters  and  official  relations  generally.  According  to 
the  revised  by-laws  of  the  Corporation,  Dr.  Frigon  is  now 
reporting  directly  to  the  Board  of  Governors  of  the  Can- 
adian Broadcasting  Corporation  and  to  its  Executive  Com- 
mittee. His  headquarters  will  be  in  Ottawa. 

F.  H.  Rester,  M.E.I.C.,  has  resigned  from  the  position  of 
general  manager  of  the  Canadian  Bridge  Company  Limited, 
Walkerville,  Ont.,  and  has  been  asked  to  remain  with  the 
organization  as  consultant.  He  has  been  with  the  firm  since 
1907  when  he  joined  as  a  draughtsman,  becoming  succes- 
sively assistant  engineer  from  1912  to  1919,  contracting 
engineer  from  1919  to  1927,  vice-president  and  director  from 
1927  to  1937  when  he  was  elected  president  of  the  company. 
Until  his  recent  resignation  he  combined  with  his  office  of 
president  that  of  general  manager. 

McNeely  DuBose,  m.e.i.c,  has  been  elected  president  of 
the  Canadian  Electrical  Association  at  the  annual  meeting 
held  at  the  Seigniory  Club,  Lucerne,  Que.,  last  month.  Mr. 
DuBose  who  is  a  vice-president  of  the  Institute,  is  the 
general  manager  of  Saguenay  Power  Company  Limited. 

J.  R.  Hango,  m.e.i.c,  has  been  appointed  general  super- 
intendent of  Saguenay  Transmission  Company  Limited  at 
Arvida,  Que.  He  was  previously  superintendent  of  distri- 
bution of  Saguenay  Power  Company  Limited. 

S.  W.  Hall,  m.e.i.c,  is  now  employed  as  senior  assistant 
engineer,  Works  and  Buildings  Branch,  Naval  Service, 
Ottawa.  Since  his  graduation  from  the  University  of 
Toronto  in  1938  he  had  been  with  the  Building  Depart- 
ment of  the  City  of  Toronto. 

W.  M.  Reynolds,  m.e.i.c,  has  accepted  a  position  with 
the  Hydro-Electric  Power  Commission  of  Ontario  at  Fer- 
land,  Ont.  He  previously  carried  a  consulting  practice  at 
Sault  Ste.  Marie,  Ont. 

J.  H.  Ingham,  m.e.i.c,  has  joined  the  staff  of  Walter 
Kidde  Company  of  Canada  at  Montreal.  A  graduate  of 
McGill  University  in  1935  he  had  been  with  the  Dominion 
Bridge  Company  ever  since  as  a  mechanical  designer  and 
estimator. 

G.  H.  Kimpton,  m.e.i.c,  has  left  the  Oxygen  Company 
of  Canada,  Montreal,  to  join  the  Royal  Canadian  Air  Force 


in  the  aeronautical  engineering  division.  He  is  at  present 
stationed  in  Montreal.  He  was  graduated  in  chemical  engi- 
neering from  McGill  University  in  1935. 

C.  K.  McDonald,  m.e.i.c,  is  at  present  on  the  staff  of 
Wartime  Merchant  Shipping  Limited,  Montreal,  on  loan 
from  the  Shawinigan  Water  &  Power  Company. 

J.  P.  Leroux,  jr. e. i.e.,  is  now  employed  as  resident  engi- 
neer at  Mont-Joli  Airport,  Mont-Joli,  Que.  He  was  gradu- 
ated from  the  Ecole  Polytechnique  in  1939,  and  was  em- 
ployed with  the  Department  of  Public  Works  of  Canada 
at  Montreal  until  last  year  when  he  transferred  to  the 
Civil  Aviation  Branch  of  the  Department  of  Transport. 

Flight-Lieutenant  R.  C.  C.  Brown,  jr. E. i.e.,  is  now 
officer  commanding  No.  3  Repair  Depot,  R.C.A.F.,  at 
Vancouver,  B.C. 

G.  K.  Narsted,  Jr. e. i.e.,  has  joined  the  engineering  staff 
of  Sorel  Steel  Industries  Limited.  He  was  graduated  in 
mechanical  engineering  from  McGill  University  in  1940, 
and  worked  for  several  months  with  the  Canadian  Bridge 
Company  Limited  at  Walkerville,  Ont.  Lately  he  had  been 
employed  with  the  Eaton,  Wilcox  Company  Limited  at 
Windsor,  Ont. 

Paul  E.  Rose,  Jr. e. i.e.,  who  is  on  the  staff  of  the  Canadian 
General  Electric  Company,  has  iecently  been  transferred 
from  Toronto  to  Montreal.  He  was  graduated  from  the 
Ecole  Polytechnique  in  1937,  and  upon  his  graduation 
joined  the  company  as  an  apprentice  in  the  test  course. 

A.  E.  Chard,  Jr. e. i.e.,  has  received  a  commission  as  pilot 
officer  in  the  armaments  branch  of  the  R.C.A.F.,  and  is 
stationed  at  Belleville,  Ont.  He  was  graduated  in  mechanical 
engineering  from  the  University  of  British  Columbia  in 
1935.  In  1937  and  1938  he  was  employed  with  the  British 
Columbia  Pulp  and  Paper  Company  at  Port  Alice,  B.C. 
Lately  he  had  been  on  the  staff  of  Spruce  Falls  Pulp  and 
Paper  Company  at  Kapuskasing,  Ont. 

Lome  B,  Whiteway,  Jr. e. i.e.,  who  has  been  resident  en- 
gineer with  the  Prince  Edward  Island  Department  of  Public 
Works  and  Highways  for  the  past  three  years,  has  accepted 
an  appointment  with  the  R.C.A.F.  Works  and  Buildings, 
as  assistant  engineer  at  No.  4  Repair  Depot ,  Scoudouc,  N.B. 

L.  J.  Ehly,  s.E.i.c,  who  was  graduated  from  the  Univer- 
sity of  Alberta  in  chemical  engineering  this  spring  is  now 
employed  with  the  Royalite  Oil  Company  at  Turner 
Valley,.  Alt  a. 

J.  Angelo  Roncarelli,  s.e.i.c,  is  now  overseas  where  he 
is  attached  to  the  Royal  Montreal  Regiment  in  charge  of 
transport.  Captain  Roncarelli  was  graduated  in  mechanical 
engineering  from  McGill  University  in  1938.  He  joined  the 
Royal  Canadian  Ordnance  Corps  at  the  outbreak  of  war 


368 


July,  1941     THE  ENGINEERING  JOURNAL 


as  a  sub-lieutenant,  and  was  soon  promoted  and  sent  to 
England  where  he  took  a  special  course  in  ordnance  at 
the  Royal  Academy  of  Military  Science. 

J.  C.  Loiselle,  s.e.i.C,  has  returned  to  the  staff  of  Can- 
adian International  Paper  Company  at  Gatineau,  Que.  He 
was  graduated  in  civil  engineering  from  McGill  University 
in  1937.  Upon  his  graduation  he  joined  the  Canadian  Inter- 
national Paper  Company  at  Gatineau.  From  1938  to  1940 
he  worked  with  Baulne  &  Leonard,  consulting  engineers, 
Montreal.  For  the  past  year  he  had  been  with  Truscon 
Steel  Company  of  Canada  at  Montreal. 

Gérard  Brosseau,  s.e.i.C,  has  been  appointed  by  the 
Aeronautical  Inspection  Directorate  as  inspector  at  the 
plant  of  Federal  Aircraft  Limited,  Montreal,  upon  his  re- 
turn from  Toronto  where  he  followed  a  four  months' 
course.  Previous  to  his  joining  the  Department  of  National 
Defence  he  was  with  Canadian  Car  &  Foundry  Company 
Limited  in  Montreal. 

Murray  D.  Stewart,  s.e.i.C,  has  resigned  from  the  staff 
of  Messrs.  Babcock,  Wilcox  and  Goldie-McCulloch  Limit- 
ed, to  accept  a  commission  as  lieutenant  in  the  Royal 
Canadian  Ordnance  Corps,  and  is  now  located  at  Toronto. 

Marcel  Papineau,  s.e.i.C,  has  joined  the  R.C.A.F.  as  a 

pilot  officer  in  the  aeronautical  engineering  branch,  and  is 
located  at  Montreal.  He  was  graduated  from  the  Ecole 
Polytechnique  in  1940,  and  was  on  the  staff  of  Noranda 
Mines  Limited  at  Noranda,  Que.,  for  the  past  year. 

J.  E.  Pauch,  s.e.i.C,  has  joined  the  engineering  staff  of 
R.C.A.  Victor  Company  at  Montreal. 

VISITORS  TO  HEADQUARTERS 

H.  N.  Goodspeed,  s.e.i.c,  International  Nickel  Company, 
Sudbury,  Ont.,  on  May  30th. 

Lieut.  J.  R.  Carson,  s.e.i.c,  H.Q.  3rd  Canadian  Division 
Engineers,  Debert,  N.S.,  on  June  2nd. 

S.  Hogg,  M.E.i.c,  St.  John  Drydock  and  Shipbuilding  Co. 
Limited,  Saint  John,  N.B.,  on  June  4th. 

C.  J.  Oliver,  m.e.i.c,  Assistant  Superintendent,  Electrical 
Distribution,  Rio  de  Janeiro  Tramway  Co.  Limited,  Rio 
de  Janeiro,  Brazil,  on  June  4th. 

A.  E.  Hopper,  m.e.i.c,  Ottawa,  Ont.,  on  June  6th. 
G.  N.  Houston,  m.e.i.c,  Olds,  Alta.,  on  June  7th. 

B.  E.  Surveyer,  affil,  e.i.c,  Aluminum  Company  of  Canada 
Limited,  Arvida,  Que.,  on  June  9th. 


P.  M.  Schear,  s.e.i.c,  Buchans  Mining  Company  Limited, 
Buchans,  Nfld.,  on  June  10th. 

E.  L.  Ball,  Jr. e.i.c,  Field  Engineer,  Foundation  Company 
of  Canada  Limited,  Arvida,  Que.,  on  June  11th. 

D.  A.  Evans,  m.e.i.c,  Resident  Manager,  Powell  River 
Paper  Co.  Limited,  Powell  River,  B.C.,  on  June  17th. 

W.  G.  Reekie,  m.e.i.c,  Resident  Engineer,  Quebec  North 
Shore  Paper  Co.  Limited,  Baie  Comeau,  Que.,  on  June  19th. 

N.  Klodniski,  s.e.i.c,  International  Nickel  Co.  of  Canada 
Limited,  Sudbury,  Ont.,  on  June  20th. 

R.  D.  McKay,  m.e.i.c,  Sanitary  Engineer,  Dept.  of  Public 
Health,  Halifax,  N.S.,  on  June  21st. 


Obituary 


The  sympathy  of  the  Institute  is  extended  to  the  relatives 
of  those  whose  passing  is  recorded  here. 

Theodore  Kipp,  m.e.i.c,  died  at  Winnipeg,  on  May  30th 
after  a  lengthy  illness.  He  was  born  in  Germany  in  1880 
and  came  to  the  United  States  with  his  parents  at  the  age 
of  one  year.  He  was  educated  at  Bradley  Polytechnic  Insti- 
tute, Peoria,  111.  From  1897  to  1903  he  served  an  appren- 
ticeship in  flour  and  cereal  mills  at  the  same  time  taking 
home  courses  and  private  instruction  in  mechanical  engi- 
neering. In  1904  to  1905  he  was  mill  superintendent  with 
Woolner  Distilling  Company,  Peoria,  and  in  1906  he  be- 
came assistant  manager  and  engineer  with  Independent 
Cereal  and  Milling  Company.  During  the  years  1907  and 
1908  he  was  engaged  in  contracting  and  consulting  engi- 
neering in  the  firm  of  Kipp- Lackey  Company  at  Peoria. 
He  came  to  Canada  in  1909  as  mill  superintendent  with 
Tillson  Company  Limited,  at  Tillsonburg,  Ont.  From  1910 
to  1914  he  was  manager  of  the  cereal  department  at  Robin 
Hood  Mills  Limited,  at  Moose  Jaw,  Sask.  From  1914  to 
1918,  he  was  engaged  in  consulting  and  sales  engineering 
under  his  own  name  in  Winnipeg,  Man.  In  1918  he  was 
appointed  general  superintendent  and  engineer  of  Ogilvie 
Flour  Mills  Company  Limited,  at  Winnipeg.  He  later  re- 
turned to  consulting  engineering  and  contracting  and  or- 
ganized the  firm  of  Kipp-Kelly  Limited,  at  Winnipeg.  He 
was  also  a  partner  in  the  firm  of  Sullivan,  Kipp  and  Chace 
Limited,  of  Winnipeg.  During  the  last  war  he  was  consultant 
to  the  British  Food  Board  for  whom  he  designed  and  built 
a  number  of  cereal  mills  in  England  and  Ireland.  At  the 
time  of  his  death  he  was  director  of  several  firms. 
Mr.  Kipp  joined  the  Institute  as  a  Member  in  1918. 


CANADIAN  PETROLEUM  PRODUCTION 


Canada's  crude  petroleum  production  in  1940  amounted 
to  8,717,345  barrels  compared  with  7,826,301  barrels  in 
1939,  reports  the  Department  of  Mines  and  Resources. 

About  97  per  cent  of  the  total  Canadian  output  came 
from  the  Turner  Valley  field,  southwest  of  Calgary,  Alberta, 
where  at  the  close  of  the  year  131  wells  were  producing 
crude  oil  and  24  others  were  being  drilled.  Thirty-five  crude 
oil  wells  were  completed  in  1940  in  Turner  Valley.  Small 
amounts  of  crude  oil  were  also  produced  in  other  localities 
in  Alberta,  namely,  in  Red  Coulee,  Wainwright,  Vermilion, 
Del  Bonita,  Dina,  Lloydminster,  and  Moose  Dome. 
Alberta's  total  production  of  petroleum  in  1940  aggregated 
8,493,000  barrels  as  compared  with  7,576,932  barrels  in  the 
preceding  year. 

Ontario,  New  Brunswick,  and  the  Northwest  Territories 
also  produced  crude  petroleum  in  1940.  The  Ontario  output, 
totalling  186,000  barrels,  came  from  Petrolia,  Oil  Springs, 
Bothwell,   and  the  townships  of  Dawn,  Warwick,  West 


Dover,  and  Mosa.  The  Stoney  Creek  field,  southwest  of 
Moncton,  New  Brunswick,  produced  21,161  barrels,  and 
the  wells  near  Norman,  about  fifty  miles  west  of  Great 
Bear  Lake  in  the  Northwest  Territories,  yielded  17,184 
barrels. 

Tests  were  completed  at  a  number  of  prospective  produc- 
ing localities  in  Alberta  during  the  year,  namely,  at  the 
Blood  Indian  Reserve,  Brazeau,  Lloydminster,  Steveville, 
and  Vermilion,  and  drilling  or  preliminary  operations  were 
in  progress  in  several  other  areas  including  Black  Diamond, 
Clearwater,  Grease  Creek,  Mill  Creek,  Moose  Dome, 
Pincher  Creek,  Pouce  Coupé,  Sheppard  Creek,  Spring 
Coulee,  Taber,  Twin  River,  and  Willow  Creek.  Tests  were 
also  conducted  in  Saskatchewan  at  Bishopric,  Kamsack, 
Lloydminster,  and  Little  Pines;  in  British  Columbia  at 
Commotion  Creek;  in  Ontario  near  Collingwood  and  on 
Manitoulin  Island,  and  in  Quebec  near  York  River  in  the 
Gaspé  Peninsula. 


THE  ENGINEERING  JOURNAL     July,  1941 


369 


News  of  the  Branches 


HAMILTON  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


A.  R.  Hannaford,  m.e.i.c. 
W.  E.  Brown,  jr.E.l.C. 


Secretary-Treasurer 
Branch  News  Editor 


On  the  evening  of  May  9th,  Dr.  H.  B.  Speakman  ad- 
dressed the  regular  branch  meeting  on  Alcohol  from 
Wheat.  The  speaker  was  introduced  by  Vice-Chairman 
S.  Shupe.  Dr.  Speakman  outlined  briefly  the  historical 
background  and  the  serious  character  of  the  present  situa- 
tion in  regard  to  stocks  of  wheat  in  western  Canada.  Refer- 
ence was  made  to  the  use  of  alcohol  in  motor  fuels  in 
European  countries,  and  the  attempts  recently  made  to 
show  its  possibilities,  both  technically  and  economically  in 
the  United  States.  Working  under  the  auspices  of  the 
Associated  Boards  of  Trade,  a  committee  of  chemists  and 
engineers  has  recently  looked  into  the  possibilities  of 
"Power  Alcohol"  from  a  Canadian  viewpoint. 

Dr.  Speakman  outlined  the  findings  of  this  committee 
and  discussed  the  merits  of  the  proposal  both  as  a  relief 
from  an  emergency  and  also  as  a  part  of  a  long-term  policy 
for  Canada.  The  necessity  for  continued  research  and 
economic  study  along  other  lines  was  emphasized. 

The  lecture  brought  forward  many  questions  from  a  very 
deeply  interested  audience  of  36.  After  the  lecture,  members 
and  visitors  retired  for  coffee  and  cake  and  a  friendly  chat 
with  the  speaker  of  the  evening.  Before  the  address  the 
audience  enjoyed  the  showing  of  the  Engineering  Institute 
film  of  the  events  leading  up  to  and  the  failure  of  the 
Tacoma  Bridge. 

KINGSTON  BRANCH 

J.  B.  Baty,  m.e.i.c.     -    Secretary-Treasurer 

The  Kingston  Branch  of  the  Engineering  Institute  felt 
that  such  an  event  as  the  election  of  Principal  Wallace  of 
Queen's  University  to  honorary  membership  in  the  Insti- 
tute should  be  acknowledged  in  some  special  way.  A 
dinner,  given  to  the  principal  by  the  branch  was  decided 
upon,  with  the  hope  that  the  Council  would  mark  the 
occasion  by  meeting  in  Kingston.  These  invitations  were 
willingly  accepted,  and  the  date  was  set  for  Saturday, 
June  14. 

A  report  of  the  Council  meeting  held  in  the  Board  room 
of  the  Gymnasium  at  Queen's  University  will  be  found 
elsewhere  in  this  issue. 

During  the  afternoon  the  visiting  ladies  were  taken  for 
a  drive,  to  see  the  sights  of  Kingston  and  the  surrounding 
country.    They  then  gathered  at  the  home  of  the  branch 


Past  President  Surveyer  introduces  Principal  Wallace,  Left  to 

right:  Dr.  Wallace,  Chairman  T.  A.  McGinnis,  Mrs.  Wallace, 

and  President  Mackenzie.  The  vice-principal   of   Queen's,    Dr. 

W.  E.  McNeill,  is  in  the  foreground. 


370 


chairman,  where  Mrs.  McGinnis  entertained  them  at  tea, 
and  where  they  were  later  joined  by  the  members  of  coun- 
cil, just  released  from  their  official  duties.  The  hospitable 
reception  and  the  beautiful  gardens  and  lawns  were  en- 
joyed in  a  perfect  summer  afternoon. 

The  dinner  took  place  in  the  evening  at  the  Cataraqui 
Golf  Club,  where  over  one  hundred  members  and  guests 
sat  down  about  eight  o'clock.  The  chairman  of  the  branch 
presided. 

At  the  close  of  the  dinner  Mr.  McGinnis  welcomed  the 
guests,  and  then  asked  Past  President  Dr.  A.  Surveyer 
of  Montreal  to  speak  about  the  new  honorary  member. 
Dr.  Surveyer's  presentation  of  Dr.  Wallace  was  delightful. 
He  told  of  the  principal's  early  education  in  Scotland  and 
Germany,  his  coming  to  Canada  as  a  young  man  some 
thirty  years  ago,  the  way  in  which  he  entered  into  the  life 


Tea  host  and  hostess — Mr.  and  Mrs.  T.  A.  McGinnis 


A  birds-eye  view  of  the  dinner  at  the  golf  club. 

July,  1941     THE  ENGINEERING  JOURNAL 


Past  President  Hogg  and  Vice-President  DuBose  seem  to  be 
combining  business  with  pleasure. 

of  the  West  of  that  time,  both  as  a  university  teacher  and 
as  an  administrator.  He  then  spoke  of  his  later  work  as 
principal  at  the  University  of  Alberta,  and  at  Queen's. 
He  concluded  by  citing  Dr.  Wallace  as  one  eminently  de- 
serving of  the  honour  which  the  Institute  had  conferred 
upon  him. 

The  president  of  the  Institute  then,  with  a  few  words  of 
appreciation  handed  to  Dr.  Wallace  the  parchment  certifi- 
cate of  his  honorary  membership  in  the  Institute. 

Principal  Wallace  in  reply  expressed  his  gratitude,  and 
pride  in  the  honour  which  had  been  done  him.  With  dry 
Scottish  humour  he  recalled  various  experiences  in  the 
early  days  in  the  West  when  he  was  in  closer  contact  with 
engineering  works  than  he  had  been  in  later  times.  In 
closing  he  pointed  out  the  serious  task  now  lying  ahead  of 
the  engineering  profession,  not  only  in  the  prosecution  of 
the  war  but  in  the  great  work  of  reconstruction  afterwards. 

Meanwhile  the  chairman  had  been  looking  over  the 
assembly,  noting  the  presence  of  five  past  presidents,  he 
promptly  called  for  a  few  words  from  those  who  had  not 
already  spoken.  Messrs.  Shearwood,  Desbarats,  Challies 
and  Hogg  rose  in  turn  and  gracefully  expressed  their  con- 
gratulations to  Dr.  Wallace  and  also  to  the  Institute.  One 
of  our  Montreal  members,  Professor  McBride,  of  McGill 
University,  now  president  of  the  Canadian  Institute  of 
Mining  and  Metallurgy  also  conveyed  his  felicitations  to 
the  new  honorary  member.  Dean  Clark  of  the  Faculty 
of  Applied  Science  at  Queen's,  one  of  the  senior  honorary 
members  spoke  briefly. 

Although  the  fact  was  perhaps  not  generally  realized, 
the  occasion  was  really  President  Mackenzie's  first  official 
visit  to  the  branch.  He  marked  the  event  by  a  happy 
speech  which  was  not  only  diverting,  but  also  contained 
serious  touches  meriting  careful  consideration.  After 
briefly  discussing  Institute  affairs  he  touched  upon  the 
idea  so  generally  held,  that  engineers  should  plunge  into 
public  life,  and  pointed  out  that  the  qualities  which  make 
a  man  a  good  engineer  did  not  necessarily  fit  him  for  public 
life.  Later  he  dealt  with  the  need  for  the  development  of 
an  entirely  new  point  of  view  by  the  peoples  of  the  earth 
if  peaceful  relationships  among  them  are  to  be  maintained, 
an  event  which  will  require  great  sacrifices  and  the  aban- 
donment of  many  historical  traditions. 

After  this  very  successful  dinner,  the  tables  were 
removed  and  the  room  cleared  for  dancing.  Bridge  tables 
were  set  up,  and  everyone  had  an  opportunity  to  chat  and 
discuss  questions  of  the  hour. 

Since  the  success  of  such  affairs  depends  so  largely  upon 


After  the  council  meeting  the  gentlemen  joined  the  ladies  for 
tea.  Left  to  right:  Vice-President  K.  M.  Cameron,  Past  Presi- 
dent F.  P.  Shearwood,  Past  Councillor  Colonel  LeRoy  Grant  and 
Councillor  D.  S.  Ellis. 

those  attending,  the  members  of  the  Kingston  Branch  feel 
very  grateful  to  those  who  came  from  the  other  branches 
and  from  headquarters  and  who  were  such  welcome  guests. 
The  out-of-town  guests  included:  President  and  Mrs. 
C.  J.  Mackenzie,  Ottawa;  Dr.  A.  Surveyer;  Mr.  and  Mrs. 
F.  P.  Shearwood;  Dr.  J.  B.  Challies  and  Miss  Challies; 
Mr.  C.  K.  McLeod;  Mr.  and  Mrs.  L.  Austin  Wright;  E. 
J.  Carlyle;  deGaspé  Beaubien;  R.  J.  Durley;  Huet 
Massue;  Mr.  and  Mrs.  McNeely  DuBose;  Professor  W.  G. 
McBride,  all  of  Montreal;  J.  H.  Fregeau,  of  Three  Rivers. 
Mr.  and  Mrs.  T.  A.  McElhanney,  Mr.  and  Mrs.  W.  H. 
Munro,  Mr.  and  Mrs.  G.  J.  Desbarats,  of  Ottawa.  Mr.  R.  L. 
Dobbin,  Mr.  D.  J.  Emery  and  Mr.  Ball,  of  Peterborough. 
Dr.  and  Mrs.  A.  H.  Harkness,  Mr.  and  Mrs.  H.  E. 
Brandon,  Dr.  and  Mrs.  T.  H.  Hogg,  Mr.  and  Mrs.  S.  R. 
Frost,  all  of  Toronto.  Mr.  and  Mrs.  E.  V.  Buchanan,  of 
London. 

LAKEHEAD  BRANCH 


H.  M.  Olsson,  m.e.i.c. 

W.  C.  BYEHS,  Jr. E. I.C. 


-     Secretary-Treasurer 
Branch  News  Editor 


A  dinner  meeting  was  held  on  April  23rd  at  the  Royal 
Edward  Hotel  in  Fort  William,  commencing  at  6.30  p.m. 

The  chairman,  H.  G.  O'Leary,  presided  at  the  meeting 
which  was  attended  by  30  members  and  guests. 

Mr.  E.  J.  Davies  introduced  the  speaker  of  the  evening, 
Mr.  R.  R.  Holmes  of  the  Thunder  Bay  Paper  Company, 
who  spoke  on  The  Treatment  of  Boiler  Feedwater. 

There  are  four  results  that  should  be  obtained  in  treating 
any  feedwater:  (1)  Heating  and  evaporating  surfaces  of 
the  boiler  have  to  be  kept  free  from  scale  ;  (2)  Boiler  metal 
must  be  protected  against  corrosion;  (3)  The  carry-over 
of  liquids  or  solids  must  be  avoided  in  the  steam  leaving 
the  boiler;  (4)  Embrittlement  of  the  boiler  metal  must  be 
prevented. 

Lake  Superior  water  has  a  hardness  of  2.5  to  3.0  grains 
per  gal.  and  can  be  safely  used  for  average  fire-tube  boilers 
with  a  rating  of  from  1,000  to  5,000  lb.  per  hr.  used  for 
heating  and  hoisting  operations.  If  a  boiler  evaporating 
40,000  lb.  per  hr.  with  25  per  cent  make-up,  used  water 
with  3.0  grains  per  gal.,  then  the  scale  would  precipitate 
at  the  rate  of  about  3,000  lb.  per  year  with  a  drop  in  effi- 
ciency of  7.5  per  cent.  Besides  lowering  efficiency,  the  presence 
of  scale  in  high  rating  boilers  may  cause  over-heating  and 
rupture  of  the  tubes. 

The  best  and  most  costly  method  of  preventing  scale 
formation  is  by  the  use  of  an  evaporator,  which  is  only 
used  in  large  central  power  stations. 

Water  softeners  are  more  widely  used,  the  simplest  being 
the  zeolite  softener,  which  is  a  continuous  and  completely 
automatic  operation.  The  lime  soda  softener  while  not  as 
simple  as  the  zeolite  softener,  probably  gives  better  results. 
The  lime  soda  softener  has  the  advantage  over  the  zeolite 
softener  by  removing  most  of  the  compounds  forming  the 
hardness  rather  than  passing  them  on  as  soluble  sodium 
compounds. 


THE  ENGINEERING  JOURNAL     July,  1941 


371 


Corrosion  in  boilers  is  usually  caused  by  dissolved  oxygen 
in  the  feed  water,  although,  other  causes  may  be  dissolved 
carbon  dioxide  or  acid  condition  in  the  feedwater.  The 
greater  proportion  of  the  oxygen  and  the  carbon  dioxide 
is  easily  removed  by  the  use  of  a  deaerator.  In  the  deaerator 
the  water  is  boiled  under  a  vacuum  and  recondensed;  the 
oxygen  and  carbon  dioxide  being  removed  by  evacuating 
equipment. 

When  water  is  slightly  acidic,  a  great  deal  of  trouble  is 
experienced  with  corrosion  and  pitting,  especially  in  econo- 
mizer tubes.  The  ideal  pH  for  feedwater  is  from  8.0  to  8.5. 
If  the  pH  is  below  7.5  serious  corrosion  can  be  expected. 

Corrosion  due  to  electrolytic  action  can  be  prevented  by 
suspending  zinc  plates  in  the  boiler  and  making  an  electrical 
contact  with  the  boiler  shell. 

Boiler  plate  embrittlement  is  a  term  commonly  applied 
to  intercrystalline  cracks  which  develop  in  the  presence 
of  high  concentrations  of  caustic.  Three  conditions  are 
necessary  for  the  occurrence  of  caustic  embrittlement: 
(1)  The  boiler  water  must  have  high  alkalinity;  (2)  There 
must  be  a  crack  in  the  boiler  plate  or  seam  where  the 
caustic  solution  can  become  concentrated;  (3)  The  boiler 
plate  must  also  be  stressed  beyond  the  yield  point. 

In  the  past  year  or  two  the  linings  which  are  used  to 
absorb  oxygen  in  the  feedwater  have  been  gaining  favour 
in  the  treatment  for  embrittlement.  In  almost  all  cases  of 
embrittlement  part  of  the  trouble  has  been  due  to  poor 
workmanship  or  defective  material.  No  cases  of  embrittle- 
ment have  been  reported  in  forged  steel,  welded,  or  inter- 
nally caulked  rivetted  boiler  drums.  All  failures  have  occur- 
red in  boilers  of  rivetted  construction  which  were  externally 
caulked  or  both  externally  and  internally  caulked. 

Lake  Superior  water  shows  an  analysis  as  follows:  Hard- 
ness 2.6;  total  alkalinity  3.0;  chloride  0.35;  other  contents 
are  practically  negligible.  The  hardness  present  is  almost 
all  calcium  bicarbonate.  Very  little  sulphate  hardness  is 
present  in  this  water  and  thus  the  lime  soda  softener  is 
the  best  type  of  softener  and  will  precipitate  the  bicarbonate 
out  of  the  water.  The  zeolite  softener  will  merely  exchange 
the  calcium  bicarbonate  for  sodium  bicarbonate  and  when 
this  material  reaches  the  boiler  it  increases  the  alkalinity. 
Most  of  the  corrosion,  in  feed  lines,  caus  d  by  waters  in 
the  Lakehead  district,  can  be  prevented  fairly  effectively 
by  the  use  of  a  deaerator,  which  will  remove  most  of  the 
dissolved  oxygen  and  carbon  dioxide. 

Mr.  S.  E.  Flook  gave  a  vote  of  thanks  to  the  speaker  and 
his  motion  was  seconded  by  Mr.  R.  B.  Chandler. 


LONDON  BRANCH 

H.  G.  Stead,  Jr. e. i.e.    - 
A.  L.  Furanna,  S.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  branch  held  its  first  supper  meeting  outside  of  Lon- 
don on  May  21st,  1941,  at  the  Gettas  Restaurant  in  St. 
Thomas.  This  meeting  was  the  result  of  an  invitation  ex- 
tended to  the  branch  by  Mr.  W.  C.  Miller  on  behalf  of  the 
St.  Thomas  members.  The  programme  consisted  of  dinner 
and  the  showing  of  the  Engineering  Institute's  movie  of 
the  failure  of  the  Tacoma  Narrows  Bridge. 

After  dinner,  Mayor  P.  Laing  of  St.  Thomas  was  intro- 
duced by  the  chairman,  R.  W.  Garrett.  He  welcomed  the 
members  and  guests  of  the  Institute  and  expressed  the  hope 
that  the  London  Branch  would  accept  his  invitation  to  re- 
turn to  St.  Thomas  for  other  meetings.  Mr.  J.  A.  Vance 
then  gave  a  short  report  on  the  Maritime  Regional  Council 
Meeting  which  he  attended  recently  in  St.  Johns,  New 
Brunswick.  Mr.  Vance  also  said  he  was  very  much  im- 
pressed by  what  he  saw  in  the  east  coast  of  Canada  at  war. 

Before  Mr.  T.  L.  McManamna  started  to  show  the  film, 
Mr.  H.  F.  Bennett  gave  the  meeting  many  details  concern- 
ing the  structure  of  the  bridge.  This  bridge  was  built  at  an 
estimated  construction  cost  of  $6,400,000.00.  It  consisted 
of  a  suspended  structure  having  a  total  length  of  5,000  ft., 
divided  into  a  centre  span  of  2,800  ft.  and  two  side  spans 
of  1,100  ft.  each.  The  roadway  was  26  ft.  wide  for  two-lane 


traffic  and  flanked  on  both  sides  by  a  4  ft.  9  in.  sidewalk. 
This  was  the  most  slender  suspension  bridge  ever  built. 
The  minimum  vertical  clearance  for  navigation  was  196  ft. 
The  two  main  towers  were  425  ft.  high  and  built  to  feature 
the  newest  advance  in  suspension  bridge  designs.  They  were 
"flexible,"  that  is  although  the  towers  were  rigidly  anchored 
in  concrete  at  the  bottom,  the  top  could  move  as  much  as 
5  ft.  either  way  in  the  direction  of  the  longitudinal  axis  of 
the  bridge.  The  two  main  cables  supporting  the  span  were 
1434  hi.  m  diameter,  consisting  of  6,300  parallel  wires  and 
having  a  total  length  of  5,772  ft.  each.  The  life  of  the 
structure  was  only  a  little  more  than  four  months.  It  was 
dedicated  on  July  1,  1940,  and  collapsed  on  November  7, 
1940. 

The  opening  scenes  of  the  reel  showed  the  bridge  in  its 
characteristic  undulating  motion  with  a  frequency  of  36 
cycles  per  minute  and  a  moderate  amplitude.  This  was 
the  condition  before  10.00  a.m.  on  that  fateful  morning  of 
November  7th.  Traffic  was  still  crossing  the  bridge.  Sud- 
denly the  frequency  of  the  motion  increased  and  for  the 
first  time  the  two  main  cables  became  out  of  phase  by  90 
degrees.  That  is,  when  one  side  of  the  span  was  at  the  peak 
of  its  vertical  motion  the  other  side  was  at  its  minimum. 
During  this  period  the  oscillating  motion,  at  times,  seemed 
to  exceed  that  of  gravity  and  the  amplitude  at  the  extreme 
edge  of  the  sidewalk  was  in  excess  of  28  ft.  vertical  with  a 
complete  cycle  occurring  in  four  seconds.  This  violent 
twisting  motion  continued  until  just  after  11.00  a.m.  when 
the  centre  span  collapsed  in  a  42-mile-an-hour  wind. 

The  film  also  showed  pictures  of  the  testing  model  on 
which  a  number  of  tests  had  just  been  completed.  From 
the  series  of  resultant  proposals  rendered,  it  is  believed 
that,  had  time  permitted,  this  catastrophy  would  have  been 
averted. 

Judging  by  the  enthusiastic  discussions  which  followed 
this  film  it  is  little  wonder  that  the  Institute  is  anxious  to 
have  it  shown  at  all  its  branches. 

MONCTON  BRANCH 

V.  C.  Blackett,  m.e.i.c.    -     Secretary-Treasurer 

The  annual  meeting  of  the  branch  was  held  on  May  30th. 
F.  O.  Condon,  chairman  of  the  branch,  presided.  The  annual 
report,  showing  the  activities  of  the  branch  for  the  past 
season,  and  the  financial  statement,  were  presented.  On 
motion,  it  was  decided  that  the  branch  shall  buy  a  hundred- 
dollar  Victory  bond,  during  the  coming  War  Loan  Cam- 
paign. The  chairman  announced  that  as  a  result  of  nomina- 
tions made  at  the  previous  meeting,  branch  officers  for 
1941-42  would  be  as  follows:  Chairman,  F.  O.  Condon; 
Vice-Chairman,  H.  J.  Crudge;  Secretary-Treasurer,  V.  C. 
Blackett;  Executive  Committee,  B.  E.  Bayne,  G.  L.  Dick- 
son, T.  H.  Dickson,  R.  H.  Emmerson,  E.  R.  Evans,  E.  B. 
Martin;  Ex-Officio,  H.  W.  McKiel,  G.  E.  Smith. 

MONTREAL  BRANCH 


L.  A.  Duchastel,  m.e.i.c. 


Secretary-Treasurer 


On  April  28th,  L'Association  des  Anciens  Elèves  de 
L'Ecole  Polytechnique  de  Montréal  invited  the  members 
of  the  Institute  to  hear  Mr.  N.  W.  McLeod  deliver  a  paper 
entitled  The  Place  of  Soil  Technology  in  Modern  High- 
way and  Airport  Construction.  The  meeting  was  held 
in  the  new  auditorium  of  L'Ecole  Polytechnique  and  the 
paper  dealt  with  soil  classification,  fundamentals  of  soil 
grading,  principles  of  sub-grade  and  base  course  construc- 
tion, characteristics  of  wearing  surfaces,  importance  of 
adequate  laboratory  control.  The  paper  was  illustrated  with 
practical  demonstrations  and  lantern  slides. 

On  June  12th  the  Canadian  Vickers  Limited  were  hosts 
to  members  of  the  branch  who  were  given  an  opportunity 
of  seeing  ships  and  aeroplanes  in  various  stages  of  con- 
struction. The  interest  shown  was  demonstrated  by  the 
fact  that  over  300  members  attended  this  visit  and  were 
given  the  opportunity  of  inspecting  engine  and  boiler  con- 
struction and  other  industrial  work. 


372 


July,  1911     THE  ENGINEERING  JOURNAL 


News  of  Other  Societies 


THE  WORK  OF  THE  ENGINEERS'  COUNCIL  FOR 
PROFESSIONAL  DEVELOPMENT 

Discussions  at  New  York  by  E.C.P.D.  Committee 
on  Professional  Training 

Continuing  its  exploration  of  all  promising  means  of 
smoothing  the  transition  of  the  young  engineering  graduate 
from  the  supervised  and  rather  closely  directed  life  of  his 
college  years  to  the  confident  and  successful  practice  of 
engineering,  the  Committee  on  Professional  Training  of  the 
Engineers'  Council  for  Professional  Development  met  at 
New  York  on  May  29.  Mr.  S.  D.  Kirkpatrick,  Vice-President 
of  the  American  Institute  of  Chemical  Engineers,  was  in 
the  chair,  supported  by  Mr.  0.  B.  Schier,  Chairman  of  the 
Junior  Committee  on  Professional  Training.  The  Engineer- 
ing Institute  of  Canada,  which,  since  October,  1940,  has 
been  one  of  the  bodies  participating  in  the  E.C.P.D.,  was 
represented  on  the  committee  by  Professor  C.  R.  Young, 
of  the  University  of  Toronto. 

While  an  official  report  of  the  proceedings  to  the  Execu- 
tive Committee  of  E.C.P.D.  is  still  in  preparation  and  is 
not  at  present  available,  information  concerning  certain 
matters  of  fact  placed  before  the  Committee  on  Professional 
Training  has  been  made  available  to  The  Engineering 
Journal. 

Most  of  the  discussion  turned  on  matters  brought  out 
by  Mr.  George  W.  Dyson  in  an  admirable  review  of  the 
answers  to  a  questionnaire  sent  out  in  the  autumn  of  1940 
relative  to  student  guidance,  relations  with  young  engineers 
and  policy  and  organization.  While  most  of  the  replies  par- 
ticularly concerned  questions  of  student  guidance,  some  of 
them  threw  helpful  light  on  the  relations  of  the  engineering 
societies  to  young  engineers. 

Junior  Groups  in  the  Societies 

Although  junior  groups  of  the  various  engineering  socie- 
ties have  not  always  proved  to  be  successful,  they  have  in 
certain  cases  been  found  to  be  definitely  advantageous. 

This  is  likely  to  be  so  where  the  section  or  branch  of  the 
society  has  a  large  pool  of  young  members  from  which  to 
draw,  as,  for  example,  the  Metropolitan  (New  York)  sec- 
tion of  the  American  Society  of  Mechanical  Engineers.  One 
of  the  most  valuable  activities  of  this  body  has  been  the 
organization  of  study  groups  to  prepare  for  examinations  in 
connection  with  professional  licensing. 

Chemical  engineers  in  Metropolitan  New  York  and  in 
the  Philadelphia- Wilmington  area  have  organized  junior 
groups  that  are  apparently  functioning  successfully.  In  the 
latter  area  a  number  of  informative  plant  inspection  trips 
have  been  held,  usually  on  Saturday  mornings. 

In  areas  where  the  junior  membership  of  the  individual 
societies  does  not  warrant  a  separate  organization,  success- 
ful groups  have  in  some  instances  been  organized  under 
the  auspices  of  a  local  engineering  society.  In  this  connec- 
tion the  work  of  the  Providence  Engineering  Society  and 
the  Engineers'  Club  of  St.  Louis  has  been  noteworthy.  The 
Providence  group  undertakes  to  stress  personal  contacts 
and  self  expression  rather  than  technical  advancement. 

Discussion  groups  are  held  to  be  of  particular  value  to 
the  junior  engineer,  since  they  not  only  give  him  an  oppor- 
tunity to  express  himself  under  particularly  favourable  cir- 
cumstances, but  also  subject  him  to  the  "give  and  take 
process"  prevalent  in  such  meetings. 

Engineering  schools  in  certain  cities  are  offering  courses 
of  evening  study,  accredited  by  the  E.C.P.D.,  leading  to 
a  degree.  In  certain  cases  where  sufficient  enrolment  for 
complete  degree  programmes  cannot  be  obtained,  courses 
in  specialized  fields  have  been  organized  by  the  students 
themselves.  In  New  York  City,  for  example,  member 
societies  of  the  E.C.P.D.  sponsor  review  courses  particu- 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


larly  designed  to  assist  young  engineers  preparing  for  their 
professional  engineer's  licence. 

Some  opinion  was  expressed  at  the  meeting  that  since 
the  problems  of  junior  engineers  are  much  the  same  as 
those  of  their  more  mature  professional  brethren,  no  good 
purpose  is  served  by  segregating  them  in  a  distinct  group. 
It  was  contended  that  the  best  results  are  obtained  when  a 
genuine  spirit  of  comradeship  exists  between  all  age  groups. 
The  big  problem  is  to  "break  the  ice"  between  the  older 
and  the  younger  members  and  in  doing  this  the  initiative 
must  come  from  the  older  members.  A  sure  way  of  making 
the  young  engineer  at  home  amongst  his  elders  is  to  give 
him  something  to  do.  Several  of  the  societites  participating 
in  the  E.C.P.D.  make  it  a  point  to  include  a  junior  member 
or  two  on  every  committee.  In  this  way  they  serve  an  un- 
official but  nevertheless  effective  apprenticeship  in  the  work 
of  managing  professional  societies. 

ANNUAL  MEETING  OF  CANADIAN  INSTITUTE 
OF  STEEL  CONSTRUCTION 

C.  S.  Kane,  Dominion  Bridge  Company,  Limited,  Mont- 
real, was  elected  to  the  presidency  when  the  Canadian 
Institute  of  Steel  Construction  held  its  annual  meeting  in 
Montreal  last  month.  Luncheon  was  taken  at  the  Mount 
Stephen  Club  with  55  attending.  Assistant  Steel  Controller 
D.  S.  Wood  spoke  informally.  Mr.  Kane  succeeds  G.  P. 
Wilbur  of  Dominion  Bridge  Company  Limited,  Toronto. 


C.  S.  Kane,  M.E.I.C. 

Vice-presidents  are  G.  G.  Henderson  of  Canadian  Bridge 
Company,  Limited,  Walkerville,  for  the  Central  Division, 
and  C.  W.  Marshall,  Dominion  Structural  Steel,  Limited, 
Montreal,  for  the  Eastern  Division. 

The  executive  committee  is  divided  into  three  groups 
representing  respectively  the  Central,  Eastern  divisions 
and  the  Mills.  For  the  Central  Division,  representatives 
are  G.  P.  Wilbur,  Dominion  Bridge  Company,  Limited, 
Toronto;  F.  P.  Flett,  Truscon  Steel  Company  of  Canada, 
Limited,  Toronto;  Thomas  Boyce,  Disher  Steel  Construc- 
tion Company,  Limited,  Toronto;  and  R.  E.  Nicholson, 
Algoma  Steel  Corporation,  Limited,  Toronto.  For  the 
Eastern  Division  the  representatives  are  J.  E.  Bertrand, 
Canadian  Structural  Steel  Works  Company,  Limited, 
Montreal;  G.  V.  Roney,  Farand  and  Delorme,  Limited, 
Montreal;  and  H.  W.  Welsh,  MacKinnon  Steel  Corpora- 
tion, Limited,  Sherbrooke.  Representing  the  mills  are  H.  J. 


THE  ENGINEERING  JOURNAL     July,  1941 


373 


Leitch,  Algoma  Steel  Corporation,  Limited,  Montreal; 
Huntly  Gordon,  Dominion  Foundries  and  Steel  Limited, 
Hamilton;  A.  H.  Pepper,  Dominion  Steel  and  Coal  Cor- 
poration, Limited,  Montreal;  and  E.  M.  Seale,  Canadian 
Tube  and  Steel  Products,  Limited,  Montreal. 

PULP  AND  PAPER  MILLS  TRAIN  EMPLOYEES 
FOR  WAR  WORK 

To  relieve  the  present  shortage  of  skilled  machinists  and 
to  speed  production  of  war  supplies,  training-schools  have 
been  created  in  the  pulp  and  paper  mills  throughout  Canada 
under  the  direction  of  a  special  committee  of  the  Canadian 
Pulp  and  Paper  Association.  Pulp  and  paper  mills  have 
already  supplied  a  large  number  of  skilled  workers  to  war 
industries  and  the  current  educational  plan  seeks  to  build 
up  a  reserve  of  trained  men  to  fill  the  places  of  those  who 
have  been  released  or  loaned  for  war  work. 

The  educational  plan,  far-reaching  and  of  major  im- 
portance, is  the  result  of  co-ordinated  efforts  on  the  part 
of  the  pulp  and  paper  industry  in  Canada.  The  schools 
provide  a  relatively  short  but  balanced  training  in  prac- 
tical shop  work,  and  to  date  applications  to  take  the 
courses  have  exceeded  the  number  of  men  that  can  be 
handled.  The  scheme  calls  for  individual  selection  of  men 
and  individual  training;  the  work  of  both  student  and 
mentor  is  given  voluntarily. 


In  each  of  the  companies  which  have  adopted  the  plan, 
men  and  staff  are  getting  on  with  the  job  with  real  enthusi- 
asm and  progress.  It  has  been  welcomed  by  the  men  at  the 
plants,  with  the  result  that  hundreds  of  workers  are  now 
taking  a  short  practical  course  in  machine  shop  work. 

Because  time  is  limited  and  in  order  that  this  training 
plan  may  be  of  the  utmost  usefulness  to  Canada,  the  train- 
ing period  has  been  limited  to  twelve  months  as  a  maximum. 
Actually,  since  the  training  is  on  an  individual  basis  many 
men  make  substantial  progress  in  less  than  the  twelve- 
month period.  There  is  no  doubt  that  men  who  satisfac- 
torily complete  any  of  the  given  courses  will  be  able  to 
take  their  places  in  industry  and  rapidly  acquire  the  balance 
of  manual  skill  necessary  to  assume  positions  of  responsi- 
bility in  their  chosen  trades. 

The  plan  consists  of  two  parts:  home  study  courses  to 
provide  theoretical  training,  and  practical  machine  shop 
instruction  conducted  simultaneously  with  the  home  study 
to  develop  required  manual  skill.  The  plan  also  offers  an 
opportunity  to  provide  the  necessary  theoretical  training 
more  quickly  and  at  an  appreciably  lower  cost  than  could 
be  arranged  under  any  other  circumstances. 

Since  the  pulp  and  paper  industry's  training  plan  makes 
a  definite  contribution  to  Canada's  war  effort,  progress  is 
being  closely  watched  by  Government  officials  in  Ottawa 
who  heartily  endorse  this  practical  method  of  speeding  up 
production  of  supplies  and  materials  for  war  purposes. 


Library  Notes 


ADDITIONS  TO  THE  LIBRARY 
TECHNICAL  BOOKS 
Air  and  Gas  Compression: 

By  Thomas  T.  Gill,  New  York,  John 
Wiley  &  Sons,  Inc.,  1.941.  181  pp. 
9lA  x  6  in.,  $8.00 

Dana's  Manual  of  Mineralogy: 

By  Cornélius  S.  Hurlbut,  New  York,  John 
Wiley  &  Sons,  Inc.,  1941.  480  pp., 
9lA  x  6  in.,  $4.00. 

The  Manuscript: 

Published  by  John  Wiley  &  Sons,  Inc., 
1941.  75  pp.,  6\i  x  9lA  in.,  $1.00. 

PROCEEDINGS 
Institution  of  Mechanical  Engineers: 

Proceedings,  July-December,  v.  144- 

REPORTS 
Canada  Department  of  Lahour: 

Prices  in  Canada  and  other  countries,  1940. 
Ottawa,  1941.  Wages  and  hours  of  labour 
in  Canada,  1929,  1939,  and  1940.  Report 
No.  24,  Ottawa,  1941. 

Canada  Department  of  Mines  and  Re- 
sources, Mines  and  Geology  Branch, 
Geological  Survey  Memoirs: 

Jacquet  river  and  Tetagouche  river  map- 
areas,  New  Brunswick;  Nelson  map-area, 
east    half,    British    Columbia.    Memoirs 

227,  228. 

Canada  Department  of  Mines  and  Re- 
sources, Mines  and  Geology  Branch, 
Geological  Survey: 

Preliminary  report  MacKay  Lake  area, 
Northwest  Territories;  Great  Slave  Lake  to 
Great  Bear  Lake,  Northwest  Territories, 
Ingray  Lake  map-area,  Northwest  Terri- 
tories. Papers  41-1,  41-2,  41-8. 

Canada  Department  of  Mines  and  Re- 
sources, Surveys  and  Engineering 
Branch: 

Altitudes  in  eastern  Ontario,  Ottawa,  1941. 

Canada  Department  of  Mines  and  Re- 
sources, Surveys  and  Engineering 
Branch,  Water  Resources  Paper: 


374 


Book  notes,    Additions    to    the    Library    of   the   Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


Surface  water  supply  of  Canada,  Pacific 
drainage  British  Columbia  and  Yukon 
Territory,  Ottawa,  1941. 

Canadian  Engineering  Standards  Asso- 
ciation, Specification: 

Standard  specification  for  welders'  helmets, 
hand  shields  and  goggles  and  for  general 
purpose  anti-glare  goggles.  S69-1941. 
Ottawa,  1941. 

Civil  Service  Commission  of  Canada: 

Thirty-second  annual  report  for  the  year 
1940.  Ottawa,  1941. 

Electrochemical  Society,  Preprints: 

The  mercury-mercurous  iodate  electrode; 
(1)  standard  potential;  (2)  reproducibility. 
Preprints  80-1,  80-2. 

United  States  Department  of  Commerce, 
Building  Materials: 

Indentation  characteristics  of  floor  cover- 
ings, BMS  78. 

United  States  Department  of  the  In- 
terior, Bulletins: 

Open-cut  metal  mining;  metal-mine  acci- 
dents in  the  United  States,  1938.  Nos. 
483,  435. 

United  States  Department  of  the  In- 
terior, Geological  Survey  Bulletin: 

Phosphate  investigation  in  Florida,  1934 
and  1935;  Geophysical  abstract  99,  October- 
December,  1939;  Transit  traverse  in  Mis- 
souri, part  8,  west-central  Missouri,  1906- 
37;  Goodnews  platinum  deposits,  Alaska; 
pre-Cambrian  geology  and  mineral  re- 
sources of  the  Delaware  water  gap  and. 
Easton  quadrangles,  New  Jersey  and 
Pennsylvania;  geophysical  abstracts  101, 
April-June,  1940.  Nos.  906-F,  915-D, 
916-H,  918,  920,  925-B. 

United  States  Department  of  the  In- 
terior, Geological  Survey  Water- 
Supply  Paper: 

Geology  and  ground-water  resources  of  the 
Lufkin  area,  Texas;  Effect  upon  ground- 
water levels  of  proposed  surface-water  stor- 


age in  Flathead  Lake,  Montana;  Surface 
water  supply  of  the  United  States,  1938, 
pt.  1,  North  Atlantic  Slope  Basins; 
Surface  water  supply  of  the  United  Stales, 
1939,  pt.  9,  Colorado  River  basin;  surface 
water  supply  of  the  United  Stales,  1939, 
pt.  12,  Pacific  slope  basins  in  Washington 
and  Upper  Columbia  River  basin;  surface 
water  supply  of  the  United  Stales,  1989, 
pt.  13,  Snake  River  basin.  Nos.  849- A, 
849-B,  851,  879,  882,  888. 

United  States  Department  of  the  In- 
terior, Geological  Survey  Professional 
Paper: 

Additions  to  the  Wilcox  Flora  from  Ken- 
tucky and  Texas,  198-E. 

United  States  Department  of  the  In- 
terior, Bureau  of  Mines,  Technical 
Paper: 

Mining  practices  and  safety  at  the  Lava 
Cap  Gold  Mining  Corporation  mines, 
Nevada  City-Grass  Valley  district,  Cali- 
fornia; accidents  in  the  Oklahoma  petro- 
leum industry  in  1937;  analyses  of  Wash- 
ington coals.  Nos.  618,  619,  620. 

United  States  Work  Projects  Adminis- 
tration, Bibliography  of  Areonautics: 

Supplement  to  part  37 — airports,  1941. 

BOOK  NOTES 
The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engi- 
neering Societies  Library  of  New  York. 
As  yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 

ACOUSTICS 

By  A .  Wood.  Interscience  Publishers,  New 
York,  1941.  588  pp.,  illus.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $6.00. 
Both  the  theoretical  and  practical  phases 
of  the  subject  are  considered  in  this  compre- 
hensive  and    detailed    work.    Following   the 
chapters  on  wave  motion,  diffraction,  vibra- 
tions and  other  elements  of  classical  theory 


July,  1941     THE  ENGINEERING  JOURNAL 


much  space  is  devoted  to  modern  topics,  such 
as  ultrasonic  waves  and  sound  recording  and 
reproduction.  There  are  many  illustrative 
graphs  and  pictures. 

Air  Raid  Precautions  Handbook  No.  5, 
STRUCTURAL  DEFENCE,  1st  ed. 

Issued  by  the  Home  Office,  Air  Raid  Pre- 
cautions   Dept.    London,    His    Majesty's 
Stationery  Office,   1939.  58  pp.,  diagrs., 
charts,    tables,    13    x   8   in.,    paper,    2s. 
(obtainable  from  British  Library  of  In- 
formation, 620  Fifth  Ave.,  New  York,  60c). 
Fundamental  principles  and  data  derived 
from  research  and  experiment  are  presented 
in  this  handbook.  In  the  first  two  chapters  the 
theoretical  and  practical  effects  of  explosive 
bombs  are  considered  in   some  detail.   The 
subsequent  chapters  deal  with  the  require- 
ments and  principles  of  design  of  structures 
to  resist  such  attacks,  both  for  the  construc- 
tion of  new  buildings  and  the  adaptation  of 
existing  ones. 

ANTIAIRCRAFT  DEFENSE 

Military  Service  Publishing  Co.,  Harris- 
burg,  Pa.,  1940.  603  pp.,  Mus.,  diagrs., 
charts,  tables,  10  x  6  in.,  cloth,  $2.00. 

The  main  function  of  this  volume  is  to 
present  a  study  of  antiaircraft  artillery  from 
the  .30-caliber  machine  gun  to  the  105-mm. 
gun,  together  with  all  the  accessories  that 
make  up  the  antiaircraft  regiment.  The  com- 
prehensive treatment  of  the  subject  includes 
also  formations  and  manoeuvres,  tactics  of 
units,  field  fortifications  and  defense  against 
chemical  warfare.  Appended  are  a  glossary 
of  terms,  condensed  drill  tables  for  units  and 
a  list  of  War  Department  publications,  from 
which  much  of  the  material  has  been  taken. 

CORRECTING  OIL  BURNER  DEFIC- 
IENCIES, with  Special  Application 
to  Pressure  Atomizing  Oil  Burners 

By   Z.    Kogan.   Zuce   Kogan   Consulting 

Service,  Chicago,  III.,  1941-  152  pp.,  Mus., 

diagrs.,  charts,  tables,  9x/i  x  6}/%  in.,  cloth, 

$5.00. 

The   variation   in   efficiency   between   test 

runs    and    general   operation    in    oil-burning 

power  plants  is  considered  by  the  author,  a 

consulting  engineer,  to  be  due  to  dependence 

on  certain  traditional  concepts  which  no  longer 

applv.  Under  the  following  headings:  mixing 

of  oil  and  air,  furnace  heating  zone,  fineness 

of  atomization  and  burner  applications,   he 

presents   new   concepts    and   techniques   for 

correcting  oil-burner  deficiencies,  particularly 

in  pressure  burners. 

(An)  ENGINEERS'  MANUAL  OF  STAT- 
ISTICAL METHODS 

By  L.  E.  Simon.  John  Wiley  &  Sons, 
New  York,  1941.  281  pp.,  Mus.,  diagrs., 
charts,  tables,  10  x  6l/2  in-,  cloth,  $2.75. 

This  book  is  a  summary  of  certain  working 
parts  of  the  sciences  of  probability,  statistics 
and  logic,  and  is  designed  to  assist  the  prac- 
tical man  in  industrial  or  engineering  work. 
Since  the  book  is  written  primarily  for  use 
in  an  ordnance  school  for  instruction  in  sta- 
tistical techniques,  the  illustrative  examples 
are  generally  taken  from  standard  procedures 
or  research  at  arsenals  and  proving  grounds. 
The  principles  are,  however,  applicable  to 
other  inspection  or  quality  control  problems. 

FLIGHT,  First  Principles 

Bv  B.  Wright,  J.J.  Smiley  and  R.  Martin. 
283  pp. 

FLIGHT,  Construction  and  Maintenance 

By  B.  Wright,  W.  E.  Dyer  and  R.  Martin. 

259  pp. 

American  Technical  Society,  Chicago,  III., 

1941.  Illus.,  diagrs.,  charts,  tables,  9]/i  x  6 

in.,  cloth,  $2.50  each. 

These  two   volumes  present  in   a  simple, 

practical  manner  the  fundamentals  of  aviation 

and  airplane  manufacture.  The  book  on  first 

principles  covers  aerodynamics,  soaring  theory 


and  parachutes,  and  contains  an  illustrated 
glossary.  The  second  volume  deals  with  blue- 
print reading,  airplane  materials,  construction 
methods,  repair  work  and  propeller  practice. 
A  series  of  quiz  questions  with  answers  appears 
at  the  end  of  each  book. 

A  GOOD  MECHANIC  SELDOM  GETS 
HURT 

By  H.  R.  Graman.  American  Technical 
Society,  Chicago,  1941-  94  pp.,  illus.,  7x5 
in.,  paper,  50c. 
The  object  of  this  collection  of  safety  rules 
is  to  give  the  beginning  craftsman  an  idea  of 
what   to   look   out   for   when   working  in   a 
machine  shop.  For  simplicity  the  safety  pre- 
cautions for  each  machine  have  been  grouped 
together.  A  set  of  review  questions  on  safety 
in  the  machine  shop  appears  at  the  end. 

Great  Britain.  Dept.  of  Scientific  and 
Industrial  Research.  Methods  for 
the  Detection  of  Toxic  Gases  in  In- 
dustry, Leaflet  No.  12,  ORGANIC 
HALOGEN  COMPOUNDS 
London,  His  Majesty's  Stationery  Office, 

1940.  6  pp.,  tables,  9Yi  x  6  in.,  paper, 
(obtainable  from  British  Library  of  In- 
formation, 620  Fifth  Ave.,  New  York,  5c). 

The  poisonous  effects  of  the  more  important 
organic  halogen  compounds  are  indicated  and 
precise  directions  given  for  a  simple  method 
for  their  detection.  As  in  the  case  of  tests 
given  in  previous  leaflets,  the  object  is  not 
an  extreme  degree  of  accuracy  but  a  rapid 
indication  of  the  relative  safety  of  the  atmos- 
phere. 

Great  Britain.  Dept.  of  Scientific  and  In- 
dustrial Research,  BUILDING  RE- 
SEARCH 

Wartime  Building  Bulletin  No.  14.  CEN- 
TERLESS  ARCH  DESIGNS 
His  Majesty's  Stationery  Office,  London, 

1941.  15  pp.,  illus.,  diagrs.,  charts,  tables, 
11  x  8Yi  in->  paper  (obtainable  from 
British  Library  of  Information,  620  Fifth 
Ave.,  New  York,  30c). 

Continuing  the  material  on  centerless  arch 
work  described  in  Bull.  No.  6,  the  present 
bulletin  gives  several  designs  for  segmental 
arch  structures  and  notes  and  curves  for  the 
design  of  other  segmental  arch  rings.  For 
illustration,  the  application  of  the  system  to 
a  factory  scheme  is  discussed. 

IMPERIAL  INSTITUTE,  ANNUAL  RE- 
PORT 1939 

London,  South  Kensington.  90  pp.,  illus., 
10  x  6  in.,  paper  (obtainable  from  British 
Library  of  Information,  620  Fifth  Ave., 
New  York,  not  for  sale,  limited  distribu- 
tion, apply). 
The  investigation  carried  out  by  the  various 
scientific  departments  are  summarized,  and 
other  activities  of  the  Institute,  such  as  ex- 
hibitions  and   library    work,    are    described. 
Pertinent  information  is  also  given  concerning 
the  personnel  of  the  Institute  and  its  relations 
with  other  organizations. 

Industrial  Relations  Digests 

IV.  JOB    CLASSIFICATION    AND 
EVALUATION 

V.  POLICIES     IN    THE     ADJUST- 
MENT OF  WAGE  RATES 

VI.  BASIC  TRAINING  POLICIES 

Princeton  University,  Industrial  Relations 
Section,  Princeton,  N.J.,  1941-  8  pp.  each, 
tables,  10  x  7  in.,  paper,  20c.  each. 

The  three  pamphlets  listed  above  continue 
a  series  of  digests  prepared  for  use  in  com- 
panies facing  rapid  expansion  because  of 
defense  orders.  They  are  based  on  information 
received  currently  from  a  large  number  of 
representative  companies. 

INSULATION  OF  ELECTRICAL  APPAR- 
ATUS 

By  D.  F.  Miner.  McGraw-Hill  Book  Co., 
New   York  and  London,   1941-  452  pp., 


illus.,  diagrs.,  charts,  tables,  9}/%  x  6  in., 
cloth,  $3.00. 

This  key  to  insulation  problems  for  the 
designer  and  user  of  electrical  apparatus 
presents  a  well-rounded  correlation  of  theory 
and  design.  It  discusses  present  knowledge  of 
dielectric  behaviour,  describes  the  problems 
encountered  in  insulating  the  major  forms  of 
electric  power  equipment  and  how  they  are 
solved,  and  shows  what  tests  are  of  value  in 
determining  the  performance  of  insulation.  A 
condensed  directory  of  plastics  is  appended. 

INTERNATIONAL  ACETYLENE  ASSO- 
CIATION, 40th  Annual  Convention 
Official  Proceedings  held  at  Mil- 
waukee, Wisconsin,  April  10-12,  1940 

Publ.  by  International  Acetylene  Associa- 
tion,  New   York,    1941-   284  PP-,   Mus., 
diagrs.,  charts,  tables,  9%  x  6  in.,  cloth, 
apply. 
A  complete  record  of  the  sessions  of  the 
1940  convention  is  presented  in  this  volume. 
In  addition  to  the  reports  of  various  com- 
mittees, the  membership  list  and  other  in- 
formation about  the  association,  the  text  of 
some    fifteen    technical    papers    on    brazing, 
welding  and  cutting  is  included.  There  is  a 
subject  index  to  the  papers. 

LAND  ECONOMICS 

By  R.  T.  Ely  and  G.  S.  Wehrwein.  Mac- 

millan  Co.,   New   York,   1940.  512  pp., 

illus.,  diagrs.,  charts,  tables,  maps,  9x/2  x  6 

in.,  cloth,  $4-00. 

In  the  first  five  chapters  the  various  aspects 

of  land  utilization,  both  natural  and  by  design, 

are  discussed  generally.  The  remainder  of  the 

book  treats  of  the  specific  uses,  for  human 

benefits,  to  which  land  areas  are  devoted;  of 

the  problems  which  arise  and  of  ways  in  which 

these  uses  may  be  most  efficient.  There  is  a 

final  chapter  on   conservation,   aad  a  large 

bibliography  is  appended. 

MACHINE  TRADES  BLUEPRINT  READ- 
ING 

By  R.  W.  Ihne  and  W.  E.  Slreeler.  Ameri- 
can Technical  Society,  Chicago,  1941.  138 
pp.,    blueprints,    diagrs.,    charts,    tables, 
11  x  9  in.,  paper,  $2.00. 
The  first  part  of  this  book,  which  includes 
a  glossary  of  shop  terms,  has  been  designed 
to  teach  all  the  basic  information  necessary 
to  interpret  a  print.  The  rest  of  the  book  is 
composed    of   actual    production    blueprints, 
each  of  which  is  accompanied  by  a  question 
sheet  intended  to  bring  out  the  important 
points  embodied  in  the  drawing. 

MARINE'S  HANDBOOK 

By  Major  L.   A.   Brown.    7  ed.    United 

States  Naval  Institute,   Annapolis,   Md., 

1940.  242  pp.,  illus.,  diagrs.,  charts,  tables, 

9x/i  x  6  in.,  paper,  75c 

Comprehensive   coverage   of  the  requisite 

basic  information  for  enlisted  men  is  provided 

in  question  and  answer  form  in  this  Marine 

Corps  manual.  All  subjects  are  gone  into  in 

detail,  with  many  descriptive  and  explanatory 

illustrations.   The  purpose  of  the  handbook 

is   to   enable   noncommissioned   officers   and 

men,  particularly  of  the  Reserve,  to  achieve 

certain  standards  of  performance. 

METHODS  OF  STUDY  OF  SEDIMENTS 

By  W.  H.   Twenhofel  and  S.  A.   Tyler. 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1941-    183   pp.,    Mus.,    diagrs., 
charts,  tables,  9l/i  x  6  in.,  cloth,  $2.00. 
The  authors  present  a  brief,  non-mathe- 
matical, yet  complete  treatment  of  methods 
of  study  of  sediments.  Standard  methods  of 
sampling  for  various  types  of  sediments  are 
described,  methods  of  analyses  are  given,  and 
various  forms  of  graphical  representation  of 
the    characteristics    of   sediments    and    sedi- 
mentary rocks  are  shown.  Coal  and  oil  shales 
receive  particular  attention,  and  further  refer- 
ences accompany  each  chapter. 

(Continued  on  page  377) 


THE  ENGINEERING  JOURNAL     July,  1941 


375 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


June  14th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider  the   applications   herein   described  at 
the  next  meeting. 

L.  Austin  Wright.  General  Secretary. 


*The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  or  engineering, 
after  the  candidate  has  attained  the  age  of  twenty -seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examineis 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


FOR  ADMISSION 

ALTON — JACK,  of  Windsor,  Ont.  Born  at  Bexhill-on-Sea,  Sussex,  England, 
March  3rd,  1903.  Educ:  Woolwich  Polytechnic,  London,  1918-20;  New  Zealand 
Univ.  Eng.  College,  1924-25;  Regent  St.  Polytechnic,  London,  1927-37;  A.  M. 
Institution  of  Structural  Engrs.,  London,  England.  1918-20,  jr.  dftsman.,  Royal 
Arsenal,  Woolwich;  1920-21,  asst.  degr..  Trussed  Concrete  Steel  Co.,  London; 
1922-27,  dftsman  and  estmtr.,  G.  Fraser  &  Sons,  Ltd.,  Auckland,  N.Z.;  1927 -29^ 
dftsmn.,  Ledward  &  Beckett,  London;  1929-33,  dftsmn.  Marconi  Wireless  Tel.  Co.| 
London;  1933-38,  asst.  degr.,  Installn.  designs  divn.,  Marconi  Wireless  Tel.  Co., 
London;  1938-39,  dftsmn.,  and  1939  to  date  dsgning.  engr.,  Canadian  Bridge  Co' 
Ltd.,  Walkerville,  Ont. 

References:  F.  H.  Kester,  P.  L.  Pratley,  P.  E.  Adams,  E.  M.  KrebBer,  C.  M. 
Goodrich,  G.  G.  Hendereon,  G.  V.  Davies. 

BULLICK— CLARENCE  JOHN,  of  Barrancabermeja,  South  America.  Born  at 
Uttoxeter,  Ontario,  February  20th,  1910.  Educ:  B.A.Sc,  Univ.  of  Toronto,  1934. 
1930  (summer),  Ontario  Land  Survey;  1934  (summer)  runner  on  diamond  drill; 
1934-35,  mech.  shops  Imperial  Oil,  Sarnia;  1935,  design  and  dfting.  C.I.L.,  Windsor; 
1936,  i/c  drilling,  field  work  and  dip  needle  survey,  Lang  Lac;  1937-39,  design  and 
dfting,  Imperial  Oil,  Sarnia;  1939  to  date,  asst.  engr.,  Tropical  Oil  Co.,  Barranca- 
bermeja, Colombia,  South  America. 

References:  R.  W.  Angus,  G.  Colpitts,  L.  E.  Mitchell,  G.  Rayner,  J.  H.  Addison. 

DEMBICKI— STEVE,  of  the  Y.M.C.A.,  Montreal.  Born  at  Calgary,  Alta.,  Oct. 
9th,  1916.  Educ:  B.Sc,  Univ.  of  Alberta,  1940,  and  M.Eng.,  McGill,  1941.  July, 
1935  to  Sept.  1936,  switchman  at  Cons.  Mining  &  Smelting  Co.,  Trail,  B.C.;  1937 
(summer),  helper  in  Zinc  Roasters,  and  1938  (summer)  .tester  in  zink  tank  rooms, 
CM.  &  S.  Co.;  1939  (summer)  first  aid  work  for  B.C.  Forestry  Dept.,  Chase,  B.C.; 
1940  (summer),  helper  in  zinc  roaster  at  CM.  &  S.  Co.,  Trail,  B.C.;  at  present 
metallurgist  with  Defence  Industries,  Ltd.,  Verdun,  Que. 

References:  W. 
E.  Brown. 


G.  McBride,  R.  DeL.  French,  F.  M.  Wood,  C.  M.  McKergow, 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


DUFORT— CLEOPHAS  LEROUX,  of  Montreal,  Que.  Born  at  Montreal,  Oct. 
24th,  1882.  Educ:  B.Sc.A.,  I.C.,  Ecole  Polytechnique,  1905.  1901  (summer),  inspr. 
of  dredging  works,  Federal  Govt.;  1903-4  (summers),  surveying,  Lacroix  &  Piche; 
1905-7,  Mtl.  Locomotive  Works,  Ltd.,  detailing  shop  drawings  for  fabrication  of 
steel  structure  for  buildings;  1907-8,  John  Eichlay,  Jr.,  Pittsburg,  Pa.,  designing 
and  detailing  shop  drawings;  1909,  shop  drawings  Dominion  Bridge  Co.;  1909-10, 
town  planning,  Raoul  Lacroix,  Architect;  1910-12,  with  Marius  Dufresne,  CE., 
supervising  and  directing  genl.  muncpl.  constrn.  works,  City  of  Maisonneuve;  1912- 
18,  i/c  Engineers  personnel  and  inspn.  of  outside  works,  supervision  of  execution  of 
works;  1918-19,  supt.  to  work  ochre  deposits,  l'Annonciation,  Que.;  1919-20,  dftsman. 
Phoenix  Bridge  Co.  Ltd.;  1920-33,  Colonization  Dept.,  Quebec;  1933-37,  ch.  engr., 
Colonization  Dept.,  Prov.  Quebec;  1937-38,  City  Engr.,  Town  of  Drummond ville; 
1938  to  date.  Registrar,  Corpn.  of  Prof.  Engrs.  of  Quebec» 

References:  J.  B.  Challies,  O.  Lefebvre,  A.  R.  Decary,  S.  A.  Baulne,  A.  Surveyer, 

A.  O.  Normandin,  H.  Cimon,  L.  A.  Wright,  R.  E.  Jamieson. 

FLEM MING— CLARENCE  PATRICK,  of  130  Quinpool  Rd.,  Halifax,  N.S. 
Born  in  Halifax,  Sept.  11th,  1911.  Graduate  in  Civil  Engrg.,  Nova  Scotia  Tech: 
Coll.  1937.  1935-37  (nights),  dfting  for  Super  Service  Stations,  Ltd.;  1935  (summer), 
inspr.  of  pavement  and  asstng.  with  progress  estimates  in  field  office;  1936-37  (sum. 
mers),  Nova  Scotia  Dept.  of  Highways,  inspr.  and  instrumentman,  and  ch.  insprl 
of  grading  and  pavement  on  penetration  paving;  1937-38,  inst'man  and  asst.  engr; 
and  dftsman.,  N.S.  Dept.  of  Highways;  1938-41,  United  Service  Corp.  Ltd.,  Halifax 
asst.  engr.  i/c  constrn.  and  mtce.,  inch  design  of  building,  dfting,  specifications, 
office  work  and  supervising  constrn. 

References:  R.  W.  McColough,  S.  Ball,  F.  G.  H.  MacPherson,  H.  Thorne,  F.  Hi 
Sexton. 

MacKENZIE— IAN  DONALD,  of  Shawinigan  Falls,  Que.  Born  at  Montreal, 
Aug.  5th,  1917.  Educ:  B.Sc,  Queen's  University,  1940.  1939  (summer)  jr.  asst! 
geological  survey  of  Canada.  May  1940  to  date,  asst.  consultant  geologist,  Shawinigan 
Engrg.  Co.,  incl.  field  superintendance  of  grouting  operations  at  LaTuque.  Also 
1940  (June-Dec)  field  supt.  of  dam  repairs  at  Shawinigan  Falls,  Que. 

References:  I.  B.  Crosby,  J.  A.  McCrory,  R.  E.  Heartz,  G.  Rinfret,  H.  J.  Ward. 

SPRIGGS— WILLIAM,  of  32  Oxford  Road,  Baie  d'Urfe,  Que.  Born  at  Birming- 
ham, England,  March  25,  1898.  Educ:  B.Sc.  (Elec)  McGill  Univ.,  1923.  1921 
(summer),  rodman,  Dom.  Govt.  Survey;  1922  (summer),  apptce.  Shawinigan  Engrg. 
Co.;  1923-24,  1  year  graduate  student  course  with  Westinghouse  Elec.  Mfg.  Co., 
Pittsburgh,  Penn.;  1924-26,  design  and  supervn.  of  instlln.  of  remote  metering  and 
indicating  equipt.  for  W'estinghouse  Elec;  1926  to  date,  with  Shawinigan  Engrg. 
Co.  as  follows;  elect,  design  and  supervision  of  design  work  for  power  stations,  and 
at  present  specialist  in  automatic  and  remote  control,  relay  protection,  alarm  and 
indicating  systems. 

References:  J.  Morse,  J.  A.  McCrory,  R.  E.  Heartz,  C.  R.  Lindsay,  G.  R.  Hale, 
C.  V.  Christie,  P.  Ackerman. 

FOR  TRANSFER  FROM  STUDENT 

AKIN— THOMAS  BERNARD,  JR.,  of  Windsor,  N.S.  Born  at  Calgary,  Alta., 
April  3,  1908.  Educ:  B.Sc.  (Civil)  Nova  Scotia  Tech.  Coll.,  1932.  1930  (summer), 
asst.  engr.  on  survey  and  constrn.  of  66,000  volt  transmission  line;  1931  (summer), 
i/c  small  survey  party  making  survey  of  flowage;  1932-35,  asst.  mgr.,  Minas  Basin 
Pulp  &  Power  Co.,  Hantsport,  N.S.;  1935-37,  supt.,  and  1937-41,  mgr.,  Canadian 
Keyes  Fibre  Co.  Ltd.,  Hantsport,  N.S.  ;  at  present  Pilot  Officer,  R.C.A.F.  (Montreal). 
(St.  1932). 

References:  S.  Ball,  W.  P.  Copp,  I.  P.  MacNab,  W.  G.  MacDonald,  J.  W.  March. 

MILLER— LINDSAY,  of  61  Hill  St.,  Kingston,  Ont.  Born  at  Cambuslang, 
Scotland,  Nov.  4th,  1910.  Educ:  B.Eng.  (Mech.)  McGill  Univ.,  1933;  1928  (sum- 
mer), levelman  on  Rapid  Blanc  Devt.,  Shawinigan  Engrg.  Co.  1929-32  (summers), 
inspr.  on  constr.  work,  M.L.H.  &  P.  Cons.;  1933-36,  tester,  and  then  asst.  to  the 
control  engr.,  Consolidated  Paper  Corp.  (Wayagamack  Divn.);  1936-37,  dftsmn., 
International  Paper  Co.,  Hawkesbury;  1937-40,  dftsman.,  J.  R.  Booth  Ltd.,  Ottawa 
At  present  dftsman.  with  Aluminum  Co.  of  Canada,  Kingston.  (St.  1932). 

References:  K.  M.  Winslow,  W.  T.  Dempsey,  M.  N.  Hay,  C  M.  McKergow,  J. 

B.  Baty. 


376 


July,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

CONSTRUCTION  SUPERVISOR  with  experience  in 
heavy  construction  for  either  long  or  short  term  con- 
tract in  British  Guiana.  Applications  should  be 
addressed  to  Box  No.  2330-V. 

GRADUATE  ENGINEER  with  at  least  two  years 
practical  experience  in  a  tool  room  to  act  as  an 
instructor  in  the  Apprentice  School  of  a  large  indus- 
trial concern.  Apply  Box  No.  2344-V. 

MECHANICAL  DESIGNING  DRAUGHTSMAN 
with  experience  for  permanent  position  with  firm 
engaged  in  war  work.  Apply  Box  No.  2375-V. 

ARCHITECTURAL  DRAUGHTSMEN  required  im- 
mediately by  large  industrial  concern  for  their 
Montreal  office.  Apply  Box  No.  2376-V. 

FIELD  ENGINEER,  aggressive,  capable,  preferably 
one  with  a  university  degree  in  chemical  engineering 
and  who  has  some  knowledge  of  boiler  plant  opera- 
tion to  sell  and  service  boiler  feed  water  treatment 
chemicals.  Candidate  must  possess  personality  con- 
ducive to  good  salesmanship  having  good  educational 
and  family  background.  Remuneration  will  be 
$1,500.00  a  year  and  travelling  expenses  when  away 
from  Headquarters.  Write  fully  education,  experience 
and  present  occupation,  giving  references.  Personal 
interview  will  be  arranged  only  by  written  applica- 
tion to  Box  No.  2394-V. 

HIGH  GRADE  ARCHITECT  urgently  required  for 
work  in  Montreal  on  industrial  plant  project.  Apply 
Box  No.  2399-V. 

JUNIOR  CHEMICAL  AND  METALLURGICAL 
ENGINEER  for  plant  installation  and  operation 
work.  Apply  Box  No.  2400-V. 

STRUCTURAL  OR  GENERAL  DRAUGHTSMAN 
for  plant  extension  work.  Apply  Box  No.  240 1  -V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


JUNIOR  MECHANICAL  GRADUATE  with  about 
one  to  five  years  experience  for  work  in  South 
America.  Apply  Box  No.  2402-V. 

MUNICIPAL  ENGINEER,  conversant  with  road 
construction,  paving,  construction  and  maintenance 
of  sewers  and  water  services,  for  a  town  in  Ontario. 
Salary  from  $2,400  to  $3,000  per  year  according  to 
experience  and  qualifications.  Send  applications  with 
full  particulars  to  Box  No.  2403-V. 

SITUATIONS  WANTED 

GRADUATE  ELECTRICAL  ENGINEER,  Univer- 
sity of  Toronto,  five  years  experience  drafting  and 
design  in  connection  with  electrical  instruments  and 
small  motors.  Also  experienced  in  design  of  small 
jigs  and  fixtures  and  general  machine  design.  Desires 
permanent  position.  Apply  to  Box  No.  1486-W. 

GRADUATE  MECHANICAL  ENGINEER,  m.b.i.c, 
14  years'  experience  as  factory  manager  in  machine 
tool  factory  and  as  consulting  industrial  engineer  in 
widely  diversified  metal  working  trades  improving 
factory  and  office  methods  specially  cost  accounting, 
desires  permanent  position.  Apply  to  Box  No. 
1730-W. 


GRADUATE  CIVIL  ENGINEER,  m.e.i.c,  15  years 
engineering  on  this  continent  and  five  years  over- 
seas. Experienced  in  design  and  construction  of 
dams,  hydro-electric  and  industrial  plants.  Field 
engineer  for  construction  on  dams  and  transmission 
lines,  considerable  experience  in  concrete  work. 
Desires  position  preferably  as  field  engineer  or  con- 
struction superintendent.  Apply  Box  No.  1527-W. 

ELECTRICAL  ENGINEER,  Age  32  with  the  follow- 
ing experience — Eight  years  field  work  in  general 
construction,  supervision,  estimating  and  ordering 
materials.  At  present  employed  in  general  construc- 
tion but  wants  to  enter  the  electrical  field.  Apply 
Box  No.  I992-W. 

MECHANICAL  ENGINEER,  jr.E.i.c,  and  member 
of  the  American  Society  for  Metals.  Since  graduation 
(Toronto  '33)  has  specialized  in  the  metallurgy,  pro- 
cessing, and  heat  treatment  of  steel,  aluminum  and 
aluminum  alloys.  Also  five  years  successful  sales 
experience  and  is  thoroughly  familiar  with  materials 
specifications  of  all  types.  Now  thirty  years  of  age, 
available  at  once,  and  can  furnish  the  best  of  refer- 
ences. Desires  permanent  position.  Apply  Box  No. 
2365-W. 


LIBRARY  NOTES 

(Continued  from  page  375) 

THE  MOTOR  SHIP  REFERENCE  BOOK 
for  1941 

Compiled  by  the  Staff  of  "The  Motor  Ship' ' 
Temple  Press,  Ltd.,  London,  E.C.I,  1941. 
324    PP-,    illus.,    diagrs.,    charts,    tables, 
8%  x  5Yi  in.,  cloth,  7s.  6d.  net,  or  8s. 
post  free. 
This  annual  publication  on  Diesel  motor 
ships  presents  technical  information  on   oil 
engines  in  general  and  on  specific  types,  and 
contains  an  alphabetical  list  of  all  vessels 
completed  to  December,  1939,  with  a  partial 
list  for  1940.  Lloyd's  rules  for  the  construction 
and  survey  of  motor  ship  machinery  are  in- 
cluded, and  there  is  a  list  of  builders  of  marine 
Diesel  engines  in  all  countries. 

PLANT-PRODUCTION  DIRECTORY 

Vol.  1,  No.  1.  First  edition,  1941.  Indus- 
trial Directories,   Chicago,  III.,  578  pp., 
Mus.,  my2  x  11  in.,  cloth,  $10.00. 
The   major   part    of   this   new   industrial 
directory  is  devoted  to  an  alphabetical  listing 
of  industrial  products  with  the  manufacturers 
of  them.   Other  information   given  includes 
sources  of  supply  for  industrial  chemicals,  a 
large    section    of    mathematical    tables    and 
mechanical  data,  a  trade  name  index  and  a 
complete  alphabetical  list  of  manufacturers 
with  addresses  only. 

PRACTICAL     ELECTRICAL     WIRING, 
Residential,  Farm,  and  Industrial 

By  H.  P.  Richter.  2  ed.  McGraw-Hill  Book 

Co.,  New  York  and  London,  1941-  521  pp., 

illus.,  diagrs.,  charts,  tables,  8Yi  x  5%  in., 

cloth,  $3.00. 

Practical  methods  of  electrical  wiring  are 

explained  in  plain  language  for  the  man  who 

does  it.  All  kinds  of  light  and  power  wiring 

for  home,  farm  and  factory  are  described, 

and  the  basic  theoretical  principles  are  clearly 

presented.  This  second  edition,  including  the 

appended  tables  of  data,  has  been  based  on 

and  revised  in  accordance  with  the  new  1940 

National  Electrical  Code. 

PUBLIC  WORKS  ENGINEERS'   YEAR- 
BOOK, 1941 

American  Public  Works  Association, 
Chicago,  1941.  4%4  PP-,  illus.,  diagrs., 
charts,  tables,  9  x  5Yi  in.,  cloth,  $3.50. 


The  papers  presented  at  the  1940  Public 
Works  Congress  and  the  Western  Regional 
Conference  are  included  in  the  current  volume 
of  this  yearbook.  They  are  broadly  grouped 
under  the  following  headings:  public  works 
administration;  city  and  regional  planning; 
streets  and  highways;  traffic  control;  and 
sewerage  and  sewage  disposal.  Other  import- 
ant material  and  the  business  proceedings  of 
the  American  Public  Works  Association  are 
also  included. 

RAILWAY    FUEL    AND    TRAVELLING 
ENGINEERS'  ASSOCIATION 

Fourth  Annual  Proceedings,  Hotel  Sher- 
man, Chicago,  III,  Oct.  22nd  to  25th,  1940. 
Railway  Fuel  and  Travelling  Engineers' 
Association,  Chicago,  III.,  1941-  339  pp., 
illus.,  charts,  tables,  9  x  6  in.,  lea.,  $3.00. 
The  full  text  of  the  committee  reports  and 
special  papers  presented  is  included  in  this 
publication  of  the  detailed  proceedings  of  the 
Association's  annual  meeting.  The  member- 
ship list,  constitution  and  by-laws  appear  at 
the  end  of  the  volume. 

SOIL  MECHANICS 

By  D.   P.   Krynine.   McGraw-Hill  Book 

Co.,  New  York  and  London,  1941.  451  pp., 

illus.,  diagrs.,  charts,  tables,  9x6  in., 

cloth,  $5.00. 

This  book  presents  the  principles  used  in 

the  design,  construction  and  maintenance  of 

foundations  of  structures  and  structures  made 

of  earth  material.   Engineering  applications 

of  these  principles  are  discussed;  field  and 

laboratory  soil  investigations  are  described; 

and  the  settlement  of  structures,  its  causes, 

prevention  and  damage  are  considered.  The 

physical    properties    of    soil    materials    are 

studied,  and  many  important  conceptions  and 

principles,  such  as  idealized  earth  masses  and 

continuity  of  strains,   are  fully  dealt  with. 

Problems    and    references    accompany    each 

chapter. 

STUDENT  AND  EMPLOYEE  SAFETY  IN 
COLLEGES  AND  UNIVERSITIES 

National   Safety    Council,    Chicago,    III., 

1941-  82  pp.,  illus.,  maps,  charts,  tables, 

9x6  in.,  paper,  $1.00. 

This    pamphlet   points    out   some    of   the 

hazards  involved  in  college  shops  and  build- 


ings, in  athletics  and  in  campus  traffic.  Sug- 
gestions are  given  for  preventive  measures  to 
eliminate  accidents  which  are  the  result  of 
unsafe  environmental  conditions  or  unsafe 
human  behaviour. 

TABLES  OF  SINE,  COSINE  AND  EXPO- 
NENTIAL INTEGRALS 

Vol.   2,   prepared  by  the  Federal  Works 

Agency,  Work  Projects  Administration  for 

the  City  of  New  York,  conducted  under  the 

sponsorship  and  for  sale  by  the  National 

Bureau  of  Standards,  Washington,  D.C., 

1940.  225  pp.,  tables,  11  x  8  in.,  cloth, 

$2.00,  advance  payment  required. 

The  functions  indicated  are  tabulated  in 

this  volume  over  the  range  between  0  and  10 

at  intervals  of  0.001.  Differences  have  been 

listed  for  purposes  of  interpolation,  although 

for  the  range  from  0  to  2,  Vol.  I  should  be 

consulted  for  greater  accuracy  in  this  respect. 

Several   supplementary   tables   and   various 

reference  fists  are  included. 

(The)    TELEPHONE   IN    A    CHANGING 
WORLD 

By  M.  M.  Dilts.  Longmans,  Green  &  Co., 
New  York  and  Toronto,  1941-  219  pp., 
illus.,  diagrs.,  woodcuts,  maps,  8Y2  x  5Yi 
in.,  cloth,  $2.50. 
The  telephone  as  a  "great  American  insti- 
tution" is  the  theme  of  this  book.  Historical 
and  anecdotal  information  is  presented  upon 
the  development  of  the  telephone,  operator 
service,    directories,    by-products  and  radio- 
telephony.  The  increasing  effect  of  the  tele- 
phone upon  many  phases  of  everyday  life  is 
emphasized. 

TEXTBOOK  OF  GEOLOGY,  Pt.  2,  His- 
torical Geology 

By  C.  Schuchert  and  C.  O.  Dunbar,  4  éd., 
largely  rewritten.  John  Wiley  &  Sons,  New 
York,  1941.  544  PP-;  illus.,  diagrs.,  charts, 
maps,  tables,  9  x  6  in.,  cloth,  $4-00. 
As  in  previous  editions,  the  history  of  the 
geologic  changes  on  the  earth  is  presented 
chronologically.  A  prologue  of  several  chap- 
ters presents  basic  conceptions  for  interpreting 
geological  records,  and  the  whole  subject  is 
treated  in  a  simple  manner  for  the  beginning 
student.  In  order  to  take  account  of  new  facts 
the   subject    matter    has    been    considerably 
revised. 


THE  ENGINEERING  JOURNAL     July,  1941 


377 


Industrial  News 


FILE  CLEANERS 

S.  A.  Felton  &  Son  Co.  (Canadian  Div.), 
Hamilton,  Ont.,  have  published  a  data  sheet 
which  illustrates  four  well-tried  designs  of 
"Felton's"  file  cleaners  with  specifications  and 
prices  in  each  case. 

GROUND  CONNECTORS 

Canadian  Line  Materials,  Ltd.,  Toronto, 
Ont.,  are  distributing  Bulletin  Form  No.  6018, 
issued  by  the  Burndy  Engineering  Company, 
Inc.,  New  York,  N.Y.,  which  illustrates  four- 
teen types  of  "Burndy  Ground  Connectors." 

Five  methods  of  grounding  are  shown  dia- 
grammatically. 

HYDRAULIC  SCRAPERS 

Form  No.  A-l  13-639,  a  16-page  booklet, 
issued  by  La  Plant-Choate  Mfg.  Co.  Inc., 
Cedar  Rapids,  Iowa,  gives  complete  details 
of  the  hydraulic  controls  and  other  features 
of  hydraulic  "Carrimor"  scrapers  ranging  in 
size  from  2.9  to  8.2  cu.  yds. 

INDUSTRIAL    INSULATION 

Fiberglas  Canada  Ltd.,  Oshawa,  Ont.,  have 
published  a  16-page  booklet  which  deals  with 
the  use  of  Fiberglas  insulating  products  for 
various  industrial  uses.  An  illustrated,  descrip- 
tive page  is  devoted  to  each  of  the  following 
types  of  the  product:  moulded  and  blanket 
type  for  pipe  insulation;  insulating  block  for 
high  temperature  application;  permanent 
form  insulation  in  bats  and  panels,  and  with 
metal  facings;  metal  mesh  blankets  to  insulate 
boilers,  tanks,  cylinders,  ducts,  etc.;  insula- 
tion cement,  finishing  cement,  and  O-C  Mastic 
for  monolithic  protection  and  finish  of  tanks, 
ovens  and  pipes,  etc.;  duct  insulation  for  con- 
cealed or  exposed  work;  insulating  wool  for 
marine  work  and  general  purpose  insulation; 
sewn  blankets  for  many  industrial  applica- 
tions. A  section  of  brief  specifications  is  also 
included. 

INTERIOR  AND  EXTERIOR  PAINTS 

"Norface"  paint  for  interior  and  exterior 
use  on  residences,  factories,  hospitals,  public 
buildings,  etc.,  is  described  in  a  four-page 
folder  issued  by  Northern  Paint  &  Varnish 
Co.  Ltd.,  Owen  Sound,  Ont.  Contains  details 
of  the  properties  of  these  paints,  how  to  use 
them  and  the  advantages.  Also  samples  of 
colours. 

JOINT  SEALING  COMPOUND 

Bulletin  No.  208-F,  published  by  Quigley 
Co.  of  Canada,  Ltd.,  Lachine,  Que.,  features 
"Q-SEAL,"  a  plastic  expansion  joint  sealing 
compound  for  threaded,  flange,  gasket,  and 
metal-to-metal  joints  in  pipe  lines  and  equip- 
ment carrying  high  pressure  steam,  oils,  gaso- 
line, tar,  creosote,  acids,  ammonia,  brine,  and 
other  commodities. 

METAL  AND  WIRE  FORMING 
MACHINE 

The  A.  H.  Nilson  Machine  Co.,  Bridgeport, 
Conn.,  are  distributing  a  four-page  bulletin, 
No.  75A,  entitled  "Nilson  Presents  the  New 
Automatic  Metal  and  Wire  Forming  Machine" 
which  describes  the  various  features  of  this 
machine  with  specifications  covering  four 
different  models.  Contains  photographic  illus- 
trations and  a  cross-sectional  drawing. 

NICKEL  ALLOY  STEEL  CASTINGS 
IN  INDUSTRY 

In  a  booklet  of  28  pages  and  cover  pub- 
lished by  The  International  Nickel  Co.  of 
Canada,  Ltd.,  Toronto,  Ont.,  the  use  of  nickel 
alloy  steel  castings  in  industry  is  shown  by 
many  illustrations  of  typical  applications  for 
railroads,  oil  production  and  refining,  power 
plants,  mining  and  milling,  excavating  and 
dredging,  steel  rolling  and  forging,  construc- 
tion projects,  and  miscellaneous  equipment. 
Data  on  compositions,  properties,  etc.,  are 
also  included. 


Industrial     development  —  new    products  —  changes 
in     personnel    —   special    events   —   trade     literature 


ADVISORY    ENGINEER 

AND 

MANAGER 

Available  for  immediate  appoint- 
ment. 

English  training:  Mechanical  and 
Electrical  Engineering  with  renowned 
British  concerns.  World  wide  experience 
and  technical  experience,  professional 
and  commercial  responsibility  and  con- 
trol, Council,  Committee  and  Commis- 
sion work. 

High  capacity  power  projects,  con- 
struction, industrial  organization  and 
administration.  Works  management. 
Consulting  and  inspecting  practice. 

Extensive  Canadian  experience,  and 
connections. 

Reply  to  Box  No.  1697-W 

THE  ENGINEERING  JOURNAL 

2050  Mansfield  St.,  Montreal,  Que. 


CONDENSERS  AND  COOLERS 

Worthington-Carbondale  shell-type  con- 
densers and  coolers  are  featured  in  a  12-page 
bulletin,  No.  C-1100— B-13,  published  by  the 
Carbondale  Div.,  of  Worthington  Pump  & 
Machinery  Corp.,  Harrison,  N.J.  This  bulletin 
is  well  illustrated  with  equipment  and  instal- 
lation photographs.  The  descriptive  matter 
deals  with  multi-pass,  small  multi-pass  and 
vertical  coolers  and  condensers,  with  special 
reference  to  non-priming  brine  coolers,  ice 
tank  coolers  and  the  Worthington-Carbondale 
"Spiro-Flo"  vertical  condensers. 

CONVECTORS 

A  four-page  folder  of  the  Chatham  Malle- 
able &  Steel  Products,  Ltd.,  Chatham,  Ont., 
describes  and  illustrates  the  "Chatco  Heat 
Speed"  convectors,  which  are  available  in 
many  types  and  enclosures,  four  of  which  are 
illustrated  in  the  folder.  These  convectors  are 
adaptable  to  any  room  where  radiators  are 
used.  A  sectional  illustration  shows  the  con- 
struction features. 

CONVEYOR  AND  ELEVATOR 
BELTING 

Dunlop  Tire  &  Rubber  Goods  Co.,  Ltd., 
Toronto,  Ont.,  have  published  a  62-page  book 
entitled  "Rubber  Belting  Data-Conveyor 
and  Elevator."  A  compilation  of  information 
intended  for  the  users  of  conveyor  and  ele- 
vator belting,  combining  the  results  of  tech- 
nical research  and  practical  field  experience, 
this  manual  provides  a  ready  reference  in 
determining  the  proper  belt  for  various  types 
of  service  commonly  encountered.  The  book 
should  prove  invaluable  as  practically  every 
detail  of  interest  to  users  of  this  type  of  belt- 
ing is  clearly  dealt  with. 

"DUNLOP  SERVES  THE  EMPIRE" 

Under  the  above  title  the  Dunlop  Tire  & 
Rubber  Goods  Co.  Ltd.,  of  Toronto,  Ont.,  has 
produced  a  pictorial  review  of  the  application 
of  this  product  to  the  many  and  varied  activi- 
ties of  the  fighting  forces  and  industries  en- 
gaged in  the  production  of  munitions  of  war. 
Interesting  illustrations  taken  on  land,  on  sea, 
and  in  the  air,  graphically  emphasize  the  im- 
portance of  this  product.  The  booklet  contains 
12  pages. 


PROTECTIVE  PAINT 

Northern  Paint  &  Varnish  Co.  Ltd.,  Owen 
Sound,  Ont.,  have  issued  a  four-page  folder 
which  provides  full  details  describing  Nor- 
Cote  No.  400,  an  abrasion  resisting,  skid- 
proof,  protective  paint  for  steel,  wood  or 
cement.  Contains  also  information  covering 
the  Company's  anti-corrosive,  acid-resisting 
and  pure  metalead  paints. 

RUST  PREVENTATIVE 

A  folder  featuring  "Carter's  Rust  Preven- 
tative" for  the  prevention  of  rust  and  corro- 
sion of  metal  surfaces,  both  interior  and  ex- 
terior, has  been  published  by  Canadian  Cork 
Co.  Ltd.  of  Montreal,  Que.  Recommended 
by  the  makers  for  industrial  plants,  ice  plants, 
cold  storage  plants,  dairies,  packinghouses,  etc. 

SQUARE  AND  HEXAGON  HOLE  DRILLS 

"Watts"  method  of  drilling  square,  hexagon 
and  octagon  holes  is  illustrated  and  described 
in  a  folder  recently  released  by  Watts  Bros. 
Tool  Works,  of  Wilmerding,  Pa.  Any  engine 
or  turret  lathe,  drill  press  or  hand  screw 
machine  provides  the  power  while  the  "Watts" 
angular  drills  and  full  floating  chucks  do  the 
work. 

UNIT  HEATERS 

Entitled  "Chatco  Heat  Speed"  Unit  Heat- 
ers, a  four-page  folder  issued  by  Chatham 
Malleable  and  Steel  Products,  Ltd.,  of  Chat- 
ham, Ont.,  contains  a  complete  description 
of  the  horizontal  and  vertical  projection  type 
heaters  which  are  available  with  both  steam 
and  hot  water.  A  sectional  drawing  describes 
the  principal  features  of  the  heater  and  a 
number  of  sketches  illustrate  typical  instal- 
lations. 

VOLTAGE  REGULATORS 

Ferranti  Electric  Ltd.,  Toronto,  Ont.,  are 
distributing  a  four-page  folder  in  which  the 
company  discusses  war  time  voltage  problems 
and  describes  three  general  types  of  Ferranti 
automatic  step-voltage  regulators  which  are 
available  either  as  single-  or  three-phase  units 
in  any  voltage  up  to  115,000. 

WELDED  STEEL  BASE  PLATES 

Booklet  No.  1882,  published  by  Link  Belt 
Limited,  Toronto,  Ont.,  covers  the  company's 
line  of  welded  steel  base  plates  for  adjusting 
pillow  blocks  and  common  flat  boxes  for  shaft 
alignment.  Type  "A,"  for  horizontal  adjust- 
ment only,  and  type  "B,"  for  both  horizontal 
and  vertical  adjustment,  are  tabulated  for 
mounting  pillow  blocks  of  shaft  sizes  up  to 
eight  inches.  Dimensions  and  weights  are 
given. 

OIL  TESTING  INSTRUMENTS 

A  32-page  catalogue,  No.  699E,  issued  by 
C.  J.  Tagliabue  Mfg.  Co.,  of  Brooklyn,  NY., 
contains  complete  illustrated  descriptions  with 
specifications  covering  the  Company's  oil 
testing  instruments  for  petroleum  products, 
including  "Tag"  A.S.T.M.  penetrometers, 
and  enclosed  scale  penetrometers,  hydro- 
meters for  general  laboratory  use,  and  various 
other  oil  testing  instruments  and  apparatus 
including  calorimeters,  viscosimeters,  etc. 

COLD  HEADED  DIE  STEEL 

Jessop  Steel  Co.,  Washington,  Pa.,  are  dis- 
tributing an  eight-page  bulletin  No.  141, 
which  describes  the  Company's  "new  process" 
steel  for  cold-header  dies  and  punchers,  which 
is  a  clean,  non-porous  steel  developed  espec- 
ially to  meet  the  severe  service  conditions 
encountered  when  cold-heading  bolts,  screws, 
rivets,  nails,  buttons,  and  other  small  metal 
objects.  Contains  complete  information  on 
the  heat  treatment  of  this  steel. 


378 


July,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  AUGUST  1941 


NUMBER  8 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 


CONTENTS 


205»  MANSFIELD  STREET  -  MONTREAL 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DeL.  FRENCH,  U.U.I.C.,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c. 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.e.i.c. 


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THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  th« 
apinions     expressed    in     the    following    pages. 


ARMY  TRANSPORT  IN  THE  MAKING 

(Courtesy  General  Motor  Products  of  Canada,  Ltd.)    .  .  .  Cover 

CARRIER  CURRENT  TELEPHONY 

W.  W.  Rapsey,  S.E.I.C 382 

WORLD'S  SUPPLY  OF  ALUMINUM 

M.  N.  Hay,  M.E.I.C .  ,384 

SOLUTION  OF  SIMULTANEOUS  LINEAR  EQUATIONS  IN  STRUCTURAL 
ANALYSIS 
/.  F.  Morrison,  M.E.I.C 386 

AIR  TRAFFIC  CONTROL 

Ewan  D.Boyd 388 

FUNDAMENTALS  OF  PROFESSIONAL  EDUCATION 

Elliott  D.  Smith 391 

OUR  CITIES— THEIR  ROLE  IN  THE  NATIONAL  ECONOMY 

George  S.  Mooney         ..........     394 

ARSTRACTS  OF  CURRENT  LITERATURE       .  .  .  .  ,  .399 

FROM  MONTH  TO  MONTH 404 

PERSONALS 406 

Visitors  to  Headquarters       ......... 

Obituaries    ............ 

NEWS  OF  THE  RRANCHES 409 

NEWS  OF  OTHER  SOCIETIES 411 

LIBRARY  NOTES 412 

PRELIMINARY  NOTICE 416 

EMPLOYMENT  SERVICE 417 

INDUSTRIAL  NEWS 418 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•McNEELY  DuBOSE,  Arvida,  Que. 


•J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

•G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY,  Sydney,  N.S. 

*J.  M.  CAMPBELL,  Lethbridge,  Alta. 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 

fD.  S.  ELLIS,  KingBton,  Ont. 

fJ.  M.  FLEMING,  Port  Arthur,  Ont. 

tl.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.  FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
fDEGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

fH.  W.  McKIEL,  Sackville,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville,  Ont. 

M.  L.  LANG,  Sault  Ste.  Marie,  Ont. 

*A.  LARIVIERE,  Quebec,  Que. 

tH.  N.  MACPHERSON,  Vancouver,  B.C. 

*W.   R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton.  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


+K.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,  N.S. 


JT.   H.  HOGG,  Toronto,  Ont. 


•J.  H.  PARKIN,  Ottawa,  Ont. 

•B.  R.  PERRY,  Montreal,  Que. 

JG.  McL.  PITTS,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.  E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

ÎH.  J.  VENNES,  Montreal,  Que. 

•For  1941  tFor  1941-42  JFor  1941-42-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


FINANCE 

deG.  BEAUBIEN,  Chairman 

3.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,   Treasurer 


STANDING  COMMITTEES 


LEGISLATION 

E.  M.   KREBSER,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY,  Chairman 


PUBLICATION 


PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
J.  C.  KEITH 
W.  S.  WILSON 


C.  K.  McLEOD,  Chairman 

R.  DbL.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w.  e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 

h.  a.  lum6den 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 

LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
A.  E.  CAMERON 
G.  E.  COLE 
V.  DOLMAGE 
W.  G.  McBRIDE 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 


MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone   A    (Western  Provinces) 
H.   N.   Ruttan  Prize 

A.  L.  CARRUTHERS,  Chairman 

J.  M.  CAMPBELL 

H.  N.  MACPHERSON 
Zone  B   (Province  of  Ontario) 
John  Galbraith  Prise 

K.  M.  CAMERON,  Chairman 

W.  H.  MUNRO 

J.  H.  PARKIN 
Zone  C  (Province  of  Quebec) 
Phelps  Johnson   Prise   (English) 

McN.  DoBOSE,  Chairman 

C.  K.  McLEOD 

H.  J.  VENNES 
Ernest  Marceau  Prize   (French) 

deG.  BEAUBIEN.  Chairman 

J.  H.  FREGEAU 

A.  LARIVIERE 
Zone  D  (Maritime  Provinces) 
Martin   Murphy   Prize 

W.  S.  WILSON,  Chairman 

I.  W.  BUCKLEY 

S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 
J.  B.  CHALLIES,  Vice-Chairman 
E.  A.  ALLCUT 
R.  W.  ANGUS 
C.  CAMSELL 
.    J.  M.  R.  FAIRBAIRN 
O.  O.  LEFEBVRE 
M.  J.  McHENRY 
H.  H.  VAUGHAN 


RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,  Ytce-CAoirman 
G.  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A.  GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


380 


August,  1941    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),  3.  F.  BRIDGE 

E.  M.  KREBSER 

J.  CLARK  KEITH 
Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 

CALGARY 

Chairman,     J.  B.  deHART 
Vice-Chair.,  H.  J.  McEVVEN 
Executive,      F.  J.  HEUPERMAN 

T.  D.  STANLEY 

J.  M.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOESE 

J.  HADDIN 

j.  McMillan 

Sec.-Treas.,  P.  F.  PEELE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio), I.  W.  BUCKLEY 

W.  S.  WILSON 
Sec.-Treas.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 

Chairman,  R.  M.  HARDY 
Vice-Chair.,  D.  A.  HANSEN 
Executive,      J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 

(Ex-Officio),  J.  GARRETT 

E.  NELSON 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 
HALIFAX 

Chairman,     S.  L.  FULTZ 
Executive,      J.  A.  MacKAY 

A.  E.  CAMERON 
A.  E.  FLYNN 
D.  G.  DUNBAR 
J.  F.  F.  MACKENZIE 
P.  A.  LOVETT 
G.  F.  BENNETT 
(Ex-Officio),  C.  SCRYMGEOUR 

S.  W.  GRAY 
Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 
HAMILTON 

Chairman,     W.  A.  T.  GILMOUR 
Vice-Chair.,  S.  SHUPE 

Executive,      C.  H.  HUTTON        T.  S.  GLOVER 
H.  A.  COOCH         A.  C.  MACNAB 
{Ex-Officio),  ALEX.  LOVE  W.  L.  McFAUL 

Sec-Treat.,  A.  R.  HANNAFORD, 
354  Herkimer  Street, 
Hamilton,  Ont. 
KINGSTON 

Chairman,     T.  A.  McGINNIS 
Vice-Chair.,  P.  ROY 
Executive,      V.  R.  DAVIES 

K.  H.  MoKIBBIN 
K.  M.  WINSLOW 
A.  H.  MUNRO 
(Ex-Officio),  G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
See.-Treat.,  J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 
LAKEHEAD 

Chairman,    B.  A.  CULPEPER 
Vice-Chair., MISS  E.  M.  G.  MacGILL 
Executive,     E.  J.  DAVIES 

J.  I.  CARMICHAEL 
S.  E.  FLOOKE 
S.  T.  McCAVOUR 
R.  B.  CHANDLER 
W.  H.  SMALL 
W.  R.  BENNY 

C.  D.  MACKINTOSH 
(Ex-Officio), H.  G.  O'LEARY 
Sec.-Treas.,  W.  C.  BYERS, 

C/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 

LETHBRIDGE 

Chairman,    WM.  MELDRUM 
Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.  T.  JULIAN 
Executive,      V.  A.  McKILLOP 
F.  C.  BALL 

F.  BELL 

T.  L.  McMANAMNA 
R.  S.  CHARLES 
(Ex-Officio),  H.  F.  BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 

MONCTON 

Chairman,  F.  O.  CONDON 
Vice-Chair.,  H.  J.  CRUDGE 
Executive,      B.  E.  BAYNE  E.  R.  EVANS 

G.  L.  DICKSON  E.  B.  MARTIN 
T.  H.  DICKSON  G.  E.  SMITH 
R.  H.  EMMERSON 

(Ex-Officio),  H.  W.  McKIEL  G.  E.  SMITH 

Sec.-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair.,  J.  A.  LALONDE 
Executive,      E.   V.  GAGE 

P.  E.  POITRAS 

I.  S.  PATTERSON 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 
(Ex-Officio),  J.  B.  CHALLIES 

deG.  BEAUBIEN 

J.  G.  HALL    • 

H.  MASSUE 

C.  K.  McLEOD 
B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que 

NIAGARA   PENINSULA 

Vice-Chair.,  C.  G.  CLINE 
Executive,     L.  J.  RUSSELL 

J.  H.  TUCK 

A.  C.  BLUE 

G.  F.  VOLLMER 

G.  E.  GRIFFITHS 

D.  W.  BRACKEN 
(Ex-Officio),  W.  R.  MANOCK 
Sec.-Treas.,  J.  H.  INGS, 

1880  Ferry  Street, 

Niagara  Falls,  Ont. 

OTTAWA 

Chairman,     T.  A.  McELHANNEY 
Executive       J.  H.  IRVINE 

W.  G.  C.  GLIDDON 
A.  A.  SWINNERTON 
W.  H.  NORRISH 
R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 
J.  H.  PARKIN 
W.  H.  MUNRO 
Sec.-Treas.,  R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,    J.  CAMERON 

Executive,     J.  CAMERON  D.  J.  EMERY 

A.  J.  GIRDWOOD  I.  F.  McRAE 

J.  W.  PIERCE  F.  R.  POPE 

(Ex-Officio), R.  L.  DOBBIN 
H.  R.  SILLS 
A.  L.  MALBY 
Sec.-Treas.,      D.  J.  EMERY, 

595  Douglas  Ave., 

Peterborough,  Ont. 

QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE     G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treat.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,     N.  F.  McCAGHEY 
Vice-Chair.,  R.  H.  RIMMER 
Executive,      B.  BAUMAN 
G.  B.  MOXON 
A.  I.  CUNNINGHAM 
W.  J.  THOMSON 
(Ex-Officio),  McN.  DuBOSE 

M.  G.  SAUNDERS 
J.  W.  WARD 
Sec.-Treas.,  D.  S.  ESTABROOKS, 

Price  Bros.  &  Co.  Ltd., 
Riverbend,  Que. 


SAINT  JOHN 

Chairman,     F.  A.  PATRIQUEN 
Vice-Chair.,  D.  R.  SMITH 
Executive,      A.  O.  WOLFF 

H.  P.  LINGLEY 

W.  B.  AKERLEY 
(Ex-Officio) ,  J .  P.  MOONEY 

H.  F.  MORRISEY 
Sec.-Treas.,  V.  S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B. 

ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 

Executive,      A.  C.  ABBOTT      J.  M.  MITCHELL 
R.  DORION  G.  RINFRET 

V.  JEPSEN  H.  J.  WARD 

J.  JOYAL  H.  K.  WYMAN 

H.  O.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 
Sec.-Treas.,  C.  G.  deTONNANCOUR 

Plant  Research  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 

SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 

b.  russell 

G.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 

P.  C.  PERRY 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 


SAULT  STE. 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


MARIE 

E.  M.  MacQUARRIE 

L.  R.  BROWN 

R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 

J.  L.  LANG 

A.  E.  PICKERING 

O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 


TORONTO 

Chairman,     H.  E.  BRANDON 
Vice-Chair.,  W.  S.  WILSON 
Executive,      F.  J.  BLAIR 

W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C.  E.  SISSON 
Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont. 

VANCOUVER 

Chairman,    J.  N.  FINLAYSON 

Vice-Chair.,  W.  O.  SCOTT 

Executive,     T.  E.  PRICE         H.  C.  FITZ-JAMES 
J.  R.  GRANT  R.  E.  POTTER 

W.  N.  KELLY  P.  B.  STROYAN 

(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 

Sec.-Treas.,  T.  V.  BERRY, 

3007-36th  Ave.  W., 

Vancouver,  B.C. 

VICTORIA 

Chairman,     G.  M.   IRWIN 
Vice-Chair.,  A.  S.  G.  MUSGRAVE 
Executive,      J.  H.  BLAKE 

E.  DAVIS 
A.  L.  FORD 

P.  T.  O'GRADY 
(Ex-Officio),  E.  W.  IZARD 

A.  L.  CARRUTHERS 
Sec.-Treas.,  K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 

WINNIPEG 

Chairman,     V.  MICH  IE 
Vice-Chair.,  D.  M.  STEPHENS 
Executive,      C.  V.  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 

J.  W.  SANGER 
Sec.-Treas.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL      August,  1941 


381 


CARRIER  CURRENT  TELEPHONY 

W.  W.  RAPSEY,  s.e.i.c. 
Canadian  General  Electric  Company,  Limited,  Toronto 

Paper  presented  before  the  Peterborough  Branch  of  The  Engineering  Institute  of  Canada  on  November  2nd,  1939 


This  article  is  intended  to  be  an  introduction  to  carrier 
telephone  methods,  and  a  general  description  of  the  systems 
now  in  use.  Carrier  telephony  is  really  wired  wireless, 
whereby  a  number  of  separate  telephone  messages  are 
transmitted  simultaneously  on  a  single  electrical  circuit  by 
employing  a  separate  alternating  current,  called  a  carrier 
current,  for  each  of  the  separate  messages.  This  carrier  cur- 
rent, is  modulated,  that  is,  it  is  made  to  vary  in  accordance 
with  the  variations  of  current  representing  the  telephone 
message.  At  the  receiving  end,  the  current  variations 
representing  the  signals  are  reproduced  from  the  carriers  by 
suitable  detectors  or  demodulators.  As  in  radio,  the  dif- 
ferent carriers  must  differ  sufficiently  in  frequency  so  that 
they  may  be  separated  from  each  other  at  the  terminals  by 
the  use  of  proper  electrical  circuits. 

When  a  voice  frequency  is  made  to  modulate  a  carrier 
wave,  there  result  what  are  known  as  the  upper  and  lower 
sidebands,  groups  of  frequencies  lying  one  on  either  side  of 


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Fig.   1 — Eastern   terminal  of  a  type  C  carrier  system. 

the  carrier,  which  carry  the  intelligible  speech.  In  most 
modern  carrier  systems,  only  one  of  these  sidebands  is 
transmitted,  both  the  carrier  and  the  other  sideband  being 
removed.  This  effectively  halves  the  space  required  on  the 
frequency  scale  for  each  carrier  conversation,  and  thus 
increases  the  number  of  circuits  possible  over  a  given  pair  of 
lines. 

The  Bell  Telephone  Type  C  carrier  system  will  now  be 
described  as  illustrating  the  main  features  to  be  found  in 
all  open-wire  carrier  applications  except  the  new  broad 
band  system  which  will  be  described  later.  The  type  C 
system  provides  three  carrier  channels  above  the  voice 
frequency  channel,  and  transmits  a  top  frequency  of  about 
thirty  kilocycles.  This  was  considered  to  be  the  highest 
frequency  that  ordinary  open-wire  lines  could   transmit 


without  too  great  attenuation.  For  each  channel,  the  carrier 
is  suppressed  and  only  a  single  sideband  transmitted.  The 
necessary  voice  band  width  was  set  at  about  3000  cycles, 
which  requires  a  carrier  frequency  separation  of  4000 
cycles,  because  the  band-pass  filters  used  have  not  perfectly 
sharp  cut-off  characteristics.  Different  frequencies  are  used 
for  transmission  in  the  two  directions  over  each  channel, 
the  upper  sidebands  of  carrier  frequencies  at  6000,  10,000 
and  14,000  cycles  being  used  for  transmission  from  east  to 
west,  while  the  lower  sidebands  of  carriers  at  22,000, 
26,000  and  30,000  cycles  are  used  for  the  west  to  east  conver- 
sations. Thus  filter  selectivity  may  be  used  at  the  repeater 
stations  and  the  terminals  to  separate  the  two  groups  of 
frequencies  used  for  opposite  directions  of  transmission. 

The  diagram  in  Fig.  1  shows  the  basic  arrangement  of 
apparatus  at  one  terminal  of  a  line  carrying  an  ordinary 
voice  frequency  channel  plus  the  three-channel  Type  C 
carrier  system.  This  is  seen  to  be  an  eastern  terminal  for 
the  lower  group  of  frequencies  is  used  for  transmitting. 

The  currents  used  in  carrier  transmission  are  prevented 
from  reaching  the  subscribers'  lines  by  means  of  a  low-pass 
filter  included  in  the  normal  telephone  line  which  has  cut- 
off just  above  the  voice  range.  Similarly  a  high-pass  filter  in 
the  line  connected  to  the  carrier  apparatus  prevents  the 
absorption  of  the  normal  telephone  currents  by  this  appa- 
ratus. Then  directional  filters  are  employed  to  separate  the 
east  and  west  bound  groups  of  frequency  bands,  and  in 
addition,  band-pass  filters  are  required  to  separate  the  indi- 
vidual channels  in  each  group. 

Following  a  subscriber's  line  to  the  outgoing  toll  office, 
the  line  is  here  divided  into  an  outgoing  and  an  incoming 
circuit.  Since  the  frequencies  at  this  point  are  all  in  the 
voice  range  however,  the  separation  of  incoming  and  out- 
going conversations  is  secured  by  the  common  hybrid  coil 
system  shown  in  Fig.  2.  Instead  of  terminating  the  sending 
and  receiving  branches  in  a  transmitter  and  receiver  res- 
pectively, they  terminate  in  what  are,  in  effect,  conjugate 
branches  of  an  alternating  current  bridge.  If  the  impedance 
of  the  artificial  line  exactly  simulates  the  impedance  of  the 
voice  frequency  line,  any  electromotive  force  applied 
between  the  points  a  and  b  does  not  cause  any  current  to 
flow  in  the  branch  c-d  of  the  carrier  current  circuit.  Thus 
there  is  zero  coupling  between  the  input  and  output  cir- 
cuits of  the  carrier  system,  and  hence  persistent  oscillation, 
i.e.,  singing,  cannot  be  set  up. 

From  the  hybrid  coil,  each  outgoing  circuit  passes  to  a 
modulator  employing  suppressed  carrier.  The  two  sidebands 
pass  on  to  a  band-pass  filter  which  rejects  the  unwanted 
sideband.  A  similar  process  is  undergone  by  the  other  two 
channels.  The  three  bands  selected  for  transmission  which 
come  from  the  three  transmitting  band-pass  filters  design- 
ated A,  B  and  C,  are  then  united  in  a  single  circuit  and  am- 
plified to  the  level  desired  for  transmission  over  the  line. 
From  the  amplifier  they  go  out  through  the  low-pass 
directional  filter  on  to  the  transmission  line.  The  function 
of  this  low-pass  filter  is  to  prevent  the  transmitting  circuits 
from  absorbing  energy  from  the  line  which  should  go  to  the 
receiving  circuits,  and  is  designed  to  largely  attenuate 
everything  above  the  lower  or  east-west  group  of  carrier 
channels. 

In  the  case  of  transmission  from  the  western  terminal  of 
the  line,  a  similar  modulation  and  selection  of  frequencies 
takes  place,  but  here  the  outgoing  conversations  are  trans- 
mitted by  the  upper  frequency  channels  and  enter  the  line 
through  a  high-pass  directional  filter.  These  conversations 
arriving  at  the  east  terminal  cannot  pass  into  the  transmit- 


382 


August,  1941     THE  ENGINEERING  JOURNAL 


ting  circuits  because  they  are  blocked  by  the  low-pass  filter. 
They  therefore  pass  through  the  high-pass  directional  filter 
in  the  receiving  branch  and  then  through  the  receiving 
amplifier.  Leaving  the  amplifier,  the  three  bands  are 
separated  by  a  group  of  receiving  band-pass  filters  a,  b,  c,  and 
then  each  is  passed  to  a  demodulator.  The  demodulator 
low-pass  filters  are  necessary  to  eliminate  undesirable  high 
frequency  products  present  in  the  demodulator  output. 
Thus  only  the  voice  currents  are  passed  on  to  their  res- 


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Fig.  2 — Common  hybrid  coil  system. 

pective  telephone  stations  through  the  hybrid  coils  and 
subscribers'  lines.  This  traces  a  complete  signal  path  over 
the  carrier  system,  from  subscriber  to  subscriber. 

Because  a  vacuum  tube  is  a  one-way  device,  allowing 
energy  to  flow  through  it  in  one  direction  only,  a  very 
similar  scheme  of  directional  filtering  must  be  employed 
at  each  repeater  to  guide  the  east  and  west-bound  groups 
into  separate  amplifiers.  At  the  end  of  the  repeater  the  two 
groups  of  channels  are  combined. 

It  is  obvious  that  many  more  circuits  could  be  obtained 
on  a  single  pair  of  conductors  if  the  carrier  frequency  range 
could  be  widened.  Three  different  methods  of  achieving  this 
enhanced  frequency  range  have  been  developed,  and  they 
are  all  classed  as  broad-band  systems. 

The  first  is  applied  to  open  wire  transmission  lines,  which 
with  their  large  gauge  and  wide  spacing,  are  favourable  to 


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FREQUENCY    IN  KILOCYCLES  PEP  SECOND 

Fig.  3 — Frequency  allotments  for  the  Bell  Telephone's 
carrier  systems. 

high  frequency  transmission.  However,  this  exposed  type  of 
structure  is  difficult  to  keep  free  from  unwanted  currents 
induced  by  nearby  telephone  circuits,  by  power  lines, 
lightning  or  other  outside  disturbances.  The  limiting  factor 
in  using  high  frequencies  on  open  wire  lines  has  generally 
been  induction  or  crosstalk  between  nearby  circuits,  and 
until  recently  30,000  cycles,  the  top  frequency  of  the  Type 
C  system,  represented  about  the  upper  limit. 

Crosstalk  on  open  wire  lines  is  reduced  by  applying  trans- 
position systems  which,  at  high  frequencies,  must  be  made 
very  frequently  and  precisely.  The  wires  of  a  pair  are  crossed 
over  at  predetermined  intervals  so  that  the  induced  poten- 
tials and  currents  tend  to  balance  out.  There  have  been 
important  developments  in  the  art  of  transposition  design- 
ing during  the  last  few  years;  also  the  spacing  between  the 
two  wires  of  a  pair  is  being  reduced  from  12  inches  down  to 


6  or  8  inches  so  that  there  is  a  greater  distance  between 
adjacent  pairs,  and  less  direct  pick-up  by  each  pair.  These 
improvements  make  it  possible  to  raise  the  frequencies 
transmitted  to  about  140  kilocycles. 

The  new  service,  known  as  the  Type  J,  provides  twelve 
two-way  telephone  circuits  in  a  frequency  band  between 
36  and  140  kilocycles.  There  are  24  carriers  in  all,  the  lower 
12  of  which  carry  the  west  to  east  conversations,  and  the 
upper  12  carrying  those  in  the  opposite  direction.  This 
system  may  be  operated  on  the  same  pair  with  a  Type  C 
system.  With  a  J  system,  a  C  system,  and  a  voice  circuit, 
a  total  of  sixteen  telephone  circuits  may  be  obtained  from 
one  pair  of  wires. 

The  chart  in  Fig.  3  shows  the  frequency  allotment  for 


OUTER  PURE  LEAD  SHEATH  0-105" MIN  THICKNESS 


25-lb.  STAR  QUAD 


40-lb.  SCREENED 
PAIR 


25-lb. 
STAR  QUADS 


PAPER  &  COTTON 
TAPE   BINDING 


CORE  PURE  LEAD 
SHEATH  0035'' 
MEAN  THICKNESS 


2  BRASS  TAPES 


CENTRAL  COPPER 
CONDUCTOR  0-125" Dl A 


Fig.  4 — Cross-section  of  a  coaxial  cable  made  of  four  coaxial 
cores,  twelve  pairs  of  25  lb.  star-quad  and  four  pairs  of  40  lb. 

screened 

the  Bell  Telephone's  carrier  systems.  Of  particular  interest 
are  the  Type  C  and  Type  J  systems  for  use  on  open  wire 
lines,  which  have  already  been  described. 

The  Type  K  system  has  been  developed  for  unloaded 
cables,  and  provides  twelve  telephone  channels  on  each 
pair,  using  frequencies  from  12,000  to  60,000  cycles.  The 
band  below  twelve  kilocycles  is  not  used  except  for  pilot 
and  control  circuits.  Above  that  frequency,  the  attenuation 
of  the  unloaded  cable  pair  rises  at  a  steady  rate  with  fre- 
quency, and  equalization  of  the  loss  is  made  easier. 

The  fine-gauge,  paper-insulated  pairs  in  existing  cables 
do  not  make  inherently  good  high  frequency  conductors,  as 
their  attenuation  is  too  high,  and  repeaters  are  necessary 
too  often.  This  is  offset  to  some  extent  by  the  shielding 
effect  of  the  lead  sheath,  which  largely  excludes  external 
disturbances,  and  thus  permits  greater  amplification  at 
repeater  points  than  can  be  used  with  open  wire  circuits. 
Even  so,  repeaters  will  be  required  at  much  more  frequent 
intervals  than  for  the  open  wire  line,  for  a  corresponding 
frequency  of  transmission. 

Different  pairs  are  used  for  transmission  in  the  two 
directions,  making  four  wires  in  all.  One  reason  for  this  is 
that  repeaters  are  needed  so  often  that  the  directional  filters 
which  would  be  necessary  at  each  repeater  point  to  separate 
the  opposite  directions  of  transmission  on  a  single  pair, 
would  unduly  increase  the  costs.  The  same  frequencies  are 
used  for  both  directions  of  transmission  however,  so  that 
shielding  is  essential  between  the  oppositely-directed  trans- 
mission paths,  and  this  is  obtained  by  using  different  cables 
for  the  two  directions  of  transmission. 

The  logical  extension  of  the  principle  of  multi-channel 
carrier  working  leads  to  the  replacement  of  the  separate 
cables  for  the  two  directions  of  transmission  by  two  pairs 
of  conductors  designed  to  carry,  as  carrier  channels,  all  the 
circuits  required.  Each  pair  consists  of  a  specially  designed 
concentric  system  of  conductors  known  as  the  coaxial  cable, 
and  this  is  the  third  broad-band  system.  It  is  the  most  in- 
triguing of  all,  as  it  has  been  used  to  give  400  circuits  using 
a  frequency  range  up  to  two  million  cycles,  on  only  two 


THE  ENGINEERING  JOURNAL     August,  1941 


383 


pairs  of  conductors.  The  coaxial  conductor  combines  some- 
thing of  the  favourable  low  attenuation  characteristic  of 
the  open  wire  lines  with  the  interference-free  characteristic 
of  shielded  cable  circuits. 

The  outside  tube  of  the  coaxial  unit  is  a  good  metallic 
shield  at  high  frequencies.  If  currents  are  induced  from 
external  fields  such  as  power  circuits,  static  or  lightning, 
they  tend  to  confine  themselves  to  the  outside  surface  of 
the  tube  because  of  skin  effect.  In  fact  the  shielding  is  of 
such  a  high  order  that  crosstalk  and  interference  from 
outside  sources  or  between  coaxial  pairs  is  negligible. 

Carrier  telephony  has  also  been  used  to  provide  telephone 
communication  over  high  voltage  transmission  lines  to  save 
the  cost  of  stringing  extra  telephone  lines  below  power 
lines.  However,  the  problems  arising  from  this  application 
are  due  to  the  power  circuits  themselves  and  the  fund- 
amental technique  is  the  same  as  has  been  described. 

Until  the  broad-band  carrier  systems  were  introduced, 
the  carrier  telephone  system  found  its  chief  application  on 


open  wire  lines.  Because  of  the  high  cost  of  terminal 
apparatus  it  was  economical  only  for  use  over  relatively 
long  distances,  where  it  was  economical  to  spend  much 
money  on  the  terminal  apparatus,  in  order  to  save  on  the 
cost  of  lines.  It  was  often  used  only  to  provide  increased 
facilities  until  such  time  as  a  trunk  cable  was  required,  or 
where  it  was  not  physically  possible  to  provide  additional 
wires  over  a  given  toll  line  or  cable  route. 

The  broad-band  systems  recently  developed  use  much 
greater  frequency  ranges  than  had  been  practicable  in  the 
past,  and  hence  many  more  channels  per  conductor  pair. 

It  now  appears  that  a  large  part  of  the  growth  in  the 
future  will  be  provided  by  carrier  methods:  the  cable  and 
open  wire  systems  particularly  where  these  lines  already 
exist,  the  coaxial  system  where  new  structures  are  needed, 
and  in  particular,  on  the  heavy  traffic  routes. 

However,  considerable  complicated  equipment  is  still 
required,  and  for  the  immediate  future,  these  various 
systems  will  probably  be  provided  only  on  the  longer  routes. 


WORLD'S  SUPPLY  OF  ALUMINUM 

M.  N.  HAY,  m.e.i.c. 
Works  Manager,  The  Aluminum  Company  of  Canada,  Limited,  Kingston,  Ont. 

Paper  presented  before  the  Kingston  Branch  of  The  Engineering  Institute  of  Canada,  on  January  30th,  1941 


Metallic  aluminum  was  first  isolated  in  1825  by  the 
Danish  chemist,  Oersted,  when  he  obtained  a  few  globules 
of  "the  metal  of  clay"  by  a  chemical  method.  Its  com- 
mercial production  was  commenced  in  1856  by  Deville  in 
France,  by  a  slow  and  expensive  method,  the  product  cost- 
ing about  $90.00  a  pound.  One  of  the  earliest  commercial 
uses  in  a  sizable  quantity  was  the  protective  cap  on  the 
Statue  of  Liberty  in  New  York  harbour.  It  is  interesting 
to  note  that  Napoleon  III  subsidized  the  industry  at  its 
birth,  thinking  it  might  be  useful  for  warlike  purposes. 

The  process  for  recovering  aluminum  in  use  to-day,  which 
inaugurated  the  industry's  rather  spectacular  rise,  was  dis- 
covered in  1886  simultaneously  by  Charles  M.  Hall  in  the 
United  States  and  Paul  L.  Heroult  in  France,  each  work- 
ing independently.  They  laid  down  the  essentials  for  the 
electrolysis  of  alumina,  namely  the  use  of  fused  cryolite 
capable  of  taking  alumina  into  solution  and  then  decom- 
posing this  solution  electrolytically  to  release  the  metal. 
It  was  the  invention,  between  1870  and  1880,  of  the  electric 
dynamo  that  made  available  the  large  amount  of  power 
necessary  for  the  successful  operation  of  this  invention. 

Because  of  these  huge  power  requirements  it  is,  therefore, 
natural  to  look  for  the  development  of  the  aluminum  in- 
dustry in  those  countries  having  potential  sources  of  electric 
power  such  as  Switzerland,  France,  Norway,  the  United 
States  and  Canada,  where  hydro-electric  power  is  available, 
and  Germany  with  her  coalfields. 

For  a  clear  understanding  of  the  economics  of  aluminum 
production  in  the  various  producing  countries,  and  the  im- 
portance of  aluminum  as  compared  with  other  leading 
industrial  non-ferrous  metals,  it  is  essential  to  realize  the 
phenomenal  expansion  of  production  as  shown  by  yearly 
world  output  figures. 

At  first  the  output  was  very  low.  It  is  reported  that  in 
1885  only  a  little  over  15  tons  were  produced,  but  even 
this  for  such  a  new  industry  was  quite  an  achievement. 
However,  the  rise  was  quite  rapid  and  by  the  period  of 
World  War  No.  1  annual  production  had  increased  to  over 
167,000  tons.  After  1918  there  was  a  slump  followed  by  a 
rise,  until  in  the  boom  years  around  1929  an  output  of 
almost  double  the  1917  production  was  reached.  During 
the  depression  which  followed,  production  was  on  the  de- 
cline, but  rose  again  from  1934  to  1939  when  a  new  high 
of  over  800,000  tons  was  reached.  With  the  present  expan- 


sion all  over  the  world  for  war  requirements,  1940  and  the 
next  few  years  will  prove  the  peak  production  years  in  the 
history  of  the  industry. 

Copper,  lead,  zinc  and  aluminum  are  the  four  leading 
non-ferrous  metals.  Their  production,  considered  on  a 
weight  basis,  of  course,  features  the  heavier  metals,  but 
when  considered  on  a  volume  basis,  copper,  zinc  and 
aluminum  were  practically  equal  in  1938.  In  that  year  the 
amounts  by  volume  and  weight  were  as  follows: 

Copper 288,000  cu.  yds.  2,165,585  short  tons 

Zinc • 284,000       "  1,710,000 

Aluminum 276,000       "  624,000 

Lead 193,000        "  1,829,741 

Nickel 14,000       "  105,000 

Aluminum  can  be  rolled,  extruded,  drawn,  forged,  pressed, 
spun  and  powdered  or  cast  into  sand,  permanent  mould  or 
pressure  die  castings.  With  this  range  of  properties  and 
possible  variety  of  products,  it  is  no  wonder  that  aluminum 
has  come  to  hold  such  an  important  place  in  the  industrial 
world. 

Of  the  three  essentials  for  the  production  of  aluminum 
one,  as  already  pointed  out,  is  abundant  electrical  energy; 
the  others  are  ample  supplies  of  bauxite  and  coal.  As  will 
be  shown  later,  good  transportation  for  raw  materials  is 
also  an  important  factor. 

It  is  interesting  to  note  that  the  principal  items  required 
to  make  one  ton  of  aluminum  are  as  follows: 

25,000  kwh.  of  electrical  energy, 

4  tons  of  bauxite, 

4  tons  of  coal, 

3^  ton  of  soda, 

Y±  ton  of  carbon  electrodes, 

Small  amounts  of  cryolite  and  fluoride  salts. 

Bauxite,  the  principal  commercial  ore  of  aluminum,  de- 
rived its  name  from  Les  Baux,  a  little  town  in  southern 
France  where  the  ore  was  first  discovered  in  1821.  Since 
then  bauxite  has  been  found  in  many  localities  throughout 
the  world,  chiefly  in  tropical  or  semi-tropical  countries.  In 
bauxite  the  aluminum  is  present  as  an  oxide  associated 
with  varying  amounts  of  impurities — iron,  silicon  and 
titanium  oxides — free  and  combined  water.  Iron  oxide, 
being  red,  colours  the  ore,  and  depending  on  the  amount 


384 


August,  1941     THE  ENGINEERING  JOURNAL 


of  iron  present,  ores  from  different  localities  vary  from 
white,  grey  and  pink  to  light  brown  and  dark  red. 

Following  is  a  list  of  the  principal  countries  producing 
bauxite,  with  their  outputs  for  1938: 

Short  Tons 

France 750,685 

Hungary 594,000 

Surinam  (Dutch  Guiana) 414,920 

British  Guiana 420,640 

Italy 396,920 

United  States 347,500 

Yugoslavia 436,000 

U.S.S.R 275,000 

Dutch  East  Indies 269,500 

Greece 197,875 

Misc. — Malay  States 

India 

Brazil  78,060 

Roumania 

Germany 
World  Total ,  4,181,100 

The  initial  processing  of  the  bauxite  ore  is  a  chemical 
treatment  in  which,  by  the  Bayer  process,  the  ore  is  treated 
in  a  hot  soda  solution  under  pressure  which  separates  the 
alumina  (white,  aluminum  oxide)  from  the  insoluble  im- 
purities commonly  called  red  mud.  It  is  in  this  part  of  the 
process  that  coal  is  required  to  provide  the  heat  and  steam 
pressure  necessary  to  speed  up  the  chemical  reaction.  The 
alumina,  thus  separated,  is  dried  and  then  charged  into 
electric  furnaces  where  it  dissolves  in  the  molten  cryolite 
bath.  The  passage  of  an  electric  current  through  the  bath 
reduces  the  aluminum  oxide  to  metallic  aluminum  and 
oxygen.  The  metal,  being  heavier  than  the  molten  cryolite, 
sinks  to  the  bottom  of  the  furnace  while  the  oxygen  reacts 
with  the  carbon  electrodes,  forming  carbon  dioxide,  and 
passes  off  as  a  gas.  At  periodic  intervals  the  electric  fur- 
naces are  tapped  and  the  metal  cast  into  pigs  which  are 
ready  for  remelting  and  alloying  in  the  fabricating  plants. 

Only  a  few  of  the  principal  bauxite  producing  countries 
have  the  necessary  coal  and  electric  power  for  converting 
the  bauxite  into  aluminum  and  even  in  this  limited  group, 
insufficient  bauxite  of  the  right  grade,  transportation  prob- 
lems between  mines  and  power  plants,  or  a  lack  of  adequate 
electric  power,  all  hinder  the  economical  production  of 
aluminum.  There  is,  consequently,  a  very  large  interna- 
tional trade  in  bauxite. 

Following  is  a  list  of  the  principal  aluminum  producing 
countries  of  the  world  in  order  of  their  assumed  1940 
capacities. 

1938 
(Short  tons) 

Germany 177,500 

U.S.A 143,200 

Canada 72,750 

Russia 48,300 

France 50,000 

Italy 28,450 

Norway 18,730 

United  Kingdom 25,700 

Japan 18,730 

Switzerland 29,750 

Misc. — Hungary 


Assumed  1940  Capacities 
(Short  Tons) 

286,500 

220,000  (300,000—1942) 

173,000 

66,200 

66,200 

44,100 

34,150 

33,100 

30,000 

27,550 


Austria 
Sweden 
Yugoslavia 
Spain 


14,370 


12,100 


The  yearly  output  figures  of  any  one  country  do  not 
necessarily  give  a  true  picture  of  the  economics  of  the 
aluminum  industry  in  that  country.  This  is  particularly 
true  in  the  case  of  Germany,  which  at  the  present  time 
leads  the  world  in  tonnage  output  despite  the  fact  that  it 
does  not  have  available  limitless  supplies  of  the  necessary 
raw  materials.  Considering  the  tremendous  increase  in  air- 
craft production  in  Germany,  it  is  obvious  that  the  Nazis 


have,  regardless  of  cost,  attempted  to  make  themselves 
self-sufficient  and  have  largely  subsidized  the  industry  in 
order  to  feed  their  vast  war  machine.  It  is  interesting  to 
note  that  since  1932,  Germany's  aluminum  production 
has  shown  an  almost  tenfold  increase  to  the  output  of  1939 
and  this  represents  almost  one  quarter  of  the  total  world 
production.  Italy,  Russia,  Japan  and  even  Norway  and 
Switzerland  have  developed  aluminum  industries  against 
economic  barriers,  although  Norway  and  Switzerland  have 
some  justification  inasmuch  as  those  countries  possess 
natural  hydro-electric  facilities. 

The  ideal  aluminum  reduction  plant  would  be  one  situ- 
ated beside  abundant  bauxite  deposits,  adjacent  to  coal 
mines  and  with  limitless  cheap  electric  power  readily  avail- 
able. The  transportation  of  these  raw  materials,  therefore, 
would  not  be  a  problem.  Such  an  ideal  location  has  not 
as  yet  been  discovered  although  France  most  nearly  ap- 
proaches this  condition. 

In  considering  the  economics  of  the  aluminum  industry, 
so  many  factors  must  be  taken  into  consideration  that 
definite  rating  of  each  country  as  to  its  suitability  becomes 
almost  impossible.  In  the  following  table  an  attempt  has 
been  made,  nevertheless,  to  group  the  important  world 
producers  and  the  three  essential  raw  materials — power, 
bauxite  and  coal,  together  with  transportation — -and  to  rate 
each  country  in  relation  to  the  others,  A  representing  excel- 
lent, B,  good;  C,  average;  D,  fair,  and  E.  poor.  This  classi- 
fication is  only  a  personal  opinion,  because  for  example 
for  transportation  alone,  we  would  require  very  exacting 
comparative  cost  figures,  depreciation  of  rail  and  boat 
facilities,  an  intimate  knowledge  of  such  conditions  as  port, 
storage  and  loading  investments  and  the  cost  of  labour  in 
the  various  countries;  all  matters  which  have  a  direct 
bearing  on  the  economics  of  producing  metal  regardless 
of  the  quality  and  abundance  of  the  raw  materials.  Obvi- 
ously, therefore,  such  a  grading  as  has  been  made  on  this 
list  can  serve  only  as  a  rough  guide,  since  all  the  many 
facts  relating  to  the  subject  are  not  available. 

Transport 
Power         Bauxite  Coal         and  Other 

Facilities 

Canada A  E  A  B 

U.S.A B  B  A  C 

Germany B  D  A  C 

Russia C  D  C  E 

France B  A  A  A 

Italy D  C  E  B 

Norway A  E  E  C 

United  Kingdom.  D  E  A  B 

Japan E  E  C  C 

Switzerland A  E  E  D 

Power 

Hydro-electric  power  in  the  industrial  east  of  Canada 
needs  no  explanation.  Northern  Ontario  and  Quebec  abound 
with  waterways — potential  sources  of  great  power  develop- 
ments. Likewise,  Norway,  Switzerland  have  hydro-electric 
power  in  abundance.  The  United  States  is  not  so  fortunate 
in  that  there  is  cheap  power  available  only  in  New  York 
State,  the  Southeast  and  the  far  West.  France  has  good 
power  developments  but  as  most  of  these  are  built  at  the 
foot  of  deep  valleys,  utilizing  high  water  heads  but  small 
volumes,  the  power  plants  have  been  limited  in  size.  Expan- 
sion can  only  take  place  by  building  more  of  these  small 
power  units,  a  very  undesirable  and  uneconomical  condition 
for  large  scale  production.  Russia  has  large  power  units, 
the  most  famous  of  which  is  the  Dnieprostroi  development, 
but  the  difficulty  with  the  power  developments  in  Russia, 
a  fact  which  also  holds  for  many  of  the  best  developments 
in  Norway  and  Switzerland,  is  that  they  do  not  have  a 
water  accumulation  in  lakes  back  of  the  power  plant  to 
ensure  a  uniform  volume  of  power  throughout  the  entire 
year.  As  a  result  many  of  the  Russian  plants  for  part  of 
the  year  are  actually  short  of  power,  whereas  in  Canada, 
with  the  great  chain  of  lakes  and  rivers  in  the  north  and 


THE  ENGINEERING  JOURNAL     August,  1941 


385 


the  abundant  snowfall,  storage  basins  are  kept  at  practically 
a  constant  level  throughout  the  entire  year.  Power  in  Italy 
and  Japan  is  very  costly  but  being  subsidized  by  the  gov- 
ernment, cost  is  a  minor  consideration.  The  situation  in 
Germany  is  different  because  practically  all  of  their  electric 
power  is  produced  from  coal.  Thus  it  is  not  surprising  to 
find  that  the  German  reduction  plants  have  nearly  all  been 
built  in  districts  where  brown  coalfields  exist  and  under 
these  conditions  power  is  made  almost  as  cheap  as  in  the 
average  hydro-electric  plant. 

Bauxite 

Of  the  important  producing  countries,  France  is  the  only 
one  which  has  within  her  own  borders  abundant  supplies 
of  good  grade  bauxite.  In  the  United  States  good  deposits 
exist  in  Arkansas,  Alabama  and  Georgia,  but  these  will 
by  no  means  provide  sufficient  ore  for  the  large  American 
industry,  and  most  of  the  bauxite  used  at  present  by  the 
States  is  imported  from  Dutch  Guiana. 

Germany,  Russia  and  Italy  have  some  deposits  but  they 
are  mostly  of  an  inferior  grade.  Germany  and  Italy  depend 
largely  on  imports  from  the  Balkan  countries. 

All  other  producing  countries  are  without  deposits  of 
their  own  and  are  wholly  dependent  on  imports. 

Canada  has  to  bring  ore  from  distant  British  Guiana, 
but  the  quality  of  this  ore  is  probably  the  best  in  the  world. 
Transportation  facilities  by  boat  direct  from  the  mines  to 
the  smelter  are  ideal,  thus  offsetting  to  a  considerable  degree 
the  fact  that  we  do  not  have  any  bauxite  in  our  own  country. 

Coal 
Canada,  United  States,  Germany,  France  and  the  United 
Kingdom  all  have  an  abundant  supply  of  coal.  Russia  and 
Japan  both  have  limited  deposits,  while  Italy,  Norway  and 
Switzerland  are  largely  dependent  on  imports. 

Transportation 

Transportation — including   necessary    facilities    for   the 

handling  of  ore  or  raw  materials — is  a  factor  which  cannot 

be  rated  with  any  certainty.  Undoubtedly,  France,  with 

coal,  bauxite,  and  power  plants  practically  on  the  same 


property,  has  no  transportation  problem.  Canada,  Italy 
and  the  United  Kingdom,  importing  as  they  do  by  sea, 
are  in  a  more  favourable  situation  than  are  most  of  the 
other  countries.  Norway  and  Japan,  for  instance,  must  haul 
by  boat  and  then  transport  by  rail  considerable  distances 
inland,  greatly  adding  to  the  cost  of  transportation.  The 
United  States,  while  possessing  a  very  efficient  inland  trans- 
portation system,  has  of  necessity  to  make  long  haulages 
by  rail  as  well  as  by  boat  in  order  to  bring  together  all 
these  raw  materials  from  so  many  scattered  sources  of 
supply.  In  Gremany  they  have  a  real  problem,  for  practically 
all  their  ore  has  to  come  from  the  Balkan  states  by  rail  or 
river  barge.  Much  of  this  traffic  is  on  the  Danube  river, 
but  because  of  the  narrows  at  the  Iron  Gates,  the  boats 
and  barges  are  small  and  shipping  small  tonnage  is  costly. 

From  this  very  cursory  and  generalized  survey  of  the 
aluminum  industry  it  is  apparent  that  Canada  should 
rightly  hold  a  foremost  place  among  world  producers.  True, 
there  have  been  difficulties  to  overcome.  At  the  mines  in 
British  Guiana  there  have  been  housing  and  sanitation 
problems  as  well  as  the  difficulties  of  operating  in  tropical 
countries  far  from  sources  of  supplies  and  equipment  re- 
pairs. Our  long  winters  in  northern  Quebec  necessitate 
accelerated  imports  during  the  navigation  season  to  pro- 
vide stocks  of  raw  material  for  the  winter  months.  This, 
in  turn,  has  required  huge  storage  sheds  and  exceptionally 
large  dock  facilities  to  accommodate  these  supplies.  Few 
people  realize  that  the  aluminum  industry  in  Canada  has 
developed  and  operates  in  Arvida  the  largest  aluminum 
plant  in  the  world,  supplied  by  power  from  Isle  Maligne, 
its  own  power  house,  which  is  the  third  largest  power-house 
in  the  world — 560,000  hp. — exceeded  only  by  the  American 
Boulder  Dam  and  the  Russian  Dnieprostroi  developments. 
Port  Alfred,  the  fourth  largest  port  in  Canada,  also  was 
built  for  the  aluminum  industry's  immense  boat  traffic. 

By  perseverance  and  hard  work  this  important  industry 
has  been  built  up  in  Canada — an  undertaking  now  more 
than  ever  vital  to  the  nation  and  to  the  British  Empire, 
for  Canada's  entire  output  is  going  into  aircraft  and  other 
essential  war  equipment. 


THE  SOLUTION  OF  SIMULTANEOUS  LINEAR  EQUATIONS 

IN  STRUCTURAL  ANALYSIS 

I.  F.  MORRISON,  m.e.i.c. 
Professor  of  Applied  Mechanics,  University  of  Alberta,  Edmonton,  Alia. 


The  chief  difficulty  in  the  application  of  the  three- 
moment  equation  lies  in  the  ready  solution  of  the  algebraic 
equations  which  result  from  it.  This  equation,  in  its  most 
general  form,  leads,  when  written  out  in  detail,  to  a  set  of 
n  three-term  simultaneous  linear  equations  containing  the 
moments  at  the  supports  as  unknowns.  These  equations 
have  a  special  character  and  advantage  can  be  taken  of  it 
to  effect  a  systematic  process  for  the  solution  of  them.1 

The  form  of  these  equations  is: 

A,,.!  Mr.,  +  Ar,r  Mr  +  Ar,r+t  Mr+1  =  Z  (1) 

where  r  runs  from  1  to  n,  there  being  n+2  supports  num- 
bered from  0  to  n-\-l. 

The  a,,,,  which  are  the  numerical  coefficients,  are  quite 
independent  of  the  Zr.  The  former  depend  on  the  elastic 
•properties  of  the  structure,  including  the  spans  and  moments 
of  inertia,  while,  in  addition,  the  latter  include  the  loading, 
settlement  of  supports,  etc.  Moreover,  the  a,,,,  form  a 
symmetrical  matrix  and  also  in  simple  cases  alfi  =  a„n+, 
=  0.  We  shall  make  use  of  this  special  character  of  the 
equation. 

It  is  a  simple  matter  to  show,  by  means  of  the  theory  of 

1  The  occurrence  of  such  systems  of  equations  in  structural  analysis 
is  not  confined  to  the  three-moment  equation. 


linear  transformation,  that  such  a  set  of  equations  may  be 
solved  in  the  form 

i  =  n 

M r  =  F    6r,,  Zi   ,  %  running  from  1  to  n  (2) 

;=/ 
in  which  the  b,ti  are  functions  of  the  a,,r  and  are  not  affected 
by  the  Zr.  They  also,  therefore,  form  a  symmetrical  matrix, 
i.e.  br_i  =  &,,,. 

If  equations  (2)  be  substituted  in  equations  (1),  the  result 


is 


a„-y  Z  ksM  ^  +  Or,,   £  br,  Zi  +  ar,+1  £  br+lti  Z=Zr      (3) 

i  =  l  i=l  i=l 

If  the  summations  be  written  out  and  the  terms  collected 
according  to  the  Z„  one  finds: 

(ar,r.,  br.u  +  ar_r  br,,  +  ar,r+;  br+IJ)  Z, 

+ 

+  (ctr.r-i  br.,,k  +  ar,r  br_k  +  a,,r+/  br+,,k)  Zk 

+ 

+  {ar,r.,  br.,.„  +  ar,r  br,„  +  ar,r+I  bl+,.„)  Z„  =  Zr        (3a) 

This  equation  would  be  satisfied  if  all  the  coefficients  of  the 


386 


August,  1941     THE  ENGINEERING  JOURNAL 


Z's  were  zero,  except  the  coefficient  of  Zr,  and  this  coefficient 
were  unity. 
Then, 

ar,r-i  br_i,k  +  ar,r  br.k  +  ar,r+1  br+,,k  =  0  (4) 

would  be  true  for  all  values  of  k  except  the  one  value  k  =  r, 
for  which  case  : 

ar.r-i  br.,,r  +  ar,r  br,r  +  ar,r+I  br+l,r   =  1  (5) 

Now  let 

b  r,k  =  c  b,.+1,k  (6) 

Then 

br-i.k  =  cr.t  br_k  (6a) 

Substituting  equations  (6)  and  (6a)  in  equation  (4),  one  gets 

7  O'r.r+l  br    J  k 

br.k    - 


so  that 


ar,r   +   Or.r-1  C,_, 


ar,r  +  a,,,-i  cr., 
In  a  similar  manner,  let 

br,k     =     Cr    br.,,k 


(7) 

(7a) 

(8) 
(8a) 

(9) 
(9a) 

ar,r    +    0-r,r-\-l    Cr-M 

Also,  substituting  equations  (6a)  and  (8a)  in  equation  (5) 
and  putting  Jc  =  r,  one  gets  : 

1 


then 
and 

so  that 


br+i,k  —  c,+i  brjt 
ar.r-i  br.,,k 

Clr,r    +    dr.r+1   <V+» 

ar,r-i 


l/r,  i- 

ar,r-i 

Cr-1    +    Clr,r   +   a-r.r+1   C.  +  1 

VA<- 

Mo 

M. 

M2           M3 

N4 

n 

Ic 

12' 

6' 

^ 

0 

1 

2.                3 
Fig.  1 

4 

5 

It  is,  of  course,  obvious  that  difficulty  will  be  encountered 
should  the  denominator  of  equations  (7a),  (9a)  and  (10) 
respectively  turn  out  to  be  zero.  In  this  case,  however,  it 
can  be  shown  that  the  equations  (1)  are  not  compatible. 
The  computation  may  usually  be  carried  out  on  a  slide-rule 
except  in  those  cases  in  which  the  denominators  are  nearly 
zero.  In  such  case  more  significant  figures  will  have  to  be 
employed,  making  the  use  of  a  calculating  machine  or 
logarithms  necessary. 

Now  where  aJi0  =  an,„  ,  =  0,  starting  with  these  values 
the  Cr  and  the  c\  may  be  progressively  computed  from 


TABLE 

I. 

r 

O-r.r-l 

dr.r 

a  ,r-t  / 

Cr 

Cr 

Zr 

1 

0 

44 

12 

—  .273 

0 

—2,728 

2 

12 

40 

8 

—  .218 

—  313 

—2,240 

3 

8 

44 

14 

—  .331 

—  205 

—3,256 

4 

14 

40 

0 

0 

—  350 

—2,960 

equations  (7a)  and  (9a).  The  br,r  may  then  be  determined 
from  equation  (10)  and  finally  from  them  all  of  the  br,k  can 
be  formed  from  equations  (6)  and  (8). 

These  values,  when  placed  in  equations  (2)  give  the  Mr 
which  is  the  ultimate  object  of  the  process.  The  work  should 
be  carried  out  in  tabular  fonn  but  in  order  to  save  space 
the  form  of  the  tables  will  not  be  given. 

In  order  to  display  the  process  as  one  of  systematic  com- 


putation, the  following  simple  example  has  been  chosen  as 
an  illustration.  A  continuous  girder,  having  a  constant 
moment  of  inertia  of  its  cross-section  carries  a  uniform  load 
of  4,000  lb.  per  linear  foot  over  six  supports  as  shown  in 
Fig.  1. 

The  three-moment  equation  is  for  this  case. 

La  Ma + 2  Mm  (L„ + Lh)  +  M bLb  =  -  '  /4L!;wa  -  '  /4L3bwb. 
By  inspection  all  of  the  ar  can  be  written  down  and  all  of 
the  Zr  can  be  readily  computed.  Obviously  n  =  IT,  and  the 
various  numerical  values  have  been  entered  in  Table  I. 
The  Zr  are  in  foot-kips. 

Next  the  cr  and  c'r  are  computed. 
For  example  : 

c;  =  —  ^  =    -.273 


44 


.218 


40— .273X12 

Table  II  is  next  filled  in.  To  do  this  start  at  the  lower 
right  hand  corner  and  compute: 

1000  .  2o 

b4A~-UX. 331  +  40"  4 

TABLE  II. 


.28 


k      N^ 

1 

2 

3 

4 

1 

+24.8 

—7.77 

+  1.59 

—0 .  557 

2 

—7.77 

+28.5 

—5.83 

+2.04 

3 

+  1.59 

—5.83 

+26.8 

—9  37 

4 

—0.557 

+2.04 

—9.37 

+28.3 

TABLE  III. 


Zr 

Mi 

+ 

M2 
+ 

M3 
+ 

M4 

+ 

—  2,728 

67,700 

21,200 

4,340 

1,520 

—  2,240 

17,400 

63,800 

13,100 

4,570 

—  3,256 

5,180 

19,000 

87,200 

30,500 

—  2,960 

1,650 

6,040 

27,700 

83,900 

—53.830 

—29,640 

—50,740 

—56,450 

by  equation  (10).  Here  1000  has  been  used  instead  of  unity 
in  equation  (10)  for  convenience.  This  will  make  all  of  the 
br,k  1000  times  too  large.  Since,  however,  the  Zr  are  in 
foot-kips,  when  they  are  multiplied  by  the  brk  the  result 
will  be  in  foot-pounds  as  shown  in  Table  III. 

Starting  with  b4A  the  remaining  br,k  are  computed 
upward  by  successive  multiplication  by  the  c,.  Next  b3t3  is 
computed  from  equation  (10)  and  the  other  br,k  upwards 
from  it  by  multiplying  by  the  c,  and  downwards  from  it 
by  using  the  cr.  Since  brik  =  bk,r  the  computations  can  be 
checked  at  each  step. 

The  solution  of  the  equations  is  completed  by  filling  in 
the  Table  III  which  contains  the  products  Z,br,k  and  needs 
no  further  comment. 
Thus,  we  have 

M,  =  —  54,830  foot-pounds 

I>  =  -  29,640 

Mj  =  —  50,740 

M4  =  —  56,450 
which  will  be  found  to  satisfy  the  original  equations. 

There  is  an  additional  advantage  in  this  procedure 
because  when  the  loading  is  changed  only  the  Zr  become 
altered.  The  b,ik  remain  the  same.  Thus,  for  different  load- 
ings only  the  Table  III  need  be  repeated.  This  fact  also 
makes  the  method  very  useful  for  the  computation  of  in- 
fluence lines. 


THE  EXGINEERING  JOURNAL     August,  1941 


387 


AIR  TRAFFIC  CONTROL 

EWAN  D.  BOYD 

Officer  in  Charge  of  Air  Traffic  Control,  Kenyon  Field,  Lethbridge,  Alia. 

Paper  presented  before  the  Lethbridge  Branch  of  the  Engineering  Institute  of  Canada,  on  November  6th,  1940 


The  main  purpose  of  air  traffic  control  is,  as  the  name  will 
indicate,  essentially  to  reduce  the  risk  of  collision  in  the 
air,  or  on  the  airport,  and  to  speed  up  the  safe  dispatch  of 
aircraft  as  much  as  possible. 

The  necessity  for  air  traffic  control  probably  better  em- 
phasises the  tremendous  progress  which  aviation  has  made 
than  does  any  other  individual  development.  Although 
most  control  towers  have  been  installed  in  Canada  because 
of  the  congested  conditions  which  would  result  when  the 
Empire  Air  Training  Scheme  is  operating  at  capacity, 
traffic  control  has  been  found  necessary  at  most  of  the  main 
airline  terminals  in  the  United  States  because  of  commercial 
traffic  alone.  A  similar  condition  may  very  well  follow  in 
Canada.  In  fact,  Vancouver  found  its  volume  of  civilian 
flying  sufficient  to  justify  the  expense  of  installing  a  control 
tower  as  a  civic  project  over  four  years  ago.  It  seems  very 
probable  that  the  increase  in  traffic  will  make  the  operation 
of  air  traffic  control  centres  essential  even  after  the  war. 

Classes  of  Air  Traffic 

There  are  two  classes  of  air  traffic:  these  are  terminal 
traffic  and  airways  traffic.  Terminal  traffic  is  composed  of 
aircraft  flying  within  a  25-mile  radius  of  the  terminal 
airport,  while  airways  traffic  is  considered  to  be  all  aircraft 
flying  along  or  across  the  designated  civil  airways  which 
connect  the  various  air  terminals.  These  civil  airways, 
incidentally,  are  defined  as  "A  flight  path  twenty-five 
miles  in  width  and  extending  twenty-five  miles  beyond 
the  terminals,  along  which  have  been  established  the 
necessary  ground  facilities." 

Light  Gun  Control 

Let  us  first  explain  the  procedures  used  in  controlling 
terminal  or  airport  traffic,  first  by  visual  means  and 
secondly  by  radio  means.  All  aircraft  not  equipped  with 
radio  are  handled  with  a  signal  light  gun.  Figure  1  shows 
the  light  gun  used  in  the  Lethbridge  control  tower.  This 
gun  consists  principally  of  a  small  50  candlepower  bulb 
mounted  in  front  of  a  highly  polished  reflector  which  con- 
centrates the  light  rays  into  a  parallel-ray  beam.  With  this 
arrangement  the  light,  in  spite  of  its  low  candlepower,  is 
visible  for  a  distance  of  ten  miles  in  daylight.  A  red  and  a 
green  lens  are  mounted  with  suitable  controls  so  that  they 
may  be  quickly  swung  between  the  bulb  and  the  reflector. 
It  is  thus  possible  to  give  a  green,  red,  or  white  signal  at 
will.  Since  the  rays  are  concentrated  into  a  small  spot 
which  does  not  increase  in  diameter  with  distance,  only  the 
aircraft  towards  which  the  gun  is  pointed  can  see  the 
signal.  A  suitable  set  of  cross  hair  sights  are  mounted  on 
top  of  the  gun  enabling  the  operator  to  aim  the  light 
accurately  on  the  aircraft  concerned. 

The  movement  of  a  non-radio-equipped  aircraft  arriving 
from  Calgary,  for  example,  landing,  and  later  departing 
for  Vancouver,  is  as  follows:  On  arriving  over  Lethbridge 
Airport,  the  pilot  will  circle  the  airport  control  tower  to 
the  left  at  500  to  1000  ft.  above  ground  level.  (Altimeter 
reading  3500  to  4000  ft.  above  sea  level).  If  the  runway 
favoured  by  the  wind  is  being  used  at  the  moment,  he  will 
receive  an  intermittent  red  light  from  the  tower.  He  will 
then  climb  to  at  least  1000  ft.  and  continue  to  circle  the 
field  until  he  receives  a  steady  green  light  from  the  tower — 
the  signal  that  it  is  all  clear  to  land.  It  is  the  pilot's  respon- 
sibility to  watch  the  tower  from  time  to  time  during  his 
approach  to  make  sure  that  his  landing  clearance  is  not 
cancelled  by  a  further  intermittent  red  light  before  he 
actually  completes  his  landing.  After  landing  the  aircraft 


comes  to  a  stop  and  does  not  move  until  after  receiving  an 
intermittent  green,  which  indicates  that  it  is  all  clear  to 
taxi.  During  taxying,  the  pilot  must  keep  a  lookout  for 
other  aircraft  and  an  eye  on  the  tower  for  further  signals. 
During  this  time  he  may  receive  an  intermittent  red 
ordering  him  to  stop,  or  an  intermittent  white  indicating 
that  he  is  to  pull  clear  of  the  hard  surfaced  runway,  and 
hold  his  position.  If  the  tower  operator  wishes  the  aircraft 
to  pull  clear  of  the  paved  runway  and  taxi  on  the  grass,  he 
will  send  out  a  series  of  intermittent  white  and  green 
flashes  with  the  traffic  gun.  The  outgoing  aircraft  will  taxi 
out  to  a  point  opposite  the  tower  and  hold  until  given  taxi 
clearance.  When  he  reaches  the  take-off  point  the  pilot 
will  face  across  wind  away  from  the  tower  until  he  is  ready 
for  take-off  clearance.  When  ready,  he  will  swing  around  in 
the  direction  of  take-off  or  slightly  facing  the  tower  and 
will  receive  take-off  clearance  as  soon  as  the  runway  is 
clear.  He  should  not  park  on  the  end  of  the  runway  while 
testing  his  engines  before  take-off,  but  well  to  one  side  so 
that  incoming  aircraft  will  not  have  to  land  over  him.  After 


Fig.  1 — Light  gun  used  for  controlling  airport  traffic 

taking  off,  the  outgoing  aircraft  will  receive  no  further  light 
signals  from  the  tower,  but  will  merely  comply  with  the 
rules  of  the  air  as  outlined  in  Civil  Air  Regulations.  In 
passing  it  might  be  well  to  mention  that  the  aircraft 
acknowledges  all  signals  by  rocking  its  wings  in  the  air 
and  by  moving  its  rudder  and  ailerons  when  on  the  ground. 
Aircraft  equipped  with  a  radio  receiver  only  also  ack- 
nowledge tower  radio  signals  in  this  manner. 

Traffic  Control  by  Radio  Communication 

All  airport  control  towers  are  equipped  with  a  radio  voice 
transmitter  operating  on  a  frequency  of  278  kilocycles,  for 
the  control  of  aircraft  equipped  with  radio.  Any  aircraft 
equipped  with  a  receiver  which  can  be  tuned  to  the  radio 
range  band — 200  to  400  kcs. — will  receive  control  instruc- 
tions from  the  tower  regardless  of  whether  they  are  fitted 
with  a  transmitter  or  not. 

Radio  control  is  far  superior  to  light  gun  control  in  that  it 
is  possible  to  give  specific  information  to  the  pilot  regarding 
the  wind  condition,  pertinent  traffic  and  any  other  inform- 
ation which  may  be  considered  useful.  The  pilot  may,  if  he 
has  a  radio  transmitter, ask  for  and  receive  any  information 
which  he  desires.   This  is  useful,  for  example,   to  pilots 


388 


August,  1941     THE  ENGINEERING  JOURNAL 


going  into  a  strange  airport,  who  are  doubtful  about  some 
field  condition  or  other  point.  A  definite  routine  is  used  in 
handling  incoming  and  outgoing  aircraft  equipped  with 
two-way  radio. 

Approximately  25  miles  out,  an  incoming  aircraft  will 
call  the  airport  control  tower  on  his  normal  transmitting 
frequency  (or  one  of  his  frequencies  if  he  has  on  all  the 
commonly  used  frequencies),  the  aircraft's  call  will  be 
received  on  that  receiver  which  is  tuned  to  the  frequency  in 
question.  After  the  tower  has  acknowledged  the  call,  the 
aircraft  will  report  its  position,  altitude,  and  estimated 
time  of  arrival  at  the  airport.  The  tower  will  repeat  this 
information  as  a  check,  and  then  give  the  runway  being 
used  by  traffic,  altimeter  setting,  and  the  essential  traffic, 
if  any.  This  will  be  acknowledged  by  the  aircraft. 

Taking  Trans-Canada  Airlines  Trip  3,  westbound  from 
Regina,  as  an  example,  the  radio  patter  will  go  something 
like  this: 

"Trans-Canada  Trip  3— Lethbridge  Tower." 

"Lethbridge  Tower — Trans-Canada  3,  go  ahead." 

"Trans-Canada  3 — Lethbridge  Tower,  by  Taber  at  five 
eight,  at  six  thousand,  estimate  the  field  at  zero  nine,  begin- 
ning descent  from  six  thousand  at  five  nine." 

"Lethbridge  Tower — Trans-Canada  3,  by  Taber  at  five 
eight,  at  six  thousand,  estimate  the  field  at  zero  nine, 
beginning  descent  from  six  thousand  at  five  nine — wind 
south  west  variable,  twenty  to  twenty-five,  favouring  the 
northeast-southwest  runway — altimeter  setting  twenty- 
nine,  eighty-seven — two,  nine,  eight,  seven — your  traffic 
is  a  formation  of  five  Air  Force  Ansons,  departed  Lethbridge 
at  fifty-six — five  six — for  Regina,  cruising  at  five  thousand. 
There  are  several  Moths  flying  locally." 

"Trans-Canada  Trip  3."  (Note  that  during  conditions  of 
poor  radio  reception  the  aircraft  would  repeat  back  the 
above  information  in  his  acknowledgment  as  a  further 
check). 

A  second  inbound  check  is  given  approximately  five 
minutes  out.  This  is  similar  to  the  first  except  that  more 
details  concerning  landing  conditions  and  local  traffic  are 
given  at  this  time.  It  also  gives  the  traffic  control  officer  a 
further  check  on  the  position  and  speed  of  the  aircraft  and 
permits  him  to  handle  his  local  traffic  accordingly. 

Air  Landing  Clearance 

This  is  the  third  and  last  routine  communication  in  the 
air.  It  is  carried  out  just  prior  to  starting  the  landing 
approach.  An  example  of  this  is  as  follows: 

"Trans-Canada  3 — Lethbridge  Tower,  landing  clear- 
ance." 

"Lethbridge  Tower — Trans  Canada  3 — wind  unchanged, 
two  Moths  holding  clear  of  the  runway  on  the  south  side — ■ 
you  are  clear  to  land,  wheels  down." 

"Trans-Canada  3,  wheels  down." 

The  comment  "wheels  down"  is  given  at  the  request  of 
some  operating  companies  as  an  extra  reminder  to  the  pilot 
to  lower  his  undercarriage  before  landing.  Belly  landings 
are  expensive  ! 

As  the  aircraft  comes  to  the  end  of  its  landing  run,  the 
tower  will  give  it  taxi  clearance,'  or  this  may  be  first  re- 
quested by  the  pilot.  Specific  taxi  instructions  regarding 
runways  or  taxi  strips  to  be  used  may  also  be  given  at  this 
time.  Such  as:  "Pull  off  to  the  north  side  of  the  runway  and 
hold  your  position,  there  is  an  Air  Force  Hudson  approach- 
ing behind  you;"  or  "Taxi  back  by  way  of  the  east-west 
runway." 

The  control  of  outgoing  aircraft  when  radio  equipped 
follows  much  the  same  procedure  as  non-radio-equipped 
aircraft.  That  is  in  regard  to  the  clearances  required  and 
given.  It  is  of  course,  much  more  specific,  as  previously 
mentioned.  After  the  aircraft  has  taken  off  and  is  about 
five  miles  from  the  airport,  he  will  give  a  position  report 
and  request  clearance  from  the  tower  to  the  radio  range, 
to  his  operating  company,  or  to  the  Air  Force  station  to 
which  he  wishes  to  listen.  Normally  all  outbound  aircraft 


which  have  filed  a  flight  plan  specifying  a  definite  cruising 
altitude  at  which  they  intend  to  fly  (an  instrument  flight 
plan)  must  give  a  report  over  definite  pre-arranged  locations 
as  the  flight  progresses.  They  will  also  be  given  traffic 
information  and  instructions.  For  this  reason,  they  are 
required  to  keep  a  constant  watch  on  some  definite  fre- 
quency, such  as  that  allotted  to  their  own  company,  or  to 
the  radio  range  station  closest  to  them.  All  itinerant  aircraft 
will  receive  their  traffic  information  from  the  radio  range 
station  to  which  they  are  tuned. 

Airways  Traffic  Control 

Once  the  pilot  has  obtained  a  clearance  from  the  airport 
traffic  control  tower,  and  is  making  a  flight  along  a  civil 
airway,  he  comes  under  the  jurisdiction  of  airways  control. 
The  system  of  airways  control  used  in  Canada  at  present  is 
being  patterned  after  the  procedure  laid  down  by  the 
Civil  Aeronautics  Board  of  the  United  States,  but  since  it 
is  still  in  the  process  of  development,  it  naturally  is  not  yet 
functioning  with  the  same  efficiency  as  the  older  American 
service.  Rapid  progress  is  being  made,  however. 

It  is  only  in  the  last  few  months  that  any  airway  control 
has  been  considered  necessary  in  Canada,  although  a 
circular  was  issued  by  the  Civil  Aviation  Division  of  the 
Department  of  Transport  in  July,  1938,  outlining  approved 
practices.  This  will  presumably  be  followed  when  all  control 


Fig.  2 — Control  tower  at  Kenyon  Field,  Lethbridge,  Alberta. 

towers  are  completed  and  in  operation.  This  circular 
(0/44,  38)  will  be  discussed  to  give  an  idea  of  the  approved 
system. 

Contact  Flight  Rules 

All  flights  along  a  designated  civil  airway  can  be  com- 
pleted in  one  of  two  ways:  either  by  contact  flight  rules 
(known  as  CFR),  or  by  instrument  flight  rules. 

An  aircraft  flying  by  contact  flight  rules  carries  out  all 
essential  navigation  by  visual  reference  to  the  ground.  In 
order  to  complete  such  a  flight  the  pilot  must  at  all  times 
have  at  least  the  minimum  ceiling  and  visibility  conditions 
laid  down  by  the  Government  (Controller  of  Civil  Aviation 
— 0  63740).  If  the  minimums  drop  below  the  allowable 
limits  the  pilot  must  land  at  the  first  possible  opportunity. 
He  must,  under  no  circumstances,  attempt  to  climb  through 
the  overcast.  No  radio  equipment,  special  blind  flying 
instruments,  or  instrument  flight  training  is  required  to 
complete  a  flight  under  contact  flight  rules. 

Instrument  Flight  Rules 

The  airways  control  centres  are  concerned  chiefly  with 
flights  made  under  instrument  flight  conditions,  since, 
during  contact  flight  conditions,  the  visibility  is  sufficient 
to  make  the  risk  of  collision  on  airways  negligible.  For  this 


THE  ENGINEERING  JOURNAL     August,  1941 


389 


reason  a  pilot  need  not  specify  at  what  altitude  he  intends 
to  fly  when  operating  under  contact  flight  rules.  This,  of 
course,  does  not  apply  to  an  instrument  flight.  The  con- 
ditions laid  down  for  making  a  flight  under  instrument 
flight  rules  not  only  specify  that  the  aircraft  must  be 
equipped  with  two-way  radio,  special  instruments,  and 
qualified  personnel,  but  a  flight  plan  containing  all  essential 
information  as  regards  route,  altitude,  proposed  departure 
time,  speed,  estimated  time  of  arrival,  etc.,  must  be  sub- 
mitted to  the  traffic  control  officer,  at  the  nearest  station, 
for  approval  before  departure.  The  pilot  is  also  responsible 
to  notify  the  airways  control  of  his  progress  along  the  route 
by  means  of  his  company  radio,  or  through  the  nearest 
radio  range  station.  They  will  relay  the  message  to  airways 
control  by  interphone  or  teletype.  He  must  obtain  permis- 
sion before  changing  his  flight  level  or  any  other  item  in  his 
flight  plan.  Airways  control  will  keep  all  other  aircraft 
notified  through  available  radio  facilities. 

On  arrival  over  the  terminal  airport  during  instrument 
conditions  the  aircraft  will  if  necessary  be  given  an  altitude 
and  course  to  maintain  until  the  air  below  him  and  the 
approach  to  the  field  is  clear.  He  will  then  be  given  his 
"approach  clearance"  which  permits  him  to  descend 
through  the  overcast,  or  make  "let  down"  as  it  is  termed. 
As  soon  as  he  can  see  the  ground,  that  is  he  is  "contact," 
the  pilot  makes  a  landing  under  the  direction  of  the  air- 
control  tower.  The  next  machine  which  has  been  holding 
above  him  is  then  permitted  to  start  its  "let  down." 

Sometimes  at  a  busy  airport  there  may  be  several 
machines  stacked  up  at  thousand-foot  intervals  waiting 
for  the  machines  below  them  to  let  down  and  land.  The 
instructions  for  holding  an  aircraft  prior  to  an  instrument 
let  down  given  by  the  airways  control  are  generally  worded 
roughly  as  follows: 

"Hold  on  south  leg  of  Lethbridge  range  between  station 
and  point  five  minutes  south  until  further  advised." 

The  subject  of  airways  and  airport  traffic  control  is  far 
too  large  to  discuss  from  every  angle  in  this  paper.  How- 
ever, the  above  outline  will  give  a  general  idea  of  how  air- 
craft are  prevented  from  flying  into  each  other  even  in 
weather  conditions  that  make  it  impossible  for  the  pilot  to 
see  further  than  his  own  wing  tips.  The  fact  that  there  has 
never  been  a  collision  of  aircraft  operating  under  civil 
airways  control  on  this  continent  is  an  indication  of  the 
efficiency  of  the  system  evolved. 

The  pilots  also  appreciate  the  fact  there  is  always  some- 
one watching  out  for  them  on  the  ground  and  giving  them 
useful  information  when  they  require  it.  This  applies  just 
as  much  to  the  small  radio-equipped  light  aeroplane  as  it 
does  to  the  biggest  airliner. 

Future  Outlook 

At  the  rate  that  aviation  is  expanding,  on  the  civilian 
side  as  well  as  the  military,  many  traffic  problems  at  air- 
ports and  their  immediate  vicinity  may  develop  in  the  not 
so  distant  future.  Many  interesting  methods  are  likely  to 
be  devised  to  solve  this  problem.  Some  of  these  are  likely 
to  be: 

(a)  The  dissipation  of  the  traffic  over  a  larger  area.  There 
is  plenty  of  air  for  everybody  to  fly  if  everybody  does  not 
try  to  use  the  same  spot  at  the  same  time.  Many  factors 
will  help  in  the  dissipation  of  the  traffic.  Some  of  these  will 
be  more  airports  and  airways,  more  extensive  use  of  sea- 
planes and  amphibian  aircraft;  more  extensive  use  of 
autogyros,  helicopters  and  other  types  which  do  not  require 
large  airports;  the  further  segregation  of  types — airliners 
to  use  one  airport;  smaller,  slower  types  to  use  another. 

(b)  Changes  in  the  design  of  aircraft,  to  give  a  greater 


speed     range,     more     manoeuvrability,     more     fool-proof 
handling  qualities,  and  a  better  field  of  vision. 

(c)  Improvements  in  the  design  of  both  aircraft  and 
ground  station  radio  equipment.  Ultra  high  frequency 
apparatus  has  already  gone  a  long  way  towards  fully 
reliable  reception  even  in  conditions  of  severe  electric 
disturbances. 

(d)  The  more  universal  use  of  radio  in  aircraft.  The  time 
will  come  when  a  non-radio-equipped  aircraft  will  be  looked 
upon  in  the  same  light  as  we  now  look  upon  an  automobile 
without  an  electric  starter.  This  will  make  for  faster  hand- 
ling and  less  confusion. 

Future  Traffic  During  Instrument  Conditions 

Terminal  traffic  has  already  become  number  one  airline 
operating  problem  at  one  or  two  of  the  large  metropolitan 
airports  in  the  United  States,  although  it  is  likely  to  be 
some  little  time  before  such  a  condition  arises  in  Canada. 

To  quote  from  an  article  by  Capt.  Fred  Smith,  of  Cana- 
dian Colonial  Airlines  in  October's  Aero  Digest. 

"Only  in  polite  company  do  pilots  and  flight  superinten- 
dents call  it  "Terminal  Air  Traffic."  To  them  it  constitutes 
the  greatest  single  source  of  fatigue  encountered  in  the 
year's  work.  In  the  airlines'  pocketbooks  i '-.  has  caused  a 
sizable  loss  of  revenue,  since  it  has  necessitated  cancellation 
of  short-haul  schedules  during  perfectly  flyable  weather 
due  to  probable  unreasonably  long  delays  over  destination 
airports.  .  .  Recently,  because  of  increased  schedules,  it  has 
become  usual  during  the  rush  hours,  for  upwards  of  a  dozen 
airplanes  to  become  stacked  up  over  the  airport's  (New 
York's  La  Guardia  Field)  environs  waiting  for  a  chance  to 
use  the  single  radio  range .  .  .  One  evening  last  spring  there 
were  22  planes  waiting  to  use  it.  Since,  on  peak  traffic 
occasion  approximately  300  planes  per  day  operate  into 
and  out  of  this  one  airport  (and  these  usually  bunch 
between  noon  and  eight  o'clock  in  the  evening),  it  can  be 
readily  realized  the  immensity  of  the  problem  presented. 
The  runway  may  not  be  used  for  take-off  when  a  plane  is 
approaching  or  making  its  landing.  A  double  number 
three  runway,  one  for  take-off,  one  for  landing,  would  be 
an  immediate  relief,  but  not  a  solution  to  the  problem." 

There  are  many  means  that  may  be  employed  to  reduce 
this  problem  of  congested  traffic  over  a  terminal  airport 
during  instrument  conditions.  Some  of  these  are  being 
acted  on  at  the  present  and  will  be  put  into  effect  shortly. 

(a)  Double  runways.  One  for  take-offs  and  one  for  land- 
ings. This  will  enable  more  movements  to  be  made  per  hour. 

(b)  Instrument  landing  equipment.  This  would  speed  up 
"let  down"  procedures  and  would  eliminate  the  necessity 
of  second  attempts  at  "let  downs"  with  the  resultant  waste 
of  time.  This  is  being  installed  in  ten  centres  in  the  United 
States  this  year  with  another  fifteen  to  follow  shortly.  It  is 
to  be  hoped  that  Canada  will  get  similar  equipment  as  it 
would  be  worthwhile  for  the  completion  of  more  trips 
which  would  otherwise  have  to  be  cancelled  for  low  ceiling 
and  visibility  even  if  it  were  not  needed  immediately  as 
an  aid  in  the  terminal  traffic  problem. 

(c)  Alternate  airports.  At  least  two  airports  equipped 
with  blind  landing  facilities  for  every  metropolitan  centre. 

(d)  Bigger  aircraft.  Greater  cargo  per  movement,  thus 
reducing  the  number  of  movements  necessary  to  handle  a 
given  volume  of  cargo. 

(e)  There  has  also  been  some  development  work  on  an 
infra-red  ray  apparatus  which,  when  perfected,  will  enable 
a  pilot  to  see  through  clouds.  This  naturally  will  be  a 
tremendous  advantage  to  flying  of  all  types  and  will  prac- 
tically eliminate  the  necessity  for  rigid  control  that  exists 
to-day  during  instrument  conditions. 


390 


August,  1941     THE  ENGINEERING  JOURNAL 


FUNDAMENTALS  OF  PROFESSIONAL  EDUCATION* 

ELLIOTT  D.  SMITH 

Master  of  Saybrook  College  and  Chairman  of  the  Department  of  Economics,  Yale  University,  New  Haven,  Conn.,  U.S.A. 

An  address  delivered  at  the  Sixth  Annual  Meeting  of  the  Allegheny  Section  of  the  Society  for  the  Promotion  of 

Engineering  Education,  Pittsburgh,  Penn.,  on  October  25th,  1940 


I  have  been  asked  to  speak  on  the  fundamentals  of  profes- 
sional education.  It  is  difficult  to  speak  on  fundamentals 
without  being  superficial.  It  is  so  easy  to  use  stock  phrases. 
It  is  so  easy  to  say  that  the  task  of  professional  education  is 
to  equip  a  man  with  something  to  profess  and  to  give  him 
the  ability  to  use  well  that  which  he  professes.  It  is  so  easy 
also,  to  add  that  to  make  him  truly  professional  his  educa- 
tion must  cultivate  his  mind,  and  further,  because  of  the 
ethical  tone  of  all  professions,  it  must  train  him  to  use  his 
professional  powers  for  the  well-being  of  society.  It  is  so 
easy  to  do  this  that  it  is  tempting  to  do  it  and  no  more.  But 
when  one  has  finished  these  "Good  words,  and  well  pro- 
nounced," one  has  said  nothing  that  anyone  can  disagree 
with,  and  nothing  of  effective  importance. 

One  way  of  making  more  concrete  these  general  state- 
ments, is  to  examine  the  world  in  which  the  professional 
student  of  to-day  must  practice  his  profession.  This  is  a 
very  different  world  from  that  in  which  Bacon  could  truth- 
fully say,  "Knowledge  in  itself  is  power."  For  since  the 
time  of  Bacon  the  world  has  undergone  a  deluge  of  objective 
knowledge,  great  in  mass,  and  great  and  growing  greater 
in  its  rate  of  accumulation.  That  objective  knowledge  has 
changed  the  character  of  all  professional  work  and  hence  of 
all  professional  education. 

Although  scientific  knowledge  has  gone  on  and  on  ex- 
panding, and  in  expanding  has  increased  our  control  over 
nature,  all  of  the  mysteries  of  life  are  as  great  to-day  as 
they  were  in  the  time  of  Bacon.  For  the  meaning  of  life 
and  death  and  personality  have  not  been  made  easier  to 
understand  by  all  that  has  been  learned  about  the  universe 
of  the  stars  and  the  universe  within  the  atom. 

The  expansion  of  science  instead  of  creating  bases  for 
faith,  has  removed  the  old  moorings  to  which  we  tied  our 
faiths  and  our  sense  of  values.  Hardly  more  than  a  genera- 
tion ago  those  moorings  were  so  secure  and  the  port  in 
which  our  faiths  and  sense  of  values  rested  was  so  sheltered 
that  the  great  mass  of  people  never  ventured  out  into  the 
open  sea  of  fundamental  inquiry.  But  that  security  has 
gone.  As  a  result,  philosophers  have  had  to  become  scientific 
and  the  great  scientists,  in  their  effort  to  ease  the  distress 
of  soul  that  their  discoveries  have  caused,  have  often  be- 
come philosophical.  And  common  men,  as  a  Harvard  student 
said  in  his  graduation  poem,  when  they  think  about  values 
and  about  what  makes  life  worthwhile  and  significant, 

".  .  .weary-eyed  with  too  much  light, 
Cry  from  their  dream-forsaken  vales  of  pain, 
'Give  us  our  gods,  give  us  our  gods  again  '  "** 

As  science  has  advanced,  engineering  has  applied  it  to 
life.  Through  doing  this  engineering  has  changed  from  the 
roots  our  way  of  life  and  of  work  and  even  of  war.  In  the 
process,  social  institutions  and  values  that  were  stable  have 
become  insecure.  Great  to-day  is  the  violence  and  great  the 
confusion  of  tongues  as  to  what  is  good  and  what  is  ahead 
in  government,  industry,  and  society. 

This  means  that  if  our  professional  training  is  to  equip  a 
man  for  useful  professional  attainment  it  must  equip  him 
to  go  out  into  insecurity  and  to  face  perplexity  unabashed. 
In  such  a  world  knowledge  is  abundant  but  no  longer 
power  in  itself.  We  cannot  successfully  prepare  a  man  for 
professional  life  by  merely  providing  him  with  information 
and  techniques  ready  for  use.  Instead,  we  must  equip  him 
to  go  back  to  fundamentals  and  to  be  able  to  work  out 

•Reproduced  by  special  arrangement  with  the  Society  for  the  Pro- 
motion of  Engineering  Education. 

"Hermann  Hagedorn,  in  "A  Troop  of  the  Guard." 


from  origins  both  values  and  practices,  and  in  that  sense  be 
original.  To  provide  capacity  for  such  fundamental  origin- 
ality is  the  basic  task  of  all  professional  education. 

Its  attainment  is  made  difficult  by  the  fact  that  the  human 
mind,  like  the  human  body,  tends  to  calcify  around  any 
material  that  stays  static  within  its  organism.  If  we  give  a 
student  precise  information  and  answers  and  let  these  lie 
inert  in  his  mind,  they  are  likely  to  calcify  and  produce  a 
crustacean  thinker — a  man  whose  thinking  is  enclosed  in  a 
shell  of  fixed  ideas  and  formulas.  Such  a  mind,  like  all 
crustaceans,  is  exceptionally  capable  of  shielding  itself  from 
exposure  to  the  pain  of  changing  reality;  but  like  all 
crustaceans  it  is  also  peculiarly  incapable  of  adapting  itself  to 
fundamental  changeorof  controlling  changing  reality.  Worse 
still,  if  instead  of  giving  a  student  that  inert  knowledge 
through  his  own  discovery,  we  give  it  to  him  as  of  our 
authority,  we  have  created  a  type  of  mind  similar  to  the 
hermit  crab,  with  somebody  else's  shell  that  it  drags  around, 
a  ponderous  mass  impeding  thinking  ;  into  which,  whenever 
reality  becomes  disagreeable  or  threatening,  it  can  retreat 
and  say,  "There  are  the  accepted  answers." 

If  on  the  other  hand,  calcification  creates  a  central  spine, 
as  it  does  in  the  vertebrate,  it  gives  power  and  adaptability. 
I  believe  this  is  as  true  of  mental  as  of  anatomical  organisms. 
Hence,  if  we  are  to  give  our  students  this  sturdy  adaptive 
power  of  thought,  we  should  allow  calcification  of  thought 
only  in  regard  to  basic  principles  as  to  which  we  can  say, 
"These  are  so  fundamental  that  you  can  safely  let  them 
become  the  solid  spine  of  your  thinking."  This  is  not  as 
simple  as  at  first  appears,  for  the  problem  is  by  no  means 
merely  one  of  teaching  the  student  science,  or  even  plenty 
of  it.  For  if  we  make  the  scientific  core  too  much  an  end  in 
itself  we  are  likely  to  produce  a  mental  skeleton  whose  in- 
elastic muscular  vestiges  are  dried  against  its  bones. 

You  will  notice  on  the  football  field,  that  the  sturdy 
graceful  men  who  play,  not  merely  have  backbones,  but 
that  their  backbones  are  extraordinary  in  their  adaptive 
flexibility.  When  one  of  them  tackles  or  throws  a  pass,  his 
spinal  posture  must  be  right  for  the  task  or  it  won't  suc- 
ceed. So,  although  in  the  process  of  professional  education 
we  must  create  solidity  at  the  spine,  this  basic  spine  if  it  is 
to  be  good  must  be  produced  by  a  process  of  growth  and 
exercise  which  makes  it  flexible  and  which  develops  around 
it  strong  muscles  of  thought. 

Professional  education  must  provide  an  understanding 
of  science.  But  professional  education  must  go  further  and 
provide  at  the  same  time  exercise  in  the  use  of  science  to 
solve  practical  problems  of  technology.  Then  the  growth  of 
spine  and  muscle  will  be  concurrent  and  each  adapted  to 
the  other.  If  we  attempt  to  teach  either  in  isolation — if  we 
do  not  make  science  useful  as  we  teach  it,  or  if  we  teach 
technology  as  the  mere  learning  and  manipulation  of 
formulas  and  techniques  instead  of  the  application  of  fun- 
damental science  to  concrete  problems — we  will  have  made 
it  difficult  for  science  and  technology  to  play  their  proper 
parts  thereafter  in  powerful  vertebrate  thinking. 

This  applies  particularly  to  teaching  the  so-called 
technical  tools.  To  try  to  teach  them  separately  as  things 
in  themselves  is  to  render  them  unsuited  to  creative  use.  If 
a  man  is  a  good  craftsman,  he  can  always  acquire  and  learn 
to  use  any  special  tool  that  he  needs.  If  he  is  a  really  good 
craftsman,  he  will  grind  the  tool  he  buys  to  fit  his  particular 
job.  Often  he  will  make  his  own  special  tool.  Intellectual 
tools  are  similar.  In  this  age  of  printing  they  are  widely 
available  and  the  purchase  price  is  small.  If  we  teach  the 
man  the  art  of  acquiring  them  from  the  printed  word,  and 


THE  ENGINEERING  JOURNAL     August,  1941 


391 


the  art  of  using  them,  and  the  art  of  remodeling  them,  we 
have  given  him  something  more  valuable  and  more  adapt- 
able to  the  future  than  any  quantitative  fullness  of  his 
technical  tool  chest.  Besides  we  may  then  find  that  the  few 
tools  which  we  have  given  him  in  the  process  of  developing 
these  arts  are  finer  than  if  the  provision  of  the  tools  and  not 
of  the  arts  had  been  our  aim.  Thus,  in  this  as  in  other  res- 
pects, it  is  a  fundamental  of  professional  engineering 
education  that  it  make  its  aim  the  development  of  capacity 
for  basic  originality  in  the  use  of  science  and  technology, 
not  the  provision  of  the  greatest  quantity  of  surface  tech- 
nological proficiencies. 

In  this  respect,  as  in  all  others,  what  a  student  learns 
depends  upon  what  he  does  and  two  things  are  outstanding 
in  determining  a  student's  activity.  One  is  the  character  and 
the  quality  of  mind  of  the  teacher.  If  the  teacher  is  a  man  of 
full  habit  and  if  he  is  a  man  of  basic  originality,  his  way  of 
thought,  his  way  of  conversation  with  his  students,  his  way 
of  dealing  with  them,  will  unconsciously  instill  itself  into 
them.  Give  me  great  persons  and  great  thinkers  as  teachers 
before  all  else. 

The  other  primary  factor  in  determining  what  a  student 
does  and  learns  is  how  his  attainments  are  measured.  Ask 
almost  any  student  who  is  willing  to  be  frank  with  you  what 
causes  him  to  work  at  particular  things  and  in  particular 
ways  in  his  daily  work,  and  the  answer  generally  will  be — 
"What  'scores',  in  the  exercises  and  examinations."  For 
these  coming  events  cast  influential  shadows  before. 

There  is  a  type  of  examination  that  reminds  me  of  a  form 
of  fishing  practiced  by  peasants  in  Japan.  These  humble  men 
make  their  living  by  training  cormorants,  large  diving  birds, 
to  fish  for  them.  The  fisherman  places  a  ring  around  the 
cormorant's  neck,  large  enough  to  permit  the  bird  to 
breathe,  but  not  large  enough  to  let  it  swallow  a  fish.  He 
rows  out  into  the  fish  pond.  The  cormorant  dives  for  the 
fish.  When  it  gets  back  to  the  boat  the  fisherman  pulls  up 
the  ring  and  out  comes  the  fish.  But  the  cormorant,  though 
he  has  been  through  the  exercise  of  fishing,  has  gained  no 
nourishment. 

All  too  many  examinations  are  similar  to  this.  The  only 
difference  is  that  we  stock  our  intellectual  fish  ponds  wit  h 
our  own  types  of  fish,  and  when  in  the  examination  we  pull 
the  ring  we  take  pride  that  the  fish  which  comes  forth  comes 
without  scar  or  modification  caused  by  its  sojourn  in  the 
student's  mental  gullet.  Under  such  conditions  students 
who  reproduce  their  mental  fish  exactly  as  they  received 
them  in  the  text  or  lecture  stand  high.  And  yet  the  digestive 
juices  of  such  students  never  reach  what  they  have  fished 
out  so  as  to  modify  it  or  to  give  them  sustenance  from  it. 

If  we  are  going  to  teach  capacity  for  true  originality,  our 
tests  and  class  work  must  face  our  students  from  time  to 
time  with  genuine  perplexity.  This  alone  gives  opportunity 
to  learn  true  discipline  of  mind.  If  a  student  looks  at  a 
problem  and  doesn't  know  the  answer,  he  is  not  truly  faced 
with  perplexity  if  he  knows  the  formula  or  the  method  by 
which,  with  a  few  substitutions,  he  can  get  the  answer. 
Instead  of  facing  him  with  perplexity  that  is  merely  facing 
him  with  "capitalistic  certainty" — an  investment  in  a 
"sure  thing,"  the  return  on  which  must  be  postponed  until 
the  known  manipulations  provide  the  answer. 

True  perplexity  occurs  when  the  student  doesn't  know 
any  ready-to-use  formula  or  means  of  solution  and  has  to 
take  thought  as  to  how  to  devise  one — when  he  has  to 
return  to  fundamental  principles  in  order  to  work  between 
formulas  or  beyond  them.  With  such  true  perplexity,  even 
after  he  gets  the  answer,  he  is  not  sure  that  it  is  right 
because,  having  created  the  formulas  or  measures  all  along 
the  way,  he  cannot  be  sure  that  better  ones  might  not  have 
been  found.  But  if  he  has  worked  out  his  process  of  solution 
from  the  core,  he  will  have  learned  the  beginning  of  the  art 
of  fundamental  originality.  Out  of  his  perplexity  will  come 
power  and  confidence  that  can  survive  in  the  perplexity  of 
the  world  into  which  he  later  must  go. 


Now  this  means  that  we  cannot  teach  a  student  to  think 
under  his  own  steam,  to  use  President  Doherty's  term — we 
cannot  teach  him  to  use  creative  originality,  if  we  regiment 
him.  Yet  if  we  permit  undisciplined  educational  self-indul- 
gence, we  are  in  danger  of  producing  a  jellyfish  mind  with- 
out a  spine  at  all — scientific,  technical,  or  otherwise.  To 
solve  this  conflict  discipline  must  be  raised  above  the  level 
of  regimentation.  And  to  do  this  it  is  necessary  to  have  wide 
enough  gaps  between  tests  and  between  assignments  to 
permit  large  enough  problems  or  tasks  to  involve  the  use 
of  creative  power  and  not  merely  the  manipulation  of 
technical  minutiae.  Furthermore,  for  the  word  "exercise" 
we  should  seek  to  be  able  honestly  to  substitute  the  words 
"experiment"  and  "original  problem."  That  I  fear  can  be 
done  in  only  a  few  institutions.  It  is  so  easy  to  teach  the 
laboratory  or  the  technical  manual  of  arms,  and  so  hard  to 
give  opportunity  to  learn  strategy  Yet,  the  lifting  of  dis- 
cipline above  regimentation  is  truly  a  fundamental  of  good 
professional  education. 

The  extensiveness  of  objective  knowledge  has  faced  pro- 
fessional education  with  another  difficulty.  In  nearly  all 
fields  the  mass  of  scientific  and  technological  data  and 
practice  is  so  great  that  when  teachers  look  at  it  they  can 
hardly  escape  from  gasping,  "How  can  we  teach  all  this  in 
the  time  available  ?  Years  ago  when  people  didn't  know  so 
much,  to  teach  was  easy.  But  now  we  need  more  hours  of 
class  work  and  more  hours  of  study  than  it  is  possible  to 
get.  We  must  hurry,  hurry,  hurry,  just  to  teach  engineering 
students  all  they  need  to  know."  They  are  right  in  this.  If 
anyone  suggests  that  an  engineering  school  which  aims  to 
teach  students  all  they  need  to  know,  should  also  take  the 
time  to  teach  students  to  think  for  themselves,  the  answer 
is  clear.  It  cannot.  It  is  not  possible  to  teach  an  engineering 
undergraduate  all  he  needs  to  know  in  his  profession  and  at 
the  same  time  train  him  fully  how  to  use  that  knowledge. 
If  we  are  going  to  do  the  one,  we  cannot  do  the  other. 

But  that  does  not  mean  that  engineering  education  is 
condemned  to  the  level  of  merely  imparting  engineering 
information  and  techniques.  The  dilemma  arises  from  a  non- 
structural conception  of  wisdom  and  power.  In  teaching  a 
new  science  or  technology,  to  borrow  a  simile  from  Dean 
Winternitz  of  Yale,  there  is  a  small  circle  of  knowledge,  in 
which  the  core  and  periphery  are  one,  and  on  this  account 
it  is  easy  to  teach  all  there  is  to  know.  As  the  science  or 
technology  matures  the  area  of  knowledge  expands.  But 
the  amount  of  time  for  instruction  remains  the  same  and  it 
becomes  impossible  to  cover  the  entire  circle  of  knowledge 
without  being  utterly  superficial.  Hence  the  teaching  of 
each  course  tends  to  take  the  central  area  for  granted.  It 
tends  to  assume  that  fundamentals  were  covered  once  for 
all  in  some  elementary  course,  and  tends  to  concentrate 
itself  upon  a  band  of  advanced  knowledge  around  the  cir- 
cumference of  the  subject.  As  time  goes  on  and  the  science 
and  technique  expand,  the  band  at  the  periphery  which 
there  is  time  to  teach  inevitably  grows  narrower  and 
narrower  and  its  contact  with  the  core  of  basic  principle 
more  and  more  remote. 

As  a  consequence  the  teaching  of  mature  techniques  tends 
toward  technical  tenuity.  The  knowledge  may  be  taught 
with  clarity  and  order.  Its  surface  relationships  may  be 
clearly  shown.  But  while  such  teaching  may  provide  an 
understanding  as  perfect  as  a  map,  the  understanding  tends 
to  be  as  superficial  as  a  map.  It  develops  no  thought  struct- 
ure in  the  student  reaching  into  the  central  core.  The 
student  learning  equation  after  equation,  formula  after 
formula,  has  little  time  to  think,  "How  did  that  formula 
get  that  way  ?  How  should  it  be  adapted  to  this  situation 
by  going  back  to  deeper  levels  for  reconstruction  ?" 

Yet  teachers  who  seek  to  teach  the  ever-increasing  mass  of 
technical  knowledge  in  a  more  solid  way  find  themselves  in 
the  position  of  the  ancient  Chinese  when  they  were  trying 
to  carry  bigger  and  bigger  loads  over  sand  with  solid  wheels. 
They  had  to  have  bigger  and  bigger  wheels  until  the  wheels 
got  so  big  they  couldn't  draw  them.  Then  somebody  in- 


392 


August,  1941     THE  ENGINEERING  JOURNAL 


vented  the  hub  and  spoke,  and  that  not  only  cut  the  weight 
way  down  but  strengthened  the  wheel. 

The  spoked  wheel  of  knowledge  is  likewise  better  in  every 
way  and  the  connection  of  the  periphery  with  the  core  is 
much  more  clearly  defined.  Thus  the  very  mass  of  technical 
knowledge  should  urge  us  to  teach  well,  not  badly.  For 
while  it  is  true  that  it  is  hopeless  to  try  to  teach  a  student 
all  he  ought  to  know,  it  is  equally  true  that  it  is  undesirable 
to  do  so.  What  is  important  to  teach  a  student  is  how  to 
discover  and  use  what  he  needs  to  know  when  he  is  faced  in 
later  life  with  concrete  problems,  and  how  to  learn  from  his 
experience.  He  should  be  taught  those  spokes  that  he  needs 
to  get  from  the  hub  of  basic  science  to  the  rim  of  concrete 
experience;  and  having  them  and  the  art  of  using  them  he 
can  meet  the  problems  of  life  as  they  come  and  learn  the 
lessons  of  life  as  they  go.  Taught  in  this  way,  he  will  start 
out  equipped  to  become  a  professional  man,  instead  of 
leaving  college  well  encased  in  frames  of  reference  and 
formulas  which  will  tend  to  shelter  him  from  further  learn- 
ing. He  will  not  be  completely  informed  but  he  will  have 
acquired  the  elements  of  the  art  of  learning  from  experience 
that  will  enable  him  gradually  to  move  ahead  of  the  routine 
of  his  field  and  reach  professional  stature. 

In  this  age,  such  instruction  is  peculiarly  important.  For 
due  to  engineering  invention,  students  when  they  graduate 
enter  an  institutional  world  where  it  is  difficult  to  get  free 
from  regimentation.  In  large  companies  the  young  graduate 
must  usually  fit  into  institutional  routines,  and  this  means 
in  most  instances  that  only  routine  problems  will  reach  him 
for  years.  Hence  unless  young  engineers  have  been  equipped 
with  a  sturdy  capacity  for  basic  originality  before  they  get 
into  industrial  institutions,  it  is  difficult  indeed  for  them  to 
survive  the  inevitable  institutional  treadmills  and  to  rise 
above  routine  competency  to  professional  skill. 

The  pressure  for  time  to  teach  the  mass  of  technical  pro- 
ficiencies has  not  only  tended  to  overcrowd  with  surface 
instruction  the  hours  of  technical  study,  but  it  has  also 
tended  to  squeeze  out  of  the  curriculum  all  else,  including 
those  things  that  equip  a  man  to  stand  on  his  own  feet 
among  men  and  in  his  community.  Yet  a  merely  technical 
man,  no  matter  how  proficient,  is  a  fragile  and  vulnerable 
person  in  the  world  to-day. 

Some  of  you,  I  know,  have  seen  Barrie's  play,  "The 
Admirable  Crichton."  In  it  a  British  lord,  who  handled 
himself  with  great  distinction  within  the  narrow  boundaries 
of  his  own  social  group,  was  shipwrecked  on  a  desert  island. 
There  he  had  to  come  in  contact  with  realities  other  than 
those  to  which  his  social  status  had  hitherto  exposed  him. 
In  a  little  while  he  became  a  slave  of  his  butler,  who  was 
better  equipped  to  meet  the  cruder  necessities  of  island  life. 

Technical  graduates  if  narrowly  taught  run  the  risks  of 
the  lord  in  that  play.  When  such  technicians  leave  the 
sheltering  environment  of  their  laboratories  or  drafting 
rooms,  they  are  in  danger  of  finding  that  their  personalities 
have  been  over-narrowed  by  an  exclusively  technical 
education.  When  they  progress  to  a  level  in  their  careers 
where  leadership  calls  for  power  to  deal  with  men,  or  when 
they  encounter  the  social  problems  so  largely  caused  by  the 
progress  of  their  own  technology,  they  are  likely  to  find 
that  they  lack  competency. 

Such  competency  is  not  something  that  can  be  easily 
acquired  after  professional  education  is  over.  When  my 
son  hurt  his  knee  and  was  in  bed  for  a  period  of  time,  I  was 
astonished  at  how  much  attention  the  doctors  gave  to 


insuring  that  the  injured  leg  w%s  exercised,  "because,"  they 
said,  "if  the  leg  isn't  exercised  it  will  atrophy  and  will  not 
grow  as  it  should,  and  once  it  gets  behind  the  rest  of  his 
body  in  growth,  there  will  be  no  way  we  can  restore  it  to 
proper  length."  In  the  same  way  during  the  period  of 
professional  growth  exclusive  emphasis  on  technology  may 
cause  other  parts  of  the  personality  to  atrophy  possibly 
beyond  repair. 

What  is  essential  in  this  respect  is  the  development  of  the 
student  as  a  cultivated  and  competent  engineer  and  citizen 
— as  one  who  adds  to  strictly  technical  powers  a  capacity  to 
take  his  place  professionally  as  a  leader  of  men  and  as  a 
wholesome  member  of  his  community.  Just  to  give  him 
courses  in  English  literature,  English  composition,  econo- 
mics or  industrial  relations,  even  if  we  can  provide  time  in 
the  curriculum  without  overcrowding  it,  does  not  necessarily 
do  this.  Usually  the  student  patiently  submits  to  such 
courses  and  then  sloughs  them  off.  A  few  students  may 
carry  them  through  life  as  appendages.  In  their  vertebral 
development,  however,  although  the  vestiges  of  these 
courses  may  remain  as  living  tissue,  they  remain  tumors 
unassimilated  in  the  organism.  Or  to  use  President  Do- 
herty's  concept  of  education  as  a  tree  with  many  stems, 
they  are  like  mistletoe,  sometimes  attractive  parasites,  but 
neither  a  part  of  the  trunk  nor  one  of  the  limbs  of  the 
student's  professional  development. 

This  is  most  likely  to  occur  when  the  social  sciences  and 
the  humanities  are  not  taught  as  an  integral  part  of  the 
student's  professional  education.  Hence  a  final  fundamental 
of  professional  education  is  that  its  broadening  elements 
should  be  integral,  not  external — that  students  should  be 
developed  in  human  and  social  power,  not  by  "side  courses," 
but  by  ways  of  study  that  interpenetrate  their  technical 
professional  development.  And,  as  other  speakers  on  this 
program  will  demonstrate,  this  can  be  done  and  done  with 
true  benefit  to  sound  technical  education. 

The  task  of  professional  education,  then,  is  fundamentally 
to  develop  power  to  learn  and  to  solve,  not  to  provide  full- 
ness of  information  and  of  technical  tools.  It  is  a  problem, 
not  of  informing,  but  of  providing  development  through 
disciplined  activity  that  is  raised  above  regimentation.  It 
involves  the  selection  of  significant  subject  matter  through 
which  to  give  this  disciplined  exercise — and  in  this  respect 
the  use  of  subject  matter  relating  to  man  and  to  society  is 
important.  But  far  more  important  than  subject  matter  is 
the  character  of  the  teacher  and  of  his  teaching. 

Good  teaching  can  combine  discipline  with  fundamental 
originality.  It  can  face  the  student  with  a  genuine  perplexity 
that  causes  him  to  escape  from  stereotypes  and  to  break 
through  routine  to  fundamental  thought.  It  can  cause 
methods  as  well  as  data  to  cease  to  be  inert  ;  to  become  flesh 
and  dwell  within  the  student;  to  be  material  which  he  uses 
and  remolds  under  a  vigorous,  trained  and  flexible  style 
that  is  truly  his  own.  It  can  make  his  professional  style  so 
fundamental  that  it  strengthens  his  power  in  every  field, 
not  merely  in  that  of  his  university  study.  It  can  give  him 
confidence  to  meet  the  perplexities  of  this  world  unabashed 
as  a  citizen  as  well  as  an  engineer.  In  a  word,  professional 
education,  by  its  teachers  and  by  its  teaching,  should 
develop  capacity  for  fundamental  originality  in  learning 
from  experience  and  in  meeting  the  problems  that  life  brings. 
How  fully  this  can  be  done  by  engineering  education  has 
been  richly  shown  by  great  engineering  teachers  and  great 
engineers. 


THE  ENGINEERING  JOURNAL     August,  1941 


393 


OUR  CITIES^ THEIR  ROLE  IN  THE  NATIONAL  ECONOMY 

GEORGE  S.  MOONEY 
Joint  Director,  Montreal  Industries  and  Economic  Bureau,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada  on  January  16th,  1941 


Of  all  our  national  resources — natural  and  manmade — 
the  most  important,  and  the  one  in  terms  of  which  all  the 
others  have  to  be  judged,  is  human  life.  The  safety,  welfare 
and  happiness  of  the  men,  women,  and  children  who  com- 
pose the  Canadian  people  constitute  the  only  justification 
of  government.  They  are  the  end  for  which  all  our  resources 
— land,  water,  minerals,  forests,  animals,  technology, 
institutions  and  laws — are  merely  instruments. 

The  manner  of  life  of  our  people,  the  problems  they  face, 
and  the  hopes  and  desires  they  cherish  for  improvement  in 
their  existence  and  the  advance  of  their  civilization  should 
be  the  supreme  concern  of  government. 

Even  since  Confederation,  three  quarters  of  a  century 
ago, — one  man's  lifetime — the  mode  of  life,  the  problems 
and  the  aims  of  our  people  have  undergone  many  significant 
changes.  Of  these,  probably  none  is  more  important  than 
the  transition  from  a  crude  and  simple  handicraft  economy 
to  an  advanced  type  of  modern  industrialism,  and  from  a 
rural  to  a  predominantly  urban  mode  of  living. 

Urban  Canada  in  1867 

When  the  Dominion  of  Canada  embarked  upon  its 
career  as  a  confederation  of  provinces  within  the  British 
Commonwealth,  the  cities  of  Vancouver,  Calgary,  Ed- 
monton, Regina,  Saskatoon,  Verdun,  Sydney,  Fort  William, 
Moose  Jaw,  and  a  host  of  others  were  either  idle  prairie 
plains  or  undeveloped  farm  lands.  The  City  of  Winnipeg 
was  an  outpost  of  the  Hudson's  Bay  Company  (Fort 
Garry),  with  a  population  of  241,  and  Moncton  was  a 
hamlet  of  some  600  souls.  There  were  only  three  cities  with 
a  population  of  over  50,000;  Montreal  having  130,833, 
Quebec  59,699,  and  Toronto  59,000.  Uniform  currency  had 
not  yet  been  established  and  the  trans-continental  railroad 
was  still  but  an  idle  dream. 

Municipal  services  were  few  and  comparatively  inexpen- 
sive. It  was  the  day  of  wooden  sidewalks  and  dirt  roads,  of 
oil-lit  street  lamps  and  volunteer  fire  brigades.  Sewage  and 
water  systems  were  crude  or  undeveloped,  and  garbage 
was  burnt  in  the  back  yards.  Secondary  schools  were  still 
in  the  future,  while  primary  schools  were  concerned  largely 
with  the  simple  teaching  of  the  three  R's.  Civic  libraries, 
municipal  hospitals  and  supervised  playgrounds  were  non- 
existent. 

The  limited  services  which  municipalities  rendered  were 
almost  wholly  related  to  the  servicing  of  land  and  buildings. 
As  such,  they  were  of  tangible  benefit  to  the  land  owner. 
Custom  had  it  that  every  good  citizen  owned  his  own 
home,  no  matter  how  humble  it  might  be. 

Further,  the  ownership  of  property  was  the  principal 
evidence  of  wealth.  Investment  in  business  enterprises, 
either  direct  or  through  the  medium  of  the  stock  exchange, 
was  of  a  limited  nature  and  confined  to  but  a  fraction  of  the 
population.  Moreover,  urban  land  values  were  experiencing 
a  boom  period.  Land  and  property  was  a  "safe"  investment, 
because  taxes  and  building  costs  were  low  enough  to  permit 
a  fair  return,  with  the  added  prospect  that  the  real  estate 
buyer  could  expect,  in  those  expanding  days,  to  find  his 
property  materially  increasing  in  value. 

The  74  years  that  have  elapsed  since  Confederation  have 
witnessed  a  transformation  in  the  urban  scene. 

During  this  period,  thousands  of  new  towns  and  cities 
have  emerged.  In  1867,  Canada  was  an  overwhelmingly 
rural  domain.  By  1891,  out  of  every  thousand  persons  in 
the  community,  682  were  resident  in  rural  communities; 
318  in  urban  centres.  By  1921,  the  population  was  appro- 
ximately evenly  divided  between  rural  and  urban,  there 
being  505  in  rural  and  495  in  urban  communities  out  of 


every  1000.  But  by  1931,  urban  Canada  had  leaped  forward, 
463  being  rural  and  537  being  urban  out  of  each  1000 
population.  In  the  decade  1921-31,  urban  communities  had 
absorbed  nearly  77  per  cent  of  the  total  increase  in  popula- 
tion, with  the  result  that  the  urban  population  by  1931, 
had  exceeded  the  rural  by  667,330.  In  the  decade  since  1931, 
the  trek  to  the  cities  has  continued  without  interruption 
and  probably  at  an  accelerated  pace.  The  industrial  boom 
which  is  accompanying  the  war  period  will  undoubtedly 
bring  about  great  and  probably  permanent  shifts  in  popula- 
tion, a  good  deal  of  which  will  be  from  the  rural  areas  to 
urban  centres. 

This  shift  of  the  population  to  urban  areas  carries  with  it 
a  fundamental  change  in  the  occupational  structure  of  the 
nation,  as  is  evidenced  by  the  fact  that  in  1891,  51.2  per 
cent  of  Canadian  workers  were  gainfully  employed  in 
agriculture,  while  in  1931,  the  percentage  had  fallen  to 
34.  This  suggests  that  in  less  than  half  a  century,  to  be 
exact  40  years,  our  country  has  profoundly  altered  its  mode 
of  life  during  which  it  has  been  transformed  from  a  rural 
frontier  settlement  into  a  full-fledged  urban  industrial 
society. 

This  development  is  not  peculiar  to  Canada,  for  it  char- 
acterizes the  development  of  the  United  States  and  is  also 
symptomatic  of  other  countries  of  the  world,  especially 
those  of  western  Europe  that  have  been  touched  by  the 
machine  technology,  and  consequently  have  undergone 
similar  changes.  But  while  the  old  world  grew  by  degrees 
over  a  period  of  many  centuries  from  a  town  economy  into 
its  present  urban  cast,  Canada  started  as  a  wilderness  on 
the  outskirts  of  civilization  and  took  the  leap  from  prim- 
itive primary  pursuits  associated  with  its  land,  forests  and 
streams,  and  in  the  matter  of  a  few  decades,  has  blossomed 
into  a  mature  urban  industrial  economy. 

The  figures  on  the  extent  and  rapidity  of  urbanization  in 
Canada,  dramatic  as  they  are,  fail  to  convey  the  full  signifi- 
cance of  what  the  rise  of  cities  has  done  to  our  civilization. 
The  crowding  of  an  increasing  number  and  proportion  of 
our  people  into  relatively  restricted  areas  has  meant  for 
(hem  a  revolution  both  in  the  way  of  living  and  in  the  ways 
of  making  a  living,  and  has  in  turn  been  reflected  in  the 
changed  character  of  our  national  life.  Part  of  this  change 
is  conditioned  by  the  fact  that  ever  larger  aggregates  of 
population  and  ever  widening  areas  are  being  brought 
within  the  orbit  of  a  central  dominant  city.  The  recent 
experience  of  the  five  leading  cities  of  the  Dominion  will 
exemplify  this  trend.  Between  1921  and  1931,  Canada's 
population  grew  18  per  cent  whereas  that  of  Greater  Van- 
couver increased  by  50  per  cent,  Greater  Montreal  by  39 
per  cent,  the  Hamilton  area  by  36  per  cent,  Greater  Toronto 
by  31  per  cent  and  Greater  Winnipeg  by  28  per  cent.  By 
1931,  these  five  urban  areas  embraced  over  23  per  cent  of 
the  Dominion  total.  More  than  ten  per  cent  of  the  total 
population  of  the  Dominion  is  now  concentrated  in  the 
Montreal  metropolitan  area,  an  area  of  approximately  50 
square  miles. 

(  auses  of  Urban  Development 

STEAM 

The  growth  of  cities  since  about  the  beginning  of  the  19th 
century  is  primarily  attributable  to  the  scientific  discoveries 
and  mechanical  inventions  which  facilitated  the  develop- 
ment of  power-driven  machinery.  Of  these  revolutionizing 
innovations  none  was  probably  more  fundamental  than  the 
application  of  steam  as  a  source  of  power  for  industry  and 
transportation  to  supplement  and  replace  the  previously 
available  sources  of  power,  especially  water.  Prior  to  the 


394 


August,  19 il     THE  ENGINEERING  JOURNAL 


steam  era,  few  cities  exceeded  100,000  and  it  is  doubtful 
whether  any  city,  even  such  renowned  centres  as  Rome, 
Peking  or  Nanking,  ever  exceeded  one  million  in  population. 
Not  until  the  great  economic  and  social  changes  that  we 
identify  as  the  Industrial  Revolution  had  been  set  in 
motion  did  the  modern  great  city  become  possible.  The 
emergence  of  the  great  city,  however,  itself  in  turn  became 
a  major  force  in  revolutionizing  man's  existence. 

Steam  not  only  made  possible  a  vast  increase  in  man's 
potential  means  of  subsistence  and,  consequently,  in  his 
numbers,  but,  indirectly,  by  releasing  a  rapidly  increasing 
proportion  of  the  population  from  the  actual  tilling  of  the 
soil,  it  became  an  overwhelming  force  in  the  cityward 
migration  and  played  a  major  role  in  determining  the 
internal  structure  of  the  city  and  of  the  economic  organ- 
ization of  which  it  became  the  nucleus.  In  the  pre-steam 
era,  because  of  the  crude,  inefficient,  and  expensive  means  of 
transportation  which  man  had  at  his  disposal,  the  provision- 
ing of  large  cities  was  difficult,  as  was  the  supplying  of  raw 
materials  and  the  distribution  of  finished  products  over  a 
wide  area.  Consequently  most  manufacturing  was  local. 

Apart  from  the  military  necessity  of  concentrating  the 
largest  number  of  inhabitants  and  structures  within  the 
smallest  possible  walled  area,  the  city  before  the  age  of 
steam  had  no  need  for  marked  concentration  into  a  "down- 
town" or  central — business  district,  which  is  a  distinguish- 
ing mark  of  the  modern  city.  Steam  has  operated  as  a  con- 
centrative  force  through  its  direct  use  as  power.  Since 
steam  is  most  cheaply  produced  in  large  quantities  and 
must  be  used  close  to  where  it  is  produced,  from  which 
point  the  power  it  generates  can  be  extended  only  over 
limited  distances  by  means  of  shafting,  belts  and  pulleys, 
it  fostered  the  concentration  of  manufacturing  processes 
and  large  units  of  production.  But  since  it  could  not  be 
used  economically  for  local  transportation,  its  use  as  power 
in  manufacturing  tended  also  to  concentrate  managerial 
and  wholesale  distributing  activities  and,  above  all,  popula- 
tion near  the  factory.  Moreover,  the  great  economies  in 
long-distance  transportation,  which  steam  made  possible, 
further  accentuated  the  concentration  of  industry  and 
population  into  large  urban  centres,  which  because  of  their 
favourable  situation  from  the  standpoint  of  production 
and  markets,  continued  to  attract  ever  more  industries, 
commerce,  and  population.  The  large,  densely  built  up  and 
rapidly  growing  city  with  a  single  centre  where  transporta- 
tion lines  and  hence  traffic  converge,  derives  its  principal 
structural  features  in  large  measure  from  the  centripetal 
influence  of  steam. 

ELECTRIC  POWER  AND  THE  GASOLINE  ENGINE 

All  the  while  that  steam  was  moulding  the  pattern  of 
urbanization,  two  other  forces  were  converging  upon  the 
scene.  Whereas  steam  has  had  a  concentrative  effect, 
electricity  and  the  internal  combustion  engine,  which 
became  available  after  the  pattern  of  most  Canadian  cities 
had  already  become  fixed,  have  tended  to  have  precisely 
the  opposite  effect.  The  dispersive  influence  of  electricity 
is  due  to  the  fact  that  it  can  be  transmitted  economically 
even  now  over  distances  up  to  about  300  miles,  and  that  it 
can  be  used  as  power  with  almost  equal  efficiency  in  large 
or  small  units.  It  also  has  decided  advantages  over  steam 
for  rapid  local  transportation.  It  has  at  least  the  poten- 
tiality of  exercising  a  centrifugal  influence  upon  cities  as 
contrasted  with  the  centripetal  force  exerted  by  steam.  Up 
to  the  present,  however,  electricity  through  its  use  as  power 
for  the  fast  electric  elevator  and  for  urban  and  suburban 
transit,  has  mainly  accentuated  concentration  as  in  the 
skyscraper  and  in  the  overdeveloped,  congested,  central 
business  district. 

In  addition  to  its  use  as  power,  electricity,  as  distin- 
guished from  steam,  has  a  quality  which  has  to  be  reckoned 
with  as  a  reconstructive  element  in  urban  life,  the  urban 
structure  and  our  entire  social  order,  namely  its  use  in 
communication.  This  use  in  the  form  of  the  telegraph,  the 


telephone,  and  the  radio  has  only  recently  been  felt  and 
appreciated.  It  gives  promise  of  having  at  least  as  great  an 
influence  in  reshaping  our  cities  and  our  civilization  during 
the  twentieth  century  as  steam  did  during  the  nineteenth. 

If  to  the  influences  of  electricity  we  add  the  flexibility, 
the  speed  and  the  individualization  of  transportation 
effected  by  the  internal  combustion  engine  as  embodied  in 
the  automobile  and  the  airplane,  we  may  say  that  these  new 
technological  devices  are  likely  to  alter  the  structure  of  the 
urban  community  and  national  life  profoundly,  whether  or 
not  we  consciously  use  them  as  instruments  to  improve  our 
mode  of  living. 

One  further  factor  which  should  not  be  lost  sight  of  in 
understanding  how  the  19th  and  20th  century  city  civiliza- 
tion came  to  be,  is  the  contribution  of  modern  methods  of 
sanitation.  Life  for  large  masses  of  people  removed  from 
and  yet  closely  dependent  upon  a  constant  supply  of  water, 
food,  fuel,  and  raw  materials  is  in  itself  conditioned  by  a 
high  degree  of  technological  development  and  the  perfection 
of  administrative  organization.  But  the  task  of  conquering 
the  hazards  of  life  among  a  vast  congested  population,  such 
as  inhabits  a  great  city,  in  the  face  of  disease,  can  be  ap- 
preciated better  if  we  consider  that  before  the  advent  of 
modern  sanitation  the  deaths  in  cities  of  the  western  world 
regularly  exceeded  the  births  by  a  considerable  margin.  If, 
in  addition,  we  recall  that  the  population  of  the  western 
countries  was  frequently  afflicted  by  epidemics  that  swept 
away  a  large  portion  of  their  inhabitants  and  that  this  is 
still  in  a  measure  true  of  backward  countries,  we  can  realize 
the  significance  of  modern  sanitation  for  urban  existence. 
The  ample  provision  of  pure  water,  the  perfection  of  cen- 
tralized sewerage  and  waste  disposal  systems,  the  insurance 
of  a  safe  food  supply,  including  dairy  products,  and  the 
prevention  and  control  of  contagious  diseases  are  the  chief 
measures  that  for  more  than  a  century  have  made  it  possible 
for  western  cities  to  maintain  population  by  lowering  the 
death  rate. 

Having  considered  the  principal  preconditions  for  urban- 
ization, we  may  now  turn  to  examine  some  of  the  factors 
that  are  shaping  this  process  to-day.  In  doing  so,  we  shall 
discern  certain  trends  that  may  considerably  influence  the 
city  of  to-morrow. 

As  we  have  previously  indicated,  the  outstanding  factor 
in  the  urbanization  of  Canada  is  the  speed  with  which 
it  has  progressed  and  is  still  progressing.  Within  a  single 
generation  Canada  has  been  transformed  from  a  primarily 
rural  to  a  primarily  urban  domain. 

In  1867,  Canadians  were  best  characterized  as  a  rural 
people  ;  and  their  pursuits  were  associated  with  the  primary 
industries.  In  1941,  Canadians  are  best  characterized  as 
urban  dwellers  with  little  prospect  of  any  major  shift 
countrywards. 

Cities  as  Centres  of  Industry 

But  the  city  is  not  merely  the  characteristic  place  of 
residence,  it  is  also  the  workshop  of  the  nation.  It  is  in  the 
cities  where  the  major  portion  of  our  industrial  plants  are 
located,  and  these,  in  turn  are  for  the  most  part  highly  con- 
centrated in  relatively  few  centres. 

In  recent  years,  certain  shifts  in  industrial  location  have 
occurred.  This  may  indicate  a  trend  likely  to  have  increasing 
significance.  The  long  run  effect  may  have  the  result  of 
reshaping  the  pattern  of  our  industrial  urban  civilization. 

So  far,  this  movement  has  been  largely  confined  to  cer- 
tain small  scale  industries  which  have  tended  to  locate  in 
peripheral  areas  contiguous  to  large  cities.  Large  scale  in- 
dustry with  large  capital  investments  in  huge  and  complex 
plants,  and  requiring  concentrated  pools  of  labour,  has 
shown  little  or  no  tendency  to  follow.  This  so-called 
"decentralization  of  industry"  has  been  a  spreading  out 
into  the  suburban  and  adjoining  territories  of  large  cities, 
rather  than  a  movement  from  the  city  to  the  country.  It  is 
a  phenomenon  which  characterizes  every  large  city  on  the 
continent;  and  although  it  has  given  grounds  for  local 


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395 


concern,  its  long  time  economic  effect  is  likely  to  be  more 
beneficial  than  harmful.  It  should  have  the  effect  of  creating 
a  better  economic  balance  between  the  large  city  and  its 
surrounding  countryside  and  in  other  ways  establish  a 
more  functional  relationship  between  the  urban  and  rural 
population. 

Industries  locating  or  re-locating  in  the  suburban  and 
satellite  zones  of  great  cities  have  done  so  to  gain  com- 
petitive advantages  derivable  from  such  factors  as  lessened 
transport  time  and  cost,  freedom  from  the  restraints  of 
"big  city"  control,  cheaper  labour  costs  and  decreased 
labour  turn-over,  and  lower  land  values  and  taxes.  These 
advantages  to  the  industry  are  frequently  ephemeral  and 
sometimes  are  offset  by  the  disadvantages  accruing  to  the 
community  itself.  Moreover,  the  gains  of  the  peripheral 
area  are  sometimes  a  loss  to  the  central  city,  especially  if 
they  are  politically  separated,  because  the  central  city  may 
continue  to  render  certain  public  services  incident  to  the 
industry  without  receiving  proportionate  tax  revenue. 

While  there  are  sound  economic  reasons  for  the  location 
of  certain  types  of  industries  in  the  peripheral  areas  of 
metropolitan  centres,  or  in  one  industrial  area  as  against 
another,  too  frequently  the  decision  to  locate  is  based  upon 
other  than  economic  grounds.  In  the  past,  publicity  cam- 
paigns, special  grants  and  subsidies,  including  sometimes 
free  sites  and  free  plants,  credits,  and  exemption  from  or 
special  consideration  in  respect  to  taxation,  have  been 
employed  to  attract  industries  and  to  lead  them  to  ignore 
more  advantageous  locations  elsewhere.  Such  inducements 
as  these  have  been  offered  by  cities  and,  especially,  small 
towns  without  even  a  guarantee  from  industry  to  maintain 
minimum  labour  standards,  in  the  attempt  to  gain  advant- 
ages by  artificial  means  which  they  do  not  possess  by  nature. 
Unless  communities  can  be  persuaded  to  pursue  sounder 
principles  of  industrial  planning,  large  sums  will  be  wasted 
on  the  private  and  community  plant  in  the  attempt  to 
expand  or  strengthen  the  physical  base  of  the  community 
beyond  reasonable  and  economic  justification.  This  will, 
in  the  long  run,  saddle  these  communities  with  debt  and  an 
unbalanced  and  unstable  industrial  structure.  Community 
industrial  unbalancing  operates  in  a  vicious  cycle.  The  weak 
industries  of  the  community  constantly  become  weaker  and 
this,  in  turn,  discourages  new  industry  which  might  other- 
wise locate  there. 

In  recent  years,  the  use  by  communities  of  such  incentives 
to  industries  as  credits,  tax  exemption  and  free  land  has 
declined,  although  the  depression  for  a  time  revived  the 
practice.  On  the  whole,  it  does  not  appear  that  such 
attempts  to  attract  industries  have  been  very  successful. 
Of  late,  more  attention  has  been  given  to  the  problem  of 
industrial  articulation.  There  seems  to  be  less  of  a  tendency 
on  the  part  of  both  communities  and  industries  to  accept 
surface  indications  as  satisfactory  reasons  for  locations. 
Only  scientifically  sound,  long-range  planning  can  lead 
toward  a  more  economical  and  stable  national  pattern  of 
industry  and  prevent  and  mitigate  the  evils  of  substandard, 
mushroom  community  structures  based  upon  short-sighted 
and  potentially  socially  disastrous  perspectives. 

Cities  as  Commercial  and  Service  Centres 

The  rapid  growth  of  cities,  particularly  the  larger 
metropolitan  areas,  is  traceable  in  part  to  the  increasing 
concentration  within  them  of  commercial  and  service  activi- 
ties. As  industrial  production  has  grown  in  volume  and 
diversification  so  have  the  related  commercial  and  service 
functions  associated  with  its  development.  There  are 
probably  just  as  many  so-called  white-collar  jobs  in  the 
large  city,  as  there  are  jobs  in  industry.  In  the  very  large 
metropolitan  cities  such  as  New  York  and  Chicago,  clerical 
and  other  white-collar  employment  exceeds  that  of  in- 
dustrial labour.  This  is  a  further  shift  in  occupational 
emphasis  and  is  bound  to  have  an  influence  on  the  pattern 
of  urban  growth,  design  and  development.  With  industry 
and  business  entering  more  and  more  into  mass  production 


and  mass  distribution  techniques,  there  will  be  a  relatively 
larger  need  for  persons  engaged  in  managerial,  service  and 
clerical  functions.  The  range  of  occupations,  of  incomes, 
and  consequently  of  standards  of  living  tends  to  increase 
with  the  size  of  the  city,  so  that  the  city  becomes  both  a 
product  and  a  cause  of  the  division  of  labour. 

Types  of  Cities 

Similarly,  individual  cities  themselves  acquire  a  special- 
ized role  in  the  national  economy.  They  become  different- 
iated partly  by  such  characteristics  as  access  to  suitable 
resources,  transportation  facilities  and  labour  supply.  In 
addition  to  these  natural  and  technological  factors,  cities 
in  the  course  of  time  become  distinguishable  from  one 
another  also  because  of  the  initiative  and  foresight  of 
aggressive  business  leaders  and  of  the  advantages  derived 
from  an  auspicious  start,  which  are  cumulatively  enhanced 
by  tradition  and  reputation  so  that  certain  cities  acquire  a 
prestige  and  renown  for  the  production  of  certain  goods. 
Such  factors  will  in  the  course  of  time  shape  the  industrial 
contour  of  the  community.  Furthermore,  certain  industries 
can  exist  advantageously  only  when  others  upon  which 
they  depend  are  already  established.  Some  cities,  therefore, 
developed  a  highly  specialized  economic  base,  while  others, 
offering  more  general  locational  advantages,  attract  a 
variety  of  industries  and  thus  become  more  balanced 
economic  entities. 

The  functional  differentiation  of  cities,  moreover,  pro- 
ceeds not  merely  on  the  basis  of  industrial  specialization 
but  is  conditioned  also  by  the  commercial,  governmental 
and  social  roles  which  cities  assume.  Thus  we  have  developed 
some  cities  in  Canada  whose  economic  base  rests  primarily 
upon  the  extraction  of  natural  resources  from  the  immediate 
or  nearby  sites.  Mining  cities,  oil  cities,  fishing  cities  and 
lumber  cities  are  familiar  examples  of  specialized  urban 
communities.  Others  derive  their  specialized  industrial 
character  from  the  presence  of  less  localized  advantages. 
The  selection  of  one  Canadian  city  as  a  site  for  a  steel 
producing  centre  proved  eminently  satisfactory  despite 
the  absence  of  either  coal  or  iron  ore  in  the  immediate 
territory,  because  of  the  economical  accessibility  of  the  raw 
materials  for  steel  manufacture  derived  from  its  position 
intermediate  between  coal  fields  and  ore  fields,  combined 
with  proximity  to  a  good  market  and  a  source  of  labour 
and  power.  Again,  one  western  city  has  arisen  primarily  on 
an  economic  basis  as  a  transportation  focus  and  trans- 
shipment centre,  just  as  others  have  centred  around  a 
port.  Still  other  cities  are  predominently  commercial, 
others  are  educational  centres,  governmental  centres  or 
resorts.  Moreover,  cities  that  were  once  expanding  and 
prosperous  communities  have  changed  their  primary 
function  in  the  course  of  time  ;  or  declined  either  because  of 
the  exhaustion  of  nearby  resources,  the  development  else- 
where of  a  new  industry  which  made  a  prior  one  obsolete, 
the  perfection  of  transportation  facilities,  changes  in  the 
rate  structure,  or  the  rise  of  a  rival  city  with  special  ad- 
vantages. Many  communities  have  become  chronically 
substandard  as  a  consequence  of  such  changes  which  have 
deprived  them  of  their  economic  base. 

What  has  been  said  so  far  by  no  means  exhausts  the 
factors  which  have  contributed  towards  the  significant 
role  which  our  cities  play  in  the  national  economy.  But 
neither  the  time  nor  the  occasion  permits  a  complete 
picture  of  the  forces  which  have  been  at  work  in  the  building 
up  of  our  modern  city  civilization.  The  factors  mentioned 
have  been  chosen  merely  as  a  background  from  which  to 
approach  the  other  aspect  of  this  paper,  which  has  to  do 
with  a  consideration  of  some  of  the  problems  which  the 
too-rapid  growth  of  our  cities  have  created. 

Let  us  therefore  sketch  the  typical  features  of  the  en- 
vironment in  which  the  modern  city-dweller  lives,  and  from 
which  he  has  acquired  his  distinctive  traits  of  personality 
and  behaviour.  Much  as  the  rural  and  the  urban  ways  of 


396 


August,  1941     THE  ENGINEERING  JOURNAL 


life  may  tend  to  approximate  each  other,  the  rural  landscape 
and  the  urban  landscape,  from  whatever  angle  they  may 
be  viewed,  are  visibly  distinct.  The  view  one  gets  of  the 
cities  depends  of  course  upon  the  position  of  the  observer. 
No  city  of  any  size  can  be  envisaged  as  a  whole,  except 
from  some  distance  of  elevation,  and  while  the  topography, 
the  size,  and  type  of  city  will  make  a  marked  difference  in 
the  impression  it  creates,  the  average  urban  panorama  has  a 
number  of  general  points  of  uniformity. 

The  City  Viewed  from  the  Air 

If  the  observer  views  it  from  an  aeroplane,  the  typical 
Canadian  city  will  appear  as  a  sprawling  mass  of  structures 
of  varying  size,  shape  and  construction,  criss-crossed  by  a 
checkerboard  street  pattern  which  here  and  there  assumes 
irregularities.  The  cells,  or  blocks,  into  which  the  city  is 
divided  seem  to  lack  any  organic  grouping  into  units.  The 
general  impression  to  be  derived  from  the  arrangement  is 
that  of  unimaginative,  stereotyped,  mechanical  monotony. 
Only  rarely  will  one  find  even  a  partially  organic  pattern 
throughout.  Upon  closer  inspection  it  will  appear  that 
portions  of  the  area  are  devoid  of  structures,  and  consist  of 
green  open  spaces,  or  parks.  Other  vacant  space  will  turn 
out  to  be  public  squares,  railroad  yards,  or  merely  unutilized 
land  areas  of  varying  shapes  and  sizes.  The  observer  will 
note  that  the  rectangles  or  other  shapes  that  make  up  the 
horizontal  pattern  of  the  city  are  generally  built  up  around 
the  edges  and  are  a  hollow  in  the  middle,  indicating  that  the 
structures  line  up  along  the  streets. 

More  intensive  examination  of  the  city  of  medium  or 
large  size  will  show  that  the  city  is  more  densely  built  up  at 
the  core  where,  even  if  it  is  only  a  few  square  miles  in  area, 
one  or  more  tall  structures  will  loom  up  grotesquely, 
marking  the  location  of  the  central  business  district.  If 
the  city  is  large  the  number  of  these  sky-scrapers  will  be 
correspondingly  multiplied,  and  they  will  re-appear  irre- 
gularly at  places  somewhat  distant  from  the  city  centre, 
indicating  the  location  of  sub-centres.  The  central  business 
district  will  flatten  out  abruptly  toward  the  edges,  where 
the  city's  light  manufacturing  and  warehouse  areas  may  be 
recognized,  interspersed  by  ramshackle  structures  constitut- 
ing the  blighted  areas  and  slums.  Adjacent  to  this  belt  are 
to  be  found  the  tenants'  and  working-men's  homes,  and 
beyond  are  the  more  densely-built  apartment-house  sec- 
tions, tapering  off  rather  unsymmetrically,  and  stretching 
finger-like  along  the  main  traffic  streets  into  areas  of  single 
homes,  with  small  gardens  and  open  spaces.  Along  these 
radiais  that  follow  the  main  transportation  lines,  and,  like  a 
web  between  them,  will  cluster  other  less  intensively  built- 
up  settlements.  The  city  will  thus  approximate  a  circular, 
or  semi-circular  pattern,  at  the  edges  of  which  tentacles  will 
protrude,  tending  to  stretch  the  circle  into  a  star-shaped 
outline.  The  symmetry  of  the  total  configuration  is  some- 
times warped  by  water-fronts,  rivers,  elevations  and 
depressions  in  the  topography,  and  by  the  proximity  of 
other  cities. 

Beyond  the  built-up  parts  of  the  city,  there  are  to  be 
found  great  open  spaces,  on  which  the  occasional  structures 
reveal  the  location  of  truck  farms,  nurseries  and  gardens, 
country  clubs,  and  abandoned  or  unsuccessful  subdivisions, 
marked  by  pavements  and  sidewalks  and  other  improve- 
ments, but  showing  no,  or  only  a  few,  scattered  buildings. 
At  the  most  favourable  sites,  partly  obscured  by  woods, 
nestle  imposing  mansions,  with  large  fenced-in  grounds, 
resembling  the  feudal  estates  of  the  European  countryside. 
At  intervals  along  the  railroad  lines  and  through-highways, 
often  as  uninterrupted  extensions  of  the  city  proper,  more 
densely-settled  areas  are  distributed.  These  are  the  suburbs 
and  satellite  towns.  Some  of  these  immature  cities  will  be 
clearly  recognizable  as  industrial  sites,  and  others,  but  for 
the  abundance  of  yards  and  trees  and  absence  of  building 
concentration,  might  be  mistaken  for  residential  sections 
of  the  city  itself. 


A  Lateral  View  of  the  City 

Another  perspective  of  the  outlines  of  the  Canadian  city, 
its  profile,  may  be  obtained  by  viewing  it  from  a  distance. 
This  vertical,  cross-sectional  view  makes  the  intense 
development  of  the  centre  seem  even  more  grotesque,  and 
reveals  how  really  precipitous  is  the  drop  from  the  towering 
peaks  of  the  sky-scrapers,  which  mark  the  business  centre, 
to  the  encircling  belt  of  much  lower,  often  obsolescent  and 
decaying  building.  The  taller  the  sky-scrapers  at  the  centre, 
the  more  abrupt,  it  seems,  is  the  decline  to  the  building 
height  of  the  surrounding  area.  Apparently  in  a  small  city, 
a  single  sky-scraper  can,  so  to  speak,  suck  up  all  or  most  of 
the  demand  for  office  space,  and  create  a  vacuum  of  blight 
all  around.  The  more  imposing  the  sky-scrapers  at  the 
centre,  the  wider  is  the  area  over  which  they  exert  a  blight- 
ing and  depressing  influence.  This  is  reflected  in  actual 
physical  deterioration,  in  accelerated  obsolescence,  vacant 
building  sites,  and  in  decaying  commercial  areas  and 
residential  slums. 

The  Inner  View  of  the  City 

Quite  another  set  of  pictures  of  the  urban  scene  is  revealed 
to  the  observer,  who  views  it  from  the  inside,  whether  he  is 
a  traveller,  getting  a  glimpse  of  it  as  he  enters  it  by  boat, 
railroad  or  automobile,  or  views  its  structures  from  the 
streets.  Most  American  and  Canadian  cities  have  a  façade 
which  often  turns  out  to  be  a  false  front.  They  are  adorned 
at  the  centre  as  if  for  public  display.  But  behind  this  front 
are  hidden  the  shambles,  the  slums,  and  the  scenes  of 
decay,  filth  and  disorder.  To  the  visitor,  especially  if  he  is 
accustomed  to  wide  expanses  of  fields,  meadows  and  woods, 
the  stone,  brick,  concrete,  steel  and  glass  out  of  which  the 
physical  city  is  built,  must  appear  as  very  unnatural.  In 
the  heart  of  the  city,  huge  boxlike  buildings  rise  abruptly 
on  both  sides  of  the  street,  forming  canyons  that  shut  out 
light  and  air.  Buildings  of  assorted  design,  size  and  structure 
are  huddled  together,  wall  on  wall,  without  following  any 
perceivable  pattern  of  arrangement,  except  that  outlined 
by  the  narrow  strips  of  land  that  are  the  streets.  The  smoke, 
the  grime  and  the  din,  the  maddening  tempo  of  movement 
of  men,  and  vehicles,  the  surge  of  crowds,  especially  when 
the  city  centre  fills  and  empties  in  the  course  of  the  daily 
pendular  movement  of  its  people — all  these  appear  to  the 
uninitiated  as  a  fantastic,  meaningless,  and  buzzing  con- 
fusion. Aside  from  the  scenes  that  meet  the  eye  on  the 
surface,  there  is  the  city  underground,  its  sewers,  water 
mains,  light,  gas  and  telephone  lines;  its  basements,  tunnels 
and  subways. 

Land  Use  Pattern 

It  is  in  the  centre  of  the  city  that  most  of  the  white-collar 
inhabitants  work.  Here  are  the  government  administrative 
buildings,  the  offices  of  commercial  and  industrial  firms, 
and  of  the  professional  and  technical  services;  the  depart- 
ment stores  and  specialty  shops;  the  transient  hotels  and 
restaurants  and  theatres.  In  fact,  here  centre  all  those 
activities  that  transcend  the  neighbourhood  and  function 
for  the  city  and  its  region  as  a  whole.  Here,  land  values  are 
high,  and  real  estate  is  sold  by  the  square  foot  at  fantastic 
prices. 

Beyond  the  city  centre  are  wholesale  houses  and  ware- 
houses, railroad  yards,  freight  and  passenger  terminals, 
junk  yards,  and  light  manufacturing  establishments, 
interspersed  with  dilapidated  residences,  roominghouses 
and  tenements.  This  area,  which  contains  the  slums, 
is  the  forgotten  section  of  most  of  our  cities.  Inquiry 
will  disclose  that  much  of  the  land  of  the  area  is  in  the 
hands  of  absentee  owners,  who  hold  it  for  speculative 
reasons,  hoping  that  as  the  city  grows  the  business  district 
will  expand,  and  that  their  land  will  be  at  a  premium.  Con- 
sequently, land  values  are  inflated,  but  rents,  in  compa- 
rison, are  low.  Buildings  are  crowded  and  in  disrepair,  and 
sanitary  facilities  are  inadequate  or  utterly  lacking.  The 


THE  ENGINEERING  JOURNAL     August,  1941 


397 


people  who  must  live  in  them  are  deprived  of  the  minimum 
requisites  of  healthful  and  decent  housing. 

At  its  periphery  this  area  merges  with  the  zone  of  working- 
men's  homes  which,  though  they  command  relatively  low 
rent,  are  in  one  degree  of  better  repair  than  the  slums.  This 
area  in  turn  shades  into  the  middle-class  apartment-house 
area,  with  its  own  local  business  centre.  The  residents  of 
this  section  of  the  city  have  a  higher  level  of  income,  pay 
higher  rent,  and  command  better  facilities  than  those  nearer 
the  centre..  The  last  zone  of  the  city  proper  is  the  single 
family  residence  area,  where  land  normally  is  considerably 
cheaper,  and  where  consequently  more  spacious  individual 
family  dwellings,  with  garages,  yards,  small  gardens  and 
larger  open  spaces  can  be  bought  or  rented.  Beyond  this 
area  is  the  suburban  zone  with  scattered  estates,  golf 
courses,  residential  communities  and  industrial  areas,  inter- 
spersed with  truck  gardens,  farm  lands,  and  embryonic 
residential  subdivisions. 

As  the  city  grows,  it  empties  its  population  at  the  centre, 
and  these  successive  zones  of  land  utilization  are  progres- 
sively pushed  outward.  In  this  way,  one  zone  eats  its  way 
into  the  next,  and  in  the  process  of  conversion  from  one 
type  of  land  use  to  another,  considerable  junking  takes 
place.  Thus  the  city  has  an  internal  structure  and  a  typical 
cycle  of  growth  which  are  significantly  conditioned  by  the 
existing  rights  of  ownership  and  speculation  in  land,  and 
by  the  competitive  economic  regime  of  our  society. 

This,  then,  is  the  broad  nature  of  the  physical  pattern 
of  the  typical  Canadian  city.  The  statement  was  made  at 
the  beginning  of  this  paper  that  the  most  important  factor 
in  our  national  life  is  not  our  national  resources,  nor  our 
man-made  physical  environment.  The  important  thing,  and 
the  one  in  terms  of  which  all  others  have  to  be  judged,  is 
human  life.  They  are  the  end  for  which  all  these  resources 
are  merely  instruments.  Let  us  again  repeat  that  the  man- 
ner of  life  of  our  people,  the  problems  they  face,  and  the 
hopes  and  desires  they  cherish  for  the  improvement  in  their 
existence,  and  the  advance  of  their  civilization,  should  be 
our  single  and  supreme  concern.  Let  us  for  a  moment, 
therefore,  and  in  conclusion  take  a  look  at  the  kind  of 
persons,  their  types  and  characteristics,  which  our  city 
civilization  seems  to  have  produced. 

The  mobility  of  the  city  dweller,  the  range,  the  super- 
ficiality, the  anonymity,  and  the  segmental  character  of 
his  contact,  account  in  part  for  his  freedom  from  tradition, 
and  for  the  rationality  of  his  outlook.  In  the  competition 
of  the  city,  the  status  of  a  man  is  determined  more  by  what 
he  can  do,  or  what  he  owns,  than  by  his  blood,  or  ancesters. 
The  city  man  typically  moves  in  and  is  a  transitory  part 
of  a  multitude  of  social  groups,  and  is  not  permanently 
attached  to  anyone  of  them.  His  loyalties  are  thus  more 
fickle,  and  he  is  inclined  to  greater  tolerance,  which  he 
sorely  needs  in  order  to  live  among  fellow-citizens  who  are 
so  different  from  himself  in  heritage,  interest,  belief  and 
character.  Moreover,  the  city  man  is  typically  out  for 
himself;  he  is  a  member  of  a  large,  rather  than  small,  group, 
and  associated  with  others  for  the  pursuit  of  a  common 
interest  rather  than  because  of  sentimental  ties.  His  rela- 
tions with  his  fellow  men,  therefore,  tend  to  be  formal, 
rather  than  intimate,  and  he  is  inclined  to  use  other  men 
as  instruments  to  gain  his  own  end,  rather  than  to  regard 
them  as  ends  in  themselves.  This  may  aid  in  accounting 
for  what  may  appear  to  the  country  man  as  an  abnormal 
and  mercenary  type  of  human  relationship  in  the  city. 

Cities  have  traditionally  been  regarded  as  the  home  of 
inventions,  and  revolutions.  They  secularize  the  sacred  be- 
liefs, practices  and  institutions.  They  democratize  know- 
ledge, fashions  and  tastes,  and  consequently  generate  wants 


and  stimulate  unrest.  The  urban  mode  of  life  tends  to  create 
solitary  souls,  to  uproot  the  individual  from  his  customs, 
to  confront  him  with  a  social  void,  and  to  weaken  tradi- 
tional restraints  on  personal  conduct.  This  may  aid  in 
understanding  both  the  achievement  and  the  disorder  char- 
acteristic of  cities.  The  grandeur  of  the  city  is  capable  of 
stirring  men's  souls,  and  rousing  their  imagination.  It  is 
not  merely  the  magnificent  size  of  the  structures,  the  hum 
of  the  traffic,  the  display  of  cultural  wealth,  side  by  side 
with  the  most  abject  poverty  and  degradation,  but  it  is 
also  the  imposing  demonstration  of  human  ingenuity,  the 
sense  of  personal  emancipation,  amidst  a  many-sided  cul- 
tural life  that  stirs  the  city  man  to  thought  and  action  and 
gives  urban  existence  a  zest.  In  modern  civilization,  it  is 
the  city  that  becomes  the  scene  where  the  ultimate  struggle 
between  contending  forces  is  waged  and  decided. 

Personal  existence  and  social  solidarity  in  the  urban 
community  appear  to  hang  by  a  slender  thread.  The  tenuous 
relations  between  men,  based  for  the  most  part  upon  a 
pecuniary  bond,  make  urban  existence  seem  very  fragile 
and  capable  of  being  disturbed  by  a  multitude  of  forces 
over  which  the  individual  has  little  or  no  control.  This  may 
lead  some  to  evince  the  most  fruitful  ingenuity  and  heroic 
courage,  while  it  overpowers  others  with  a  paralyzing  sense 
of  individual  helplessness  and  despair.  The  oscillation  of 
the  city  man  between  the  most  extreme  individual  and  the 
most  concerted  type  of  collective  action  with  his  fellow 
men  arises  out  of  the  conflicting  forces  that  impinge  upon 
him.  But  it  is  precisely  because  of  the  tenuous  basis  of  his 
existence  that  the  city  man  is  inclined  to  have  a  sense  of 
his  own  interdependence  with  others,  to  have  a  cosmopoli- 
tan outlook,  and  to  unite  with  others  near  and  far  in  the 
pursuit  of  similar  if  not  common  ends. 

The  city  dweller  is  not  happy  in  his  habitat.  Many  of 
them,  having  failed  to  find  a  satisfactory  life  in  the  city, 
often  generate  a  nostalgic  longing  for  more  natural  ways  of 
living  and  seek  a  refuge  in  the  country.  Because  the  city 
has  become  indispensable  to  civilized  existence,  but  at  the 
same  time  subjects  man  to  so  many  frustrations  of  his 
deepest  longings,  the  notion  of  an  ideal  mode  of  life  lying 
somewhere  between  these  two  extremes,  has  been  a  force 
ever  since  the  cities  have  been  in  existence.  In  recent  times 
this  ideal  has  expressed  itself  in  varying  moods.  They  em- 
body an  effort  to  find  a  balance  between  agriculture  and 
industry,  between  the  open,  natural  landscape  and  the  con- 
gestion of  the  city.  Model  suburbs,  garden  cities,  green- 
belts,  and  suburban  homesteads  represent  different  varia- 
tions of  this  movement,  and  the  promoters  of  large-scale 
decentralization  of  industry  have  also  found  argument  for 
their  programme  in  the  attempt  to  combine  the  advantages 
of  urban  and  rural  life  in  the  same  community. 

If  conscious  social  effort  may  be  assumed  to  play  a  sig- 
nificant role  in  shaping  the  conditions  under  which  man 
lives,  then  the  present  crisis  is  really  an  opportunity  calling 
for  a  prompt  examination  of  the  alternative  modes  of  life 
that  we  might  follow,  or  at  least  move  in  the  direction  of, 
in  the  post-war  years.  If  rural  life,  or  living  in  communities 
of  small  size  is  either  wholly  or  in  certain  respects  more 
desirable  than  living  in  small  or  large  cities,  the  evidence 
to  that  effect  is  yet  still  a  matter  of  opinion.  It  may  well 
be  that  the  future  of  our  civilization  will  in  large  measure 
depend,  not  upon  man's  ability  to  escape  from  the  city, 
but  upon  his  ability  to  master  and  use  the  forces  that  move 
and  control  it.  It  is  doubtful  whether,  without  the  city,  we 
can  hope  to  enjoy  the  plane  of  living  that  contemporary 
civilization  so  far  has  made  possible.  The  central  problem 
of  national  life  in  regard  to  cities  is  a  problem  of  creating 
those  conditions  that  are  required  to  make  cities  livable 
for  human  beings  in  a  machine  age. 


398 


August,  1941     THE  ENGINEERING  JOURNAL 


Abstracts  of  Current  Literature 


NEW  U.S.  MEDIUM  TANK  M3 

By  Lieut. -Col.  J.  K.  Christmas,  Ordnance  Department,  U.S. 

Abstracted  from  Army  Ordnance  (Washington)  July-August,  1941 

Prior  to  the  outbreak  of  the  war  in  Europe,  the  Ordnance 
Department  had  developed  a  medium  tank  (M2)  of  approxi- 
mately eighteen  tons'  weight  and  had  delivered  a  small 
number  of  these  to  the  Infantry  at  Fort  Benning,  Ga., 
which  was  then  charged  with  the  operation  of  such  tanks. 
An  improved  type  of  medium  tank  M2,  known  as  the  M2A1 
was  then  developed.  This  type  had  a  little  heavier  armor 
and  weighed  approximately  twenty  tons.  A  number  of 
tanks  of  this  type  were  manufactured  by  Rock  Island 
Arsenal;  some  of  these  are  now  in  the  hands  of  troops, 
others  are  still  under  manufacture. 

Early  in  1939,  a  project  was  originated  by  the  Ordnance 
Department  to  mount  in  the  medium  tank  M2  a  75-mm. 
howitzer  in  addition  to  the  turret-mounted  high-velocity 
37-mm.  gun  and  caliber  .30  machine  guns  used  in  the 
medium  tanks  of  the  M2  series.  The  object  of  mounting 
the  75-mm.  howitzer  was  to  add  to  the  tank  a  weapon 
capable  of  firing  high-explosive  shell,  shrapnel,  and  smoke 
shell,  in  order  that  the  medium  tank  might  furnish  direct 
light  artillery  support  for  tank  and  other  mechanized  units 
and  in  order  that  the  medium  tanks  might  take  full  ad- 
vantage of  the  many  outstanding  qualities  of  light  artillery 
fire,  not  only  against  personnel  but  against  many  classes 
of  unarmored  material  targets. 

This  project  was  completed  in  the  winter  of  1939  at 
Aberdeen  Proving  Ground,  Md.  The  tests,  both  at  the 
proving  ground  and  by  the  Infantry  Board  at  Fort  Benning, 
were  so  successful  that  recommendations  were  submitted 
by  the  proving  ground  in  the  early  part  of  1940  that  all 
medium  tanks  to  be  manufactured  or  completed  there- 
after should  be  fitted  with  a  75-mm.  weapon,  mounted 
for  fire  generally  to  the  front,  in  addition  to  the  37-mm. 
high-velocity  armor-piercing  gun  mounted  in  the  turret  for 
all-around  fire.  This  project  was  not  immediately  acted 
upon.  However,  when  the  Congress  in  the  spring  and  sum- 
mer of  1940  made  available  funds  for  the  manufacture  of 
a  large  additional  quantity  of  medium  tanks,  and  when 
the  lessons  of  the  war  in  Europe  were  more  and  more  being 
brought  to  our  attention,  the  importance  of  this  project 
soon  was  realized  together  with  the  great  importance  of 
tanks  generally.  Valuable  information  and  advice  were 
obtained  particularly  from  Great  Britain,  birthplace  of  the 
tank  in  1915.  It  was  decided  to  apply  the  principle  of 
mounting  a  cannon  of  75-mm.  caliber  to  any  new  medium 
tanks  to  be  manufactured. 

In  the  summer  of  1940,  the  War  Department  reorganized 
our  mechanized  cavalry  and  our  infantry  tank  units  into 
an  Armored  Force,  with  the  result  that  the  tactics  and 
equipment  requirements  of  our  mechanized  units  were 
placed  in  somewhat  different  hands  and  some  new  desired 
tactical  characteristics  were  added  to  the  armored  fighting 
vehicles  to  be  used  by  the  Armored  Force.  The  fighting 
tank  had  somewhat  belatedly  come  of  age  and  at  last  had 
been  recognized  in  the  military  family! 

The  design  of  the  medium  tank  M3  was  started  in  Sep- 
tember, 1940,  and  completed  the  first  day  of  March,  1941. 
Experienced  tank  drafting  personnel  were  lent  to  Aberdeen 
Proving  Ground  from  Rock  Island  Arsenal  for  this  re- 
design. 

In  the  design  and  development  of  the  medium  tank  M3 
at  Aberdeen,  the  following  procedure  was,  in  general,  em- 
ployed. General  layouts  first  were  made  of  the  major  com- 
ponents and  assemblies  involved.  These  layouts  then  were 
roughly  reduced  to  full-scale  wooden  models,  which  usually 
led  to  some  revision  of  the  design  in  the  interest  of  better 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


functioning,  strength,  or  convenience  in  use.  As  a  result 
of  study  of  the  preliminary  wooden  mock-ups,  the  layouts 
were  revised  and  a  more  careful  and  more  detailed  full- 
scale  wooden  mock-up  or  model  again  made,  this  time  for 
greater  attention  to  details. 

From  the  revised  layouts,  detailed  working  drawings  were 
made,  and  from  these  drawings  full-scale  actual  metal  com- 
ponents were  manufactured,  just  as  required  in  the  pro- 
duction tank,  and  were  fully  tested  to  determine  that  they 
were  satisfactory  in  every  way.  When  this  test  had  been 
made,  the  detailed  working  drawings  were  given  a  final 
check  and  issued  to  the  various  manufacturers.  In  order 
to  expedite  the  work,  the  manufacturers,  (that  is,  the  prime 
contractors  who  were  to  manufacture  the  medium  tank) 


The  medium  tank  M3  mounts  a  75mm  cannon,  a  37mm  gun, 
and    two  machine  guns 

were  furnished  preliminary  prints  so  that  they  might  plan 
their  shops,  order  the  necessary  machine  tools  and  mater- 
ials, and  in  general  set  up  their  manufacturing  facilities. 

During  the  process  of  development,  the  various  prime 
tank  manufacturers,  as  well  as  the  manufacturers  of  the 
principal  components  commercial  units  and  accessories, 
had  engineers  almost  constantly  at  the  proving  ground. 
This  practice  had  the  advantage  of  acquainting  the  manu- 
facturers with  what  they  were  required  to  make  and  of 
acquainting  the  Ordnance  Department  with  the  very  latest 
in  manufacturing  processes,  in  engineering  development, 
and  in  commercial  components  available  for  incorporation 
in  the  new  tank.  The  advice  of  experts  was  thus  obtained 
on  the  hundreds  of  special  engineering  problems  involved 
in  the  manufacture  of  this  tank. 

It  should  be  understood  that  the  design  of  an  armored 
fighting  vehicle,  such  as  the  medium  tank  M3,  can  in  no 
case  be  called  the  work  of  one  man,  or  even  of  a  few  men. 
Like  the  airplane  or  the  naval  vessel,  the  fighting  tank 
incorporates  within  itself  a  very  large  proportion  of  the 
best  technical  advancements  available  in  science  and  in- 
dustry. Our  automotive,  steel,  rubber,  and  electrical  in- 
dustries all  have  contributed  to  its  development.  Valuable 
assistance  also  was  obtained  from  those  activities  of  the 
Ordnance  Department  concerned  with  fire-control  instru- 
ments and  cannon.  Close  co-operation  was  maintained  with 
the  Signal  Corps  with  respect  to  radio  equipment  and 
with  the  Armored  Force  which  is  to  use  the  tank  for  the 
serious  business  of  defending  America.  Co-operation  with 
the  latter  was  carried  on  particularly  through  a  resident 
representative  of  the  Armored  Force  at  Aberdeen. 


THE  ENGINEERING  JOURNAL     August,  1941 


399 


Some  idea  of  the  work  involved  in  developing  and  de- 
signing this  new  medium  tank  may  be  gathered  from  the 
fact  that  a  tank  in  its  entirety  contains  approximately 
25,000  separate  parts,  covered  by  nearly  6,000  drawings. 
Some  of  these  drawings  are  of  commercial  origin  as  in  the 
case  of  the  instruments,  engine,  generator,  and  batteries. 
Owing  to  the  number  of  contractors,  subcontractors,  and 
agencies  of  the  Ordnance  Department  involved  in  the 
manufacture  of  this  tank,  it  was  necessary  to  distribute 
from  Aberdeen  Proving  Ground  between  October,  1940, 
and  March,  1941,  some  75,000  prints,  as  well  as  thousands 
of  letters  and  specifications  concerning  design  and  manu- 
facture. Formal  and  close  co-operation  among  all  con- 
cerned was  further  maintained  by  frequent  meetings  of  our 
Tank  Committee,  usually  at  Aberdeen.  At  these  meetings, 
the  drawings  and  model  components  were  explained  and 
discussed  fully  and  frankly.  On  this  committee  were  rep- 
resented the  office  of  the  Chief  of  Ordnance,  Aberdeen 
Proving  Ground,  the  tank  manufacturers,  the  principal 
subcontractors,  and  the  Ordnance  districts  responsible  for 
inspection. 

The  pilot  medium  tank  M3  was  built  as  follows:  Rock 
Island  Arsenal  manufactured  what  may  be  referred  to  as 
the  chassis;  that  is,  the  tank  less  the  turret  assembly.  The 
cannon  was  manufactured  at  Watervliet  Arsenal,  the  sights 
at  Frankford  Arsenal,  the  turret  assembly  at  Aberdeen 
Proving  Ground.  The  pilot  was  completed  in  March  and 
was  formally  demonstrated  in  manoeuvres  and  firing  before 
the  Chief  of  Ordnance,  officials  from  his  office,  from  the 
Office  of  Production  Management,  and  representatives  of 
the  tank  manufacturers  and  subcontractors  at  Aberdeen 
Proving  Ground  on  April  4,  1941. 

A  few  weeks  later,  the  American  Locomotive  Company, 
the  Baldwin  Locomotive  Company,  and  the  Chrysler  Cor- 
poration each  formally  delivered  to  the  Chief  of  Ordnance 
or  his  representatives  the  first  production  models  of  the 
medium  tank,  M3,  thereby  initiating  the  quantity  pro- 
duction of  this  important  vehicle  which  is  the  backbone 
of  our  Armored  Force.  It  may  be  fairly  said  here  that  while 
this  tank  incorporates  to  the  fullest  extent  the  latest  lessons 
learned  from  the  war  in  Europe,  it  is  fully  an  American 
concept  and  an  American  accomplishment.  It  is  a  rela- 
tively high-speed,  manoeuvreable  tank  with  great  fire 
power,  fitting  the  American  policy  of  aggressive  mobile 
warfare.  It  represents,  I  believe,  the  best  integrated  ex- 
perience, ability,  and  intelligence  of  American  industry 
and  the  American  Army.  By  dint  of  hard,  high-pressure, 
expedited  work,  this  tank  was  designed  and  developed  in 
a  remarkably  short  time  and  put  into  production  in  a  total 
period  well  under  a  year — and  some  six  months  earlier  than 
estimated.  This  redesign  was  justified  both  because  our 
limited  funds  during  the  years  of  peace  had  not  allowed  us 
to  develop  ideas  which  we  knew  should  be  in  a  tank  and 
also  because  the  war  in  Europe  had  brought  out  new  ideas 
and  had  greatly  reinforced  the  ideas  of  mechanization.  No 
time  was  lost  in  getting  tanks  into  production;  for  the 
tank  manufacturers  in  the  interim  were  getting  their  plants 
ready. 

THE  TRAINING  OF  THE  ENGINEER 

From  Civil  Engineering  and  Public  Works  Review  (London), 
June,  1941. 

Members  of  the  engineering  profession  will  feel  consider- 
able satisfaction  at  the  action  taken  by  the  Council  of  the 
Institution  of  Civil  Engineers  of  Great  Britain  in  their 
momentous  step  towards  the  introduction  of  a  long  overdue 
reform  in  the  curriculum  of  the  engineering  student. 

The  absence  of  a  course  of  lectures  on  the  economics  of 
engineering,  on  organization  and  management,  and  on  the 
relations  of  aesthetic  considerations  to  engineering  design 
and  construction  has  been  a  constant  source  of  weakness 
in  the  training  of  our  young  engineers. 

By  some  strange  mental  apathy  or  by  an  inability  of 
the  teaching  profession  to  realize  their  significance,  these 


all-important  considerations  have  been  left  in  the  past  for 
the  young  engineer  to  acquire  by  experience.  Not  infre- 
quently, economic  experience  has  been  gained  at  the  ex- 
pense of  the  public,  and  the  lack  of  an  appreciation  of 
aesthetic  principles  has  left  behind  testimonials  to 
an  inability  to  appreciate  what  is  pleasing  to  the  dis- 
cerning eye. 

As  a  commencement,  the  Council  of  the  Institution  has 
approached  the  Vice-Chancellor  of  Cambridge  University 
with  an  offer  to  finance  for  a  period  of  five  years  a  lecture- 
ship on  the  subjects  envisaged,  in  the  hope  that  they  would 
in  due  course  form  part  of  the  engineering  curriculum  of 
the  Mechanical  Science  Tripos. 

The  proposal  put  forward  by  the  Institution  has  been 
cordially  welcomed  in  principle  by  the  Senate  of  the  Uni- 
versity and  it  is  proposed  that  a  beginning  should  be  made 
in  the  next  academical  year.  It  is  suggested  that  the  scheme 
should  be  initiated  by  inviting  a  number  of  eminent  engi- 
neers and  others  to  visit  the  University  to  give  either  single 
lectures  or  short  courses  on  subjects  coming  within  the 
terms  of  the  proposal. 

To  the  layman  it  has  long  been  a  mystery  how  the  teach- 
ing of  engineering  could  be  divorced  from  all  consideration 
of  the  financial  aspect  of  the  profession.  In  spite  of  the 
closest  possible  association  of  the  economic  with  the  tech- 
nical aspects,  little  emphasis  has  up  till  now  been  laid  upon 
it,  and  few  professions  have  thought  it  of  importance  to 
devote  any  part  of  their  curriculum  to  the  preparation  of 
the  student  in  what  will  be  a  dominating  feature  of  their 
lives. 

Many  engineers,  when  commencing  their  careers,  have 
regretted  their  lack  of  knowledge  of  the  economic  aspects 
of  their  work.  In  most  instances  the  technical  aspect  of 
the  engineering  task  to  be  accomplished  is  dominated  by 
economic  considerations.  Most  men  who  have  risen  to 
eminence  in  the  profession  have  done  so,  not  only  by  virtue 
of  their  technical  knowledge  and  skill,  but  by  their  ability 
to  co-ordinate  the  application  of  that  knowledge  and  skill 
with  the  financial  and  ecomonic  factors  dominating  the 
work  on  hand. 

An  example  of  engineering  work  that  is  pleasing  to  the 
eye  and  lends  dignity  to  its  surroundings  remains  as  a 
lasting  memorial  to  the  skill  and  the  taste  of  the  men  who 
conceived  and  carried  out  the  work. 

When  we  look  back  at  the  past,  we  must  at  times  feel 
surprised  that  the  results  achieved  have  been  as  successful 
as  they  have.  That  this  is  so  is  undoubtedly  due  to  the 
high  general  technical  standard  the  profession  demands  of 
its  members. 

It  is  easy  enough  for  an  engineer  to  carry  out  construc- 
tional work  when  money  is  of  no  object.  How  often  is  such 
a  condition  encountered,  and  even  if  encountered,  how  far 
is  such  a  state  of  affairs  desirable  ?  Every  engineer  should 
be  mentally  equipped  on  entering  his  professional  life 
to  grapple  with  the  economic  and  aesthetic  aspects  of 
his  work. 

The  principles  of  organization  and  management  should 
be  as  much  an  integral  part  of  the  training  as  any  technical 
engineering  subject  in  the  present  curriculum.  In  its  broad 
sense  these  subjects  may  be  taken  as  but  part  of  the  econ- 
omic principles  involved  in  engineering  work. 

The  general  public  will  in  due  course  have  reason  to 
thank  the  Institution  for  the  splendid  step  they  have  taken 
and  the  wisdom  they  have  displayed  in  recognizing  the 
importance  of  aesthetics  as  applied  to  their  profession. 

That  the  first  proposal  should  come  from  the  civil  engi- 
neers themselves  and  not  from  the  teaching  profession,  is 
of  importance,  as  it  bears  witness  to  the  progressive  spirit 
that  has  seen  in  the  future  the  necessity  of  keeping  the 
profession  in  touch  with  the  changing  attitude  of  the  public 
and  the  determination  of  the  profession  that  its  members 
shall  take  their  full  part  in  the  steady  improvement  of  the 
appreciation  of  the  close  relation  of  the  technical,  the 
economic  and  the  aesthetic. 


400 


August,  1941     THE  ENGINEERING  JOURNAL 


LORD  KEITH'S  ADDRESS  TO  THE  INSTITUTION 
OF  CIVIL  ENGINEERS 

From  Journal  of  The  Institution  of  Civil  Engineers 
(London),  June  1941 

A  luncheon  was  held  by  The  Institution  at  Grosvenor 
House,  Park  Lane,  on  Wednesday,  30th  April,  when  227 
members  and  guests  were  present.  Sir  Leopold  Savile, 
k.c.b.,  president,  was  in  the  chair. 

Lord  Reith  of  Stonehaven,  p.c,  G.c.v.o.,  g.b.e.,  d.c.l., 
ll.d.,  M.mst.c.E.,  Minister  of  Works  and  Buildings,  pro- 
posed the  toast  of  "The  Institution  of  Civil  Engineers."  He 
said  :  Having  spoken  last  year,  and  not  being  set  on  talking 
at  the  best  of  times,  although  gratified  by  your  invitation, 
I  should  have  asked  the  president  to  excuse  me  had  it  not 
been  for  the  creation  of  a  Ministry  of  Works,  of  such  interest 
and  concern  to  you  (and  to  the  sister  profession  of  architect- 
ure), and  that  one  of  your  members  was  the  first  minister. 
He  ought  to  have  something  to  say  to  his  own  Institution 
about  what  has  been  done,  about  what  is  being  done,  about 
what  is  planned,  and  which,  God  and  other  departments 
being  willing,  will  or  may  be  done.  I  was  informed  yesterday 
that  the  Ministry  of  Works  did  not  advertise  itself  enough  ; 
that  few  people  knew  how  much  had  been  done  and  planned 
in  the  six  months  since  its  creation,  and,  for  the  matter  of 
that,  by  the  Office  of  Works  since  war  started.  Even  in  time 
of  war,  even  in  these  times  of  test  and  trial,  it  seems  that 
acts  do  not  always  speak  for  themselves,  and  that  ministers — 
Mr.  George  Hicks  and  I— ought  to  have  been  talking  more 
than  we  have  done,  either  about  these  acts  or  in  place  of 
them.  Sermons  in  stones  or  books  in  structural  steel  are  not 
enough. 

A  new  ministry  is  not  always  popular,  especially  when  its 
creation  involves  or  should  involve  the  transfer  of  author- 
ities and  responsibilities  from  elsewhere;  but  at  least  it  can 
be  used  as  a  scapegoat  of  convenient  and  astonishing 
capacity. 

I  will  tell  you  a  thing  or  two  it  does.  In  addition  to  look- 
ing after  Duck  Island,  in  St.  Jame's  Park,  it  is  responsible 
for  the  provision,  maintenance,  and  repair  of  14,000 
Government  buildings  throughout  the  country.  It  is  itself 
carrying  out  an  immense  building  programme,  factories  of 
all  sorts,  storage,  landing  grounds,  hostels,  training  estab- 
lishments camps,  depots — more  than  one  million  pounds 
of  work  a  week.  It  has  an  office  staff  of  9,000,  half  of  them 
technical,  and  a  field  force  of  12,000.  But  do  not  imagine 
that  this  is  some  gargantuan  department  about  to  seize 
the  work  of  individual  engineers  and  architects.  I  believe 
in  individuals,  and  we  intend  to  make  full  use  of  them. 

One  of  its  achievements  has  been  the  substitution  for  the 
old  priority  system,  with  all  its  inconsistencies,  of  a  system 
of  allocation  in  terms  of  labour  to  departments.  The 
amount  of  work  permitted  is  limited  to  the  capacity  of  the 
building  industry.  It  sounds  simple;  but  it  has  taken  months 
to  get  it  through.  Whereas  building  proposals  had  reached 
a  peak  far  in  excess  of  what  the  industry  could  meet,  we 
have  secured,  after  vast  discussion  and  negotiation,  a 
reduction  to  the  real  capacity  of  the  country,  namely, 
about  £350  millions  a  year.  The  allocation  system  will  be  in 
operation  to-morrow;  and  all  hopefully  expect  that  once  it 
is  running  there  will  be  a  far  more  efficient  building  effort. 
The  more  urgent  construction  works  will  be  so  manned  as 
to  ensure  their  speedy  completion.  This  has  involved  much 
investigation — the  more  difficult  because  of  the  absence  of 
statistics— but  when  departments  produced  their  complete 
programmes  some  of  us  were,  I  think,  surprised  to  find  what 
they  had  in  hand.  Returns  have  been  obtained  from 
builders,  contractors,  and  local  authorities,  showing  the 
number  of  employees  and  the  categories  of  employment  and 
work.  But  these  figures  will  be  seriously  incomplete  until 
many  local  authorities  take  a  more  responsible  view  than 
they  do  to-day  of  their  position  as  large  employers  of 
building  labour.  After  three  months,  less  than  half  have 
provided  the  information  required:  but  we  shall  not  stop 


until  we  have  full  and  regular  statistical  control;  we  are 
engineers  and  builders,  preferring  to  move  in  this  field  by 
sight  and  not  by  faith. 

The  Ministry  has  also  established  effective  control  over 
many  building  materials,  in  particular  cement  and  bricks, 
a  cause  of  much  tribulation  in  the  past.  In  its  charter  it  was 
invited  to  institute  research  into  such  questions  as  the 
adoption  of  substitutes  for  building  materials,  modifications 
of  design  and  specifications,  standardization  of  design  and 
of  all  materials  for  war  economy,  and  to  ensure  that  the 
results  of  past  and  future  research  are  used.  All  this  is  done 
in  close  collaboration  with  the  Building  Research  Station; 
but  a  Ministry  of  Works  covers  a  still  wider  field  and  there 
is  a  great  deal  of  scientific  engineering  research,  in  large- 
scale  field  experiments  and  the  collation  of  information 
from  all  over  the  world,  which  it  is  now  setting  out  to  deal 
with.  In  standardization,  the  policy  is  to  eliminate  every- 
thing but  the  minimum  necessary  for  war  effort:  that  may 
affront  the  feelings  of  many  engineers  and  architects;  but 
this  is  no  time  to  play  for  safety,  nor  even  to  study  sus- 
ceptibilities. 

Unnecessary  building,  unnecessary  demolition  and  clear- 
ance, and  extravagant  reconstruction  are  being  controlled  ; 
and  licences  for  building  by  private  interests  are  now 
compulsory  (and  not  easily  obtainable)  for  £100  to  be 
spent  on  any  building  within  twelve  months;  it  may  be 
still  further  reduced,  as  nothing  that  is  not  contributory  to 
the  war  should  be  permitted. 

A  new  department  was  established  in  the  Ministry  two 
months  ago  to  help  in  the  rapid  repair  of  damaged  houses, 
services,  and  factories.  It  is  organized  on  the  basis  of 
Emergency  Works  Officers  at  all  the  important  target 
towns,  supervised  by  Assistant  Directors  in  charge  of  large 
grouped  areas.  There  are  engineers  and  architects  and  con- 
tractors, all  working  together,  and  from  accounts  they 
seem  to  be  carrying  out  their  duties  with  remarkable, 
though  unadvertised,   success. 

I  will  not  prolong  the  tale.  But  there  are  two  other 
matters  I  want  to  mention  :  the  first  because  we  are  aiming  at 
such  a  combination  of  all  sections  and  interests  of  the  civil 
engineering  and  building  industries  as  will  not  only  notably 
increase  the  war  effort  but  also  make  a  radical  and  per- 
manent improvement  in  their  structure  and  operation.  Dis- 
cussions were  initiated  by  my  Ministry,  with  the  co-opera- 
tion of  the  Ministry  of  Labour,  with  representatives  of  the 
civil  engineering  and  building  industries  many  weeks  ago 
with  the  view  of  securing  by  their  better  direction,  a  more 
satisfactory  building  output  and  a  more  efficient  machine 
more  in  keeping  with  the  serious  and  urgent  needs  of  the 
day  and  better  fitted  to  meet  the  post-war  problems. 

On  the  other  matter:  a  good  deal  has  already  been  said 
in  public  about  the  planning  and  reconstruction  respon- 
sibilities vested  in  me,  to  advise  on  the  machinery,  consti- 
tutional and  administrative,  necessary  for  the  planning  and 
reconstruction  of  town  and  country  after  the  war.  This 
subject  also  is  controversial.  Do  not  let  any  one  think  that 
what  I  or  anybody  else  may  be  doing  about  the  machinery 
for  planning  detracts  from  the  war  effort.  I  said  in  another 
place  that  the  idea  of  a  planned  and  ordered  reconstruction 
is  surely  an  incentive  to  and  an  encouragement  of  war 
effort:  and  surely  engineers,  of  all  people,  so  careful  in 
planning  their  own  works  should  welcome  planning  in  this 
larger  sphere.  They  should,  in  fact,  be  among  those  who, 
insisting  on  a  proper  design  of  whatever  they  are  about  to 
build,  must  welcome  a  design  for  living  not  only  in  planned 
and  ordered  communities  of  concrete  and  bricks  and  timber 
and  stone  and  steel,  but  also  of  highways  and  byways;  of 
farms  where  farms  should  be,  and  flowers  and  grass  and 
trees  where  they  should  be;  and  of  industrial  communities 
where  they  should  be;  (and  definitely  not  where  they 
should  not  be).  There  must  be  co-ordination  between  living 
and  working  and  moving  and  playing,  with  amenities, 
natural  and  otherwise,  of  civilized  life  instead  of  the  hap- 


THE  ENGINEERING  JOURNAL     August,  1941 


401 


hazard,  confused  disorder  and  inconvenience  of  our  lives, 
or  the  monstrous  and  obscene  mutilations  of  the  country- 
side. 

One  word  to  engineers  from  my  own  experience  in  the 
profession.  The  Institution  has  done  well  to  initiate  and 
finance  a  course  of  instruction  at  Cambridge  University 
under  the  distinguished  professor  of  engineering  there,  in 
order  that  the  engineer  may  be  something  more  than  an 
engineer — which,  in  fact,  he  too  rarely  is — and  that  he  may 
have  some  idea  of  the  general  problems  of  management 
and  of  the  broader  issues  involved  in  engineering  works  and 
in  business  generally. 

On  the  moral  issues  of  war  and  peace  we  in  this  country 
are  on  unassailable  ground,  and  we  know  that  there  is  no 
compromise  possible.  We  know,  too,  that  we  have  oppor- 
tunities of  immense  service  to  mankind  and  to  the  world. 
We  may  be  fighting  for  self-preservation  with  no  bridge  of 
escape,  and  desiring  none,  but  beyond  self-survival  there  is 
this  opportunity  of  something  far  bigger  than  ourselves, 
in  the  conquest  of  evil  and  in  the  establishment  of  a  better 
order  here  and  throughout  the  world,  for  a  better  order 
here  will  depend  on  a  better  order  everywhere.  Put  quite 
simply,  I  conceive  that  we  are  engaged  in  a  struggle  for  the 
standard  of  living,  economic  and  cultural,  throughout  the 
world.  This  is  not  a  purely  materialistic  end;  it  includes  and 
transcends  the  materialistic.  A  rise  in  the  standard  of  living, 
if  economic  alone,  would  at  best  be  static,  and  what  was 
gained  would  soon  be  lost.  Of  at  least  equal  importance  is  a 
rise  in,  and  the  permanent  establishment  of,  the  moral  and 
spiritual  standards  of  living,  all  now  in  the  balance;  and 
this  for  all  peoples  in  all  countries.  And  it  will  be  for  us  to 
see  that,  when  peace  falls  like  a  benediction  on  the  world, 
it  bestows  for  all  time  and  for  all  people  security  and 
happiness,  and  freedom  from  fear  and  want. 

Your  chairman  has  made  an  announcement  about 
Greece.  In  what  I  have  said  about  the  establishment  of 
moral  and  spiritual  values  I  see  —  and  I  think  we  all 
see  —  in  Greece  the  faith  for  which  the  Empire  fights, 
and  for  which  we  look  beyond  war,  as  an  engineer 
looks  beyond  this  day  to  the  completion  of  the  job,  to  the 
passage  of  traffic  over  his  mighty  bridge,  to  the  first  flow  of 
water  over  the  spillway  of  his  dam.  Life  and  war  are  all 
engineering  achievements  after  a  kind.  If  there  were  more 
of  the  engineer's  outlook,  his  factor  of  safety,  his  factor  of 
efficiency,  his  planned  organization,  there  would  be  fewer 
disasters  and  difficulties  in  both  life  and  war.  But  difficulties 
and  disasters  there  must  be,  and  bridges  have  been  known 
to  collapse  more  than  once;  you  all  know  one  bridge  that 
I  am  talking  about.  Do  let  us  see  these  Mediterranean  hap- 
penings, particularly  in  Greece,  in  their  right  perspective, 
as  an  engineer  surely  would.  There  are  setbacks  to  be 
encountered  on  every  job,  however  carefully  planned;  but 
it  is  an  essential  of  engineering,  having  counted  the  cost, 
to  take  the  risk.  Here  in  Greece  was  an  obvious  and  ad- 
mitted risk,  but  every  dictate  of  honour  and  moral  obliga- 
tion proclaimed  that  the  risk  must  be  taken;  and  it  was 
taken,  nobly  and  bravely.  If  to  us,  gentlemen,  as  engineers, 
this  is  a  week  when  the  progress  report  is  not  quite  so 
satisfactory  as  it  might  be,  we  are  used  to  that,  and  we 
look  to  the  end  of  the  job. 

I  give  you  the  good  health  of  your  Institution.  May  it 
flourish  and  continue  to  command  the  respect  of  the  com- 
munity, as  in  times  past. 

AIR  BRAKES 

From  Aeronautics  (London),  May,  1941 

Brakes  for  aircraft  are  almost  becoming  a  perennial  sub- 
ject. Years  ago  they  were  seldom  heard  of,  for  the  machines 
of  those  days  had  a  comparatively  high  drag  which  acted 
as  a  reasonably  good  brake  without  extra  assistance;  in 
fact  if  the  engine  was  shut  off  when  they  were  flying  at 
their  best  speed  the  effect  on  the  occupants  resembled  the 
effect  of  pushing  hard  on  the  brake  pedal  of  a  modern 


motor-car.  But  nowadays  things  are  very  different.  The 
modern  aeroplane  has  had  most  of  the  old  drag-making 
accessories  removed,  the  wing  area  has  been  reduced,  every- 
thing possible  has  been  faired  over,  and  even  the  radiator 
has  been  induced  to  give  a  small  thrust  instead  of  a  large 
drag,  and  the  same  thing  is  true  of  exhaust  manifolds. 

The  result  is  that  the  modern  aeroplane  is  not  only  much 
faster  than  its  ancestors,  but  when  it  has  gained  this  extra 
speed  it  is  extremely  reluctant  to  lose  it,  hence  the  modern 
cry  for  brakes.  I  think  everyone  will  agree  that  all  fast 
vehicles  should  have  efficient  brakes;  fast  passenger  trains 
are  fitted  with  a  device  which  applies  a  brake  to  every  wheel; 
many  modern  motor-cars  have  an  arrangement  which  en- 
ables the  engine  to  assist  the  driver  in  applying  brakes  so 
that  the  power  may  be  increased.  Even  ships  can  reduce 
their  speed  quickly — in  the  sailing  days  by  putting  a  sail 
aback,  and  in  modern  times  by  reversing  propellers. 

The  fact  is  that  the  power  of  reducing  speed  quickly  is 
as  much  a  part  of  the  capability  of  manoeuvering  as  the 
capability  of  steering;  in  fact,  manoeuvrability  in  its  highest 
degree  can  only  be  attained  when  accelerating,  reducing 
speed,  turning,  and  in  the  special  case  of  the  aeroplane 
climbing  and  descending,  are  all  under  the  control  of  the 
steersman.  The  fact  that  wheel  brakes  are  fitted  to  all 
modern  aeroplanes  is  rather  outside  the  scope  of  this  argu- 
ment, except  to  show  that  the  modern  aeroplane  designer 
realizes  the  importance  of  quick  speed  reduction  on  the 
ground  but  does  not  think  it  so  necessary  in  the  air. 

For  an  example,  let  us  assume  that  a  fast  fighter  has 
dived  on  to  the  tail  of  a  hostile  bomber,  and  has  straight- 
ened out  at  a  speed  of  450  miles  an  hour,  while  the  bomber 
is  proceeding  at  250.  Then,  in  order  to  stay  behind  the 
tail  the  fighter  has  to  reduce  his  speed  by  200  miles  an 
hour,  and  he  ought  to  be  able  to  do  this  quickly  or  he  will 
shoot  in  front  of  the  bomber.  In  order  to  simplify  the 
calculations  let  us  suppose  that  the  average  L/D  of  the 
fighter  over  this  range  of  speeds  is  eight.  Under  these  con- 
ditions the  drag  of  the  fighter  will  be  one-eighth  of  its 
weight  and  the  deceleration  will  be  about  four  feet  per 
second.  As  200  miles  an  hour  is  about  293  foot-seconds, 
the  time  taken  to  reduce  speed  from  450  to  250  miles  an 
hour  will  be  293/4,  or  about  73  seconds. 

During  this  period  the  bomber  will  have  travelled  about 
5.1  miles  and  the  fighter,  whose  average  speed  while  decel- 
erating may  be  taken  as  the  mean  between  450  and  250, 
or  450  plus  250/2,  would  be  travelling  at  350  miles  an  hour, 
so  that  during  the  73  seconds  it  would  cover  about  7.1 
miles,  or  about  two  miles  more  than  the  bomber.  So  that 
the  fighter  pilot  must  arrange  that  his  dive  finishes  some 
two  miles  behind  his  opponent,  or  out  of  effective  shoot- 
ing distance.  If  he  does  not  do  this  he  will  run  past  his 
antagonist  and  may  be  shot  up  by  the  latter's  side-mounted 
guns  without  being  able  to  reply. 

We  have  now  to  consider  what  form  these  brakes  are  to 
take.  The  first  that  I  remember  being  fitted  to  a  service 
aeroplane  were  fitted  to  the  Sopwith  One-and-a-Half  Strut- 
ter during  the  last  war.  This  machine  was  in  its  day  the 
best  two-seat  fighter  ever  produced.  The  brake  consisted 
of  arranging  that  the  trailing  portion  of  the  lower  wing 
near  the  fuselage  could  turn  about  its  central  axis.  I  think 
that  this  movable  portion  extended  some  two  feet  on  each 
side  of  the  fuselage.  This  scheme  worked  quite  well,  but 
was  liable  to  vibrate  severely  at  high  speeds  and,  for  this 
reason,  I  do  not  think  it  suitable  for  modern  fighters. 

Another  scheme,  suggested  by  Mr.  W.  E.  Hick  in  a  recent 
article  in  this  journal,  consisted  in  using  a  central  flap 
across  the  bottom  of  the  fuselage,  in  line  with  the  wing 
flaps.  A  rough  calculation  suggests  that  about  two  square 
feet  of  area  in  this  position  would  be  sufficient  to  give 
adequate  braking,  and  the  arrangement  should  work  very 
well  in  practice. 

But  there  are  some  other  schemes  which  should  be  con- 
sidered. It  might,  for  instance,  be  possible  to  lower  the 


402 


August,  1941     THE  ENGINEERING  JOURNAL 


undercarriage  either  completely  or  partially.  This  would 
give  a  considerable  amount  of  braking  at  high  speeds, 
which  are  the  only  ones  we  are  interested  in,  but  the  amount 
of  the  brake  effect  would  of  course  depend  on  the  design 
of  the  particular  under  carriage.  Extending  the  chassis  in 
this  way  would  give  a  nose-diving  moment  the  effect  of 
which  would  have  to  be  carefully  considered,  but  probably 
the  chief  objection  to  the  scheme  is  that  a  chassis  cannot 
be  extended  and  retracted  very  quickly,  and  speed  is 
always  of  importance  where  manoeuvrability  is  concerned. 

Small  flaps  projecting  at  right  angles  to  the  wings  near 
the  trailing  edges  have  been  used  on  several  types  of  air- 
craft, but  this  arrangement  is  certain  to  increase  the  wing 
lift,  which  is  not  altogether  desirable,  and  can  be  expected 
to  produce  a  nose-diving  moment. 

The  scheme  I  personally  would  prefer  would  be  to  use 
the  propeller  as  a  brake.  It  would  not  be  difficult  to  arrange 
to  turn  the  blades  of  a  variable  pitch  propeller  to  a  position 
in  which  no  thrust  existed  when  the  engine  was  running 
statically  on  the  ground.  We  might  call  this  "zero  pitch". 
The  effect  would  be  that  the  blades  would  act  like  flat 
plates  at  right  angles  to  the  wind,  and  the  fact  that  they 
would  be  revolving  slowly  under  engine  power  would  not 
be  of  importance. 

But  I  am  afraid  we  should  want  another  lever  to  operate 
this  arrangement;  but  in  this  it  would  be  in  the  same  posi- 
tion as  all  the  others.  I  would  be  extremely  reluctant  to 
add  even  one  more  lever  to  those  the  pilot  already  has  to 
look  after,  but  I  am  afraid  it  is  unavoidable.  Another  work- 
ing part  must  have  another  control.  Now  the  lever  I  sug- 
gest should  be  completely  separate  from  the  others  and 
should,  when  operated,  move  the  propeller  to  "zero  pitch" 
and  at  the  same  time  throttle  the  engine  down  to  the  ticking- 
over  position. 

The  operation  of  doing  this  and  of  putting  things  back 
to  normal  could  be  done  very  quickly.  If  found  desirable, 
a  small  amount  of  negative  pitch  could  be  arranged;  by 
modifying  this  a  negative  thrust  or  additional  drag  of  any 
amount  required  could  be  easily  produced  but  if  this  were 
done  the  engine  throttle  must  be  opened  somewhat  to 
ensure  that  the  airscrew  does  not  stop  turning.  Twin- 
engined  aircraft  could  be  dealt  with  in  the  same  way  by 
arranging  that  both  airscrews  could  be  set  to  "zero  pitch" 
and  that  both  engines  could  be  throttled  down  simul- 
taneously. 

This  would  involve  a  little  care  in  the  design  of  the  gear 
so  as  to  ensure  synchronization  but  there  should  not  be 
any  great  difficulty  about  it.  When  required,  such  an 
arrangement  would  be  very  useful  for  rapid  pulling  up  on 
the  ground,  especially  if  negative  thrust  was  used.  When 
airscrews  are  used  as  brakes  when  on  the  gound,  any  amount 
of  braking  force  can  be  applied  without  any  risk  of  nosing 
over. 

AERODROME  SPACE 

From  Aeronautics  (London),  May,  1941 

Two  things  gather  in  importance  as  the  size  of  the  Royal 
Air  Force  increases:  the  provision  of  additional  aerodromes 
and  the  fuller  use  of  existing  aerodromes.  They  are  problems 
of  space  and  of  traffic  control.  At  the  La  Guardia  airport 
of  New  York  a  range  control  system  has  been  proposed 
in  order  to  increase  the  amount  of  traffic  that  can  be 
handled  there  in  bad  weather  every  twenty-four  hours. 
Even  so  the  four-minute  interval  seems  to  be  the  smallest 
contemplated. 

For  the  operation  of  large  bomber  forces  such  as  the 
Royal  Air  Force  will  shortly  dispose,  traffic  control  systems 
which  enable  aircraft  to  take  off  and  to  land  in  all  weathers, 
by  day  and  by  night,  at  short  intervals  of  time  are  essential. 
In  this  work  the  knowledge  and  experience  of  those  who, 
in  peace  time,  controlled  the  traffic  at  our  civil  airports 
will  be  of  value. 

Meanwhile  the  search  for  new  aerodrome  sites  must  go 
on  and  methods  must  be  studied  whereby  aircraft  can  oper- 


ate from  a  small  space.  The  military  aerodrome  of  to-day 
neutralizes  between  20  and  25  square  miles  of  country. 
Devices — -and  there  are  such —  which  might  drastically  re- 
duce this  area  must  be  urgently  developed.  The  technique 
of  the  runway,  with  cross-wind  taking-off  and  landing  runs, 
must  be  studied.  Assisted  take-off  might  be  another  way 
of  reducing  the  length  of  these  runs. 

In  the  past  the  higher  command  of  the  Royal  Air  Force 
has  been,  perhaps,  too  content  to  assume  that  there  would 
always  be  plenty  of  space  in  this  small  island  and  that  no 
matter  how  large  and  how  numerous  were  our  bombers, 
there  would  always  be  long  and  clear  runways  from  which 
they  could  operate  in  all  weathers. 

In  Great  Britain,  aircraft  will  soon  be  packed  tighter 
than  ever.  The  methods  of  traffic  control  must  be  ad- 
vanced to  enable  them  to  work  efficiently  at  high  densities 
so  that  the  full  power  of  our  growing  Royal  Air  Force  can 
be  exerted  against  the  enemy. 

AIR  CONDITIONING  OF  RAILWAY  COACHES 

By  F.  Roedler,  Zeitschrift  des  VDI,  January,  1941 

Abstracted  from  The  Engineers'  Digest  (London,  Eng.) 

The  difficulty  of  air-conditioning  in  railway  coaches  is 
the  limited  space  of  from  one  cubic  metre  per  head  in  3rd 
class  coaches  to  2.6  cubic  metres  in  1st  class  coaches.  The 
problem  of  maintaining  a  uniform  temperature  in  the  coach 
is  easier  to  solve  than  the  ventilation  question.  Open  win- 
dows lead  to  draught  and  considerably  increases  the  air 
resistance  of  the  train.  Special  arrangements  taking  the 
form  of  suction  and  pressure  ventilator  are  therefore  in- 
dispensable. 

To  compare  the  efficiency  of  the  air-conditioning  a  Kata- 
theremometer  has  been  developed.  The  measured  "dry 
Kata  number"  gives  the  cooling  effect  of  the  atmosphere. 
The  actual  value  depends  on  the  temperature  and  also  on 
the  flow  of  air.  The  ratio  of  air  temperature  T  and  Kata 
number  A  gives  the  correlation  between  Kata  number  and 
the  comfort  of  the  passenger.  It  is  termed  "comfort  index" 
and  Table  I  gives  information  regarding  this  characteristic. 

"D"  class  cars  fabricated  in  steel,  built  in  1929-30,  em- 
ploying low  pressure  circulation  heating  with  automatic 
regulation  for  each  compartment  were  investigated.  When 
the  windows,  flaps,  and  roof  ventilators  were  closed  the 
comfort  index  was  between  3.3  and  5.2  and  the  temperature 
was  constant.  The  relative  humidity  averaged  60  per  cent, 
and  was,  therefore,  pleasant. 

The  effect  of  ventilation  on  the  atmosphere  in  a  motor 
coach  was  investigated.  With  no  ventilation  the  comfort 
index  was  5.0;  this  could  be  reduced  to  4.3  by  the  use  of 
suitable  fans,  and  to  3.9  by  using  natural  draught.  To 
ensure  the  necessity  for  artificial  air-conditioning  only  on 
hot  summer  days,  special  callottes  taking  the  shape  of 
perforated  spherical  openings  were  fitted  into  the  roof. 

Aeration  of  the  seats  is  only  bearable  at  room  tempera- 
ture from  20  deg.  C.  upwards,  at  lower  temperatures  the 
perforated  callotte  was  fitted  with  a  pair  of  flaps.  It  appears 
that  at  about  20  deg.  C.  a  critical  temperature  exists  to 
which  is  correlated  an  airspeed  of  0.3  metres  per  second. 


TAI 

ÎLE  I 

Station- 

Velocity of  Airflow  in 

ary 

m/sec. 

Air 

0.1 

1.2 

0.4 

0.6 

Upperlimit  of 

tL 

22.0 

22.6 

23.75 

25.3 

26.2 

comfort 

A 

4.0 

4.5 

4.8 

5.1 

5.3 

(warm) 

B=tL/A 

5.5 

5  0 

5.0 

5.0 

5.0 

Max.  Comfort 

tL 

18.8 

19.0 

19.5 

21.0 

22.0 

A 

5.0 

5.7 

6.4 

7.0 

7.3 

B=tL/A 

3.75 

3.35 

3.0 

3.0 

3.0 

Lower  Limit 

tL 

15.9 

16.0 

16.3 

17.4 

18.4 

of  comfort 

A 

6.0 

6.7 

7.6 

8.7 

9.2 

(cold) 

B=tL/A 

2.65 

2.4 

2.15 

2.0 

2.0 

THE  ENGINEERING  JOURNAL     August,  1941 


403 


From  Month  to  Month 


VISITORS  TO  CANADA 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


The  great  industrial  development  that  has  come  with  the 
war  has  brought  to  Canada  many  engineers  from  other 
countries.  Perhaps  the  greatest  number  has  come  from 
England  although  many  have  come  from  the  United  States 
and  Europe.  This  infiltration  of  members  of  the  profession 
should  be  a  fine  thing  for  Canadian  engineers.  It  permits  of 
a  better  knowledge  and  understanding  of  the  people  and 
the  works  of  all  groups,  and  should  result  in  a  widening  of 
the  outlook  of  all  concerned. 

Engineers  from  the  Old  Country  have  come  here  with 
important  missions.  They  have  brought  with  them  a 
knowledge  of  things  which  were  yet  new  in  this  country; 
things  which  Canadians  proposed  to  learn  so  that  in  time 
they  might  become  experts  and  take  over  some  of  the  bur- 
den that  rested  on  the  United  Kingdom.  Others  have  come 
to  inspect  intricate  merchandise  made  to  the  order  of  the 
British  Government.  Still  others  have  come  on  a  variety  of 
missions;  some  to  stay  for  only  a  few  days  or  weeks,  and 
others  to  settle  down  in  our  midst. 

The  Polish  government  has  a  fine  appreciation  of  the 
value  of  its  technically  trained  manpower,  and  so,  when  the 
over-running  of  Poland  seemed  inevitable,  instructions  were 
given  that  hundreds  of  these  engineers  be  sent  out  of  the 
country.  They  are  now  in  many  parts  of  Europe,  with  the 
largest  proportion  in  England.  With  Canada's  great  devel- 
opment, and  with  the  accompanying  shortage  of  highly 
specialized  personnel  in  several  fields,  it  has  been  found 
that  some  relief  can  be  brought  to  the  situation  by  utilizing 
the  special  skill  of  these  people. 

Poland  had  become  highly  industrialized.  Her  success 
in  many  lines,  such  as  precision  instruments,  optical  goods, 
machinery,  synthetic  rubber  and  so  on,  was  fast  bringing 
her  to  the  top  of  the  European  field.  The  men  who  accom- 
plished these  things  have  escaped  from  the  country,  and 
some  are  now  in  Canada,  lending  their  expert  knowledge  to 
our  aircraft  industry,  to  our  hydro-electric  development, 
and  to  our  munitions  programme. 

Poland  has  always  featured  its  engineers.  During  the  life 
of  the  last  republic,  two  of  their  presidents  were  engineers, 
namely:  Narutowicz  and  Moscicki.  To  some  extent  this 
will  explain  the  great  industrial  development.  Perhaps  the 
Polish  example  might  be  copied  to  advantage  in  other 
countries. 

Canadian  engineers  will  welcome  all  these  experts 
who  have  come  to  our  assistance,  and  will  help  make 
their  stay  pleasant.  These  relationships  should  do  much 
to  improve  our  outlook  both  now  and  after  the  war, 
for  they  will  give  us  contacts  which  we  would  not  have 
had  otherwise. 

Elsewhere  in  this  Journal  is  a  letter  from  a  newly  formed 
Polish  association  whose  objective  is  to  assist  these  engin- 
eers in  the  many  problems  they  have  to  face  after  their 
nightmare  experiences  at  home,  and  the  loss  of  all  their 
goods  and  chattels,  and  in  most  instances  the  severance  of 
all  family  ties.  They  are  alone  in  Canada;  they  are  without 
funds,  but  they  possess  courage,  stamina,  and  the  desire  to 
work  towards  the  ultimate  defeat  of  Nazism  and  their 
return  to  their  homeland.  Their  loyalty  and  their  skill  is 
guaranteed  by  the  Polish  government,  to  whom  they  are 
all  well  known. 

There  are  many  strangers  in  our  midst  from  many 
countries — fellow  members  of  a  great  calling.  Much  good 
can  be  done  for  the  profession  if  the  opportunities  to  know 
and  understand  our  distinguished  visitors  are  seized  and 
fully  developed. 


THE  COST  OF  BECOMING  AN  ENGINEER 

The  Engineering  Alumni  of  the  University  of  Toronto 
through  its  Junior  Panel  and  in  co-operation  with  the 
Engineering  Society  of  the  "School"  has  done  some  investi- 
gating into  the  fields  of  costs  of  engineering  education. 
These  are  not  total  costs  as  the  university  itself  might  see 
them  but  actual  costs  to  the  student.  In  each  case  the 
figure  includes  an  amount  of  $290.00  to  cover  tuition, 
deposits  and  societies. 

For  those  whose  home  is  Toronto  the  figures  are: 

a.  Without  fraternity $550.00  per  year 

b.  With  fraternity $635.00  per  year 

For  students  from  outside  Toronto,  these  figures  are 

given  : 

a.  In  boarding  house $775.00  per  year 

b.  In  university  residence $800.00  per  year 

c.  In  fraternity $925.00  per  year 

These  costs  do  not  include  transportation  to  and  from 
Toronto. 

These  figures  were  developed  from  the  returns  of  ques- 
tionnaires submitted  to  the  students  of  all  years.  Approxi- 
mately half  the  students  replied — -sixty  per  cent  being  in 
Toronto  and  the  balance  from  outside. 

Excluding  tuition  the  breakdown  is  as  follows: 

■v .  _„j  q.  „u  Home  in        Home  Outside 

Food  and  Shelter  Toronto  TorQnto 

At  home 

Boarding-house $225 .  00 

Residence 255.00 

Fraternity 300 .  00 

Incidentals 23 .  50  29 .  25 

Transportation  in  City 27.00  15.00 

School  socials 12.60  12.60 

Outside  socials 58 .  20  58 .20 

Incidental  socials 42.90  42.90 

Fraternity  fees 77.00  77.00 

School  equipment 40.00  40.00 

Clothing 65.00  65.00 

This  is  very  pertinent  information.  Congratulations  are 
due  to  those  responsible  for  the  compilation.  It  is  interest- 
ing to  note  that  it  is  proposed  to  carry  out  a  more  detailed 
investigation  next  year. 

OF  SPECIAL  INTEREST 

Although  at  first  selected  simply  as  a  suitable  article  for 
the  Abstract  Section,  a  rereading  of  the  address  of  Lord 
Reith  of  Stonehaven,  Minister  of  Works  and  Buildings  in 
His  Majesty's  Government,  on  the  occasion  of  a  meeting  of 
the  Institution  of  Civil  Engineers,  indicates  that  special 
attention  should  be  called  to  it  so  that  no  reader  may 
miss  it. 

Lord  Reith  discloses  some  new  regulations  for  the  control 
of  buildings  and  materials,  but  more  than  this  he  talks  of  a 
better  future  wherein  the  engineer,  with  others,  may  give 
and  receive  amenities  of  life  which  have  been  denied  in  the 
past. 

Of  this  future  he  says,  "There  must  be  co-ordination 
between  living  and  working  and  moving  and  playing,  with 
amenities,  natural  and  otherwise,  of  civilized  life,  instead  of 
the  haphazard,  confused  disorder  and  inconvenience  of  our 
lives,  or  the  monstrous  and  obscene  mutiliations  of  the 
countryside."  .   .   .  "On  the  moral  issues  of  war  and  peace 


404 


August,  1941     THE  ENGINEERING  JOURNAL 


we  in  this  country  are  on  unassailable  ground,  and  we  know 
that  there  is  no  compromise  possible.  We  know,  too,  that 
we  have  opportunities  of  immense  service  to  mankind  and  to 
the  world.  We  may  be  fighting  for  self-preservation  with  no 
bridge  of  escape,  and  desiring  none,  but  beyond  self -survival 
there  is  this  opportunity  of  something  far  bigger  than 
ourselves,  in  the  conquest  of  evil  and  in  the  establish- 
ment of  a  better  order  here  and  throughout  the  world, 
for  a  better  order  here  will  depend  on  a  better  order 
everywhere." 

Time  given  to  reading  this  short  address  will  be  time  well 
spent.  See  page  401. 

WARTIME  BUREAU  OF  TECHNICAL 
PERSONNEL 

The  forty  thousand  questionnaires  addressed  to  those 
people  who  said  on  their  national  registration  that  they 
were  engineers,  chemists  or  architects,  have  been  mailed. 
Additional  questionnaires  are  going — and  in  many  in- 
stances have  gone — to  others  whose  names  were  not  on 
the  list  supplied  by  the  Bureau  of  Statistics,  but  who  be- 
long to  provincial  professional  associations,  technical  in- 
stitutes or  similar  organizations.  A  thorough  check  is  being 
made  against  all  membership  lists,  to  make  certain  that 
no  one  is  overlooked. 

Forms  are  being  returned  daily  in  great  quantities.  Some- 
times at  least  a  thousand  have  come  in  in  one  mail.  At  the 
time  of  writing  18,000  have  come  back,  with  the  daily 
stream  hardly  showing  any  abatement. 

As  was  at  first  suspected  many  persons  recorded  their 
calling  incorrectly  at  the  time  of  registration.  It  is  a  revela- 
tion to  see  what  some  people  think  constitutes  engineering. 
The  returns  show  that  mechanics,  electricians,  plumbers, 
boiler  attendants,  locomotive  drivers,  firemen,  tinsmiths, 
garage  mechanics,  repairmen,  service  men,  machine  oper- 
ators, gardeners,  janitors,  elevator  men  and  dozens  of  others 
think  their  qualifications  are  correctly  described  by  the 
word  engineer. 

The  Bureau  is  receiving  many  inquiries  from  war  in- 
dustries and  the  armed  services  and  is  supplying  the  records 
of  suitable  men.  It  is  quite  evident  that  the  supply  of 
qualified  persons  free  to  accept  new  positions  is  small.  How- 
ever, it  should  be  possible  to  fill  many  of  the  present  open- 
ings when  the  Bureau  records  are  complete.  At  least  this 
will  show  who  and  where  are  all  the  persons  with  the  proper 
qualifications,  and  will  indicate  the  degree  of  their  avail- 
ability. From  such  basic  information  it  will  be  possible  to 
appraise  conditions  properly,  and  to  make  whatever 
arrangements  may  be  necessary  to  meet  the  constantly 
changing  situation. 

The  plant  training  activities  of  the  Bureau  have  expanded 
still  farther.  Besides  the  mining  industry,  the  proposals  for 
training  have  been  outlined  to  a  public  utilities  group  rep- 
resenting the  electric,  gas  and  power  companies;  and  to 
the  petroleum  industry.  These  groups  have  attended  meet- 
ings in  Ottawa  under  the  chairmanship  of  the  Director  of 
the  Bureau,  where  they  have  been  addressed  by  the  Deputy 
Minister  of  Labour,  the  Director  General  of  Munitions, 
the  Director  of  Ship  Construction  and  others.  In  each  in- 
stance organizations  were  estbalished  to  carry  out  the  pro- 
posed expansion  of  the  machine  shop  work-day  so  that 
more  men  could  be  trained  and  more  materials  prepared 
for  war  purposes.  Plans  for  the  training  of  a  number  of 
enlisted  men  in  skilled  mechanical  operations  for  the  army, 
all  within  the  facilities  of  industry  are  being  considered. 

Meetings  have  been  held  in  Ottawa,  Toronto  and  Mont- 
real to  co-ordinate  the  efforts  of  all  the  agencies  interested 
in  these  developments.  They  are  many  sided  and  far  reach- 
ing, and  have  as  their  objective  the  complete  co-operation 
and  co-ordination  of  many  power  and  plant  facilities  for 
every  phase  of  industrial  training  in  relationship  to  the 
war  effort. 


CORRESPONDENCE 

Oorgaum,  South  India 
June  27th,  1941. 

THE  GENERAL  SECRETARY, 

ENGINEERING  INSTITUTE  OF  CANADA, 

2050  MANSFIELD  ST.,  MONTREAL,  P.Q.,  CANADA. 

Dear  Sir: 

Under  the  stress  of  war  conditions  your  letter  of  January 
20th  has  just  come  to  hand.  I  note  that  the  Council  has  been 
pleased  to  award  the  Leonard  Medal  for  the  year  1939-1940 
for  my  paper  entitled  "Points  of  View  on  the  Rockburst 
Problem"  published  in  the  C.I.M.  &  M.  Bulletin  for  August 
1939. 

I  can  assure  you  that  recognition  of  ones  humble  efforts 
by  the  E.I.C.  is  in  addition  to  encouragement,  a  distinction 


R.  G.  K.  Morrison. 

which  one  cannot  fail  to  appreciate.  I  am  very  grateful  to 
the  Leonard  Medal  Committee  for  their  good  opinion  of  the 
paper,  and  regret  my  inability  to  receive  the  medal  person- 
ally at  either  of  the  annual  meetings  referred  to  in  your 
letter.  For  your  convenience  if  the  medal  has  not  already 
been  forwarded  to  me  at  this  address  I  would  be  glad  if  it 
could  be  sent  to  my  wife. 

I  enclose  a  picture  as  requested  but  presume  the  an- 
nouncement has  already  been  dealt  with  in  your  Journal, 
and  the  need  for  it  has  passed. 

Yours  sincerely, 

(Signed)  r.  g.  k.  morrison 


ASSOCIATION  OF  POLISH  ENGINEERS  IN 
CANADA 

Ottawa,  28,  6,  4L 
66,  Delaware  Ave. 

THE  ENGINEERING  INSTITUTE  OF  CANADA, 
2050  MANSFIELD  St., 
MONTREAL,  QUEBEC. 

Dear  Sirs  : 

We  beg  to  inform  you  that  owing  to  the  arrival  in  Canada 
during  the  last  few  months  of  about  40  Polish  technicians 
and  the  expectation  of  the  influx  of  farther  parties 
of  them,  we  formed  the  "Association  of  Polish  Engineers 
in  Canada." 

The  aims  of  our  association  are  :  to  represent  its  members 
before  the  Canadian  authorities,  to  verify  credentials,  to 
obtain  employment  for  them,  financial  support  to  members 
in  case  of  need,  to  provide  a  social  life  among  the  members 


THE  ENGINEERING  JOURNAL     August,  1941 


405 


of   the   association,   to   maintain   contact   with   technical 
associations  in  Canada  and  so  on. 

The  Council  of  the  association  consists  of  Messrs. 
J.  Korwin  Gosiewski,  president;  M.  Kurman,  W.  Jakimiuk, 
J.  Meier  and  Z.  Karczewski. 

The  Secretary  of  the  association  is  Mr.  R.  J.  Herget.  The 
office  of  the  association  is  located  at  66  Delaware  Ave.,  in 
Ottawa. 

The  majority  of  the  members  are  graduate  engineers 
with  experience  in  Polish  and  continental  war  industry  and 
they  are  willing  to  give  all  their  knowledge  and  energy  for 
work  in  Canadian  war  industry  for  our  common  cause. 

We  hope  that  our  young  organization  will  be  accepted  by 
you  with  benevolence  and  that  we  shall  be  always  in  close 
co-operation  with  your  association. 

Yours  very  truly, 

ASSOCIATION  OF  POLISH  ENGINEERS  IN  CANADA 

(Signed)  J.  korwin  gosiewski,  President. 
M.  kurman,  Councillor. 
r.  herget,  Secretary. 


AULAC,  N.B., 
THE  SECRETARY,  JULY  15TH,  1941. 

THE  ENGINEERING  INSTITUTE  OF  CANADA, 
MONTREAL. 

We  have  here  at  the  Fort  Beausejour  Museum  all  the 
data  pertaining  to  the  ship  railway  or  as  it  was  sometimes 


called  The  Chignecto  Marine  Railway  promoted  by  H.  G.  C. 
Ketchum,  1882-92,  for  the  purpose  of  transporting  sailing 
ships  from  the  head  of  the  Bay  of  Fundy  to  the  entrance 
of  Northumberland  Strait  at  Baie  Verte. 

The  only  thing  missing  from  the  collection  is  the  working 
model,  a  wooden  structure  some  eight  or  ten  feet  long  and 
three  or  four  feet  wide  by  which  a  miniature  ship  is  trans- 
ported from  one  dock  to  the  other. 

The  model  was  shown  at  an  exhibition  in  Saint  John, 
N.B.,  but  there  is  now  no  trace  of  it  in  the  building. 

There  is  a  record  of  Mr.  Ketchum  having  described  his 
railway  to  the  members  of  your  Institute  in  1892.  He  had 
his  model  with  him,  and  it  is  with  the  hope  that  some 
happy  fate  caused  him  to  leave  it  in  your  care  and  that  it 
can  again  become  an  exhibition  piece  in  a  public  place 
near  the  spot  where  his  Fort  Lawrence  dock  was  located 
that  I  am  writing. 

The  gambling  fraternity  would  dub  my  letter  a  million 
to  one  shot  but  the  prize  sought  is  worth  the  effort. 

If  it  would  be  possible  at  this  late  date  to  find  trace  of 
this  historic  relic  I  would  pass  the  information  along  to 
Dr.  J.  C.  Webster,  Shediac,  N.B.,  who  is  responsible  for 
our  Museum  with  its  fine  collection  and  he  would  proceed 
to  find  a  final  resting  place  for  it. 

Yours  sincerely, 

(Signed)  a.  w.  bulmer. 


Personals 


R.  A.  C.  Henry,  m.e.i.c,  vice-president  of  the  Montreal 
Light  Heat  and  Power  Consolidated,  has  been  appointed 
chairman  of  the  Canadian  Section,  Joint  Economics  Com- 
mittee of  the  United  States  and  Canada.  He  has  been  at 
Ottawa  since  the  first  months  of  the  war  acting  as  executive 
assistant  to  the  Minister  of  Transport,  and  later  as  econ- 
omics advisor  to  the  Department  of  Munitions  and  Supply. 


R.  E.  Jamieson,  M.E.I.C. 

R.  E.  Jamieson,  m.e.i.c,  has  been  named  director  general 
of  a  new  Army  Engineering  Design  Branch  of  the  Depart- 
ment of  Munitions  and  Supply  at  Ottawa.  He  will  head  a 
special  inter-departmental  advisory  committee  on  army 
engineering  design.  Mr.  Jamieson,  who  is  professor  of  civil 
engineering  and  chairman  of  that  department  at  McGill 
University,  has  obtained  a  leave  of  absence  to  assume  his 
new  duties  at  Ottawa.  He  is  a  past  president  and  member 
of  Council  of  the  Corporation  of  Professional  Engineers  of 
Quebec,  and  a  member  of  the  executive  of  the  Canadian 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


Engineering  Standards  Association.  He  has  also  served  on 
many  of  the  various  committees  of  the  Institute. 

The  new  Army  Engineering  Design  branch  will  involve 
the  transfer  from  the  Department  of  National  Defence  to 
the  Department  of  Munitions  and  Supply  of  all  work,  duties 
and  responsibilities  attendant  upon  army  engineering  de- 
sign, and  the  transfer  from  the  staff  of  the  Defence  Depart- 
ment to  that  of  the  Munitions  and  Supply  Department  of 
several  officers  and  employees  presently  engaged  in  army 
engineering  design. 

Wing  Commander  A.  J.  S.  Taunton,  D.s.o.,  m.e.i.c, 
is  now  chief  works  officer,  No.  2  Training  Command, 
R.C.A.F.,  with  headquarters  at  Winnipeg.  Previously  he 
was  district  engineer  at  Winnipeg  for  the  Department  of 
Munitions  and  Supply. 

Captain  A.  B.  Dove,  m.e.i.c,  is  now  officer  commanding, 
3rd  Field  Park  Company,  Royal  Canadian  Engineers. 
Before  the  outbreak  of  war  he  was  chemical  engineer  with 
the  Steel  Company  of  Canada  in  Montreal. 

W.  E.  Denley,  m.e.i.c,  maintenance  engineer,  Department 
of  Highways  and  Transportation,  Saskatchewan,  is  the 
officer  commanding  the  9th  Field  Company,  Royal  Canadian 
Engineers,  now  being  organized  at  Dundurn  Military 
Camp,  Sask.  His  rank  is  that  of  Major. 

M.  J.  Spratt,  m.e.i.c,  chief  engineer,  Saskatchewan  Co- 
operative Elevator  Company,  is  a  lieutenant  serving  with 
the  9th  Field  Company,  Royal  Canadian  Engineers,  now 
in  training  at  Dundurn. 

D.  C.  Beam,  m.e.i.c,  is  now  on  the  staff  of  Wartime 
Housing  Limited,  Toronto.  Since  his  graduation  from  the 
University  of  Toronto  in  1928  he  has  been  with  the  build- 
ing Department  of  the  City  of  Toronto,  where  he  has  been 
given  a  leave  of  absence. 


406 


August,  1941     THE  ENGINEERING  JOURNAL 


Albert  Holland,  m.e.i.c,  has  a  war  appointment  in  the 
Dover  area,  England,  as  a  civilian  garrison  engineer.  He 
acts  as  personal  assistant  to  the  Deputy  Commander, 
Royal  Engineers,  Dover. 

G.  W.  E.  Nicholson,  m.e.i.c.,  is  now  resident  manager 
with  Union  Bag  and  Paper  Corporation,  Savannah,  Georgia. 
He  was  previously  production  manager  with  Southern  Kraft 
Corporation,  at  Panama  City,  Florida. 

H.  M.  Lewis,  m.e.i.c,  has  resigned  as  mechanical  super- 
intendent at  Pacific  Mills  Limited,  Ocean  Falls,  B.C.,  to 
become  manager  of  the  new  South  Shore  Yard  of  the  Bur- 
rard  Drydock  Company  Limited  at  Vancouver,  B.C. 

T.  R.  Durley,  m.e.i.c,  who  was  lately  resident  inspector 
in  Montreal  for  the  Associated  Factory  Mutual  Fire  Com- 
panies, has  been  transferred  to  the  manufacturers  Mutual 
Fire  Insurance  Company  of  Providence,  R.I.  He  will  be 
located  in  the  Canadian  office  of  the  Company  at  Toronto. 

W.  F.  Campbell,  m.e.i.c,  has  joined  the  staff  of  the 
Aluminum  Company  of  Canada  Limited,  at  Arvida,  Que. 
He  was  previously  road  superintendent  and  county  engineer 
for  the  county  of  Haldimand,  Ont. 

E.  A.  Beman,  m.e.i.c,  has  joined  the  staff  of  Pandora 
Limited  at  Cadillac,  Que.  Lately  he  had  been  connected 
with  Wood  Cadillac  Mines,  at  Kewagama,  Que. 


F.  H.  Peters,  M.E.I.C. 

F.  H.  Peters,  m.e.i.c,  surveyor-general  of  Canada  was 
elected  to  honorary  membership  at  the  first  meeting  of  the 
National  Congress  on  Surveying  and  Mapping  held  in 
Washington,  D.C.,  last  June. 

J.  V.  Ludgate,  m.e.i.c,  who  was  district  engineer  of  Muni- 
cipal roads  of  the  Department  of  Highways  of  Ontario  at 
North  Bay,  has  been  transferred  to  the  same  position  at 
Stratford,  Ont. 

J.  B.  Burke,  m.e.i.c,  who  is  on  the  staff  of  Alberta  Govern- 
ment Telephones  has  recently  been  transferred  from 
Lethbridge  to  Edmonton. 

E.  J.  Bolger,  i  e.i.c,  is  now  on  the  staff  of  McLennan 
Gold  Mines  Limited  at  Geraldton,  Ont.  He  was  previously 
connected  with  Futterer  and  Reid,  mining  engineers, 
Toronto. 

Captain  R.  C.  Lane,  jr. e.i.c,  is  now  in  the  6th  Armoured 
Regiment  (1st  Hussars)  at  Camp  Borden,  Ont.  Previous 
to  his  enlistment  he  was  on  the  staff  of  International 
Harvester  Company  at  Toronto. 

James  Oliver,  jr.E.i.c,  has  joined  the  staff  of  Defence 
Industries  Limited  and  he  is,  at  present,  located  in  the 
maintenance  department  of  the  Winnipeg  plant.  A  graduate 
of  the  University  of  Alberta  in  1937  he  has  since  been 
engaged  on  several  construction  projects. 


J.  W.  Lucyk,  jr.E.i.c,  is  now  employed  as  a  draughtsman 
with  the  Hamilton  Bridge  Company  Limited  at  Hamilton, 
Ont.  Previously  he  was  a  demonstrator  in  the  department 
of  electrical  engineering  at  the  University  of  Manitoba. 

E.  R.  Hyman,  Jr.E.i.c,  has  joined  the  R.C.N.V.R.  as  a 
lieutenant  and  is  now  located  at  Halifax,  N.S.  Previous 
to  his  enlistment  he  was  on  the  staff  of  Trinidad  Lease- 
holds, Limited,  in  Trinidad,  B.W.I. 

R.  L.  Strong,  s. e.i.c,  has  joined  the  staff  of  the  Associated 
Factory  Mutual  Fire  Companies  at  Boston,  Mass.,  where 
he  expects  to  receive  a  special  training.  He  is  a  graduate 
in  engineering  of  the  University  of  Toronto,  and  a  bachelor 
of  science  in  business  administration  from  the  Massachu- 
setts Institute  of  Technology.  For  the  past  seven  years 
he  had  been  on  the  staff  of  Canadian  Industries  Limited 
at  Montreal. 

Leslie  Wiebe,  s. e.i.c,  is  at  present  employed  as  assistant 
engineer  with  Sutton-Horsley  Company  Limited  at  Toronto. 
He  has  been  with  this  firm  in  several  capacities  since  his 
graduation  from  the  University  of  Saskatchewan  in 
1940. 

D.  D.  Reynolds,  s. E.I.C,  is  now  working  in  the  division 
engineer's  office  of  Canadian  National  Railways  at  Regina, 
Sask. 

H.  Goodfellow,  s. e.i.c,  Climax,  Sask.,  is  now  serving  with 
the  Royal  Canadian  Engineers  overseas.  His  rank  is  that 
of  lieutenant. 

W.  M.  Newby,  s. e.i.c,  has  secured  a  position  on  the  staff 
of  Canadian  General  Electric  Company  at  Peterborough, 
Ont.  He  was  graduated  from  Queen's  University  in 
1940. 

C.  H.  Vatcher,  s. e.i.c,  who  was  with  Canadian  National 
Carbon  Company  Limited  at  Vancouver,  B.C.,  has  been 
transferred  to  the  Toronto  office  of  the  company.  Mr. 
Vatcher  is  a  graduate  of  the  University  of  Toronto  in  the 
class  of  1939. 

I.  M.  McLaughlin,  s. e.i.c,  has  joined  the  staff  of  Defence 
Industries  Limited  at  Valleyfield,  Que.  He  was  graduated 
in  mechanical  engineering  this  spring  from  Nova  Scotia 
Technical  College. 

VISITORS  TO  HEADQUARTERS 

D.  W.  Houston,  m.e.i.c,  Superintendent,  Street  Railway 
Department,  City  of  Regina,  Sask.,  on  June  7th. 

P.  H.  Morgan,  m.e.i.c,  Mackenzie,  British  Guiana,  on 
June  18th. 

W.  H.  Blake,  m.e.i.c,  District  Engineer,  R.C.E.,  M.D. 
No.  7,  Department  of  National  Defence,  Saint  John;  N.B., 
on  June  30th. 

E.  M.  Izard,  m.e.i.c,  Works  Manager,  Yarrows  Limited, 
Victoria,  B.C.,  on  July  4th. 

W.  F.  Purves,  s.e.i.c,  Schick  Shaver  Limited,  Stamford, 
Conn.,  on  July  7th. 

J.  H.  Wilson,  m.e.i.c,  Electrical  Superintendent,  Quebec 
North  Shore  Paper  Company,  Baie  Comeau,  Que.,  on 
July  15th. 

C.  H.  S.  Venart,  m.e.i.c,  Nobel,  Ont.,  on  July  16th. 

G.  F.  St-Jacques,  m.e.i.c,  Engineer,  Public  Service  Board, 
Quebec,  Que.,  on  July  16th. 

Professor  J.  A.  Van  den  Broek,  University  of  Michigan, 
Ann  Arbor,  Mich.,  on  July  16th. 

W.  H.  Sparks,  Jr.E.i.c,  P/O,  R.C.A.F.,  Victoria,  B.C.,  on 
July  18th. 

L.  P.  Cousineau,  m.e.i.c,  Quebec  Streams  Commission, 
Cadillac,  Que.,  on  July  18th. 


THE  ENGINEERING  JOURNAL     August,  1941 


407 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives 
of  those  whose  passing  is  recorded  here. 

Francis  Porter  Adams,  m.e.i.c,  died  at  his  home  at  Brant- 
ford,  Ont.,  on  June  26th,  1941,  after  a  short  illness.  He  was 
born  at  Brantford  on  March  27th,  1877,  and  received  his 
preliminary  education  at  the  local  Collegiate  Institute,  and 
his  engineering  training  at  the  School  of  Practical  Science 
at  Toronto.  In  the  early  days  of  his  career  he  was  engaged 
in  railroad  construction  on  the  Brantford  and  Woodstock 
railroad.  From  1902  to  1905  he  was  employed  with  the 
Ontario  Peat  Company  designing  and  installing  machinery 
at  the  Wainfleet  plant.  In  the  years  1907  to  1908  he  worked 
as  assistant  engineer  for  the  Grand  Valley  Railway  Com- 
pany of  Brantford.  In  March,  1908,  he  became  assistant 


F.  P.  Adams,  M.E.I.C. 

city  engineer  of  Brantford.  During  the  first  great  war  he 
was  in  France  with  the  10th  Battalion,  Canadian  Railway 
Troops,  and  he  returned  to  Canada  in  1919  with  the  rank 
of  Major.  In  1920  he  became  city  engineer  of  Brantford, 
a  position  which  he  retained  until  his  death,  along  with 
that  of  manager  of  waterworks. 

Among  the  several  works  which  he  left  may  be  mentioned 
the  five  bridges  which  he  designed  and  constructed  at 
Brantford.  Mr.  Adams  was  among  those  men  of  vision  who 
conceived  the  project  of  the  Shand  Dam  and  the  contiguous 
improvements  to  the  Grand  Valley.  Fortunately  he  lived 
to  see  those  early  dreams  and  discussions  well  under  way. 

He  was  a  member  of  the  Grand  Valley  Group  of  the 
Association  of  Professional  Engineers  of  Ontario  and  with 
his  fellow  members  did  much  to  cement  the  natural  ties 
with  the  Hamilton  Branch  of  the  Institute.  He  will  always 
be  remembered  by  the  members  of  the  branch  for  his  quiet 
kindness  to  all. 

Mr.  Adams  joined  the  Institute  as  an  Associate  Member 
in  1910. 

Archibald  Sinclair  Cook,  m.e.i.c,  died  on  June  9th,  1941, 
at  Clarkson,  Ont.  He  was  born  at  Penobsquis,  N.B.,  on 
November  20th,  1873,  and  entered  the  engineering  profes- 
sion in  1899  as  one  of  the  field  engineers  in  charge  of  the 
construction  of  various  parts  of  the  Dominion  Iron  and 
Steel  Company's  plant  at  Sydney,  N.S.  In  1902  he  engaged 
in  railroad  construction.  From  1904  to  1907  he  was  resident 
engineer  with  Dominion  Power  and  Transmission  Company 
of  Hamilton,  Ont.,  on  power  developments  near  St.  Cath- 
arines, Ont.  In  1911  he  was  appointed  inspecting  engineer 
of  the  Transcontinental  Railway  Commissioners  at  Ottawa, 
Ont.  From  1922  to  1938,  when  he  retired,  he  was  with  the 
Canadian  National  Telegraphs  at  Toronto. 

Mr.  Cook  joined  the  Institute  as  a  Student  in  1902.  He 
was  transferred  to  Associate  Member  in  1906  and^he  be- 
came a  Member  in  1912. 


John  Hamilton  Gray,  m.e.i.c,  died  in  the  hospital  at 
Victoria,  B.C.,  on  July  1st,  1941.  He  was  born  atSt.  John.  N.B., 
on  December  25th,  1853,  the  son  of  the  Honourable  J.  H. 
Gray  one  of  the  fathers  of  Confederation.  He  served  his 
apprenticeship  as  a  surveyor  in  Ontario  under  Bolton 
McGrath,  D.L.S.  In  1871  he  became  engaged  in  the  Can- 
adian Pacific  Railway  surveys  in  Ontario.  From  1873  to 
1880  he  did  the  same  work  in  British  Columbia.  From  1880 
to  1884  he  was  assistant  engineer  on  the  construction  of 
the  railway  in  the  Fraser  Canyons.  From  1884  to  1887  he 
did  location  and  construction  work  for  the  Esquimalt  and 
Nanaimo  Railway.  During  the  years  1888  and  1889  he  did 
exploration  work  on  the  Vancouver  Island  for  the  British 
Columbia  Government.  From  1889  to  1891  he  was  in- 
spector of  dyking  works  on  the  Fraser  River,  and  from 
1891  to  1893  he  was  location  and  construction  engineer  for 
the  government  on  the  Shuswap  and  Okanagan  Railway. 
He  was  chief  engineer  on  the  construction  of  the  Victoria 
and  Sydney  Railway  from  1893  to  1895.  From  1895  to  1901 
he  was  chief  engineer  of  maintenance  and  operation  with  the 
Kaslo  and  Kootenay  Railway.  In  1902  he  engaged  in  pri- 
vate practice  in  Victoria,  B.C.  He  had  retired  a  number  of 
years  ago,  and  had  lived  at  Albert  Head  on  Victoria  Island. 

Mr.  Gray  joined  the  Institute  in  1906  as  a  Member.  He 
had  been  made  a  Life  Member  in  1934. 

Wilmot  Earl  Harry,  m.e.i.c,  died  at  his  home  in  Win- 
nipeg, Man.,  on  June  11th,  1941.  He  was  born  at  Savanna, 
111.,  U.S.A.,  on  September  26th,  1885,  and  was  educated 
at  the  local  high  school.  In  1904  he  started  as  an  instru- 
mentman  with  the  Chicago,  Burlington  and  Quincy  Rail- 
way and  remained  in  railroad  construction  in  the  United 
States  until  1910,  when  he  came  to  work  for  the  City  at 
Medicine  Hat,  Alta.  From  1911  to  1913  he  worked  as 
assistant  engineer  with  the  Canadian  Northern  Railway. 
From  1915  to  1919  he  was  overseas  as  an  officer  in  the 
Royal  Engineers,  and  in  1919  he  went  to  Russia  with  the 
British  Military  Railway  Mission.  He  returned  to  Winnipeg 
in  1920  and  became  connected  with  the  Peter  Lyall  Con- 
struction Company  of  Montreal.  A  few  years  later  he  was 
in  the  States  and  for  some  time  was  connected  with  the 
New  York  Central  Railway.  He  returned  to  Winnipeg  in 
1930,  and  in  1934  he  worked  for  the  Department  of  National 
Defence  at  Nakina,  Ont.  He  returned  to  Winnipeg  in  1937. 

Mr.  Harry  joined  the  Institute  as  an  Associate  Member 
in  1920. 

Joseph  Arthur  Lamoureux,  m.e.i.c,  died  in  Montreal 
on  May  19th,  1941.  He  was  born  at  Bedford,  Que.,  on  July 
7th,  1873,  and  received  his  education  at  the  Ecole  Poly- 
technique  at  Montreal  where  he  was  graduated  in  1898. 
Upon  graduation  he  became  engaged  on  the  construction 
of  the  East  Richelieu  Valley  Railway,  and  in  the  years 
1899  and  1900  he  did  surveying  work  for  the  Montreal, 
Ottawa  and  Georgian  Bay  Canal  Company.  In  1900  he 
joined  the  Department  of  Public  Works  of  Canada  at 
Ottawa,  and  remained  in  the  government  service  until  his 
retirement  in  1937,  when  he  came  to  Montreal.  During  his 
numerous  years  of  service  he  was  connected  with  most  of 
the  important  projects  carried  out  by  the  Department  of 
Public  Works. 

Mr.   Lamoureux  joined   the   Institute  as  an   Associate 
member  in  1909. 

Patrick  Philip,  m.e.i.c,  died  at  Montreal  on  July  14th, 
1941.  He  was  born  at  Londonderry,  Ireland,  on  December 
4th,  1882.  He  received  his  preliminary  education  at  the 
Royal  High  School,  Edinburgh,  and  his  technical  training 
at  the  Londonderry  Technical  Institute.  After  a  few  years 
practice  in  Ireland  he  came  to  Canada  in  1907,  and  until 
1910  was  engaged  on  location  and  construction  work  with 
the  Grand  Trunk  Railway.  From  1910  to  1917  he  was 
assistant  to  the  city  engineer  of  Vancouver,  B.C.  In  1917 
he  joined  the  Department  of  Public  Works,  Kamloops,  B.C., 
as  district  engineer,  and  from  1919  to  1921  he  was  district 


44)8 


August*J941     THE  ENGINEERING  JOURNAL 


Patrick  Philip,  M.E.I.C. 

engineer  at  Vancouver.  In  1921  he  was  appointed  Public 
Works  engineer  at  Victoria.  In  1935  he  came  to  Montreal 
with  the  Canada  Creosoting  Company. 


Mr.  Philip  joined  the  Institute  as  an  Associate  member 
in  1917  and  he  became  a  Member  in  1922. 

Robert  Ramsay,  M.E.I.C.,  died  at  his  home  in  Montreal 
on  July  11th.  He  was  born  at  Glasgow,  Scotland,  on  October 
3rd,  1888.  He  received  his  preliminary  education  at  Annan 
Academy,  and  obtained  his  technical  training  at  Newbie 
Technical  Classes  and  at  West  of  Scotland  Technical  Col- 
lege, Glasgow.  In  1910  and  1911  he  worked  as  a  draughts- 
man on  the  design  of  cargo  vessels  machinery  with  Messrs. 
D.  &  W.  Henderson,  Glasgow.  From  1911  to  1913  he  was 
engaged  in  the  design  of  machinery  for  torpedo  boat  de- 
stroyers with  Messrs.  Yarrow  &  Company,  Glasgow,  and 
from  1913  to  1916  he  designed  machinery  for  light  cruisers 
with  Messrs.  Vickers  Limited,  Barrow-in-Furness.  He  came 
to  Canada  in  1916  as  chief  draughtsman  and  assistant  to 
the  general  manager  of  Canadian  Vickers  of  Montreal.  In 
1923  he  was  appointed  assistant  chief  engineer,  and  later 
became  manager  of  the  industrial  department.  In  1937  he 
became  associated  with  Lambert,  German  &  Milne,  naval 
architects,  Montreal.  At  the  time  of  his  death  he  was  con- 
sulting engineer  with  Wartime  Merchant  Shipping  Limited. 
Mr.  Ramsay  joined  the  Institute  as  an  Associate  Member 
in  1924. 


News  of  the  Branches 


NIAGARA  PENINSULA  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


J.  H.  Ings,  M.E.I.C.    - 
C.  G.  Cline,  M.E.I.C. 


-  Secretary-Treasurer 

-  Branch  News  Editor 


The  annual  meeting  of  the  Niagara  Peninsula  Branch 
was  held  in  the  General  Brock  Hotel,  Niagara  Falls,  on 
June  26  with  an  attendance  of  fifty.  Mr.  A.  L.  McPhail 
presided,  in  the  absence  of  the  chairman,  Mr.  C.  H.  McL. 
Burns.  The  retiring  secretary,  Mr.  G.  Griffiths,  introduced 
the  newly-elected  members  of  the  Branch  executive  and 
the  new  secretary,  Mr.  J.  H.  Ings. 

The  guest  speaker,  Mr.  E.  L.  Durkee,  ce.,  resident 
engineer  for  the  Bethlehem  Steel  Co.  at  Niagara  Falls, 
N.Y.,  was  introduced  by  Councillor  W.  R.  Manock.  Mr. 
Durkee  spoke  on  Erection  of  Steel  Superstructure  of 
the  Rainbow  Bridge.  His  talk  was  illustrated  by  a  model 
of  the  erection  layout  and  by  three  reels  of  motion  pictures. 
The  new  bridge  is  being  erected  for  the  Niagara  Falls 
Bridge  Commission.  The  consulting  engineers  are  Waddell 
&  Hardesty  of  New  York  City  and  the  Edward  P.  Lupfer 
Corporation  of  Buffalo.  The  arch  ribs  were  fabricated  by 
the  Bethlehem  Steel  Company  at  Pottstown,  Pa.,  the  span- 
drel girders  by  the  Hamilton  Bridge  Company  and  the  rest 
of  the  steel  by  the  Canadian  Bridge  Company  at  Walker- 
ville,  Ont.  The  bridge  is  of  the  fixed  arch  type  with  a  span 
of  950  ft.  centre  to  centre  of  supports,  which  is  150  ft. 
longer  than  the  Henry  Hudson  bridge  at  New  York.  The 
whole  load  is  carried  by  the  two  circular  arch  ribs  which 
are  spaced  at  56-ft.  centres  and  rise  150  ft.  The  bridge 
will  have  a  reinforced-concrete  deck  carrying  two  22-ft. 
roadways,  separated  by  a  4-ft.  central  mall,  and  one  10-ft. 
sidewalk  on  the  upstream  side  facing  the  falls.  The  steel- 
work supporting  the  deck  from  the  arch  ribs  will  be  merely 
dead  load  and  has  not  been  designed  as  trusses  to  stiffen 
the  arches.  The  fixed  arch  design  was  selected  as  being 
stiff er  for  the  same  depth  of  rib.  Each  end  of  each  arch  is 
anchored  at  the  skewbacks  by  32  anchor  bolts  set  23  ft. 
in  concrete  imbedded  in  the  solid  rock.  In  erection,  three 
panels,  containing  25  per  cent  of  the  weight  of  the  ribs, 
were  supported  by  cantilvering  on  these  bolts.  The  rest 
of  the  weight  was  carried  by  1%-in.  cables  from  the 
tops  of  towers  erected  temporarily  on  the  end  of  each 
concrete  approach.  The  box-type  ribs  are  12  ft.  deep  with 
cover  plates  from  1%  to  2%  in.  thick  and  are  stiffened  by 
internal  plates  set  three  feet  apart  and  by  angles.  The  ribs 


were  divided  into  sections  weighing  between  50  and  75 
tons  each.  These  were  lowered  from  the  approach  by  an 
85-ton  stiff-leg  derrick,  moved  up  the  arch  on  a  material 
truck  with  8-ft.  gauge,  and  lifted  into  place  by  a  55-ton 
derrick  travelling  on  the  arch  ribs.  As  the  arches  were  built 
out  from  shore,  the  supporting  cables  were  moved  from 
one  panel  point  to  another,  nearly  75  per  cent  of  the  erec- 
tion time  being  devoted  to  rigging,  erection  of  falsework, 
etc.  At  the  centre,  the  arches  were  supported  temporarily 
on  bolted  brackets  and  shims,  the  opening  being  varied  by 
hydraulic  jacks.  The  opening  was  measured  accurately 
under  the  desired  stress  condition  and  was  closed  finally 
by  11-in.  steel  "keystone"  pieces,  specially  milled  to  fit. 
The  supporting  cables  and  towers  have  been  removed  and 
by  July  10th  the  steelwork  will  be  finished.  Forming  will 
be  started  at  once  and  concreting  will  start  about  August  1st. 
After  a  lengthy  question  period,  the  vote  of  thanks, 
moved  by  Mr.  M.  B.  Atkinson,  was  heartily  approved  by 
the  audience. 

SAGUENAY  BRANCH 


T.  A.  Taylor,  Jr. e. i.e. 

B.  E.  SURVEYEB,  AFFIL.E.I.C. 


Secretary-  Treasurer 
Branch  News  Editor 


The  1941  Annual  Meeting  of  the  Saguenay  Branch  of  the 
Engineering  Institute  of  Canada  was  held  at  Arvida,  July 
4th,  1941. 

At  2.15  p.m.,  about  25  of  the  members  assembled  at  the 
quarters  of  the  12th  Anti- Aircraft  Battery  stationed  in 
Ârvida,  where  a  most  interesting  tour  of  inspection  took 
place  under  the  guidance  of  Major  I.  B.  MacCullum,  O.C. 
the  Anti- Aircraft  Unit.  Judging  by  the  numerous  questions 
asked,  it  was  evident  that  this  tour  of  inspection  was  of 
keen  interest  to  all  those  participating. 

Following  the  visit  to  the  battery,  a  handful  of  the 
members  braved  the  hazards  of  the  Arvida  Golf  Club 
without  endangering  "Old  Man  Par"  except  on  one  or  two 
holes. 

At  7.00  p.m.  about  45  members  gathered  at  the  Grill 
Room  of  the  Saguenay  Inn  for  dinner  and  the  annual 
meeting. 

The  chairman,  Mr.  J.  W.  Ward,  in  his  most  able  manner 


THE  ENGINEERING  JOURNAL     August,  1941 


409 


proposed  a  toast  to  the  King,  following  which  he  established 
a  precedent  for  the  Saguenay  Branch  by  proposing  a  toast 
to  the  president  of  the  United  States,  which  was  heartily 
responded  to  by  all  members.  Following  the  toasts,  the 
members  sat  down  to  dinner. 

At  the  conclusion  of  an  enjoyable  dinner  the  chairman 
introduced  the  guest  speaker  for  the  evening. 

Professor  R.  F.  Legget  of  the  University  of  Toronto,  who 
is  in  Arvida  for  the  summer  in  connection  with  the  Ship- 
shaw  power  development,  was  the  first  speaker.  He  expres- 
sed his  pleasure  in  being  present  at  the  meeting  and  con- 
veyed the  good  wishes  of  the  Toronto  Branch  Executive  of 
which  he  is  a  member.  Professor  Legget  gave  a  very  interest- 
ing resume  of  the  work  in  progress  at  the  Shipshaw,  outlin- 
ing the  geological  formation  of  this  section  of  the  Saguenay 
valley.  He  invited  all  members  interested  to  see  several 
samples  of  well  preserved  birch  and  balsam  found  in  the 
excavation  work  which  he  has  in  his  possession  and  which 
he  estimates  to  be  several  tens  of  thousands  years  old. 

Professor  Legget  also  remarked  at  the  splendid  co-opera- 
tion of  the  various  divisions  of  engineering  in  the  Saguenay 
Branch  of  the  Institute,  as  compared  to  the  larger  centres 
where  other  organizations  tended  to  segregate  the  various 
divisions  into  their  own  groups.  Unfortunately  Professor 
Legget  was  obliged  to  catch  the  train  and  had  to  cut  his 
talk  short,  but  the  members  are  hoping  to  have  the  oppor- 
tunity of  a  complete  paper  from  him  before  his  work  is 
completed  here. 

The  next  speaker,  Mr.  McNeely  DuBose,  a  familiar 
figure  in  the  activities  of  the  Saguenay  Branch  having  been 
an  active  participant  for  15  years,  expressed  his  thanks  and 
pleasure  at  being  present,  and  also  conveyed  greetings  from 
the  Council  at  Montreal. 

Mr.  DuBose  outlined  the  highlights  of  the  Shipshaw 
development  and  announced  the  construction  of  a  power- 
house with  a  capacity  of  approximately  1,000,000  horse- 
power, of  which  orders  had  been  placed  for  500,000  hp.  In 
conjunction  with  the  Shipshaw  he  also  announced  the 
construction  of  a  large  storage  dam  on  the  Peribonka  River 
to  provide  additional  water  for  the  winter  months. 

The  speaker  next  mentioned  several  steps  being  taken  by 
the  Saguenay  Power  Company  to  obtain  additional  power 
for  the  Saguenay  district  one  of  which  was  the  installation 
of  a  110,000-volt  cable  across  the  city  of  Montreal  to 
transmit  off-peak  power  from  the  Beauharnois  system  to 
the  Shawinigan  system. 

Following  Mr.  DuBose's  interesting  talk  was  a  highly 
informative  lecture  by  Major  I.  B.  MacCullum.  He  ex- 
pressed his  thanks  at  being  invited  to  attend  the  meeting, 
and  also  his  thanks  to  the  Aluminum  Company  of  Canada 
for  the  splendid  assistance  and  co-operation  he  received  as 
well  as  the  fine  accomodations  for  the  battery  which  he 
described  as  equal  to  anything  in  Canada. 

He  described  the  equipment,  and  its  development  since 
the  last  war,  used  by  modern  Anti-Aircraft  Batteries.  This 
included  the  calibre  of  various  guns,  their  makes,  and  their 
effectiveness.  In  conjunction  with  this  he  mentioned  the 
British  made  40  mm.  gun  as  being  very  superior  to  anything 
built  to-day. 

Included  in  his  remarks  were  several  very  interesting 
facts  about  the  work  of  A.A.  Batteries  in  France  and 
especially  at  Dunkerque. 

At  the  conclusion  of  his  talk,  Major  MacCullum  was 
bombarded  by  numerous  questions  by  the  members  which 
he  answered  in  a  most  satisfactory  manner. 

Before  turning  over  the  chair  to  the  incoming  executive, 
Mr.  Ward  moved  a  vote  of  thanks  to  the  Protestant  School 
Board  of  Arvida  for  their  generosity  in  allowing  the  Branch 
to  hold  its  meetings  in  the  school  during  the  past  year.  He 
thanked  the  members  of  the  executive  for  their  support  in 
the  past  year  and  then  introduced  the  new  chairman, 
N.  F.  McCaghey. 


Mr.  McCaghey  expressed  his  pleasure  at  being  chosen 
chairman  for  the  second  time  and  then  declared  the  meeting 
adjourned. 

VANCOUVER  BRANCH 


T.  V.  Berry,  m.e.i.c.    - 
Archie  Peebles,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  final  meeting  on  the  programme  of  the  Vancouver 
Branch  for  this  season  was  held  on  Wednesday,  May  21, 
in  the  Georgia  Hotel.  The  speaker  was  a  branch  member, 
Mr.  W.  N.  Kelly,  and  his  subject  was  Woodenwalls  and 
Ironclads.  Mr.  Kelly  has  spent  his  lifetime  with  ships  and 
shipping,  and  his  intimate  knowledge  of  the  historical  side 
of  his  subject,  combined  with  broad  experience,  provided 
a  most  interesting  address. 

The  speaker  opened  by  paying  high  tribute  to  the  ship- 
building genius  of  Noah  who,  according  to  the  specifications 
handed  down  to  us  in  the  scriptures,  designed  and  con- 
structed a  vessel  which  ranks  with  many  modern  ships  in 
size  and  tonnage.  Its  exact  proportions  are  not  conclu- 
sively known  owing  to  the  various  interpretations  and  units 
of  measurement  applied  in  relation  to  our  own. 

Other  historical  references  to  shipbuilding  were  made, 
including  the  exploits  of  the  ancient  Greeks,  Phoenicians, 
Vikings  and  other  races  who  developed  the  art  of  ship 
construction  to  a  high  degree.  These  early  ships  used  oars 
or  sails,  and  made  voyages  over  long  distances  in  search 
of  trade  or  conquest.  Some  of  the  early  ships  built  in 
England  were  also  described,  to  show  that  the  sturdiness 
of  their  construction  and  the  quality  of  materials  used  is 
not  often  matched  at  the  present  time.  Beams  and  ribs 
were  of  oak,  with  copper  fastenings,  and  sometimes  the 
hull  would  be  two  feet  in  thickness.  This  was  especially 
true  in  the  case  of  ships  of  the  navy. 

In  describing  the  size  of  ships,  Mr.  Kelly  pointed  out 
that  three  separate  measurements  are  used.  The  gross 
tonnage  is  the  total  internal  volume  of  the  ship  in  tons  of 
200  cu.  ft.  The  registered  tonnage  is  the  total  internal 
volume,  less  deductions  for  space  occupied  by  machinery, 
etc.  The  deadweight  tonnage  is  the  displacement  in  tons 
of  35  cu.  ft. 

The  invention  of  gunpowder  brought  about  a  change  in 
ship  construction  to  resist  the  new-found  weapons.  The 
old  woodenwalls  gave  place  to  ironclads  when  iron  plates 
were  used  above  the  waterline  on  the  outside  of  the  tim- 
ber construction  used  at  that  time.  In  some  cases  iron  plates 
five  inches  thick  were  placed  on  22-inch  oak  walls  to  resist 
the  battering  of  cannon  fired  broadside  at  close  range. 

The  next  big  advance  was  the  invention  of  steam  pro- 
pulsion which  began  early  in  the  19th  century.  The  early 
paddle  wheel  steamers  used  steam  pressures  of  26  to  30  lb. 
per  sq.  in.  A  number  of  early  steamships  of  historical  in- 
terest were  described  such  as  the  Charlotte  Dundas,  the 
Fulton,  and  the  Comet.  The  Fulton  was  built  in  New  York 
and  the  others  in  Scotland,  shortly  after  1800.  In  1865 
the  Admiralty  adopted  Ruthven's  method  of  propulsion 
with  screw  propellers. 

Other  advances  which  have  marked  the  building  and  use 
of  ships  were  the  compound  engine  using  triple  expansion, 
increased  boiler  pressures,  water  tube  boilers,  and  the 
Parson's  Turbine.  The  turbine  brought  about  a  very  rapid 
increase  in  horsepower  as  indicated  by  the  fact  that  in  50 
years  the  horsepower  of  reciprocating  engines  increased 
from  5,000  to  40,000,  while  in  five  years  the  power  of  tur- 
bines increased  from  9,000  to  70,000.  Torpedo  boats  and 
destroyers  were  an  application  of  the  steam  turbine.  Oil 
fuel  also  contributed  to  rapid  growth  in  speed  and  power. 

Much  was  contributed  to  marine  architecture  by  scien- 
tific studies  of  the  behaviour  of  ships  at  sea;  a  work  which 
has  been  carried  on  largely  by  the  navy  departments  of 
various  countries.  In  1900  the  first  submarines  were  built 
for  Great  Britain,  others  having  been  built  a  short  time 
previously  for  the  United  States  and  France.  The  address 
concluded  with  a  brief  description  of  the  corvettes  and 
other  vessels  being  built  at  the  present  time. 


410 


August,  1941     THE  ENGINEERING  JOURNAL 


A  great  many  questions  were  asked  and  answered,  and 
many  personal  experiences  were  recalled  by  Mr.  Kelly  and 
members  of  the  audience.  The  meeting  was  a  fitting  con- 
clusion to  a  very  successful  series  which  the  Vancouver 


Branch  has  enjoyed  during  the  winter.  In  the  absence  of 
the  chairman,  Dean  Finlayson,  Mr.  W.  0.  Scott,  vice- 
chairman,  presided  and  a  hearty  vote  of  thanks  was  ten- 
dered by  Mr.  W.  H.  Powell. 


INews  of  Other  Societies 


CANADIAN  ELECTRICAL  ASSOCIATION 

The  following  officers  were  elected  at  the  fifty-first  con- 
vention of  the  Canadian  Electrical  Association  held  at  the 
Seigniory  Club,  Que.,  from  June  25-27.  President:  McNeely 
DuBose,  M.E.i.c,  General  Manager,  Saguenay  Power  Com- 
pany, W.  C.  Mainwaring,  B.C.  Electric  Railway  Co.  Ltd.; 
R.  A.  C.  Henry,  m.e.i.c,  Beauharnois  Light,  Heat  &  Power 
Co.;  and  T.  A.  Brown,  m.e.i.c,  Gatineau  Power  Co,;  will 
be  the  three  vice-presidents  for  the  coming  year.  B.  C. 
Fairchild  was  re-elected  secretary  for  the  eleventh  year  and 
J.  B.  McCabe,  Montreal  Light,  Heat  &  Power  Cons.,  was 
re-elected  treasurer.  The  new  executive  committee  is  as 
follows:  A.  C.  Brittain,  Gatineau  Power  Company,  Ottawa, 
Ont.;  A.  L.  Brown,  Northern  Electric  Co.  Ltd.,  Montreal, 
Que.;  E.  V.  Caton,  m.e.i.c,  Winnipeg  Electric  Company, 
Winnipeg,  Man.;  R.  N.  Coke,  m.e.i.c,  Montreal  Light, 
Heat  &  Power  Cons.,  Montreal,  Que.;  H.  A.  Cooch,  m.e.i.c, 
Canadian  Westinghouse  Co.  Ltd.,  Hamilton,  Ont,;  J.  H. 
Fregeau,  m.e.i.c,  Shawinigan  Water  &  Power  Co.,  Three 
Rivers,  Que.;  J.  B.  Hayes,  m.e.i.c,  N.  S.  Light  &  Power 
Co.  Ltd.,  Halifax,  N.S.;  B.  M.  Hill,  m.e.i.c,  Canadian 
Utilities  Ltd.,  Calgary,  Alta. ;  Chas.  Johnstone,  Southern 
Canada  Power  Co.  Ltd.,  Montreal,  Que.;  Geo.  Kirlin, 
Canada  Wire  &  Cable  Co.  Ltd.,  Montreal,  Que.;  F.  Krug, 
Montreal  Engineering  Co.  Ltd.,  Montreal,  Que.;  G.  W. 
Lawrence,  Sangamo  Company  Limited,  Toronto,  Ont.;  I 
M.  MacLean,  Canadian  General  Electric  Co.  Ltd.,  Toronto, 
Ont.;  A.  S.  McCordick,  Moloney  Electric  Co.  of  Canada 
Ltd.,  Toronto,  Ont.;  R.  A.  Merritt,  Winnipeg  Electric 
Company,  Winnipeg,  Man.;  W.  H.  Munro,  m.e.i.c,  Ottawa 
Light,  Heat  &  Power  Co.  Ltd.,  Ottawa,  Ont.;  C.  R.  Reid, 
m.e.i.c,  Shawinigan  Water  &  Power  Co.,  Montreal,  Que.; 
A.  Vilstrup,  B.  C.  Electric  Railway  Co.  Ltd.,  Vancouver, 
B.C. 

CONVENTION  OF  A.W.W.A. 
Canadian  Section 

Nearly  1,500  persons  attended  the  sixty-first  annual  con- 
vention of  the  American  Waterworks  Association  in  the 
Royal  York  Hotel,  Toronto,  June  22nd-26th.  This  total 
comprises  a  Canadian  registration  of  382. 

In  view  of  the  parent  association  holding  its  convention 
in  Toronto,  the  Canadian  section  confined  its  activities  to 
a  luncheon  held  on  the  first  day  of  the  convention  and  a 
business  meeting. 

At  this  meeting,  presided  over  by  the  retiring  chairman, 
G.  H.  Strickland,  the  annual  reports  were  presented.  The 
officers  for  the  new  year  were  elected,  and  a  number  of 
presentations  and  awards  were  made.  In  his  report  the 
secretary-treasurer  announced  an  increase  in  the  member- 
ship of  the  section  and  a  change  of  the  status  of  the  mem- 
bership in  western  Canada  which  permits  members  in  that 
part  of  the  country  to  hold  joint  membership  in  another 
nearby  section,  thus  affording  closer  contact  with  the  affairs 
of  the  Association. 

Memorial  awards  were  presented  by  the  chairman  in  the 
names  of  the  late  James  A.  MacMillan  of  Charlottetown, 
and  Frederick  E.  Field  of  Montreal.  The  first  medal  was 
accepted  by  M.  L.  Gordon,  town  engineer  of  Truro,  N.S., 
and  the  second  by  C.  J.  Desbaillets,  m.e.i.c,  chief  engineer 
of  water  supply,  Montreal,  for  delivery  to  the  respective 
families. 

The  newly  elected  officers  for  the  current  year  are  as 
follows:  Chairman,  William  Storrie,  m.e.i.c,  Gore  &  Storrie, 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


Consulting  Engineers,  Toronto;  Trustees:  A.  L.  McPhail, 
Waterworks  Superintendent,  St.  Catharines,  Ont.,  J.  W. 
Peart,  Manager  of  Public  Utilities,  St.  Thomas,  Ont.  The 
other  officers  of  the  Canadian  Section  elected  previously 
are:  Past-Chairman,  G.  H.  Strickland;  Section  Representa- 
tive of  A.W.W.A.  Board  of  Directors,  J.  Clark  Keith, 
m.e.i.c;  Trustees:  T.  M.  S.  Kingston,  m.e.i.c,  C.  C.  Folger, 
m.e.i.c,  W.  E.  Robertson  and  0.  H.  Scott. 

ROAD  BUILDERS  WILL  CONSIDER 
POST-WAR  WORK 

Plans  for  the  launching  of  a  national  road  building  pro- 
gramme after  the  war,  which  should  provide  employment 
for  200,000  wage  earners  for  a  period  of  three  years,  will  be 
one  of  the  features  to  be  discussed  at  the  Twenty-sixth 
Annual  Convention  of  the  Canadian  Good  Roads  Associa- 
tion. It  is  announced  by  the  president,  Honorable  T.  D. 
Bouchard,  Minister  of  Roads,  Province  of  Quebec,  that 
the  Convention  will  be  held  at  the  General  Brock  Hotel, 
Niagara  Falls,  on  October  7th,  8th  and  9th,  and  will  be 
attended  by  ministers  of  highways  and  public  works,  their 
deputies  and  engineers,  from  every  province  in  the 
Dominion. 

The  provincial  ministers  and  their  engineers  have,  fol- 
lowing last  year's  convention,  already  started  on  a  survey 
of  what  work  can  be  undertaken  in  their  respective  prov- 
inces. It  has  been  realized  that  the  preparation  of  plans, 
working  out  of  engineering  details  and  acquisition  of  rights- 
of-way  must  be  started  well  in  advance  of  actual  roadwork, 
and  factual  data  relating  to  highway  conditions  will  be 
submitted  to  the  Convention  for  consideration. 

The  Executive  of  the  Canadian  Good  Roads  Association 
accepted  an  invitation  from  Hon.  T.  B.  McQuesten,  Min- 
ister of  Highways  for  Ontario,  to  meet  at  the  hub  of 
Ontario's  splendid  highway  system  and  plans  are  now  being 
laid  for  a  three-day  programme  that  will  deal  specially 
with  war-time  matters,  current  needs  for  highway  im- 
provement to  withstand  heavy  mechanized  transportation, 
as  well  as  with  post-war  rehabilitation. 

The  invitations  now  issuing  point  out  that  the  provision 
of  adequate  highways,  and  bridge  structures,  are  the  basic 
needs  of  North  America  defence  plans,  for  without  them 
the  rapid  transportation  of  heavy  mechanized  forces  and 
the  expeditious  movement  of  raw  materials  and  munitions 
will  be  impossible. 

"Skilled  roadmen  must  be  retained  for  road  works,"  says 
Hon.  T.  D.  Bouchard,  in  his  invitation  to  the  Convention. 
"To  allow  roads  to  deteriorate  in  the  face  of  heavy  in- 
creased demands  for  military  requirements,  transportation 
of  munitions  and  for  general  commercial  purposes,  would 
lower  national  efficiency  to  a  degree  which  no  apparent 
financial  saving  can  justify.  New  standards  of  construction 
may  have  to  be  determined  and  provision  made  for  parallel 
and  feeder  roads  for  the  transportation  of  farm  and  indus- 
trial products  to  commercial  centres.  Linking  up  and  im- 
proving access  roads  with  main  routes  must  be  considered, 
and  it  is  the  concensus  of  opinion  among  government 
officials  that  no  time  should  be  lost  in  studying  the  neces- 
sary improvements,  and  co-ordinating  them  into  a  com- 
prehensive plan  which  will  be  of  vital  importance  to  the 
whole  country. 


THE  ENGINEERING  JOURNAL     August,  1941 


411 


Library  Notes 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


ELEMENTARY  AERODYNAMICS 

By  Group  Captain  D.  C.  M.  Hume 
Reviewed  by  Sqn.  Ld.  C.  W.  Crossland,  m.e.i.c* 

Group  Captain  Hume  has  succeeded,  in  this  slender  text- 
book, in  setting  out  a  clear  and  accurate  statement  of  the 
elementary  principles  of  aerodynamics,  without  attempting 
to  go  into  involved  mathematical  processes  to  demonstrate 
the  proof  of  these  principles.  For  an  elementary  book,  it 
breathes  a  refreshing  air  of  precision  and  accuracy,  fre- 
quently lacking  in  such  works. 

The  book  opens  with  a  discussion  of  the  air  and  its  prop- 
erties and  definitions  of  aeronautic  terms.  Newton's  laws 
of  motion  are  re-stated  in  terms  of  air  forces  and  the  laws 
of  fluid  pressure  are  given  with  reference  to  air.  Measure- 
ment of  air  pressure  is  explained  by  reference  to  the 
equation  : 

P  =  hpV2 
and  here,  unfortunately,  an  opportunity  is  missed  for  a 
useful  explanation  of  dimensional  theory  and  the  unit  of 
mass,  the  slug.  This  unit  will  be  unfamiliar  to  many  stu- 
dents. The  subject  of  measuring  air  pressure  leads  naturally 
to  a  brief  description  of  the  various  types  of  wind  tunnels, 
but  the  only  wind  tunnel  balance  described  is  the  original 
National  Physical  Laboratory  type,  now  little  used.  It  is 
stated  that  wind  tunnel  tests  show  that  the  reaction  on  a 
body  in  an  air  stream  is  given  by  the  equation: 

r  =  i  Cp  SV2 
Here,  again,  a  page  could  profitably  have  been  devoted  to 
a  proof  of  this  equation  by  dimensional  analysis. 

Lift  and  drag,  and  the  development  of  the  aerofoil  section 
from  a  flat  plate  are  briefly  explained,  with  some  notes  on 
the  effect  of  camber. 

Chapter  II  gives  an  account  of  streamline  and  turbulent 
air  flow,  the  origin  of  drag  and  the  stall.  A  discussion  of 
lift  and  drag  coefficients  and  their  variation  with  angle 
of  incidence  follows  in  Chapter  III,  with  a  reference  to 
L/D  curves.  The  balance  of  the  forces  of  flight,  lift,  weight, 
drag  and  thrust  is  also  explained.  The  balance  of  forces  in 
climb  is  rather  confused,  particularly  Fig.  22,  which  omits 
thrust  from  the  force  diagram  and  shows  the  flight  path 
as  coincident  with  the  thrust  line,  a  condition  which  is 
scarcely  likely  to  occur  in  practice.  An  alternative  con- 
ception of  climb  is  offered  in  which  conditions  are  described 
which  can  actually  occur  only  in  accelerated  flight.  The 
chapter  closes  with  the  determination  of  landing  speed. 

Chapter  IV  discusses  lift  forces  more  fully,  and  describes 
chord  distribution,  span  distribution,  induced  drag  and 
wing  interference  in  biplanes.  The  circulation  theory  of 
lift  is  briefly  dealt  with.  Chapter  V  explains  centre  of  pres- 
sure movement  and  the  means  by  which  trim  is  maintained 
in  flight.  Chapter  VI  defines  the  three  axes  of  motion  and 
deals  with  the  means  of  control  of  rotation  of  the  aircraft 
about  these  axes,  that  is  to  say,  the  ailerons,  elevators 
and  rudder.  The  definition  of  mass  balance  applies  to  static 
balances;  the  term  mass  balance  usually  being  reserved  for 
dynamic  balance,  whose  function  is  to  damp  out  vibration 
of  the  control  surface,  caused  by  eddies.  The  action  of  frise 
ailerons  and  differential  ailerons,  in  balancing  yawing  couples 
in  turning,  is  also  described. 

Chapter  VII  is  devoted  to  static  stability;  dynamic 
stability  is  mentioned,  but  this  subject  is  one  which  can 
hardly  be  dealt  with  adequately  in  a  non-mathematical 
treatment.  The  explanation  of  auto-rotation  omits  any 
reference  to  yawing  couples  and  might  convey  the  impres- 

*  Commanding  Officer,  No.   17  (Technical)   Detachment,  Halifax, 

N.S. 


sion  that  an  aeroplane  is  capable  of  performing  a  pure  auto- 
rotation  continuously. 

The  action  of  dihedral  in  restoring  lateral  trim  in  a  side- 
slip is  over-simplified  by  considering  only  the  side-slip 
velocity.  Dihedral  simply  provides  a  geometric  increase  of 
incidence  on  the  low  wing,  with  a  corresponding  decrease 
on  the  high  wing,  in  side-slip. 

The  climb,  glide,  roll,  turn  and  spin  are  discussed  in  a 
further  chapter  on  Manoeuvres.  The  last  two  are  very 
clearly  explained.  Chapter  IX,  on  propulsion,  refers  to  the 
momentum  and  vortex  theories  of  airscrews  and  develops 
the  blade  element  theory  in  some  detail.  Airscrew  pitch 
and  efficiency  are  defined,  and  mention  is  made  of  variable 
pitch  airscrews,  gearing  and  balance. 

A  final  chapter  on  performance  illustrates  the  calculation 
of  horse-power  required  and  hp.  available,  the  construction 
of  the  performance  chart,  and  determination  from  it  of 
top  speed,  best  climbing  speed,  rate  of  climb  and  ceiling. 
The  current  passion  for  quiz  programmes  is  reflected  in 
the  series  of  questions  appended  to  the  book. 

On  the  whole,  the  book  is  an  excellent  introduction  to 
aerodynamics,  in  spite  of  a  few  weak  points,  and  maintains 
a  much  higher  standard  of  accuracy  than  is  usually  found 
in  its  class.  It  deserves  to  be  popular  among  student  pilots, 
engineers,  and  mechanics,  as  it  is  interesting  and  readable, 
and  covers  the  subject  remarkably  well,  with  little  mathe- 
matical assistance. 

REPORT  ON  BUILDINGS  DAMAGED  BY  AIR  RAIDS, 
AND  NOTES  RELATIVE  TO  RECONSTRUCTION 

Institution  of  Structural  Engineers,  London,  1941 

7pp.,  ^Yi  x  S\4  inches  sixpence 

Reviewed  by  S.  R.  Banks,  m.e.i.c* 

During  the  past  twenty  years  the  Institution  of  Struc- 
tural Engineers  has  prepared  and  published  reports  dealing 
with  a  variety  of  engineering  matters.  The  subject  of  air- 
raid precautions  received  attention  some  time  prior  to  the 
beginning  of  the  war;  and  the  present  report,  based  on 
experience  gained  during  the  severe  raids  of  last  year,  is 
an  equally  timely  contribution  to  the  war  services  of  the 
engineer. 

It  is  unfortunate  that  rigorous  censorship,  in  forbidding 
reference  to  specific  instances,  has  robbed  the  report  of 
much  of  its  value,  but  nevertheless  some  of  the  generalized 
conclusions  are  of  interest. 

In  the  first  place,  the  reporting  committee  was  greatly 
impressed  by  the  variety  of  problems  that  arise  in  the 
survey  of  damaged  structures.  It  is  pointed  out  the  services 
of  competent  and  broadly  experienced  engineers  are  re- 
quired, and  that  considerable  skill  is  needed  to  make  sound 
decisions  regarding  repairs  and  replacements. 

Secondly,  it  has  been  clearly  established  that  modern 
framed  buildings  (of  reinforced  concrete  or  protected  steel- 
work) have  exhibited  great  powers  of  resilience  and  endur- 
ance under  attacks  both  explosive  and  incendiary,  while 
briek-and-timber  buildings  have  proved  to  be  extremely 
vulnerable. 

Thirdly,  the  use  of  strong  beam-and-column  connections 
and  the  provision  of  frequent  bracing-systems  have  been 
demonstrated  to  be  of  distinct  value  in  localizing  the  effects 
of  bombing.  Also,  as  might  have  been  expected,  structures 
with  a  liberal  factor  of  safety  in  their  original  design  have 
withstood  attack  much  better  than  have  those  where  that 
margin  was  reduced  to  a  minimum. 

*  General  Engineering  Department,  Aluminum  Company  of  Canada 
Limited. 


412 


August,  1911     THE  ENGINEERING  JOURNAL 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 

Mathematical  Tables: 

By  Robert  Bristol  Dwight,  New  York,  John 
Wiley  &  Sons,  Inc.,  1941.  229  pp., 
6\i  x  9\i  in. 

Mining  Engineers'  Handbook: 

By  Robert  Peele,  New  York,  John  Wiley 
&  Sons,  Inc.,  1941,  3rd  edition.  Two 
volumes,  5l/2  x  8A  in.,  815.00. 

Report  on  Buildings  Damaged  by  Air 
Raids,  and  Notes  Relative  to  Recon- 
struction : 

By  Institution  of  Structural  Engineers, 
London,  1941.  7  pp.  8Y%x5A.  in.,  6d. 

PROCEEDINGS  AND  TRANSACTIONS 
Canadian  Surveyor: 

Proceedings  of  thirty-fourth  annual  meeting 
of  the  Canadian  Institute  of  Surveying, 
February  5th  and  6th,  1941. 

Institution  of  Water  Engineers: 

Transactions,  Vol.  XLV,  1940. 

REPORTS 

Canada  Department  of  Labour: 

Labour  legislation  in  Canada,  1940. 
Ottawa,  1941. 

Canada  Department  of  Mines  and 
Resources  : 

Report  of  Mines  and  Geology  Branch  for 
the  year  ended  March  31,  1940,  Ottawa, 
1941. 

Canada  Department  of  Mines  and  Re- 
sources, Mines  and  Geology  Branch, 
Geological  Survey  Paper: 

Report  and  preliminary  map  Houston 
map-area,  British  Columbia;  preliminary 
report  MacKay  lake  area,  Northwest  ter- 
ritories; preliminary  map  Great  Slave  Lake 
to  Great  Bear  lake,  Northwest  Territories; 
preliminary  report  Ingray  lake  map-area, 
Northwest  Territories;  preliminary  map 
Brazeau,  Alberta;  preliminary  map  Man- 
son  Creek,  British  Columbia;  Vassan- 
Dubuisson  map-area,  Abitibi  County, 
Quebec,  Northeast  part,  Beauchastel  town- 
ship, Témiscaminque  County,  Quebec; 
preliminary  map  Morley,  Alberta.  Papers, 

40-I8,  41-1,  41-2,  41-3,  41-4,  41-5,  41-6, 
41-7,  41-8. 

Canadian  Government  Purchasing 
Standards  Committee: 

Specification  for  interior  floor  enamel; 
specification  for  enamel,  glyceryl  phthalate 
type;  spécification  for  interior  enamel; 
procedure  for  the  determination  of  gum 
stability  of  aviation  fuel;  specification  for 
oil  for  hydraulic  mechanisms  and  low 
temperature  lubrication  on  aircraft. 

Electrochemical  Society — Preprints  : 

The  production  of  potassium  permanga- 
nate; electrophoretic  filtration  of  a  kaolin 
slurry;  further  studies  on  electrolyte  films; 
the  activation  of  ammonia  synthesis  by 
means  of  alkali  ions;  rate  studies  in  the 
electrochemical  oxidation  of  phenol.  Pre- 
prints 80-3  to  80-7. 

University  of  Minnesota  Institute  of 
Technology — Technical  Papers  : 

Fuse  failures  on  rural  lines  due  to  light- 
ning; the  resistance  to  combined  flexure  and 
compression  of  square  concrete  sections. 
Technical  papers  Nos.  28  and  29. 

United  States  Department  of  Commerce, 
Building  Materials: 

Fire  tests  of  wood-  and  metal-framed  par- 
titions, report  BMS71. 

I  nited  States  Work  Projects  Adminis- 
tration— Bibliography  of  Aeronautics 


Supplement  to  part  4 — dynamics  of  the 
airplanes;  supplement  to  part  21,  blind 
flight  automatic  pilot  ice  formation;  sup- 
plement to  part  48 — parachutes;  part  49 — ■ 
rocket  propulsion;  part  50 — stratospheric 
flight. 

BOOK  NOTES 

The  following  notes  on  new  books 
appear  here  through  the  courtesy  of  the 
Engineering  Societies  Library  of  New 
York.  As  yet  the  books  are  not  in  the 
Institute  Library,  but  inquiries  will  be 
welcomed  at  Headquarters,  or  may  be 
sent  direct  to  the  publishers. 

AIR  AND  GAS  COMPRESSION 

By  T.  T.  Gill.  John  Wiley  &  Sons,  New 
York,  1941-  181  pp.,  illus.,  diagrs.,  charts, 
tables,  9x6  in.,  cloth,  $3.00. 
This  new  textbook  discusses  the  properties 
of  gas  in  regard  to  compressibility,  critical 
data  and  specific   heats,   as  applied  to  the 
solution  of  the  problem  of  air  and  gas  com- 
pression. Illustrative  problems  with  solutions 
accompany  each  chapter,  and  a  set  of  prac- 
tical alignment  charts  for  various  calculations 
is  appended. 

AIR  RAID  PRECAUTIONS,  in  Ten  Parts, 

repiinted  by  pet  mission  of  the  Controller  of 
His  Britannic  Majesty's  Stationery  Office, 
Fiist  American  edition,    Chemical    Pub- 
lishing Co.,  Brooklyn,  N.Y..  1941.  diagis., 
charts,  tables,  9  x  5A  in.,  cloth,  $3.00. 
In  the  ten  separately  paged  sections  of  this 
manual  are  brought  together  and  amplified 
the    materials    published    previously   in    the 
A.R.P.   handbook  and  memorandum  series. 
Topics  discussed  include  the  organization  of 
the  air  raid  wardens'  service,  communications 
systems,    rescue   parties    and   clearance   and 
decontamination  work  ;  structural  defense  and 
window  protection;  gas  detection  and  identi- 
fication; training  procedures  and  the  inspec- 
tion, care  and  repair  of  equipment. 

AIRCRAFT        INSTRUMENTS,        Their 
Theory,  Function  and  Use. 

By  0.  E.  Patton.  D.  Van  Nostrand  Co., 
New  York,  1941.  220  pp.,  illus.,  diagrs., 
charts,  tables,  9A  x  $  in.,  cloth,  $2.75. 
Intended  both  as  a  textbook  for  the  student 
and  a  practical  manual  for  the  aviator  or 
mechanic,  this  book  presents  a  clear,  concise 
discussion  of  the   various  flight,  navigation 
and  engine  instruments.  Design  and  construc- 
tion are  described  in  such  a  way  that  the 
nature,  principle,  functioning  and  purpose  of 
any  instrument  can  be  readily  understood. 
Many    photographs   and    diagrams    supple- 
ment the  text. 

AIRCRAFT  PROPELLERS,  Basic  Train- 
ing Manual 

By  C.  M.  Hatlacher,  prepared  and  edited 
by  H.  E.  Boughman.  Aero  Publishers,  120 
North  Central  Ave.,  Glendale,  Calif.,  1941- 
119    pp.,    illus.,    diagrs.,    charts,    tables, 
9Ax6  in.,  cloth,  $2.85. 
Intended  as  a  basic  training  manual,  this 
book  presents  in  question  and  answer  form 
the  fundamentals  of  propeller  theory,   con- 
struction and  maintenance.  The  Civil  Aero- 
nautics Administration  regulations  are  cov- 
ered, and  considerable  space  is  given  to  de- 
tailed descriptions  of  certain  modern  adjust- 
able propellers. 

(THE)    BOULDER   CANYON   PROJECT, 
Historical  and  Economic  Aspects. 

By  P.  L.  Kleinsorge  with  a  foreword  by 
E.    Jones.     Stanford     University    Press, 
Stanford  University,  Calif.,  1941.  380  pp., 
illus.,  diagrs.,  maps,  tables,  9}/>  x  6  in., 
cloth,  $3,50. 
The  whole  system  of  related  works  com- 
prising   the    Boulder    Canyon    Project    (not 
merely  the  Hoover  Dam  construction  and  its 
resulting   reservoir   area)    is    discussed.    The 
history  of  the  project  is  reviewed,  and  the 


economic  significance  of  this  great  flood 
control,  irrigation,  power  and  water  supply 
system  is  explained  in  detail.  Geological  and 
engineering  aspects  of  the  various  dams, 
canals  and  aqueducts  are  also  considered. 
The  book  is  well  documented. 

(The)  CHEMISTRY  OF  POWDER  AND 
EXPLOSIVES,  Vol.  1 

By  T.  L.  Davis.  John  Wiley  &  Sons,  New 

York;  Chapman  &  Hall,  London,  1941- 

216  pp.,  illus.,  diagrs.,  tables,  9  x  5lA  in., 

cloth,  $2.75. 

Intended   as    a   text   for   fourth-year   and 

graduate  students,  this  book  has  been  written 

to  inform  chemists  concerning  the  modes  of 

behavior    of    explosive    substances    and    the 

phenomena,    both    chemical    and    physical, 

which  they  exhibit.  The  use  of  explosives  in 

ammunition  and  blasting  is  treated  only  so 

far  as  is  necessary  to  make  certain  points 

clear.  This  first  of  a  two-volume  set  covers 

properties  of  explosives  and  deals  particularly 

with  black  powder,  pyrotechnics  and  aromatic 

nitro   compounds.    Other   explosives   will   be 

considered  in  the  second  volumes. 

CIVIL  AND  DEFENSE,  a  Treatise  on  the 
Protection  of  the  Civil  Population 
against  Air  Attach 

By    A.    M.    Prentiss.    Whittlesey   House 
{McGraw-Hill  Book  Co.),  New  York  and 
London,    1941-    384   PP-,    illus.,    diagrs., 
charts,  tables,  9  A  x  6  in.,  cloth,  $2.75. 
The   various    means   and   methods   of   air 
attack  are  described,   with  the  effects  pro- 
duced by  each  and  indications  of  the  scope 
and  character  of  the  threat  to  civil  population. 
Other    topics    discussed    include    protection 
against    high    explosives,    incendiaries     and 
gases,  the  organization  of  warning  and  warden 
services,  and  the  construction  of  shelters.  The 
final  chapter  discusses  the  probable  influence 
of  civil  air  defense  on  the  national  life  and 
future  city  development. 

DANA'S   MANUAL    OF   MINERALOGY. 

revised  by   C.    S.   Hurlbut,   15th  ed, 

John  Wiley   &  Sons,  New   York,    1941- 

480  pp.,  illus.,  diagrs.,  charts  tables,  9x6 

in.,  cloth,  $4.00. 

This  is   the   fifth   major   revision   of   this 

standard  work,  now  nearly  100  years  old.  As 

before,  it  is  designed  to  meet  the  needs  of  the 

student  of  mineralogy,  the  mining  engineer, 

the  geologist  and  the  amateur  mineralogist. 

In  addition  to  alterations  and  additions  for 

the  purpose  of  bringing  the  material  up  to 

date,    certain   changes   have    been    made   to 

render  the  book  more  serviceable  as  a  text 

for  a  course  in  elementary  mineralogy. 

DRILLING  AND  PRODUCTION  PRAC- 
TICE 1939.  675  pp.,  $3.50. 

DRILLING  AND  PRODUCTION  PRAC- 
TICE 1940.  263  pp.,  $2.50 

American    Petroleum    Institute,    Division 
of  Production,  Central  Committee  on  Dril- 
ling and  Production  Practice,  New  York., 
illus.,  diagrs.,  charts,  tables,   11x8  in., 
cloth. 
The  American  Petroleum  Institute  annually 
publishes  these  collections  of  papers  on  dril- 
ling   and    production  practice  selected  from 
those  presented  at  its  meetings.  The  papers 
are  divided  into  four  groups:  drilling  practice, 
production    practice,    materials    and    miscel- 
laneous.  A  bibliography  of  district-meeting 
papers,    following    the    main    text,    contains 
abstracts  and  references   as  to  where  com- 
plete papers  have  appeared. 

FIELD  GEOLOGY 

By    F.    H.    Lahee.    4   ed.    rev.    and   enl- 

McGraw-Hill  Book  Co.,  New   York  and 

London,    1941-   853   pp.,    illus.,    diagrs., 

charts,  tables,  7 A  x  5  in.,  lea.,  $5.00. 

Intended  both  as  a  textbook  for  students 

and  a  manual  for  geologists  and  engineers, 

this  book  treats  the-subject  of  geology  from  a 

field  viewpoint  and  assumes  an  elementary 


THE  ENGINEERING  JOURNAL     August,  1941 


413 


knowledge  of  general  geology.  The  first 
twelve  chapters  are  concerned  with  the  re- 
cognition and  interpretation  of  geologic 
stuctures  and  topographic  forms  as  they  are 
observed.  The  succeeding  eleven  chapters 
deal  with  geological  surveying,  computations, 
the  preparation  of  reports,  geophysical 
methods  and  the  nature,  construction  and 
interpretation  of  geologic  and  topographic 
maps.  There  is  a  bibliography. 

FLUORESCENT  LIGHT  and  Its  Applic- 
ations 

By  H.  C.  Dake  and  J.  De  Ment.  Chemical 
Publishing  Co.,  Brooklyn,  N.Y.,  1941. 
256  pp.,  Mus.,  diagrs.,  charts,  tables,  9Yz 
x  6  in.,  cloth,  $3.00. 

The  types  and  theory  of  luminescence  are 
explained,  and  the  methods  of  examination 
of  fluorescent  substances  are  described. 
Separate  chapters  are  included  upon  the 
sources  of  ultraviolet  radiations  and  on 
fluorescent  and  radioactive  minerals,  and 
some  fifty-five  pages  are  devoted  to  the  uses 
of  ultraviolet  light  in  many  fields.  There  is  a 
large,  broadly  classified  bibilography. 

FOUNDATIONS  OF  BRIDGES  AND 
BUILDINGS 

By  H.  S.  Jacoby  and  R.  P.  Davis.  3  ed- 
McGraw-Hill  Book  Co.,  New  York  and 
London,  194-1.  535  pp.,  Mus.,  diagrs., 
charts,  tables,  9%  x  6  in.,  cloth,  $5.00. 

Completely  revised  and  reset,  this  text 
covers  the  many  recent  developments  in  the 
field  of  foundation  engineering.  The  more  im- 
portant phenomena  in  the  field  of  soil  mechan- 
ics are  covered;  there  is  new  material  on 
piling,  cofferdams  and  caissons,  grouting, 
and  the  obstruction  of  water  flow  by  bridge 
piers;  and  a  new  chapter  has  been  added  on 
land  foundations  in  open  excavation  includ- 
ing water  control. 

IMPERIAL  INSTITUTE,  ANNUAL  RE- 
PORT, 1940, 

London,  South  Kensington  60  pp.,  Mus., 
tables,  10  x  6  in.,  paper,  (obtainable  from 
British  Library  of  Information,  620  Fifth 
Ave.,  New  York,  not  for  sale,  limited  dis- 
tribution only). 

The  many  activities  of  the  Institute  are 
indicated  by  the  brief  reports  of  various 
committees  which  appear  in  this  publication. 
In  addition  to  the  scientific  research  and 
exhibits  thus  described,  the  pamphlet  contains 
the  personnel  of  the  governing  groups  and 
staff  of  the  Institute,  lists  of  publications  and 
a  list  of  co-operating  organizations. 

INDUSTRIAL  FABRICS,  a  Handbook  for 
Engineers,  Purchasing  Agents  and 
Salesmen 

By  G.  B.  Haven.  S  ed.  Wellington  Sears 
Co.,  65  Worth  St.,  New  York,  1941.  789 
pp.,  Mus.,  diagrs.,  charts,  tables,  8x5  in., 
fabrikoid,  $2.00. 

All  phases  of  the  cotton  fabric  industry  are 
covered  in  this  handbook  for  engineers,  pur- 
chasing agents  and  textile  students.  In 
addition  to  the  considerable  amount  of  inform- 
ation on  the  raw  material,  manufacturing 
processes  and  properties  of  fabrics,  much 
space  is  devoted  to  specifications  and  test 
methods.  There  are  many  illustrations  and 
tables,  and  the  bibilography  has  been 
expanded. 

INDUSTRIAL  RELATIONS  DIGESTS 

VII.  SELECTION  AND  TRAINING  OF 
FOREMEN,  8  pp. 

VIII.  UPGRADING  OF  PRODUCTION 
WORKERS,  7  pp. 

Princeton  University,  New  Jersey,  In- 
dustrial Relations  Section,  May,  1941.  10 
x  7  in.,  paper,  $.20  each. 

The  above  titles  represent  two  further 
subjects  covered  in  a  series  of  digests  of  cur- 
rent practice  prepared  for  use  in  companies 
facing    rapid    expansion    owing    to    defense 


orders.  These  digests  are  based  on  material 
received  currently  from  a  large  number  of 
representative  companies. 

INTERIOR    ELECTRIC    WIRING    AND 
ESTIMATING 

By  A.  Uhl,  A.  L.  Nelson  and  C.  H.  Dun- 
lap.   3  ed.   American   Technical  Society. 
Chicago,    1941.   354   pp.,   Mus.,   diagrs., 
charts,  tables,  8  Y  x  5Y2  in.,  cloth,  $2.50. 
The  methods,  equipment  and  materials  for 
all  kinds  of  interior  wiring,  from  small  jobs 
to  apartment  and  factory  buildings,  are  des- 
cribed  in   detail.    The   final   chapter   covers 
estimating    procedure    for    electrical    work, 
including    both    materials    and    labor    costs. 
Eight    blueprints    giving    the    architectural 
drawings  for  a  small  house  accompany  the 
book.  New  material  has  been  added  and  the 
whole  book  has  been  revised  in  accordance 
with  the  1940  National  Electrical  Code. 

(An)    INTRODUCTION    TO    PHYSICAL 
GEOLOGY 

By  W.J.  Miller,  4th  ed.  D.  Van  Nostrand 
Co.,   New    York,    1941.   465   pp.,   Mus., 
diagrs.,  charts,  maps,  tables,  9Y  x  6  in., 
cloth,  $3.25. 
Intended  as  an  elementary  text,  no  formal 
knowledge  of  chemistry  or  physics  is  necessary 
for  an  understanding  of  the  contents  of  this 
book.   It  covers  the  composition,  structure, 
unusual  attributes  and  processes  of  forma- 
tion and  alteration  of  the  earth's  crust.  The 
considerable  revision   of  the  new  edition  is 
particularly  evident  in  the  statistical  material 
in  the  brief  discussion  of  economic  geology. 

MANUAL  OF  ENGINEERING  DRAWING 

for  Students  and  Draftsmen 

By   T.   E.   French.  6  ed.   Rev.  and  enl., 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1941-    622   pp.,   Mus.,    diagrs., 
charts,  tables,  9Yz  x  6  in.,  cloth,  $3.00. 
The   new   edition    of   this   comprehensive, 
standard  textbook  has  undergone  consider- 
able revision.  The  page  size  has  been  enlarged 
to  allow  an  increase  in  the  size  and  number  of 
illustrations;     many     problems     have     been 
changed  and  added;  and  in  addition  to  re- 
vision  of  existing   chapters  new  ones   have 
been  included  on  aircraft   drawing,  jig  and 
fixture  drawing  and  welding  drawing.   The 
material   conforms  to  the  standards  of  the 
American  Standards  Association,  and  there 
is  a  useful  bibliography  of  allied  subjects. 

OUTLINE  OF  AIR  TRANSPORT  PRAC- 
TICE 

By  A.  E.  Blomquist.  Pitman  Publishing 
Corp.,  New  York  and  Chicago,  1941.  402 
pp.,  Mus.,  diagrs.,  charts,  tables,  9Yi  x  6 
in.,  cloth,  $4.50. 
The  activities  of  the  various  departments 
within  an  airline  organization  are  outlined, 
with  discussion  of  the  necessary  correlation 
between  departments.  The  general  principles 
of  management,  operation  and  sales  that  are 
fundamental  to  any  type  of  transportation 
are  here  applied  to  air  transport.  Descriptions 
and  analyses  of  practice  are  limited  to  sched- 
uled operations  in  the  United  States.  There 
is  a  bibliography. 

PARTIAL  DIFFERENTIAL  EQUATIONS 

By  F.  H.  Miller.  John  Wiley  &  Sons, 
New  York,  1941-  259  pp.,  tables,  diagrs., 
9Y2  x  6  in.,  cloth,  $3.00. 

The  first  two  chapters  of  this  elementary 
text  are  devoted  to  a  review  of  ordinary  dif- 
ferential equation  methods,  while  Chapter  III 
is  designed  to  show  the  various  ways  in  which 
partial  differential  equations  come  into  being. 
The  remaining  chapters,  with  the  exception 
of  VI,  which  briefly  discusses  Fourier  series, 
deal  with  methods  of  solving  different  classes 
of  partial  differential  equations  and  with  geo- 
metric and  physical  problems  solvable  by  the 
processes  explained. 

PRACTICAL  AIR  CONDITIONING 

By  A.  J .  Rummel  and  L.  0.  Vogelsang. 
John   Wiley   &  Sons,   New   York,   1941. 


282    pp.,    Mus.,    diagrs.,    charts,    tables, 

9  x  5Y2  in.,  cloth,  $2.75. 
Material  originally  used  for  lecture  courses 
for  dealers,  salesmen,  operators  and  service 
men  has  been  expanded  to  form  this  elemen- 
tary text  book.  It  covers  essential  fundamen- 
tals and  definitions;  the  properties  of  air;  re- 
quirements for  human  comfort;  all  types  of 
equipment,  including  automatic  controls; 
proper  methods  of  operation  and  complete 
maintenance  and  servicing  methods  and 
schedules. 

PRACTICAL  SHELL  DEVELOPING  FOR 
STEEL  SHIPBUILDERS 

By  A.  F.  Tulin.  2  ed.  Simmons-Boardman 
Publishing  Corp.,  New  York,  1941.  158 
pp.,  Mus.,  diagrs.,  charts,  tables,  9Y2  x  6 
in.,  cloth,  $3.00. 
This  manual  for  loftsmen,  shipfitters,  hull 
draftsmen  and  others  who  deal  with  steel  ship 
construction   explains  the  development  and 
laying-out  of  the  shell  of  a  vessel.  Considera- 
tion is  mainly  given  to  the  points  of  mold-loft 
procedure  beyond  the  minor  fundamentals, 
which  are  assumed  as  familiar. 

PRINCIPLES  OF  INTERCHANGEABLE 
MANUFACTURING 

By  E.  Buckingham.  2  ed.  Industrial  Press, 
New  York,  1941-  258  pp.,  Mus.,  diagrs., 
charts,  tables,  9l/2  x  6  in.,  cloth,  $3.00. 
This  treatise  on  the  basic  principles  involv- 
ed in  successful  interchangeable  manufactur- 
ing practice  has  been  reprinted  from  the  ear- 
lier edition  with  minor  changes  in  two  chap- 
ters. It  covers  design,  tolerances,  drawings, 
manufacturing    equipment,    gaging    and    in- 
spection. 

(The)  RADIO  ENGINEERING  HAND- 
BOOK 

By  K.  Henney.  3  ed.  McGraw-Hill  Book 
Co.,  New  York  and  London,  1941.  945  pp., 
diagrs.,  charts,  tables,  7  x  4Yi  *».,  lea., 
$5.00. 
The  chief  revision  in  this  comprehensive 
working   manual   of   the   radio  sciences   has 
been  made  in  the  sections  on  television,  high- 
frequency  technique,  loud-speakers  and  acou- 
stics,   detection    and    modulation,    facsimile, 
and  aircraft  radio.  As  in  former  editions,  con- 
siderable fundamental  data  is  provided  for 
the  designer  and  operator,  with  the  emphasis 
on  practice  rather  than  on  theory.  There  are 
many   references  to  supplementary   material 
both  in  the  form  of  footnotes  and  section 
bibliographies. 

RADIO-FREQUENCY  MEASUREMENTS 
by  BRIDGE  and  RESONANCE  ME- 
THODS 

By  L.  Hartshorn.  John   Wiley  &  Sons, 
New  York,  1941-  265  pp.,  diagrs.,  charts, 
tables,  9  x  5Y  in.,  cloth,  $4.50. 
A  systematic  account  of  the  basic  principles 
and  general  working  ideas  of  radio-frequency 
measurements  by  bridge  and  resonance  meth- 
ods is  presented  for  the  practicing  technician. 
The  various  types  of  apparatus  are  discussed 
fully,  and  special  attention  is  given  to  screen- 
ing, earth  connections,  the  physical  nature 
of  the  quantities  measured,  and  sources  of 
error. 

REGULATION  OF  PIPE  LINES  AS  COM- 
MON CARRIERS 

By  W.  Beard.  Columbia  University  Press, 
New  York,  1941.  184  VV-,  tables,  maps, 
9  x  5Yi  in.,  cloth,  $2.00. 
A  systematic,  comprehensive  study  of  fed- 
eral and  state  regulation   of  pipe  lines   as 
common  carriers.   The  coordination  of  pipe 
lines  with  other  forms  of  transportation  is 
dealt  with,  and  the  author  closes  the  book 
with  a  summary  of  the  existing  information 
and  certain  conclusions  which  may  be  drawn 
therefrom. 

RELAXATION    METHODS    IN    ENGIN- 
EERING   SCIENCE,    a    Treatise    on 
Approximate  Computation 
By   R.    V.    Southwell.    Clarendon   Press, 
Oxford,  England;  Oxford  University  Press, 


414 


August,  1941     THE  ENGINEERING  JOURNAL 


New  York,  1940.  252  pp.,  diagrs.,  charts, 
tables,  9Y2x  6  in.,  cloth,  $5.00. 
In  this  book,  a  new  approach  to  engineering 
and  physical  computations  is  described,  a 
method  which  is  termed  "systematic  relaxa- 
tion of  constraints."  The  greater  part  of  this 
treatise  relates  to  problems  confronted  in  the 
theory  of  elasticity:  stress-calculations  for 
frameworks  and  continuous  beams,  estimation 
of  critical  loads,  etc.  However,  the  method  is 
shown  to  have  wider  application,  and  such 
problems  as  the  adjustment  of  errors  in  sur- 
veying and  the  determination  of  currents  and 
potentials  in  electrical  networks  also  receive 
detailed  consideration. 

REPORTS  ON  PROGRESS  IN  PHYSICS, 

Vol.  7,  1940, 

Edited  by  J.   H.   Awbery;   published  by 

The  Physical  Society,  1  Lowther  Gardens, 

Exhibition  Road,  London,  S.W.7,   1941. 

362    pp.,    Mus.,    diagrs.,    charts,    tables, 

10x7  in.,  cloth,  $4.75. 

Continuing  the  series  of  reports  issued  by 

The   Physical   Society,    the   present    volume 

deals  with  advances  in  physical  science  up 


to  the  end  of  1940.  In  accordance  with  the 
trend  of  the  last  few  volumes,  this  issue  con- 
tains for  the  most  part  comprehensive  articles 
upon  relatively  specific  types  in  a  variety  of 
physical  fields.  The  only  large  topic  receiving 
a  general  review  is  "sound".  Each  article  is 
the  work  of  a  specialist,  and  large  bibliog- 
raphies are  included  in  most  cases. 

RUBRER  AND  ITS  USE 

By  H.  L.  Fisher.  Chemical  Publishing  Co., 
Brooklyn,   N.Y.,    1941.    128   pp.,    Mus., 
diagrs.,  charts,  tables,  9  x  5x/i  in.,  cloth, 
$2.25. 
The  constitution,  properties  and  history  of 
naturally  occurring  rubber  are  discussed,  with 
information  upon  where  it  comes  from,  how 
it  is  obtained  and  how  it  is  manufactured  into 
various  commercial  articles.  Recent  develop- 
ments in  synthetic  rubber  are  also  covered. 
There  is  a  list  of  reference  works  for  supple- 
mental reading  containing  brief  descriptive 
notes . 

SAE  HANDBOOK,  1941  Edition. 

Society    of   Automotive    Engineers,    New 
York.  830  pp.,  Mus.,  diagrs.,  charts,  tables, 


8Yi  x  5x/i  in.,  cloth,  $5.00  to  non-members, 
$2.50  to  members. 

All  the  current  standards  and  recommended 
practices  of  the  Society  of  Automotive  Engi- 
neers concerning  automobile  and  aircraft 
materials  and  parts,  tests  and  codes,  produc- 
tion equipment,  nomenclature  and  definitions 
are  contained  in  this  annually  revised  hand- 
book. The  numerous  changes  include  new  and 
revised  standards,  corrections  and  cancella- 
tions. There  is  also  a  partial  list  of  American 
standards  of  interest  to  the  automotive  in- 
dustry. 

TRANSFORMERS 

By  E.  E.  Wild.  Blackie  &  Son,  London 
and  Glasgow;  Chemical  Publishing  Co., 
Brooklyn,  N.Y.,  1940.  132  pp.,  diagrs., 
charts,  tables,  9x6  in.,  fabrikoid,  $2.50. 

One  of  a  series  of  small  volumes  dealing 
with  particular  sections  of  electrical  engineer- 
ing. This  book  presents  a  concise  account  of 
the  theory,  design  and  operation  of  trans- 
former types.  The  book  contains  a  consider- 
able number  of  worked  and  unworked  ex- 
amples. 


TELEMETERING    AND    SUPERVISORY    CONTROL 

A  report  "Telemetering,  Supervisory  Control,  and  As- 
sociated Circuits,"  has  just  been  published  by  the  American 
Institute  of  Electrical  Engineers. 

Corrected  to  December  1940,  this  report  summarizes  a 
wealth  of  information  concerning  the  electric  telemetering 
and  supervisory-control  systems  currently  in  use  or  com- 
mercially available  in  the  United  States,  and  includes  a 
detailed  discussion  of  the  interconnecting  circuits  suitable 
for  such  purposes. 

Telemetering  and  supervisory  control  equipment, 
although  electrical  developments  and  widely  used  in  the 
electric  power  industry,  are  finding  their  greatest  potential 
field  of  application  in  non-electrical  industries.  In  water, 
oil,  gas,  and  other  industries  this  equipment  is  playing  a 
vital  and  economically  important  role  in  such  operations 
as  the  remote  metering,  indication,  or  control  of  the  levels, 
pressures,  temperatures,  flows,  etc.,  of  liquids,  gases,  etc. 
Supervisory  equipment  is  particularly  adaptable  to  the 
remote  control  and  monitoring  of  any  device  that  may  be 
electrically  operated.  In  addition  to  control  features,  remote 
indications  of  the  positions  or  conditions  of  practically  any 
device — such  as  switch  positions,  governor  settings,  gate  or 
valve  openings,  bearing  or  winding  temperatures,  synchron- 
ization, etc.,  may  be  obtained.  Arrangements  for  the  tele- 
metering of  various  quantities  may  be  incorporated  in 
control  systems. 

In  recognition  of  this  ever-widening  field  of  application  for 
telemetering  equipment,  the  report  has  been  prepared  in 
such  form  and  terminology  as  to  make  it  readily  useful  to 
engineers  in  any  branch  of  industry  likely  to  be  concerned 
with  problems  of  remote  measurement  and  control.  Exten- 
sive tabulations  giving  comparative  data  are  designed  to 
enable  a  prospective  or  existing  user  of  telemetering  or 
supervisory-control  equipment  quickly  to  determine  the 
type  of  apparatus  best  suited  to  his  requirements. 

All  known  commercial  sources  of  telemetering  and  super- 
visory-control apparatus  in  the  United  States  have  been 
canvassed,  and  every  effort  made  to  present  a  complete 
picture  of  the  instruments  and  systems  available  for  the 
purpose.  Material  for  this  special  publication  was  prepared 
by  a  joint  sub-committee  of  the  AIEE  committee  on  auto- 
matic stations  and  the  AIEE  committee  on  instruments  and 
measurements.  The  work  is  based  upon  a  report  compiled  by 
an  AIEE  subcommittee  in  1932,  although  the  coverage  has 


been  extended  and  of  course  the  information  has  been 
brought  down  to  date. 

The  special  publication  "Telemetering,  Supervisory 
Control,  and  Associated  Circuits"  is  a  28-page  8J/2  x  11- 
inch  pamphlet  attractively  printed  on  durable  paper. 
Copies  may  be  secured  from  AIEE  headquarters,  33  West 
39th  Street,  New  York,  N.Y.  ;  price  is  40  cents  per  copy  to 
members  (80  cents  to  non  members)  subject  to  a  20  per  cent 
discount  for  quantities  of  10  or  more  mailed  at  one  time  to 
one  address.  Remittances,  payable  in  New  York  exchange, 
should  accompany  orders. 

BIBLIOGRAPHY  OF  RELAY  LITERATURE 
PUBLISHED 

A  "Bibliography  of  Relay  Literature,  1927-1939,"  has 
just  been  published  by  the  American  Institute  of  Electrical 
Engineers.  This  special  publication  was  sponsored  by  the 
AIEE  committee  on  protective  devices  and  was  prepared 
by  a  working  group  of  the  relay  subcommittee.  This  sub- 
committee reviewed  available  indexes  and  from  these  com- 
piled this  list  of  significant  articles  dealing  with  protective 
relaying  and  also  with  closely  related  subjects,  including  all 
such  material  published  in  AIEE  Transactions  or  Electrical 
Engineering  from  January  1927  to  December,  1939,  and 
most  of  that  in  the  principal  technical  publications  of  the 
world  from  January,  1932  to  December  1939. 

The  450  odd  annotated  reference  items  are  divided  into 
the  following  subject  sections,  and  in  each  section  entries 
are  consecutively  numbered  and  listed  alphabetically  by 
years:  Line  Protection  (Distance,  Pilot  Wire  and  Carrier; 
Current,  Ground  Faults,  General),  Bus  Protection,  Appar- 
atus Protection,  Distribution  and  Network  Protection, 
Service  Restoration,  General  and  Miscellaneous  Relaying, 
Testing  and  Analyzing,  System  Stability,  Methods  of 
Calculation,  and  Instrument  Transformers  and  Other 
Auxiliary  Devices. 

The  "Bibliography  of  Relay  Literature,  1927-1939"  is  a 
16-page,  8J/£  by  11-inch  pamphlet,  attractively  printed  on 
substantial  paper;  it  is  available  at  AIEE  headquarters,  33 
West  39th  Street,  New  York,  N.Y.,  at  25  cents  per  copy  to 
members  of  the  Institute  (50  cents  per  copy  to  non-mem- 
bers); price  is  subject  to  20  per  cent  discount  in  either 
instance  for  quantities  of  10  or  more  to  one  address  at  one 
time.  Remittances,  payable  in  New  York  exchange,  should 
accompany  orders. 


THE  ENGINEERING  JOURNAL     August,  1941 


415 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


July  25th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider   the   applications   herein   described  at 
the  next  meeting. 

L.  Austin  Wright,  General  Secretary. 


♦The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  or  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examineis 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  gome  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


FOR  ADMISSION 

DUNCAN— JOHN  MARTIN,  of  153  Graham  St.  So.,  Hamilton,  Ont.  Born  at 
Brampton,  Ont.,  Oct.  18th,  1909;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1935;  1935-37, 
gen.  work,  producing  tubes  for  receiving  sets,  and  1937-38,  supervisor  of  two  units 
producing  various  types  of  tubes — respons.  for  mech.  operation  of  equipment,  etc., 
Radio  Valve  Co.  of  Canada;  1939-40,  supervised  filling  of  cylinders  for  the  trans- 
portation of  dissolved  acetylene,  also  gen.  work  in  oxygen  plant  at  Montreal,  and  at 
present,  plant  manager,  oxygen  producing  plant,  Canadian  Liquid  Air  Co.  Ltd., 
Hamilton,  Ont. 

References:  A. 
W.  L.  McFaul. 


R.  Hannaford,  N.  H.  A.  Eager,  F.  W.  Paulin,  A.  W.  Sinnamon, 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


ESTABROOK— JAMES  PIERCE,  of  Riverbend,  Que.  Born  at  Wallaceburg,  Ont., 
July  31st,  1916;  Educ:  B.Sc.  (Chem),  Queen's  Univ.,  1939;  1939  to  date,  junior 
chemist,  Price  Bros.  &  Co.  Ltd.,  Riverbend,  Que. 

References:  N.  F.  McCaghey,  S.  J.  Fisher,  J.  Frisch,  K.  A.  Brebner,  A.  Jackson. 

ESTABROOKS— DONALD  STEEVES,  of  Riverbend,  Que.  Born  at  Woodstock, 
N.B.,  July  21st,  1912;  Educ:  B.Eng.  (CE.),  N.S.  Tech.  Coll.,  1938;  1932-35,  oiler, 
SS.  Fort  St.  George;  1935-38  (summers),  deputy  land  surveyer,  asst.  office  engr.  and 
instr'man.,  on  Geol.  Surveys  of  Canada,  instr'man.  on  highway  constrn.;  1938-39, 
inspr.  on  constrn.  for  C.  A.  Fowler,  M.E.I.C;  1939-40,  i/c  of  magnetometer  party 
doing  geophysical  exploration  work  in  oil  fields,  Socony-Vaccum  Oil  Co.,  Venezuela; 
At  present,  records  engr.,  Riverbend  paper  mill,  for  Price  Bros.  &  Co.  Ltd. 

References:  S.  J.  Fisher,  N.  F.  McCaghey,  K.  A.  Brebner,  G.  F.  Layne,  H.  W. 
McKiel. 

HOUDE— J.  OSCAR,  of  2020  St.  Urbain  St.,  Montreal,  Que.  Born  at  Quebec 
City,  Nov.  26th,  1906;  Completed  I.C.S.  Civil  Engrg.  Course;  1924  to  date,  with  the 
Shawinigan  Engineering  Company  on  various  developments,  work  including  survey- 
ing, dfting.,  estimating,  design  of  constrn.  plant  layout,  quantity  and  cost  analyses, 
and  from  1935  to  date,  inventory  and  valuation  fixed  capital  assets,  estimating,  cost 
accounting,  quantity  surveying,  cost  analysis  and  engrg.  quantity  report  on  La 
Tuque  Power  Development. 

References:  J.  A.  McCrory,  A.  L.  Patterson,  R.  E.  Heartz,  H.  K.  Wyman,  C.  Lus- 
combe,  G.  Rinfret,  C.  R.  Lindsey,  E.  Cote. 

MALKIN— ALFRED,  of  5550  McLynn  Ave.,  Montreal,  Que.  Born  at  Wolver- 
hampton, England,  June  6th,  1899;  Educ:  3  years  night  classes  in  practical  electricity. 
Montreal  Technical  Schools;  1919-25,  elect'l.  dfting.  &  design,  power  Switchboard, 
Northern  Electric  Co.;  1925-32,  dfting.  &  elect'l.  layout  design  as  applied  to  bldg. 
constrn.,  Ross  &  MacDonald;  1932-36,  dfting.  etc.,  various  engrg.  offices;  1936-37, 
dfting.  &  elect'l.  layout  design,  Canadian  Industries  Ltd.;  1937-38,  similar  work,  for 
John  Stadler,  M.E.I.C;  1938-39,  elec  engr.,  Ross  &  MacDonald;  1939^0,  elec 
engr.  i/c  of  elect'l.  systems,  Canadian  Broadcasting  Corpn.;  1940  to  date,  elec 
engr.  i/c  of  design  &  constrn.,  incl.  signal  systems,  fire  alarm  and  telephone,  Canadian 
Car  Munitions  Ltd.,  on  loan  from  the  C.B.C. 

References:  W.  J.  Armstrong,  D.  W.  Heywood,  N.  N.  Wright,  E.  A.  RyaD,  F.  A. 
Combe,  H.  J.  Ward,  G.  H.  Kirby,  R.  M.  Morton,  D.  Anderson,  E.  A.  Pinto. 

O'LEARY— EDMUND  CECIL,  of  Halifax,  N.S.  Born  at  Halifax,  May  28th, 
1911;  Educ:  B.A.Sc.  (CE),  N.S.  Tech.  Coll.,  1936;  1934  (summer),  on  constrn.  of 
transit  sheds  at  Halifax  ;  With  Standard  Paving  Maritime  Limited  as  follows:  Summer 
1935  and  1936-37,  i/c  constrn.  job  office,  1937-39,  i/c  various  phases  highway  con- 
strn. &  paving,  since  1938  prelim,  investigations  preparatory  to  tendering  on  highway 
projects,  and  from  1939  to  date,  field  supt.  i/c  of  constrn. 

References:  F.  W.  W.  Doane,  H.  W.  L.  Doane,  C.  St.  J.  Wilson,  S.  Ball. 

PARRY— THOMAS  M.,  of  Calgary,  Alta.  Born  at  Ashton-under-Lyne,  Lanes., 
England,  June  25th,  1902;  Educ:  B.Sc.  (E.E.),  Univ.  of  Alta.,  1929;  1920-28,  auto- 
motive mechanic,  full  &  part  time;  1926  (summer),  gen.  mech.  work,  Power  Corpn.  of 
Canada;  1929,  test  course,  Can.  Westinghouse  Co.,  Hamilton;  1929-30,  asst.  trans, 
engr.  &  constrn.  dept.,  Bell  Telephone  Co.  of  Canada,  London,  Ont.;  1931  to  date, 
technical  dept.,  Western  Canada  High  School — 1931-37,  instructor  in  automotive 
mechanics  &  dfting.,  1937-41,  head  of  motor  dept.  &  instructor,  and  (Sept.  1941) 
technical  vice-principal. 

References:  J.  H.  Ross,  J.  M.  Ireton,  H.  J.  MacLeod,  W.  E.  Cornish,  J.  S.  Neil, 
T.  D.  Stanley. 

WARNOCK— SAMUEL,  of  28  Noble  Ave.,  Winnipeg,  Man.  Born  at  Coleraine, 
Co.  Derry,  Ireland,  Feb.  10th,  1910;  Educ:  B.A.Sc.  (E.E.),  Univ.  of  B.C.,  1935; 
R.P.E.  of  B.C.;  With  the  West  Kootenay  Power  &  Light  Co.  Ltd.,  Trail,  B.C.,  as 
follows:  1935-37,  gen.  elec  work  &  power  mtce.,  1937-38,  power  operating,  1938-40, 
asst.  i/c  of  mtce.  &  operating  of  substations;  1941  to  date,  A/C  Inspector,  No.  15 
Technical  Detachment,  R.C.A.F.,  Winnipeg,  Man. 

References:  L.  A.  Campbell,  A.  E.  Wright,  A.  Peebles,  J.  N.  Finlayson,  H.  F.  G. 
Letson. 

WILLIAMS— RALPH  EMERSON,  of  415  Stradbrooke  St.,  Winnipeg,  Man. 
Born  at  Toronto,  Ont.,  Sept.  13th,  1891;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1924 
1914-19,  overseas;  1920-21,  asBt.  engr.,  Dept.  Public  Works,  Santa  Domingo;  1921 
22,  engr.  of  tests,  Pittsburgh  Testing  Lab.;  1922-23,  city  engr.,  Gainesville,  Fla. 
1924-26,  res.  engr.,  Cleveland  Met.  Park  Board;  1926-31,  res.  engr.,  N.Y.  Central 
R.R.  and  Cleveland  Union  Terminals  Co.  ;  1932-38,  president  &  gen.  mgr.,  Lawrences 
Bread  Ltd.,  and  1938-40,  Geo.  Weston  Bread  &  Cakes  Ltd.;  1940  to  date,  asst.  engr., 
Defence  Industries  Limited,  Winnipeg,  Man. 

References:  E.  M.  MacQuarrie,  H.  A.  Babcock,  W.  L.  Dobbin,  L.  A.  Wright. 

FOR  TRANSFER  FROM  JUNIOR 

KENT— WILLIAM  LESLIE,  of  Lang  Bay,  B.C.  Born  at  Content,  Alta.,  Oct- 
19th,  1907;  Educ:  B.Sc.  (CE.),  Univ.  of  Alta.,  1931;  1931-34  (intermittently),  asst- 
to  district  surveyor  &  engr.,  surveys  dept.,  Prov.  of  Alberta;  1935  (July-Sept.), 
constrn.  engr.  on  constrn.  of  flume  for  Nixon  Creek  (Cariboo)  Golds  Ltd.;  1937-39, 
office  engr.,  estimating  &  constrn.  studies,  and  Feb.  to  May  1940,  i/c  of  lab.  bldg- 
constrn.  at  Powell  River,  B.C.,  for  Stuart  Cameron  &  Co.  Ltd.,  Contractors;  June 
1940  to  date,  with  same  company,  job  engr.  i/c  of  office  and  field  engrs.  on  conBtrn. 
of  Lois  River  Dam.  (St.  1929,  Jr.  1937). 

References:  W.  Jamieson,  H.  R.  Webb,  C.  J.  Jeffreys,  J.  Robertson,  R.  C.  McPher- 
son,  N.  Beaton,  R.  Bell-Irving. 

p\SK— ARTHUR  HENRY,  of  Windsor,  Ont.  Born  at  Zeneta,  Sask.,  July  2nd, 
1911;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man.,  1935;  R.P.E.  of  Ont.;  1936-37,  design  & 
dfting  of  diesel  plants  &  pump  installns.,  Canadian  Fairbanks  Morse  Ltd.,  Montreal; 
1937,  redesign  of  machy.  &  production  supervision,  Eagle  Pencil  Co.,  Drummond- 
ville;  1937  to  date,  project  engr..  Alkali  Divn.,  Canadian  Industries  Ltd.,  Windsor, 
Ont.[  Design  &  Dfting. of  plant  extensions  &  changes — later  in  charge  of  complete 
projects  of  plant  extensions  &  changes  incl.  cost  estimates,  design,  dfting.  &  constrn. 
(St.  1935,  Jr.  1937). 

References:  H.  L.  Johnston,  J.  F.  Bridge,  C.  F.  Davison,  G.  E.  Medlar,  E.  M. 
Krebser. 

PATERSON— WALTER  HOWARD,  of  Berranca  Bermeja,  Colombia,  S.A., 
Born  at  Owen  Sound,  Ont.,  May  23rd,  1909;  Educ:  B.Sc,  Queen's  Univ.,  1935; 
Summers — 1930,  rodman  for  Grey  County  engr.,  1931,  operator,  H.E.P.C.  Ontario, 
1933,  supt.,  municipal  quarry,  Owen  Sound,  1934,  foreman,  gradings  operations, 
McArthur  Constrn.  Co.;  1934-36,  asst.  city  engr.,  Owen  Sound;  1936,  asst.  to  supt., 
grading  contract,  McArthur  Constrn.  Co.;  1937,  sales  engr.,  General  Supply  Co., 

(Continued  on  page  417) 


416 


August,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

GRADUATE  ENGINEER  with  at  least  two  years 
practical  experience  in  a  tool  room  to  act  as  an 
instructor  in  the  Apprentice  School  of  a  large  indus- 
trial concern.  Apply  Box  No.  2344-V. 

MECHANICAL  DESIGNING  DRAUGHTSMAN 
with  experience  for  permanent  position  with  firm 
engaged  in  war  work.  Apply  Box  No.  2375-V. 

ARCHITECTURAL  DRAUGHTSMEN  required  im- 
mediately by  large  industrial  concern  for  their 
Montreal  office.  Apply  Box  No.  2376-V. 

FIELD  ENGINEER,  aggressive,  capable,  preferably 
one  with  a  university  degree  in  chemical  engineering 
and  who  has  some  knowledge  of  boiler  plant  opera- 
tion to  sell  and  service  boiler  feed  water  treatment 
chemicals.  Candidate  must  possess  personality  con- 
ducive to  good  salesmanship  having  good  educational 
and  family  background.  Remuneration  will  be 
$1,500.00  a  year  and  travelling  expenses  when  away 
from  Headquarters.  Write  fully  education,  experience 
and  present  occupation,  giving  references.  Personal 
interview  will  be  arranged  only  by  written  applica- 
tion to  Box  No.  2394-V. 

JUNIOR  CHEMICAL  AND  METALLURGICAL 
ENGINEER  for  plant  installation  and  operation 
work.  Apply  Box  No.  2400-V. 

STRUCTURAL  OR  GENERAL  DRAUGHTSMAN 
for  plant  axtension  work.  Apply  Box  No.  2401-V. 

JUNIOR  MECHANICAL  GRADUATE  with  about 
one  to  five  years  experience  for  work  in  South 
America.  Apply  Box  No.  2402-V. 

MUNICIPAL  ENGINEER,  conversant  with  road 
construction,  paving,  construction  and  maintenance 
of  sewers  and  water  services,  for  a  town  in  Ontario. 
Salary  from  $2,400  to  $3,000  per  year  according  to 
experience  and  qualifications.  Send  applications  with 
full  particulars  to  Box  No.  2403-V. 

CIVIL  SERVICE  OF  CANADA 

Engineering  Division  of  the  Penitentiary  Branch  of 
the  Department  of  Justice  at  a  salary  of  $2,220  per 
annum.  Although  only  a  temporary  appointment  can 
be  made  at  present  to  this  position,  this  examination 
will  qualify  for  a  permanent  appointment.  In  the  case 
of  permanent  appointment  the  initial  salary  of  $2,220 
may  be  increased  upon  recommendation  for  meritorious 
service  and  increased  usefulness  at  the  rate  of  $120  per 
annum  until  a  maximum  of  $2,700  has  been  reached. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


Duties:  To  assist  in  designing  and  to  prepare  plans 
and  estimates  of  mechanical  equipment,  power  plant, 
heating  and  ventilation  systems  and  electric  wiring 
installations;  and  to  perform  other  related  work  as 
required. 

Qualifications  Required:  Education  equivalent  to 
high  school  graduation  ;  either  graduation  in  mechanical 
engineering  from  a  Bchool  of  applied  science  of  re- 
cognized standing  with  three  years  of  experience  in 
mechanical  engineering  work,  one  year  of  which  shall 
have  been  in  a  position  of  professional  responsibility; 
or,  five  years  of  mechanical  engineering  experience, 
one  year  of  which  shall  have  been  in  a  position  of  pro- 
fessional responsibility;  knowledge  of  building  construc- 
tion and  power  plant  design. 

While  no  definite  age  limit  has  been  set  for  this  com- 
petition, age  may  be  a  determining  factor  in  making  a 
selection.  Appointment,  however,  will  be  subject  to  the 
provisions  of  Order -in-Council  P.C.  4759  of  June  27, 
1941. 

Nature  of  examination:  A  rating  on  education  and 
experience  will  be  given  from  the  sworn  statements, 
supporting  documents  and  other  evidence  submitted 
by  applicants  on  and  with  their  application  forms.  Can- 
didates are  requested  to  furnish  full  particulars  concer- 
ning their  technical  training  and  experience  especially 
as  they  bear  on  the  qualifications  for  and  the  duties  of 
this  position.  An  oral  examination  may  be  given  if 
necessary  in  the  opinion  of  the  Commission.  No  exam- 
ination fee  is  required. 

An  eligible  list  valid  for  a  period  of  one  year  may  be 
established. 

Time  Limit:  Application  forms  properly  filled  in  must 
be  filed  with  the  Civil  Service  Commission,  Ottawa, 

NOT  LATER  THAN  August  30,    1941. 

Application  forms  are  obtainable  at  all  City  Post 
Offices,  the  Post  Offices  in  the  larger  towns,  the  offices 
of  the  Employment  Service  of  Canada,  or  from  the  Civil 
Service  Commission,  Ottawa,  Canada. 


SITUATIONS  WANTED 

ELECTRICAL  ENGINEER,  b.sc.  in  electrical  engin- 
eering, age  43,  married,  available  on  two  weeks 
notice.  Fifteen  years  experience  in  electrical  work. 
Including  electrical  installations  of  all  kinds  in  hydro- 
electric plants  and  sub-stations.  Maintenance  and 
operation  of  hydro-electric  plants.  Electrical  mainte- 
nance and  installations  in  pulp  and  paper  mill. 
Considerable  experience  on  relays  and  meters.  At 
present  employed,  but  desires  change.  Apply  Box 
No.  636-W. 

GRADUATE  ELECTRICAL  ENGINEER,  Univer- 
sity of  Toronto,  five  years  experience  drafting  and 
design  in  connection  with  electrical  instruments  and 
small  motors.  Also  experienced  in  design  of  small 
jigB  and  fixtures  and  general  machine  design.  Desires 
permanent  position.  Apply  to  Box  No.  1486-W. 

GRADUATE  CIVIL  ENGINEER,  m.e.i.c,  15  years 
engineering  on  this  continent  and  five  years  over- 
seas. Experienced  in  design  and  construction  of 
dams,  hydro-electric  and  industrial  plants.  Field 
engineer  for  construction  on  dams  and  transmission 
lines,  considerable  experience  in  concrete  work. 
Desires  position  preferably  as  field  engineer  or  con- 
struction superintendent.  Apply  Box  No.  1527 -W. 

ELECTRICAL  ENGINEER,  Age  32  with  the  follow- 
ing experience — Eight  years  field  work  in  general 
construction,  supervision,  estimating  and  ordering 
materials.  At  present  employed  in  general  construc- 
tion but  wants  to  enter  the  electrical  field.  Apply 
Box  No.  1992-W. 

MECHANICAL  ENGINEER,  jr.E.i.c.,  and  member 
of  the  American  Society  for  Metals.  Since  graduation 
(Toronto  '33)  has  specialized  in  the  metallurgy,  pro- 
cessing, and  heat  treatment  of  steel,  aluminum  and 
aluminum  alloys.  Also  five  years  successful  sales 
experience  and  is  thoroughly  familiar  with  materials 
specifications  of  all  types.  Now  thirty  years  of  age, 
available  at  once,  and  can  furnish  the  best  of  refer- 
ences. Desires  permanent  position.  Apply  Box  No. 
2365-W. 


PRELIMINARY  NOTICE  (Continued  from  page  416) 

Toronto;  1937  to  date,  engr.  with  the  Tropical  Oil  Co.,  as  follows:  1937-38,  location, 
constrn.  &  mtce.,  1938-40,  aBst.  to  supt.  of  constrn.,  and  1940  to  date,  field  engr. 
geological  dept.  (Jr.  1936). 

References:  F.  C.  McArthur,  T.  D.  Kennedy,  D.  S.  Ellis,  J.  H.  Addison. 

RAMSAY— WILLIAM  WALLACE,  of  Winnipeg,  Man.  Born  at  Stonewall,  Man., 
July  23rd,  1907;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1933;  R.P.E.  of  Man.;  1927-30, 
Dept.  of  Good  Roads,  Man.;  1936-37,  underground  surveyor,  Flin  Flon  Gold  Mines; 
1937,  res.  engr..  Century  Mining  Corpn.;  1938-41,  P.F.R.A.  water  development, 
Dom.  Govt.,  Dept.  of  Agriculture — 1938,  engr.  dftsman.,  1939-40,  jr.  engr.,  and 
since  May  1941,  asst.  engr.  (Jr.  1937). 

References:  C.  H.  Attwood,  B.  B.  Hogarth,  D.  M.  Stephens,  G.  H.  Herriot,  W.  F. 
Riddall. 

FOR  TRANSFER  FROM  STUDENT 

BUCHANAN— ARNOLD  AMHERST,  of  Allandale,  Ont.  Born  at  Montreal, 
Oct.  27th,  1913;  Educ:  B.Eng.,  McGill  Univ.,  1939;  1939-40,  estimator,  Jenkins 
Bros.  Ltd.;  1940  to  date,  Engineer  Officer  (rank  of  F.O.),  with  R.C.A.F.  at  Camp 
Borden,  Ont.  (St.  1938). 

References:  C.  M.  McKergow,  A.  R.  Roberts,  R.  DeL.  French,  E.  Brown. 


MACKIE— GEORGE  ARTHUR,  of  50  Queen  St.,  Saint  John,  N.B.  Born  at 
Montreal,  Nov.  7th,  1913;  Educ:  B.  Se  (E.E.),  Univ.  of  N.B.,  1935;  Summers 
(1931-35)  and  1935-36,  elect'l.  estimating,  wiring  repairs,  etc.,  for  George  Mackie, 
elect'l.  contractor;  1936-37,  inspr.,  National  Harbours  Board,  Saint  John,  N.B.; 
1937-39,  instr'man.,  highway  divn.,  Dept.  of  Public  Works  of  N.B.;  1940,  tiraekpr. 
&  instr'man.,  Dept.  of  National  Defence,  Saint  John;  1940  to  date,  Lieut.,  1st  Brigh- 
ton Fortress  (E.  &  M.)  Coy.,  R.C.E.  (A.F.),  Saint  John,  N.B.  (St.  1935). 

References:  D.  Ross,  C.  G.  Grant,  G.  Y.  Dow,  A.  Gray,  A.  F.  Baird,  D.  R.  Smith. 

PURVES— WILLIAM  FRANKLIN,  of  Stanford,  Conn.  Born  at  Lindsay,  Ont., 
January  5th,  1911;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1935;  1935,  topographer, 
Noranda  Power  Corpn.;  1935-36,  drfsman.,  surveys  divn.,  Canadian  Airways  Ltd., 
Montreal;  1936,  inspr.  &  test  engr.,  Donald-Hunt  Ltd.,  Montreal;  1936-38,  develop- 
ment &  research  engr.  on  "personalized  products"  and  electrical  appliances,  Schick 
Laboratories,  Montreal;  1938-39,  elect'l  engr.,  asst.  to  chief  engr.  of  Schick  Dry 
Shaver  Inc.,  Stamford,  Conn.,  and  1939  to  date,  asst.  to  chief  engr.  as  elect'l.  engr. 
i/c  of  product,  research  &  development.  (St.  1935). 


References: 
J.  F.  Plow,  E 


H.  W.  B.  Swabey,  A.  E.  Simpson, 
Brown. 


C.  V.  Christie,  R.  DeL.  French, 


GOLD  OUTPUT  INCREASING  IN  NORTHWEST  TERRITORIES 


New  gold  is  being  produced  in  increasing  quantities  in  the 
Northwest  Territories,  reports  the  Department  of  Mines  and 
Resources.  Preliminary  figures  place  the  output  for  the  first 
half  of  1941  at  31,001  ounces  as  compared  with  24,799 
ounces  in  the  first  six  months  of  1940,  an  increase  of  6,202 
ounces. 

Four  mines  are  now  producing — the  Con,  Negus,  and 
Rycon  in  the  Yellowknife  area,  and  the  Slave  Lake  Gold 
Mines  property  on  Outpost  Island. 


In  response  to  the  war-time  demand  for  gold,  the  capacity 
of  the  mill  at  the  Con  mine  is  being  increased  from  100  to 
350  tons  daily.  Development  work  is  going  ahead  at  other 
properties,  which  are  expected  to  enter  production  shortly. 
Ptarmigan  Mines  Limited  is  installing  a  100-ton  per 
day  mill,  Thompson  Lundmark  Gold  Mines  Limited 
is  putting  in  a  150-ton  mill,  and  a  25-ton  mill  is  being 
installed  at  the  Giant  Yellowknife  Gold  Mines  Limited 
property. 


THE  ENGINEERING  JOURNAL     August,  1941 


417 


Industrial  News 


AUTOMATIC  CONTROLS  AND 
RECORDING  INSTRUMENTS 

Catalogue  No.  7,  48  pp.  issued  by  Minnea- 
polis-Honeywell Regulator  Co.  Ltd.,  Toronto, 
Ont.,  provides  in  condensed  form,  catalogue 
data,  specifications,  and  illustrations  of  the 
Minneapolis-Honeywell  line  of  controls  and 
instruments  with  a  section  devoted  to  the 
Company's  "Brown  Industrial  Instruments." 

STOKERS 

Detroit  Stoker  Co.  of  Canada  Ltd.,  Wind- 
sor, Ont.,  have  issued  a  catalogue,  No.  840, 
of  32  pages  and  cover  under  the  title  "Detroit 
RotoStoker"  which  is  thoroughly  illustrated 
with  sectional  drawings,  unit  photographs, 
installation  views  and  blue  print  reproduc- 
tions, and  describes  the  principle  of  the 
"RotoStoker"  and  emphasizes  its  main  fea- 
tures. Operating  charts,  comments  from  users 
and  details  of  installed  capacities  are  also 
included. 

FANS,  BLOWERS  AND 
EXHAUSTERS 

A  6-page  folder,  Form  CB-2629,  entitled 
"When  Heat  Gets  'Em  Down  Comfort  Cool- 
ing with  Fresh  Air  Builds  'Em  Up!"  pub- 
lished by  Canadian  General  Electric  Co.  Ltd., 
gives  an  illustrated  description  featuring  the 
application  to  modern  industry  of  various 
types  of  Canadian  Sirocco  fans,  blowers, 
exhausters  and  ventilators,  distributed  by 
Canadian  General  Electric  Co.  Ltd. 

FEED  WATER  CHEMISTRY 

The  fundamental  reactions  involved  in 
water  softening  are  given  in  a  12-page  booklet 
No.  3006  recently  issued  by  Cochrane  Corp., 
Philadelphia,  Pa.  A  section  deals  with  the 
"Ionic  Analysis"  and  with  "Equivalents  per 
Million,"  which  methods  of  interpreting  water 
analysis  are  coming  into  more  general  use, 
according  to  the  Company.  Formulae  and 
molecular  and  equivalent  weights  of  sub- 
stances frequently  appearing  in  the  chemistry 
of  water  softening  are  also  included. 

METALLIZING 

"The  History,  Purpose  and  Practice  of 
Metallizing  (Metal  Spraying)"  is  the  title  of 
a  52-page  book  recently  issued  by  the  Metal- 
lizing Co.  of  America  Inc.,  Chicago,  111.  As 
its  title  indicates,  this  book  is  a  comprehensive 
treatment  of  the  subject  of  metal  spraying 
and  after  reviewing  the  history,  purpose  and 
practice,  and  indicating  in  concise  forms  with 
illustrations  the  equipment  required  to  carry 
on  the  work  of  metallizing,  the  book  offers 
well  illustrated  descriptions  of  the  application 
of  this  process  to  a  wide  variety  of  industrial 
works. 


Industrial     development  —  new    products  —  changes 
in     personnel    —   special     events   —   trade    literature 


SITUATION  VACANT 


ASSISTANT  MECHANICAL  EN- 
GINEER, MALE,  DEPARTMENT 
OF  JUSTICE,  PENITENTIARY 
BRANCH,  OTTAWA.  «2,220  PER 
ANNUM,  LESS  STATUTORY  DE- 
DUCTIONS. Graduation  in  Mechani- 
cal Engineering  with  three  years'  exper- 
ience or  five  years'  experience  in  Me- 
chanical Engineering  with  the  equiva- 
lent of  High  School  Graduation.  Ex- 
perience in  design  and  preparation  of 
plans  for  heating  and  ventilating  sys- 
tems, power  plants,  mechanical  equip- 
ment and  electrical  wiring  installations 
is  required.  Full  particulars  on  display 
in  Post  Offices  throughout  Canada. 
Applications  obtainable  at  Post  Offices 
to  be  filed  with  the  Secretary,  Civil 
Service  Commission,  Ottawa,  not  later 
than  August  30th,  1941. 


LABORATORY  FILTER 

Sparkler  Manufacturing  Co.,  Chicago,  111., 
have  issued  a  folder  describing  and  illustrating 
the  Sparkler  horizontal  plate  laboratory  filter 
which,  the  manufacturers  state,  is  a  compact, 
practical  unit  that  can  do  any  laboratory 
filtering  job  without  extensive  preparations  or 
experiments.  Available  in  iron,  aluminum, 
bronze,  Monel  and  stainless  steel,  the  Sparkler 
unit  is  designed  to  handle  viscuous  materials 
as  well  as  aqueous  solutions  with  any  type  of 
filter  aid. 

MONEL  STORAGE  HEATERS 

An  8-page  bulletin  No.  40M,  entitled 
"Whitlock-Darling  Type  K  Monel  Storage 
Heaters"  has  been  issued  by  Darling  Brothers 
Ltd.,  Montreal.  Que.  These  heaters  are  of  the 
steam  actuated  type  and  consist  of  a  Monel 
storage  shell  in  which  is  installed  a  removable, 
copper  tube,  heating  section.  The  bulletin 
contains  sectional  drawings  of  construction 
and  installation  details  and  a  table  of  "Hot 
Water  Fixture  Capacities  for  Various  Types 
of  Buildings,"  as  well  as  specifications  and 
detailed  descriptions  of  the  horizontal  and 
vertical  heaters. 


SINGLE-PHASE  WATTHOUR 
METERS 

Bulletin  No.  49,  issued  by  Ferranti  Elec- 
trical Ltd.,  Toronto,  Ont.,  contains  64  pages 
of  detailed  instructions  for  the  use  of  the 
following  types  of  single-phase  alternating 
current  watthour  meters:  FR,  FRA,  FRS, 
FCc,  FDb,  FD  and  C,  and  the  type  "C" 
polyphase  watthour  meters.  The  booklet 
includes  full  details  regarding  testing  and 
servicing  of  new  and  used  meters  with  illus- 
trated instructions  covering  adjustments.  The 
Ferranti  meter  test  board  is  also  illustrated 
and  fully  described  and  a  considerable 
amount  of  other  useful  reference  information 
is  included. 

SMALL  GASOLINE  ENGINES 
AND  PUMPS 

D.  R.  Clarke  Engine  Co.  Ltd.,  Toronto» 
Ont.,  have  published  an  8-page  booklet 
entitled  "Clarke  Engine  Products,"  which 
features  the  following  products:  \x/i  h.p. 
utility  gasoline  engine,  weighing  19  lbs.; 
centrifugal,  primeless,  self-draining  water 
pump,  weighing  30  lbs.,  with  a  4000  to  5000 
gals,  per  hr.  capacity;  air  compressor  and 
paint  spray  unit  weighing  37  lbs.;  \l/i  marine 
utility  inboard  type  engine,  weighing  25  lbs.; 
and  electric  generating  units  from  6  to  110 
volts  up  to  400  watts. 

STEAM  SAMPLE  DEGASIFIER 

Publication  No.  3020  of  the  Cochrane  Cor- 
poration Philadelphia,  Pa.,  entitled  "Cochrane 
Steam  sample  Degasifier,"  describes  this 
device  for  condensing  a  steam  sample,  separat- 
ing non-condensible  gases  for  analysis,  and 
degasifying  the  condensed  sample  for  con- 
ductivity tests  for  determination  of  carryover. 

TRANSMISSION  MOTORIZING 
UNIT  FOR  MACHINE  TOOLS 

Dominion  Auto-Drive,  Ltd.,  Walkerville, 
Ont.,  gives,  in  a  2-page  leaflet,  general  details 
and  specifications  of  the  "Auto-Drive,"  and 
individual  transmission  motorized  unit  for 
machine  tools,  intended  primarily  to  moder- 
nize valuable  machinery  and  eliminate  over- 
head line  shafts. 

WELDING  MACHINES  &  SUPPLIES 

G.  D.  Peters  &  Co.  of  Canada  Ltd.,  Mont- 
real, Que.,  have  issued  a  comprehensive  128- 
page  catalogue,  No.  80,  which  contains 
detailed  descriptions  and  illustrations  cover- 
ing complete  equipment  for  the  modern  arc 
and  gas  welding  shop. 


W.  W.  Brumby 


APPOINTED  ASSISTANT  PLANT  ENGINEER 

The  English  Electric  Company  of  Canada  Limited  have 
announced  the  appointment  of  W.  W.  Brumby  as  Assistant 
Plant  Engineer.  Mr.  Brumby  is  a  graduate  from  Technical 
College  and  Auckland  University  in  New  Zealand,  also  the 
City  and  Guilds  of  London  Institute.  He  was  for  several  years 
with  the  National  Electric  and  Engineering  Company  of  New 
Zealand,  and  a  number  of  years  with  the  Auckland  Electric 
Power  Board  at  Auckland.  In  1929  he  joined  the  staff  of 
Canadian  General  Electric  Company  Limited. 

His  first  job  at  St.  Catharines  will  be  the  laying  out  of  the 
new  test  department  in  the  company's  current  plant  extension. 

APPOINTED  TRANSFORMER  ENGINEER 

M.  B.  Mallett,  who  has  been  appointed  Transformer  Engineer 
in  the  Engineering  Dept.  of  The  English  Electric  Company  of 
Canada  Ltd.,  received  a  degree  in  electrical  engineering  from 
the  Rensselaer  Polytechnic  Institute  in  1924,  and,  following  the 
completion  of  the  General  Electric  Test  Course  at  their  Pittsfield 
works,  he  was  with  the  Pittsfield  Transformer  Engineering  Dept. 
until  joining  the  "English  Electric"  staff  in  March  of  this  year. 

His  particular  specialty  will  be  larger  size  power  transformers, 
and  it  is  interesting  to  note  that  he  designed  the  first  55,000 
kv.a.  287  kv.  power  transformer  units  for  the  Boulder  Dam 
development. 


M.  B.  Mallett 


418 


August,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  SEPTEMBER  1941 


NUMBER  9 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


L.  AUSTIN   WRIGHT,  m.e.i.c. 

Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DeL.  FRENCH,  m.e.i.c,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c. 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.e.i.c. 


Price  50  cents  a  copy,  $3.00  a  year,  in  Canada, 
British  Possessions,  United  States  and  Mexico. 
$4.50  a  year  in  Foreign  Countries.  To  members 
and  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office,  Montreal,  as 
Second  Class  Matter. 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed     in     the    following    pages. 


MULTIPLICATION  OF  MAN  POWER 

(Courtesy  General  Motors  Products  of  Canada,  Ltd.)       .         .  .    Cover 

NOTES  ON  THE  ANALYSIS  AND  DESIGN  OF  RECTANGULAR  REIN- 
FORCED CONCRETE  SLABS  SUPPORTED  ON  FOUR  SIDES 

S.  D.  Lash,  Ph.D.,  M.E.I.C 422 

THE  HELEN  MINE  AND  BENEFICIATING  PLANT 

Geo.  G.  W.  MacLeod,  M.E.I.C 431 

TREATMENT  OF  BOILER  FEEDWATER  BY  CARBONACEOUS 
ZEOLITE  SOFTENER 

Nicholas  Fodor        ...........         435 

CO-ORDINATION  OF  INDUSTRY  WITH  ENGINEERING  COLLEGES 

Walther  Mathesius 439 

Discussion        ............         441 

DISCUSSION    OF    COLUMNS    SUBJECT  TO  UNIFORMLY  DISTRIB- 
UTED TRANSVERSE  LOADS 442 

ENGINEERS'  COUNCIL  FOR  PROFESSIONAL  DEVELOPMENT  .         446 

ABSTRACTS  OF  CURRENT  LITERATURE 447 

FROM  MONTH  TO  MONTH 452 

PERSONALS 454 

Visitors  to  Headquarters        ......... 

Obituaries        ............ 

NEWS  OF  THE  BRANCHES 458 

EMPLOYMENT  SERVICE 460 

LIBRARY  NOTES 460 

PRELIMINARY  NOTICE 461 

INDUSTRIAL  NEWS 462 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•McNEELY  DcBOSE,  Arvida,  Que. 


•J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

•G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY,  Sydney,  N.S. 

•J.  M.  CAMPBELL,  Lethbridge,  Alta. 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 

tD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

fi.  M.  FRASER,  Saskatoon,  Sask. 

fj.  H.  FREGEAU,  Three  Rivers,  Que. 

fj.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.   DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
IdeGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  SackvUle,  N.B. 

COUNCILLORS 

tJ.   G.  HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville,  Ont. 

*J.  L.  LANG,  Sault  Ste.  Marie,  Ont. 

*A.  LARIVIERE,  Quebec,  Que. 

fH.  N.  MACPHERSON,  Vancouver,  B.C. 

*W.  R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


+K.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,  N.S. 

}T.  H.  HOGG,  Toronto,  Ont. 


*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.  R.  PERRY,  Montreal,  Que. 

}G.  McL.  PITTS,  Montreal,  Que. 

•J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.  E.  SISSON,  Toronto,  Ont. 

•G.  E.  SMITH,  Monoton.  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

JH.  J.  VENNES,  Montreal,  Que. 

•For  1941  tFor  1941-42  JFor  1941-42-43 


ASSISTANT  TO  THE  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 


FINANCE 

D«G.  BEAUBIEN,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,   Treaiurer 


LEGISLATION 

E.  M.  KREBSER,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY,  Chairman 


PAPERS 

J.  A.  VANCE,  Chairman 
dbG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
J.  C.  KEITH 
W.  S.  WILSON 
PUBLICATION 

C.  K.  McLEOD,  Chairman 

R.  D»L.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w.  e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DaL.  FRENCH,  Chairman 
H.  A.  LUM8DEN 
H.  R.  MaoKENZIE 
J.  O.  MARTINEAU 
R.  W.  McCOLOUGH 

GZOWSKI  MEDAL 

H.  O.  KEAY.  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 

LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
A.  E.  CAMERON 
G.  E.  COLE 
V.  DOLMAGE 
W.  G.  McBRIDE 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

C.  R.  WHITTEMORE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 


MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone   A   (Weatern  Provincea) 
H.   N.   Ruttan  Priaa 

A.  L.  CARRUTHERS,  Chairman 
J.  M.  CAMPBELL 
H.  N.  MACPHERSON 

Zone   B   (PrOTince  of  Ontario) 
Join.   Galbratth   Priaa 

K.  M.  CAMERON,  Chairman 
W.  H.  MUNRO 
J.  H.  PARKIN 

Zone  C   (Province  eT  Quabec) 
Phelps  Johnson   Priaa   (Englieh) 

McN.  DuBOSE,  Chairman 
C.  K.  McLEOD 
H.  J.  VENNES 

Erneat  Marceau   Prise   (French) 
deG.  BEAUBIEN,  Chairman 
J.  H.  FREGEAU 
A.  LARIVIERE 

Zone  D  (Maritime  Provincea) 
Martin   Murphy   Prise 

W.  S.  WILSON,  Chairman 
I.  W.  BUCKLEY 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 
J.  B.  CHALLIES,  Vice-Chairman 
E.  A.  ALLCUT 
R.  W.  ANGUS 
C.  CAMSELL 
J.  M.  R.  FAIRBAIRN 
•    O.  O.  LEFEBVRE 
M.  J.  McHENRY 
H.  H.  VAUGHAN 


RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG.  Chairman 

E.  VIENS,   Vict-Ckairman 
G.  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  0.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
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THE  ENGINEERING  JOURNAL     September,  1941 


421 


NOTES  ON  THE  ANALYSIS  AND  DESIGN  OF  RECTANGULAR 
REINFORCED  CONCRETE  SLABS  SUPPORTED 

ON  FOUR  SIDES 

S.  D.  LASH,  ph.d.,  m.e.i.c. 
Acting  Secretary,  National  Building  Code  Project,  National  Research  Council,  Ottawa,  Ont. 


SUMMARY — In  the  first  part  of  the  paper  the  mathematical 
analysis  of  rectangular  plates  is  considered  and  values  of 
bending  moments  and  shearing  forces  for  various  conditions 
of  edge  restraint  are  given.  Considerable  use  has  been  made 
of  the  results  obtained  by  Westergaard,  Inglis,  Levy,  Timo- 
shenko,  and  others,  and  these  are  compared  with  the  results 
given  by  some  of  the  more  widely  used  empirical  formulas. 
In  the  second  part  of  the  paper  the  above  analysis  is  used  to 
determine  moment  coefficients  for  reinforced  concrete  slabs 
supported  on  four  edges  and  reinforced  in  two  directions. 
Consideration  is  given  to  the  moments  resulting  from  various 
arrangements  of  loads  upon  a  group  of  panels;  and  approxi- 
mate coefficients  of  maximum  moments  are  derived.  These 
coefficients  are  then  modified  to  make  allowance  for  plastic 
flow.  It  is  shown  that  these  modified  coefficients  are  closely 
represented  by  linear  equations  in  terms  of  the  ratio  of  length 
to  breadth  of  slab.  In  addition,  the  intensity  of  loading  on 
the  supporting  beams  is  considered  and  it  is  shown  that  for 
practical  purposes  this  may  be  assumed  to  be  uniformly  dis- 
tributed. The  recommended  design  coefficients  are  included 
in  Part  3  of  the  National  Building  Code. 

The  National  Building  Code  is  a  model  building  code,  for 
use  by  Canadian  municipalities,  prepared  under  the  joint 
sponsorship  of  the  National  Research  Council  and  the  Depart- 
ment of  Finance  of  Canada. 

Part  I — Mathematical  Investigations  of  Stresses 
in  Rectangular  Plates 

(a)    INTRODUCTION 

The  majority  of  reinforced  concrete  slabs,  apart  from 
flat  slabs,  are  designed  in  the  same  way  as  beams.  It  is 
assumed  that  they  are  supported  along  two  opposite  edges 
only,  and  the  effects  of  curvature  at  right  angles  to  the 
direction  of  the  span  are  not  considered.  In  practice,  how- 
ever, many  slabs  are  supported  along  four  edges  and  it  is 
obvious  that  in  such  circumstances  a  slab  will  assume  a 
saucer-shaped  deformation  and  that  any  load  placed  on  it 
will  be  transferred  to  all  of  the  supporting  beams.  From  the 
early  days  of  reinforced  concrete  construction  attempts  have 
been  made  to  estimate  the  manner  in  which  the  load  will 
be  divided  in  the  two  principal  directions  of  bending  and 
many  empirical  formulas  have  been  proposed.  The  problem 
is  one  in  which  mathematicians  have  long  been  interested 
and  in  the  first  part  of  this  paper  it  is  proposed  to  present 
briefly  some  of  the  more  important  results  obtained  by 
mathematical  analysis.  (For  a  comprehensive  treatise  on 
this  subject  the  reader  is  referred  to  the  recently  published 
book  by  Timoshenko  on  the  "Theory  of  Plates  and  Shells."*) 

Problems  connected  with  the  bending  and  vibration  of 
thin  plates  subject  to  transverse  loads  have  been  considered 
by  mathematicians  since  the  time  when  Euler  investigated 
the  modes  of  vibration  of  a  bell  in  1766.  The  general 
equation  is  due  to  Lagrange  (1811)  and  the  solution  for  a 
rectangular  plate  freely  supported  at  its  edges,  as  generally 
presented,  is  due  to  Poisson  (1828)  and  Kirchoff  (1850).  A 
complete  solution  of  the  more  complex  problem  of  a 
rectangular  plate  clamped  at  its  edges  was  published  by 
Love  in  1928;  approximate  solutions  of  considerable  accur- 
acy were  made  by  Hencky  in  1913  and  by  Inglis  in  1925. 

In  an  outstanding  paper  by  Westergaard  and  Slater(2) 
the  various  mathematical  results  were  discussed  and  simple 
empirical  formulas  proposed  to  represent  them. 

Reference  should  also  be  made  to  the  "elastic  web 
method"  due  to  Marcus  (1925);  this  is  an  approximate 
method  of  solution  in  which  the  plate  is  represented  by  a 
net  of  elastic  wires  loaded  at  their  points  of  intersection. 

•Timoshenko's  most  valuable  monograph  had  not  been  published 
when  the  manuscript  of  this  paper  was  written. 


(A  description  in  English  of  the  Marcus  method  has  been 
given  by  Wise(1  '.) 

The  mathematical  approach  to  the  problem  has  been 
made  possible  by  dividing  plates  into  three  main  types: 
thin  plates  such  as  membranes  in  which  the  deflections  may 
be  large  but  bending  stresses  are  small;  thin  plates  in  which 
the  deflections  are  small  and  bending  stresses  are  large  ;  and 
thick  plates  in  which  deflections  are  small  but  in  which  the 
deformation  due  to  shear  cannot,  in  general,  be  neglected. 
The  first  case  is  analogous  to  the  bending  of  thin  rods,  the 
second  to  the  approximate  theory  of  the  bending  of  beams, 
and  the  third  to  the  more  rigorous  analysis  of  beams  by 
the  method  of  St- Venant.  For  engineering  purposes  beams 
and  slabs  are  considered  to  belong  to  the  second  class,  i.e., 
deflections  are  considered  small  and  the  influence  of  shear 
upon  bending  stress  is  neglected.  In  the  case  of  plates  or 
slabs  Love(1)  describes  the  results  as  "the  approximate 
solution  for  a  thin  plate  in  which  deflections  are  assumed  to 
be  small."  Westergaard (2>  refers  to  such  a  plate  as  "a 
moderately  thick  plate." 

Prescott(3)  emphasizes  that  the  limits  of  application  of 


Fig.  1 — Rectangular  plate  freely  supported  at  its  edges.  Coef- 
ficients of  maximum  bending  moments. 

the  usual  theory  of  bending  of  plates  are  more  serious  than 
are  the  limitations  of  the  analogous  theories  for  beams.  In 
each  case  it  is  assumed  that  there  is  a  neutral  plane  which 
is  not  stretched  or  shortened  and  the  slope  is  small  at  all 
points.  It  is  not  possible,  however,  to  bend  a  thin  isotropic 
plate  without  deforming  some  part  of  the  middle  surface 
whereas  the  neutral  axis  of  a  beam  may  remain  unstretched 
whatever  the  curvature.  With  the  above  rather  important 
reservation,  the  assumptions  involved  in  applying  the  usual 
theory  of  plates  to  reinforced  concrete  slabs  are  the  same 
as  those  implied  in  applying  the  theory  of  simple  bending 
to  reinforced  concrete  beams.  It  is  not  necessary  to  discuss 
these  here  except  perhaps  to  point  out  that  their  validity 
is  being  increasingly  questioned.  There  are  many  who  main- 
tain that  stress  analysis,  based  upon  the  assumption  of 
elastic  conditions,  does  not  give  an  accurate  indication  of 
the  ultimate  load  carrying  capacity  of  reinforced  concrete 
beams  or  columns  (see,  for  example,  the  paper  by  Hajnal- 
Konyi  and  ensuing  discussion  in  Concrete  and  Construction 
Engineering,  January  to  October,  1937).  The  objections  to 
elastic  analysis  of  beams  apply  also  in  the  case  of  slabs, 
but  to  a  greater  extent,  since  "plate  action"  depends  upon 
the  existence  of  torsional  moments,  without  which  the  slab 
will  tend  to  behave  as  a  membrane,  or  as  if  it  were  corn- 


422 


September,  1941     THE  ENGINEERING  JOURNAL 


posed  of  a  number  of  independent  strips.  Gehler(4)  states 
that  this  is  the  case  when  the  concrete  in  a  slab  has  cracked, 
a  theory  which  is  said  to  have  received  support  from  the 
results  of  numerous  tests  carried  out  for  the  German 
Reinforced  Concrete  Committee  from  1915  to  1926  at 
Stuttgart  and  from  1927  to  1930  at  Dresden.  Assuming, 
however,  that  the  design  of  beams  is  based  upon  the  theory 
of  simple  bending,  it  appears  reasonable  that  the  design  of 
slabs  should  be  based  upon  the  approximate  theory  for  thin 
plates.  Some  modification  of  the  results  may  be  made  to 
make  allowance  for  the  redistribution  of  bending  moments 
due  to  plastic  flow  of  the  concrete. 


M 

-Cv-.^^iii- 

£ 

»  0» 

d 
3 

"5 

♦ 

♦ 

♦■ 

0 

b 

+     We»r«,aoo<cl    (hpfo.,«olr     \o'-w<<0 

w. 

.  % 

_ 

Fig.  2 — Rectangular  plate  freely  supported  at  its  edges.  Coef- 
ficients of  maximum  torsional  moments. 

(b)    GENERAL   EQUATIONS   FOR   THIN    PLATES 

Notation 
a        Length  of  side  parallel  to  OX  (usually  the  short 

side) 
b        Length  of  side  parallel  to  OY  (usually  the  long 
side) 
6 
a 

Load  per  square  unit 
Total  load  =  wab 

Shear  per  unit  length  along  side  a 
Shear  per  unit  length  along  side  b 
a 


k  = 

w 
W 

Va 

vb 

m  = 


Mx     Bending  moment  per  unit  length  in  a  direction 

perpendicular  to  OX 
Mv     Bending  moment  per  unit  length  in  a  direction 

perpendicular  to  OY 


Mxy    Torsional  moment 


<T 

E' 


Poisson's  ratio 
E 


1-a2 
t         Thickness 
2         Deflection 
q        Ratio  of  live  load  to  dead  load 

The  relation  between  load  and  deflection  is  given  by  the 
following  equation  due  to  Lagrange. 

Et3 


w  = 


A" 


12  {1-a2) 

E't3    A  4 

"    12  AZ 

d2     dz 

where  A2  is  the  operator  — -?  -\ 7 

dxr      dy 

This  is  analogous  to  the  equation  for  simple  bending 


(1) 


w  =  El 


cVy 
dx4 


From  equation  (1)  the  following  equations  for  bending 
moments  may  be  deduced: 


(2) 
(3) 


In  addition,  any  element  will  be  subjected  to  torsional 
moments  represented  by: 

M    =  Ml  ÉL (4) 

1   xy       l+<r3xzy  W 

The  shearing  forces  along  the  boundaries  of  the  plate  will 
be  given  by: 

Va  =  -E'§-A2z (5) 

dy 

Vb  =  -E'fxA2z-    - (6) 

(c)    BOUNDARY   CONDITIONS 

The  equations  given  above  apply  to  any  thin  plate  but 
only  in  the  simplest  cases  can  they  be  solved  when  the 
correct  boundary  conditions  are  substituted.  The  boundary 
conditions  comprise  three  geometrical  conditions  corres- 
ponding to  the  three  co-ordinate  axes,  together  with  three 
stress  conditions  corresponding  to  bending  moment,  tor- 
sional moment  and  shear.  It  can  be  shown,  however,  that 
it  is  not  possible  arbitrarily  to  specify  all  three  stress  con- 
ditions. For  example,  in  the  case  of  a  rectangular  plate 
freely  supported  on  all  edges,  if  the  bending  moments  and 
the  deflection  at  the  edges  are  assumed  to  be  zero  then  it 
can  be  shown  that  there  must  be  either  torsional  moments 
applied  at  the  edges,  or  concentrated  downward  reactions 
applied  at  the  corners.  Much  discussion  has  centred  around 
this  problem;  for  a  general  consideration  of  it  reference 
should  be  made  to  Love  (Fourth  Ed.  p.  458)  and  interesting 
comments  on  the  particular  case  of  a  rectangular  plate  have 
been  made  by  Pigeaud<5>,. 

Rectangular  Plate  Freely  Supported  at  its 
Edges 

(a)    BENDING   MOMENTS 

The  deflection  of  a  rectangular  plate  carrying  a  uniform 
load  and  freely  supported  at  its  edges  is  given  by  the 
equation  : 

Z  =  I^ËT  £  £         °— b-     (7) 

m  =  1.3.etc.      n=1.3.etc.         (m^   +  tftfy 

from  which  the  bending  moments  Mx  and  My  may  be 
determined  using  equations  (2)  and  (3).  Considering  first 


Ct 

■^J^t- 

3 
H 

c» 

0 

t 

£<. 

5 

<V 

-» 

c» 

Û  1 

• 

Ci 

1           1 

k-b/„ 

i              i              >              i              i 

Fig.  3 — Rectangular  plate  freely  supported  at  its  edges.  Coef- 
ficients of  shearing  forces  at  the  edges  of  the  plate. 

the  moments  in  the  shorter  span.  With  the  notation  adopted 
and  assuming  "b"  to  be  greater  than  "a"  this  will  be  My 
and  can  be  written  in  the  form 

My  =  C1wa2-    ------ (8) 

Figure  1  shows  the  relation  between  Ct  and  k  =  -  for  values 

of  k  varying  from  one  to  three.  Two  theoretical  curves  are 
shown  corresponding  to  values  of  Poisson's  ratio  (<r)  of  0.3 
and  zero.  Most  experiments  on  reinforced  concrete  slabs 
have  tended  to  give  results  nearer  to  the  lower  curve  than 
the  upper,  and  consequently  most  practical  design  methods 
are  based  upon  the  assumption  that  a  is  equal  to  zero. 


THE  ENGINEERING  JOURNAL     September,  1941 


423 


This  also  has  the  advantage  of  simplifying  the  theoretical 
computations  which  are  apt  to  be  long  and  tedious. 

Results  obtained  from  a  number  of  approximate  formulas 
are  also  shown  in  Fig.  1.  Very  many  such  formulas  have 
been  proposed  and  used,  those  shown  being  amongst  the 
most  widely  accepted.  The  approximate  equation  by 
Marcus  appears  in  the  German  Regulations  for  Reinforced 
Concrete. 

The  formulas  are  as  follows  : 

(a)  Westergaard, 

k3 

Cl  =  WW) (9) 

(b)  Marcus, 

Cl  =  i^eii+k4))  8(i+k4) (10) 

(c)  Pigeaud, 

k4 

Cl  =  8  (k4  +  k2+l)    ----------     (H) 

Coefficients  of  the  maximum  moment  in  the  longer  span 
are  also  shown  in  Fig.  1.  This  moment  may  be  written: 

Mx  =  C2wb2  -     -    -    -    - (12) 

but  from  practical  considerations  it  is  more  convenient  to 
express  it  in  the  form: 

Mx  =  C:I  w  a2  -    -     -    -    -    -    -    -    -    -    -    -  (13) 

in  which  case  : 

C3  =  k2C2  -------------  (14) 

It  has  been  pointed  out  by  Westergaard  and  others  that 
the  maximum  moment  in  the  long  span  does  not  occur  at 
the  centre  except  when  the  plate  is  nearly  square.  This 
makes  it  difficult  to  determine  the  maximum  values.  The 
figures  plotted  in  Fig.  1  are  due  to  Westergaard  and  are 
based  on  the  assumption  that  a  is  equal  to  zero.  For  com- 
parison with  the  curve,  points  determined  from  the  follow- 
ing formulas  are  shown: 

(a)  Westergaard, 

C'~WF <16> 


£T6 

\> 

4 

i 

c? 

Th >„.i 

<-A^>    ' 

<^ 

-    ~~~         * 

tIB 

s^,-  ^ — 

^-Tl'"»' 

r°> 

c> 

Tl..o..r.c.l 

«Cas — . 

( 

— — V 

- —    ! 

V.o 

A 

floret   C 

■K._.t.,.,3 

»)Ciw] 

O-eO 

T">»»fi,.| 

-^s—. 

Ub/< 

+ 

W<»t«^~.*   (.are--    U.-..L' 
-    ..      .        tb.».4   «. 

CaluWo^     bf      Mado' 

1              1 

1 

0                    1 

I 

1 

A                          ' 

C                     1 

6               i 

o               2, 

*                  t 

A              : 

i 

6                  1. 

Fig.   4 — Rectangular  plate  fixed   at   its  edges.   Coefficients  of 
maximum  positive  and  negative  bending  moments. 


(b)  Marcus, 


C3 


5  k2 


k2 


6(l+k4))    8(l+k4) 


(c)  Pigeaud, 
C3  = 


(16) 


(17) 


8  (k4  +  k2+l) 

Torsional  moments  are  unimportant  in  isotropic  plates  but 
must  be  considered  in  reinforced  concrete  slabs.  The  maxi- 
mum torsional  moment  occurs  at  the  corner  and  is  directed 
perpendicular  to  the  line  bisecting  the  angle  between  the 
edges,  i.e.,  at  45  deg.  to  XY.  Figure  2  shows  the  relation 
between  this  moment  and  k  where  Mxy  is  expressed  in  the 
form: 

Mxy  =  C4  w  a2 (18) 


Poisson's  ratio  is  assumed  to  be  zero.  Figure  2  also  shows 
points  obtained  from  Westergaard 's  formula: 
k3 
°4  =  8{2k3  +  l)  -    -    ~    - (19) 

(b)  SHEARING  FORCES  AT  THE  EDGE  OF  THE  PLATE 

Shearing  forces  are  usually  unimportant  in  reinforced 
concrete  slabs,  but  since  they  are  equal  to  the  reactions 
exerted  by  the  beams  their  distribution  is  of  interest  in 
determining  the  maximum  bending  moments  in  the  latter. 

An  examination  of  equations  (5)  and  (6)  shows  that  the 
shearing  forces  must  be  zero  at  the  corners  increasing  to  a 
maximum  at  mid-span  of  the  supporting  beams.  Investiga- 

d  V  dVb 

tion  of and  shows  that  the  shear  curve  has  an 

dy  dy 

infinite  slope  at  the  corners.  Thus  the  load  distribution  is 
similar  in  general  shape  to  a  semi-ellipse.  The  semi-minor 
axis  of  this  pseudo-ellipse  (i.e.,  the  maximum  load  on  each 
span)  may  be  determined  by  approximate  methods. 
Accurate  values,  however,  may  be  found  from  equations 
(5)  and  (6)  and  it  appears  to  be  unnecessary  to  use  approxi- 
mations. In  Fig.  3  the  maximum  shear  per  unit  of  length 
for  a  simply  supported  span  is  shown  in  terms  of  the  load 
on  the  shorter  span: 

Vb  =  C5wa -    (20) 

Va  =  C6wa ------    (21) 

It  will  be  noticed  that  the  maximum  shear  occurs  on  the 
longer  edge  and  that  C6  and  the  loading  on  the  shorter 
edge  is  nearly  constant  throughout  the  range  considered. 

Rectangular  Plate  Fixed  at  its  Edges 

(a)    BENDING   MOMENTS 

A  valuable  addition  to  the  literature  on  rectangular 
plates  was  made  by  Inglis  who  in  1925  published  an  elegant 
solution  of  the  problem  of  a  rectangular  plate  clamped  at 
its  edges  (7).  In  this  method  the  condition  of  complete  edge 
restraint  was  approached  by  successive  approximations  but 
since  complete  restraint  was  never  reached  the  method 
cannot  strictly  be  called  an  exact  solution.  Even  with  a 
first  approximation,  however,  the  errors  were  shown  to  be 
small;  with  a  second  approximation  they  may  be  considered 
negligible.  Inglis  investigated  the  square  plate,  and  the 
rectangular  plate  in  which  k  is  equal  to  two. 

A  more  extensive  range  of  values  has  been  given  by 
Timoshenko  (8).  Both  Inglis  and  Timoshenko  assumed 
Poisson's  ratio  to  be  0.3.  Figure  4  shows  curves  of  the  maxi- 
mum positive  and  negative  moments.  The  latter  occurs  at 
the  middle  of  the  longer  edge.  The  moments  are  expressed 
by  the  equations: 

For  x  =  a/2,  y  =  b/2,  My=C7  w  a2 (22) 

Forz  =  0,  y  =  b/2,My  =— C8  wa2 (23) 

Where  values  of  Mx  and  My  at  any  particular  point  are 
known  for  a  =  0.8  the  values  corresponding  to  <r=0  may 
be  determined  from  the  equation: 

m    M^M^ 

1 — a" 

From  the  values  of  Mx  and  My  given  by  Inglis  it  can  be 
shown  that  C*  is  not  appreciably  altered  by  the  value 
chosen  for  <j.  C7  is  reduced  somewhat  if  a  =  0,  particularly 
in  the  case  of  a  square  plate.  Two  points  calculated  from 
Inglis'  figures  are  shown  in  Fig.  4,  and  for  comparison  with 
them  a  curve  of  values  given  by  Westergaard  is  indicated 
by  a  dotted  line.  The  latter  are  based  on  results  given  by 
Nadai.  Hencky,  by  an  approximate  method  cited  by  Love 
(Fourth  Ed.  p.  494),  obtained  values  in  fair  agreement  with 
those  of  Timoshenko  and  Inglis.  In  Fig.  4  coefficients 
derived  from  the  following  approximate  formulas  are  shown  : 

Westergaard 

k4 

C?  =    8  (8k4+4) (25) 


424 


September,  1941     THE  ENGINEERING  JOURNAL 


c,  - 

Marcus 

C7  = 


12(k4+l) 


(26) 


fc4 


iS   (i+A;4)J    24(1 +k4)      '    -    -    -  (27) 

Two  other  curves  are  shown  in  Fig.  4.  These  refer  to  the 
moments  in  the  direction  of  the  longer  span  and  are  and 
expressed  in  terms  of  w  a2  using  coefficients  C9  and  C10. 


3      o 


Oo2 


o 

U 


004 


\1     \  •  Pi  stance    TroTi-»    <rçnVrr-\in« 

\ 


Fig.  5(a) — Square  plate  fixed  at  its  edges.  Distribution  of 
bending  moments  along  centre  lines. 


004 


o  004 


O 


tiT  -  III 


008 


Fig.  5(b) — Rectangular  plate  (K  =  2)  fixed  at  its  edges.  Distribu- 
tion of  bending  moments  along  the  centre  line  of  the  short 

span. 

For  x  =  a/2,y  =  b/2        Mx  =  C9wa2     -    -    -    -  (28) 

For  x  =  a/2,  y  =  0  Mx  =  —CJ0w  a2      -    -    -  (29) 

It  should  be  noted  that  in  all  cases  the  coefficients  change 
very  slowly  for  values  of  k  greater  than  two. 

From  figures  given  by  Inglis  it  is  possible  to  examine  the 
distribution  of  moment  along  the  centre  line  of  the  plate. 
For  the  long  span,  as  in  the  case  of  the  simply  supported 
plate,  the  maximum  positive  moment  does  not  occur  at  the 
centre  except  for  nearly  square  plates.  When  k  is  equal  to 
two  the  moment  at  the  quarter  point  is  13.5  per  cent  greater 
than  the  mid-span  moment.  In  the  case  of  the  short  span 
the  curve  showing  the  distribution  of  moment  has  the 
general  shape  of  a  parabola  though,  as  is  shown  in  Fig.  5, 
there  is  an  appreciable  difference  from  a  true  parabola  when 
the  plate  is  square. 

(b)  SHEARING  FORCES  AT  THE  EDGES  OF  THE  PLATE 

Pigeaud  implies  that  shearing  forces  for  a  plate  with  fixed 
edges  are  similar  to  those  for  a  simply  supported  plate 
(Résistance  des  Matériaux,  p.  918).  Inglis,  however,  has 
determined  the  distribution  and  the  results  do  not  support 
this  view.  Figures  6a  and  6b  show  the  distribution  of  pressure 
along  the  edges  of  a  square  plate  and  a  rectangular  plate 
respectively.  In  the  case  of  a  square  plate  and  for  the  short 
side  of  a  rectangular  plate  the  load  curve  is  more  nearly 
parabolic  than  elliptical  in  general  shape.  Graphical  integra- 


tion of  the  load  curve  in  the  case  of  a  square  plate  shows 
the  maximum  bending  momentjin  the  beam  to  be  0.168 

W'a,  W  being  the  total  load  on  the  beam  (W'  =  ^+-).  This 

4 
compares  with  0.1435  W'a  assuming  an  elliptical  distribu- 
tion of  load  and  0 .  1667  W'a  assuming  a  triangular  distribu- 
tion with  a  maximum  value  of  0.5  wa.  In  the  case  of  the 
rectangular  plate  (k  =  2),  the  maximum  moment  determined 
by  graphical  integration  is  0.225  wa3.  Using  Pigeaud's 
coefficient  of  the  maximum  load  and  assuming  an  elliptical 
distribution,  the  maximum  moment  is  0.204  waJ  and 
assuming  a  trapezoidal  distribution  of  load  with  a  maximum 
of  0.5  wa  the  maximum  moment  is  0.229  wa3. 

Rectangular  Plate  Fixed  at  Some  Edges  and 
Freely  Supported  at  the  Others 

If  it  is  assumed  that  any  edge  of  a  rectangular  plate  may 
be  either  freely  supported  or  fixed,  and  if  k  is  always  greater 
than  unity,  there  are  nine  possible  conditions  of  restraint 
for  symmetrical  loading.  These  are  shown  diagrammatically 
in  Fig.  7  and  for  brevity  will  be  referred  to  by  the  numbers 
given  in  the  figure.  Cases  1  and  6  have  already  been  con- 
sidered. Cases  where  the  restraints  are  unsymmetrical  on 
opposite  sides  are  not  easily  treated  mathematically.  The 
case  where  two  parallel  sides  are  fixed  and  two  are  freely 
supported  (3a  and  3b)  was  considered  by  Lévy(9>,  and 
Westergaard  has  computed  bending  moments  by  a  method 
based  upon  Levy's  analysis.  These  results  are  presented  in 
Figs.  8  and  9.  It  is  assumed  that  a  is  equal  to  zero  and 
curves  are  given  for  the  coefficients  in  the  following  equa- 
tions: 

Case  3a  (Long  sides  fixed) 

For  x  =  a/2,  y  =  b/2  My  =  Cuwa2  -  -  -  -  (30) 
Forx  =  0,  y  =  b/2  My=-Ct2w  a2  -  -  -  -  (31) 
For  x  =  a/2  Mximax.)  =  C13  w  a2    -    -    -  (32) 

As  in  the  case  of  the  freely  supported  slab  the  maximum 
moment  in  the  long  span  does  not  occur  at  mid-span. 
Values  of  coefficients  calculated  from  approximate  formulas 
by  Marcus  and  Westergaard  are  also  shown.  The  formulas 
are  as  follows  : 


Marcus 
Cn     = 

C13     = 
Westergaard 


Li?       — 


Cn     = 


{          25       k2 
I          18  (l+5k4) 

5k4 

24(l+5k4) 

15         k2        ' 

k2 

{          6    (l+5k4)    J 

8(1+ 5k4) 

ird 

k4 

24  (k4 +0.4) 

k4 

12  {k4 +0.2) 

k2+0.S 

(33) 
(34) 

(35) 
(36) 
(37) 

(38) 
(39) 


80k2 
Case  3b  (Short  sides  fixed) 

Forx  =  a/2,    y  =  b/2     My  =  C14wa2 
For  x  =  a  I '2  -M*<ma*.)  =  C15  w  a2 

For  x  =  a/2,   y  =  0        Mx=—C16  w  a2- 

Part  II — Derivation  of  Design  Rules  for  a 

Group  of  Approximately  Equal  Rectangular 

Slabs  Carrying  Uniform  Loads 

introduction 

When  a  rectangular  slab  forms  part  of  a  structure,  and 
there  are  other  slabs  of  approximately  the  same  size  con- 
tinuous at  one  or  more  of  its  edges,  an  infinite  number  of 
combinations  of  conditions  of  restraint  may  occur.  In  order 
to  arrive  at  practical  rules  for  design  it  is  necessary  to 
establish  a  comparatively  small  number  of  arbitrary  con- 
ditions which  may  be  considered  to  represent  practical  con- 


THE  ENGINEERING  JOURNAL     September,  1941 


425 


ditions  without  serious  errors.  In  the  case  of  one-way  slabs 
the  following  moment  coefficients  are  widely  used: 

Positive  moment  at  or  near  mid  span, 

End  spans 100 

Interior  spans 083 

Negative  moment  at  first  interior  support, 

Two  spans 125 

More  than  two  spans 100 

Negative  moment  at  other  interior  sup- 
ports   083 


parabola 


0  125  a. 


Fig.  6(a) — Square  plate  fixed  at  its  edges.  Distribution  of 
pressure  along  the  edges. 

The  above  coefficients  are  given  in  C.E.S. A.  Specification 
A23-1929,  Concrete  and  Reinforced  Concrete,  and  apply 
to  slabs  "built  to  act  integrally  with  beams  and  girders  or 
other  slightly  restraining  supports."  The  A.C.I,  building 
regulations  for  reinforced  concrete  give  similar  coefficients 
except  that  for  slabs  having  a  span  of  less  than  10  feet  the 
coefficient  of  negative  moment  at  the  first  interior  support 
may  be  assumed  to  be  0 .  100  in  the  case  of  two  spans  and 
0.083  for  more  than  two  spans.  An  attempt  will  be  made 
to  derive  practical  formulas  analogous  to  the  above  for  use 
with  two-way  slabs. 


o  5  a 


Fig.  6(b) — Rectangular  plate  (k  =  2)  fixed  at  its  edges. 
Distribution  of  pressure  along  the  edges. 

Maximum  Positive  Moment  in  the  Shorter  Span 

A  comparison  of  the  values  of  C,i  and  C7  (Figs.  4  and  8) 
will  show  that  the  positive  moment  at  mid-span  is  not 
influenced  very  greatly  by  the  degree  of  restraint  at  the 
short  edge  of  the  slab,  provided  that  k  is  not  greater  than 
about  1.5.  If  slabs  are  constructed  monolithically  with  the 
supporting  beam,  it  appears  to  be  reasonable  to  assume 
that  a  fairly  high  degree  of  restraint  will  be  present  in  all 
cases.  This  will  be  particularly  true  in  the  case  of  an 
interior  panel  where  the  short  edges  will  be  restrained  both 
by  the  beams  to  which  they  are  attached  and  by  the  slabs 


forming  against  the  panels.  It  is  proposed,  therefore,  to 
assume  that  the  restraint  on  the  short  edges  will  always 
correspond  to  75  per  cent  fixity  when  considering  the  values 
of  positive  moments.  This  assumption  may  introduce  small 
errors  on  the  wrong  side  in  the  case  of  a  single  row  of  panels 
and  small  errors  on  the  right  side  in  the  case  of  a  full  panel 
located  in  an  interior  row  but  it  appears  that,  in  either 
case,  the  errors  will  be  very  small.  The  simplification  made 
possible  by  this  assumption  is  very  great — the  positive 
moment  in  a  slab  will  not  depend  upon  the  location  of  the 
slab  with  respect  to  parallel  rows,  i.e.,  the  moment  in  a 
corner  panel  will  be  assumed  to  be  the  same  as  that  in  an 
exterior  panel  not  at  a  corner. 

It  is  necessary  next  to  consider  the  conditions  of  restraint 
that  may  exist  on  the  long  side  of  the  slab.  These,  of  course, 
will  have  considerably  more  influence  upon  the  values  of 
the  positive  moments.  At  an  exterior  edge  it  appears 
reasonable  to  assume  that  the  degree  of  restraint  will  never 
be  less  than  that  corresponding  to  25  per  cent  fixity.  This 
is  probably  a  very  conservative  figure.  At  an  edge  having 
another  slab  connected  to  it  any  condition  of  restraint  may 
occur  as  a  result  of  different  combinations  of  loading.  Con- 
sidering only  one  row  of  panels  the  maximum  positive 
moment  at  mid-span  will  occur  when  the  span  under  con- 
sideration and  alternate  spans  on  either  side  carry  live  load. 
Loser(10)  has  shown  that  the  maximum  positive  moment 
may  conveniently  be  determined  by  superimposing  the  fol- 
lowing loading  conditions: 

(1)  Dead  load  plus  half  live  load  on  all  spans. 

(2)  Half  the  live  load  applied  alternately  upwards  and 

downwards  on  successive  spans. 
For  the  first  loading,  moment  coefficients  will  correspond  to 
fixed-end  conditions  for  an  infinite  number,  of  spans  and 
approximate  values  may  be  chosen  for  any  specified  number 
of  spans.  For  the  second  case,  the  moments  will  be  those 
for  simply  supported  conditions.  Thus,  any  long  edge  of 
the  slab  may  therefore  be  considered  as  simply  supported, 
25  per  cent  fixed,  or  completely  fixed,  depending  upon  the 
loading. 

The  problem  therefore  is  to  find  moment  coefficients  for 
all  the  possible  cases  of  restraint.  There  are  six  cases  and 
these  are  shown  diagrammatically  in  Fig.  10  as  cases  (a) 
to  (f).  (Two  other  cases  (g)  and  (h)  are  also  shown  in  Fig. 
10;  these  will  be  referred  to  when  considering  negative 
moments).  Moment  coefficients  can  be  determined  by 
approximation  from  the  theoretical  values  already  given. 
These  moment  coefficients  will  be  designated  as  Ci,  Ct, 
etc.  for  cases  (a),  (b),  etc.  Values  of  these  constants  have 
been  computed  using  the  following  approximate  equations: 

Ct  =0.25  C,  +  0.75C14 (40) 

Ct=0.25Clt  +  0.75C7 (41) 

Ct  No  mathematical  expression  has  been  given  for 
this.  It  is  believed,  however,  that  very  close 
results  can  be  obtained  in  the  following  manner 
making  use  of  two  approximate  equations  given 
by  Marcus.* 
Ct  =  0.75  CM +  0.25  C'M (42) 

h       r'         \i      15       ¥     )     k"       9 
wnere  oA/  -  y.      g2  ^4  +^j  k4+2  m 

a      n"      \i     75       V      I    5k*      9 
ana       lm       y      32  (2 +5k4))2+5k4  128 

.Ct=.75Ct+  .25  Ct (43) 

Ct=.75Ct+  .25  Ct (44) 

Cj=.75Ct+  .25  Ct (45) 

Applying  Loser's  method  to  two  spans,  for  both  spans 
loaded  the  moment  coefficient  will  be  Cf,  and  if  half  the 
live  load  is  acting  downwards  on  one  span  and  upwards  on 
the  other  the  moment  coefficient  will  be  Ct.  If  q  be  the 

*Reference  could  also  have  been  made  to  Timoshenko  "Theory  of 
Plates  and  Shells,"  pages  211-212. 


426 


September,  1941     THE  ENGINEERING  JOURNAL 


Cn    = 


-   (46) 


ratio  of  live  load  to  dead  load,  the  coefficient  of  maximum 
positive  moment,  CtT,  will  be  given  by 

(1+q)  w  C]7  =  Cj  {1  +  0.5q)  w  +  C}  (0.5q)  w 

Ct  (l+0.5q)  +  0.5qCt 

i+q 

Loser's  method  cannot  be  applied  directly  to  determine 
the  maximum  positive  moment  in  the  end  panel  of  a  row 
containing  more  than  two  panels.  When  all  panels  are 
loaded  the  slope  of  the  slab  will  not  be  zero  at  the  first 
interior  support  and  thus  the  positive  moment  will  be  some- 
what greater  than  it  was  in  the  case  of  two  spans  only.  In 
the  case  of  a  continuous  beam  the  coefficient  of  the  maxi- 
mum positive  moment  in  the  first  span  is  .0702  for  two 
spans  and  .80  for  five  spans.  A  reasonable  increase  in  the 


"PP 


rhcdi       «dq 


>-.-.V,YA^V,Yj 


z± 


3a 


3b 


A\\\\\\\\\\\4 

WWWVUWX 

N 

v 

^ 

> 

5 

v 

s 

\ 

^ 

\ 

N 

> 

\ 

\ 

S 

* 

5 

^ 

5 

\ 
^ 

* 

* 

N 

». 

n3 

\ 

^ 

\ 

S 

s 

N 

VA\VAW\\ 

vvvkvvwx 

U\\w\\\\ 

5a  5b  t 

Fig.  7 — Rectangular  plate.  Condition  of  edge  restraint. 

case  of  a  slab  would  appear  to  be  about  10  per  cent.  If  this 
assumption  is  made  the  coefficient  of  maximum  positive 
moment  in  the  end  span  of  a  series  of  more  than  two  spans 
will  be  given  by 


n          1.1  Ct  (l+0.5q)+0 . 5q  Ct 
w*  — r~ ; 

i+q 


(47) 


The  maximum  positive  moment  in  interior  spans  can  be 
determined  when  considering  a  span  forming  one  of  an 
infinite  series.  Since  the  actual  number  of  panels  in  a  row 
is  likely  to  be  comparatively  small,  errors  will  be  introduced 
by  applying  results  derived  for  an  infinite  number  of  spans. 
These  errors  will  only  be  appreciable  in  spans  near  the  end 
of  a  row  where  the  positive  moment  will  be  somewhat  less 
than  that  given  for  an  infinite  series.  The  errors  are,  how- 
ever, on  the  right  side  and  are  not  considered  to  be  signi- 
ficant. Applying  Loser's  method  to  determine  the  coefficients 
of  maximum  positive  moment  gives  the  following  equation: 


WO  — 


Ci{l+0.5q)+0.5qC+ 
1+Q 


(48) 


Maximum  Positive  Moment  in  Direction 
of  Longer  Span 


By  the  use  of  equations  similar  to  equations  (42)  to  (48) 
coefficients  of  maximum  positive  moments  in  the  direction 
of  the  longer  span  have  been  computed.  The  long  edges 
have  been  assumed  to  be  75  per  cent  fixed  in  each  case. 

The  results  show  that  positive  moments  in  the  long  span 
are  but  little  affected  by  variations  in  the  restraint  of  the 


short  edges.  This  being  the  case  it  does  not  appear  to  be 
necessary  to  consider  the  effect  of  differing  arrangements 
of  live  load  upon  a  group  of  panels.  For  practical  purposes 
it  will  be  assumed  that  the  coefficient  C+  (long  span)  will 
apply  in  all  cases.  This  coefficient  will  be  designated  as  C20 
since  the  symbol  Ct  has  been  used  to  indicate  a  particular 
condition  of  restraint. 

Maximum  Negative  Moments  in  the  Direction 
of  the  Shorter  Span 

A  comparison  of  C8  and  Cl2  in  Figs.  4  and  8  respectively 
shows  that  negative  moments  at  the  longer  support  are 
influenced  to  an  appreciable  extent  by  the  degree  of 
restraint  provided  for  the  shorter  edges  of  the  slab,  par- 
ticularly when  k  is  greater  than  about  1.7.  In  considering 
negative  moments  in  the  direction  of  the  shorter  span,  i.e., 
at  right  angles  to  the  longer  span,  it  therefore  appears  to  be 
necessary  to  consider  not  only  the  effects  of  varying  the 
restraint  along  the  long  edges  but  also  the  effect  of  varying 
the  restraint  along  the  short  edges.  As  in  the  case  of  positive 
moments,  it  will  be  assumed  that  at  a  continuous  edge  75 
per  cent  restraint  will  be  present  and  at  a  non-continuous 
edge  25  per  cent.  It  will  also  be  assumed  that  maximum 
negative  moments  occur  when  all  spans  in  the  row  under 
consideration  are  loaded.  In  approximately  equal  spans  the 
errors  involved  in  this  assumption  are  very  small.  Making 
the  above  assumptions  there  will  be  four  cases  to  be  con- 
sidered. 


c.i 

T».. 

3 

~      " 

+ 

* 

*c 

e„ 

Hunhul 

S 

6                ^ 

l& 

Appro..™.» 

ft  02 

i 

e*j 

t 

■ 

Th» 

»>*t«. 

~o   C„ 

11         k- 

14  lb  %  6 


Fig.  8 — Rectangular  plate  having  its  long  edges  fixed  and  its 

short  edges  freely  supported.  Coefficients  of  maximum  positive 

and  negative  bending  moments. 

(1)  The  first  interior  support  in  an  exterior  row. 

(2)  Interior  supports  other  than  the  first  in  an  exterior 

row. 

(3)  The  first  interior  support  in  an  interior  row. 

(4)  Supports  other  than  the  first  interior  support  in  an 

interior  row. 
The  case  of  a  single  row  of  panels,  being  comparatively 
unimportant,  has  not  been  considered. 

These  degrees  of  restraint  correspond  to  the  conditions 
indicated  in  Fig.  10  for  cases  (g),  (h),  (f),  and  (b),  respec- 
tively. 

The  moment  coefficients  corresponding  to  these  cases 
may  be  determined  in  the  following  manner: 

Case  (b)      C~b  =  0 .75  C8+0.25  C12 (49) 

Case  (f)      Cj  =  1.875Cl (50) 

Case  (g)      C-  =  1.375Cl (51) 

Case  (h)     Ci=0.75Cm+0.25C12 (52) 

where  Cm  is  determined  by  the  Marcus  approxi- 
mation 
k4 
Cm  =  6{l+2k4) 
It  was  stated  above  that  conditions  of  restraint  in  an 
end  panel  could  be  represented  by  cases  (f)  or  (g).  These 
cases,  however,  only  apply  strictly  to  two  panels  since  when 
there  are  more  than  two  continuous  spans  it  is  necessary 
to  make  corrections  owing  to  the  fact  that  the  slope  of  the 
slab  will  not  be  zero  at  the  first  interior  support.  In  the 
case  of  a  continuous  beam  the  coefficient  of  the  moment  at 


THE  ENGINEERING  JOURNAL    September,  1941 


427 


the  first  interior  support  is  about  20  per  cent  less  for  five 
spans  than  for  two.  A  comparison  of  the  values  of  C17  and 
C1S  indicates  that,  for  positive  moments,  there  are  only 
small  differences  between  the  values  obtained  for  two  spans 
and  for  the  end  span  of  a  row  of  more  than  two  spans.  In 
the  case  of  negative  moments  it  does  not  appear  to  be 
worth  while  considering  the  two  cases  separately.  Since  it 
is  somewhat  doubtful  if  the  uncommon  case  of  only  two 
panels  should  be  made  the  governing  factor  in  determining 
moment  coefficients  for  end  spans  in  general,  it  is  proposed 
to  reduce  the  appropriate  coefficients,  viz.,  C~h  and  Cj,  by 


f» 

v^ 

•^S-"" 

£2— - 

y 

*<r!r 

f 

■h 

• 

'■+"" 

-~p 

SsaaL^l 

çP 

s 

k-fe 

Fig.  9 — Rectangular  plate  having  its  long  edges  fixed  and  its 

short  edges  freely  supported.  Coefficients  of  maximum  positive 

and  negative  bending  moments. 

15  per  cent  and  to  assume  that  the  figures  so  obtained  will 
apply  to  the  first  interior  support  no  matter  how  many 
panels  may  be  in  the  row. 

Maximum  Negative  Moments  in  the  Direction 

of  the  Longer  Span 
By  a  method  similar  to  that  used  for  determining  co- 
efficients of  negative  moments  in  the   shorter  span  the 
coefficients  of  moments  in  the  direction  of  the  longer  span 
have  been  calculated. 

Moment  Coefficients  for  Use  in  Design 
The  moment  coefficients  derived  in  the  preceding  para- 
graphs could  be  used  without  further  transformation  as  a 
basis  for  the  design  of  slabs.  It  will  be  found  that  the 
coefficients  of  negative  moments  are  in  general  considerably 
greater  than  the  coefficients  for  positive  moments.  There 
appears  to  be  good  reason  for  believing  that  this  difference 
will  be  reduced  by  the  effect  of  plastic  flow  or  creep.  Thus, 
experiments  on  continuous  frames  have  shown  that,  as  a 
consequence  of  plastic  flow,  a  redistribution  of  moment 
occurs.  This  takes  the  form  of  a  decrease  of  moment  at  the 
supports  together  with  an  increase  at  mid-span.  The  German 
and  British  regulations  take  account  of  this  by  permitting 
a  reduction  of  15  per  cent  in  the  maximum  negative  moment 
provided  this  amount  is  added  to  the  maximum  positive 
moment.  In  the  case  of  continuous  slabs  Westergaard00 
has  pointed  out  that  the  effect  of  plastic  flow  will  be  as 
follows:  The  distribution  of  negative  moment  along  the 
supports  will  tend  to  become  more  uniform  with  a  con- 
sequent reduction  of  the  maximum  moment;  the  negative 
moment  will  decrease  and  the  positive  moment  at  mid-span 
will  tend  to  increase  ;  the  positive  moment  in  the  short  span 
will  tend  to  decrease  and  the  positive  moment  in  the  long 
span  to  increase.  These  conclusions  may  be  accepted  as 
correct  but  it  is  difficult  to  assess  the  relative  importance 
of  the  various  effects  without  a  considerable  amount  of 
experimental  evidence. 

Most  tests  have  been  carried  out  in  a  comparatively  short 
time  so  that  in  interpreting  the  results  it  is  difficult  to 
estimate  the  effects  of  plastic  flow  at  all  accurately.  Con- 


ditions during  a  brief  time  loading  test  are  not  the  same 
as  those  occurring  when  the  load  is  sustained  for  a  long 
period  of  time.  Tests  in  which  loading  is  sustained  for  a 
year  or  more  do  not  appear  to  have  been  carried  out  on 
two-way  slabs  and  in  the  absence  of  such  data,  design 
formulas  must  be  based  upon  assumptions  that  may  or 
may  not  be  correct. 

The  following  method  appears  to  be  reasonable  in  prin- 
ciple and  it  is  believed  that  it  will  always  lead  to  structures 
with  an  adequate  factor  of  safety. 

It  will  be  assumed  that  the  transference  of  moment  from 
the  supports  to  mid-span  resulting  from  plastic  flow  will  be 
such  as  to  lessen  the  numerical  difference  between  the 
maximum  negative  moments  and  the  maximum  positive 
moments  to  one-half  of  its  calculated  value.  This  will  result 
in  the  following  positive  moment  coefficient: 

Positive  moment  coefficient  assumed  in  design  =  cal- 
culated positive  moment  coefficient 

-\-0.25  {calculated  negative  moment  coefficient  —  cal- 
culated positive  moment  coefficient) 

=  0.75  {calculated  positive  moment  coefficient) -{-0.25 

{calculated  negative  moment  coefficient)     -     -     -    -   (53) 

In  cases  where  the  negative  moment  along  the  two  support- 
ing edges  differs,  the  greater  value  will  be  assumed  in  using 
equation  (53). 

In  the  case  of  the  negative  moments  it  will  be  assumed 
that  there  will  be  a  further  reduction  due  to  transference 
of  moment  from  the  middle  of  the  sides  to  the  ends.  A 
reduction  of  15  per  cent  of  the  calculated  moment  is  pro- 
posed for  this.  The  following  negative  moment  will  result: 

Negative  moment  coefficient  assumed  in  design  =  0.85 
{calculated  negative  moment  coefficient) 

-0.25  {calculated  negative  moment  coefficient—  cal- 
culated positive  moment  coefficient) 

=  0 .60  {calculated  negative  moment  coefficient) -\-0.25 
{calculated  positive  moment  coefficient)     -    -    -    -  (54) 


O  75 

O  75 

o   75 

; 

> 

i 

J 

; 

a  if 
CM 


°7S 


1 

1 
1* 

1 
1 

o1 

1 

1 

1 

1 

1 

1 
1 

^) 


OT5 
«1 


il        i        3"        : 

i  ;  \  : 

oi  ;  5 


Iveely     M 


~°"~7?  " 

(A) 


o  V, 

CM 


uffarttd 

Ed^e     oitupmd   To 
b«     oik  .^jaf'jr    V.td 

Edge    ovvjmee    to 

be    l*.fee  «;uaet«re>    {'tri 

Edy     «kwr>«d     To 

be    compl.M^     fi«ed 


Fig.  10 — Rectangular  slab.  Conditions  of  restraint. 

The  coefficient  of  moments  derived  in  the  preceding  sec- 
tion {C,7 — C26)  have  been  modified  by  the  use  of  equations 
(53)  and  (54)  and  the  resulting  coefficients  are  given  in 
Table  I  and  are  shown  graphically  in  Figs.  11  and  12. 

In  Figs.  11  and  12  the  coefficients  have  been  plotted 
against  the  reciprocal  of  k,  {m),  and  it  will  be  seen  that 
they  can  be  conveniently  represented  for  practical  purposes 
by  linear  equations.  In  some  cases  the  proposed  lines 
follow  the  calculated  coefficients  quite  closely  but  in  other 
cases  the  agreement  is  not  so  close.  In  general,  the  proposed 
lines  are  in  close  agreement  with  the  derived  coefficients 
for  square  and  nearly  square  slabs  but  some  consideration 


428 


September,  1941     THE  ENGINEERING  JOURNAL 


TABLE  I 

Summary  of  Calculated  Values  of  Moment  Coefficients 


Coefficient 


Span 


fc=LongSpan/shortgpan 


1.0 


1.25 


1.5 


1.75 


2.5 


Positive  Moments — 

Two  spans,  g  =  4 

End  span  of  more  than  two,  g  =  4 

End  span  of  two  or  more 

Interior  span,  ç  =  4 

Interior  span 

Negative  Moments — 
First  interior  support — 

Exterior  row 

Interior  row 

First  interior  support — 

Exterior  row 

Interior  row 

Supports  other  than  first  interior  support 

Exterior  row 

Interior  row 

Supports  other  than  first  interior  support 

Exterior  row 

Interior  row 


Short 
Short 
Long 
Short 
Long 


.035 
.031 
.033 
.029 
.030 


.050 
.045 
.035 
.041 
.030 


.061 
.055 
.037 
.051 
.031 


.069 
.064 
.037 
.059 
.032 


.075 
.070 
.037 
.064 
.031 


.082 
.077 
.037 
.069 
.031 


.085 
.080 
.037 
.073 
.030 


Short 
Short 

Long 
Long 

Short 
Short 

Long 
Long 


.046 
.043 

.046 
.044 

.039 
.037 

.040 
.038 


.058 
.055 

.053 
.049 

.050 
.047 

.046 
.043 


.066 
.064 

.059 
.052 

.057 
.055 

.051 
.046 


.071 
.070 

.061 
.054 

.061 
.060 

.053 
.047 


.074 
.073 

.063 
.054 

.064 
.063 

.054 
.047 


.077 
.077 


.066 
.065 


.079 
.079 


.067 
.067 


has  been  given  to  the  conventional  coefficients  for  one-way 
slabs  and  in  most  instances  moment  coefficients  in  the 
short  span  approach  the  usual  coefficients  for  one-way  slabs 
when  k  is  approximately  equal  to  three  (m  =  0.33).  From 
a  practical  standpoint  it  has  not  been  considered  worth 
while  distinguishing  between  positive  moments  in  two  spans 
and  in  the  end  span  of  more  than  two  spans  of  a  row  of 
more  than  two  spans,  and  also  between  negative  moments 
in  exterior  and  interior  rows.  It  is  believed  that  coefficients 
obtained  from  the  proposed  formulas  will  have  an  adequate 
margin  of  safety,  that  they  will  be  found  simple  to  use,  and 
that  in  the  case  of  square  or  nearly  square  panels  they 
are  as  small  as  can  be  justified  on  the  assumption  of  elastic 
behaviour. 

In  addition  to  the  coefficients  given  in  Figs.  11  and  12  it 
is  necessary  to  propose  values  for  positive  moments  in  an 
isolated  span  and  for  negative  moments  at  exterior  edges 
in  general.  For  an  isolated  panel  the  moment  coefficients 
could,  of  course,  be  derived  from  Figs.  1  or  4,  providing 
that  some  estimate  of  the  degree  of  restraint  at  the  edges 
would  be  made.  Such  a  method,  however,  might  lead  to 
moment  coefficients  appreciably  less  than  those  prescribed 
for  the  end  panel  of  a  row  of  two  or  more. 

TABLE  II 

Coefficients  of  Maximum  Bending  Moments  in  Rectangular 
Slabs  Reinforced  in  Two  Directions 


Positive  Moments 

(a)  Near  the  centre  of  single  spans . 

(b)  Near  the  centre  of  the  end  span 

of  two  or  more  spans 

(c)  Near  the  centre  of  interior  spans 

Negative  Moments 

(a)  At  the  exterior  supports  of  a  slab 

(b)  At  the  interior  support  of  two 

spans  and  at  the  first  interior 
support  of  more  than  two  spans 

(c)  At  interior  supports  other  than 

the  first 


Coefficient  of  w'a2 


Short  Span 


0.13 — 0.09m 

0.115— 0.08m 
0  095— 0.065m 


0.05— 0.03m 

0.13— 0.085m 
0.103— 0.066m 


Long  Span 


0.04 

0.035 
0.03 


0.02 


0  085— 0.04m 
0  077— 0.04m 


Symbols  have  the  following  meanings: 

w'    =load  per  square  unit 

a     =  shorter  span 

shorter  span 

m    =-. — 

longer  span 


In  order  to  avoid  this  apparent  anomaly,  the  prescribed 
moment  coefficient  for  positive  moment  in  the  short  span 
of  an  isolated  span  has  been  taken  as  1 .  13  times  the  values 
prescribed  for  the  end  span  of  a  row.  This  gives  a  coefficient 
of  0. 13—  .09m.  It  has  been  assumed  that  the  coefficient  of 
moment  in  the  long  span  remains  constant  at  0 . 4  irrespec- 
tive of  the  value  of  m.  For  negative  moment  at  an  exterior 
edge  a  coefficient  of  0.02  is  proposed  for  a  square  panel, 
increasing  for  short  spans  up  to  0.04  for  k  equal  to  3.  This 
upper  limit  corresponds  approximately  to  the  value  of  1/24 
commonly  used  when  designing  one-way  slabs.  The  value 
for  square  slabs  corresponds  to  about  38  per  cent  fixity  and 
it  will  be  remembered  that  when  deriving  coefficients  at 
interior  supports  the  fixity  at  an  exterior  edge  was  assumed 
to  be  25  per  cent.  Thus,  the  proposed  coefficient  should 
contain  an  adequate  margin  of  safety. 

The  proposed  design  coefficients  are  collected  together  in 
Table  II. 

Intensity  of  Loading  on  Supporting  Beams 

It  was  shown  in  the  preceding  portion  of  this  paper,  that 
the  distribution  of  shear  at  the  edge  of  a  rectangular  plate 
is  such  as  to  produce  a  distribution  of  pressure  along  the 
supports  which  may  be  represented  approximately  by  an 
ellipse  if  the  edges  are  freely  supported,  and  by  a  parabola 
if  they  are  clamped.  It  was  further  shown  that  in  the  latter 
case  the  maximum  bending  moment  in  the  beam  may  be 
closely  estimated  by  assuming  a  trapezoidal  distribution  of 
load.  Table  III  summarizes  the  coefficients  of  moment  pre- 
viously derived: 

TABLE  III 

Maximum  Bending  Moments  in  the  Supporting  Beams 


Assumed  Distribution 

Maximum  Bending  Moment 
in  Side  OB 

of  Load 

fc=l 

fc  =  2 

Elliptical — freely  supported 

Trapezoidal — clamped 

.036w6J 
.042u>6J 

.025^ 
.029u^ 

If  no  redistribution  of  moment  due  to  flow  occurred,  the 
maximum  moment  in  the  beam  would  presumably  be  within 
the  above  limits  for  various  conditions  of  restraint.  The 
effects  of  transference  of  moment  in  the  slab  and  deflection 
in  the  beam  will  be  to  equalize  the  pressure  along  all  the 
supporting  edges.  The  German  regulations  recognize  this 
and  state  that  "the  supporting  pressures  exerted  by 
uniformly  loaded  rectangular  two-way  slabs  that  are  sup- 


THE  ENGINEERING  JOURNAL     September,  1941 


429 


ported  by  beams  or  walls  may  be  assumed  to  be  uniformly 
distributed."  Making  this  assumption,  the  unit  load  on  the 


beams  will  be 


wa    (    k 


ment  will  be 


2    (1+k) 
wb 


,  wa 
16(l+fc)  16  (1+k) 


and  the  maximum  bending  mo- 


in  the  long  and  the 


short  sides  respectively.  The  maximum  moment  in  the  long 
side  will  then  be  .031  wb3  and  .021  wb3  for  k  =  l  and  k  =  2 
respectively.  A  comparison  of  these  figures  with  those  given 
in  Table  III  leads  to  the  conclusion  that  the  assumption  of 
uniform  pressure  is  a  convenient  way  of  making  allowance 
for  deflection  and  plastic  flow.  This  method  has  the  further 
advantage  of  making  it  possible  to  design  the  supporting 


0o8 

^~^° 

•*-  0<* 

0  04 

V0* 

* 

C 

^^ 

o  oM        Ji-«"» 

Wan 

A 

a            i 

J       0O2 
0 

r 

*       End     «p. 

S         (Sh-I     . 

p.n) 

hjn 

n»f« 

m.  <Vb 

£.       End    *(N 

-ponl 

Fig.     11(a) — Continuous     rectangular     slabs.     Coefficients     of 
maximum  positive  moments  in  the  end  span  of  two  or  more 

spans. 


--^*,,**^  o 

^^ 

0  OJO 

^toiM^     Spun 

T 

J 

!»       Lono,     « 

pon 

Fig.  11(b) — Continuous  rectangular  slabs,  Coefficients  of 
maximum  positive  moments  in  interior  spans. 

beams  as  continuous  beams  making  use  of  the  moment 
coefficients  commonly  used  for  uniform  loadings.  The  only 
disadvantage  is  that  there  will  be  a  discontinuity  in  the 
loading  to  be  assumed,  if  a  slab,  in  which  k  is  equal  to  three 
for  example,  is  designed  as  a  one-way  slab  rather  than  a 
two-way  slab.  This  may  be  avoided  with  a  slight  loss  of 
economy  by  assuming  that  the  loading  expressed  as  a 
coefficient  of  wa  varies  uniformly  from  0.25  to  0.5  as  k 
varies  from  one  to  three.  The  coefficient  will  thus  be  given 
by  the  formula: 


W7    — 


1+k 

8 
m+1 

8m 


(55) 


It  is  suggested  therefore  that  the  following  rule  could  be 
safely  adopted: 

The  pressure  exerted  by  uniformly  loaded  rectangular 
two-way  slabs  on  the  supporting  beams  or  walls  may  be 
assumed  to  be  uniformly  distributed  and  equal  in  intensity 

,     1+k,      .       m+1,      . 
to  — —  (wa)  or-r— -  (wa). 


Fig.  12(b) — Continuous  rectangular  slabs.  Coefficients  of  maxi- 
mum negative  moments  at  interior  supports  other  than  the 

first. 


Fig.  12(a) — Continuous  rectangular  slabs.  Coefficients  of  maxi- 
mum negative  moments  at  the  first  interior  support. 

Acknowledgement 

The  author  wishes  to  acknowledge  his  indebtedness  to 
Dean  C.  R.  Young,  m.e.i.c,  chairman  of  the  Sub-committee 
on  Reinforced  Concrete  Construction  of  the  National 
Building  Code  for  reading  the  manuscript  of  this  paper 
and  for  many  helpful  suggestions. 


List  of  References 


1.  Love,  A.  E.  H. 

2.  Westergaard,  H.  M. 


3.  Prescott,  J. 

4.  Gehler,  W. 


5.  PlGEAUD,  G. 

6.  Scott,  W.  L.  and 
Glanville,  W.  H. 

7.  Inglis,  C.  E. 


8.  Timoshenko,  S. 

9.  Levy,  M. 

10.  Loser,  B. 

11.  Westergaard,  H.  M, 

12.  Wise,  J.  A. 


8 


8m 


"A  Treatise  on  the  Mathematical  Theory 
of  Elasticity,"  4th  Edition. 

"Analysis  of  Homogeneous  Elastic  Plates" 
in  "Moments  and  Stresses  in  Slabs"  by 
H.   M.   Westergaard  and  W.   A.   Slater, 
Proc.  Am.  Concrete  Inst.,  1921. 
"Applied  Elasticity,"  1924. 

"Rectangular  Slabs  Supported  on  all 
Sides."  First  Congress  of  the  International 
Assoc,  for  Bridge  and  Structural  Engineer- 
ing, Preliminary  publication  Paris,  1932, 
pp.  187-266. 

"Résistance  des  Matériaux  et  Elasticité," 
Vol.  2,  1934. 

"Explanatory  Handbook  on  the  Code  of 
Practice  for  Reinforced  Concrete,"  Lon- 
don, 1934,  pp.  53-59. 

"Stresses  in  Rectangular  plates  Clamped 
at  their  Edges  and  Loaded  with  a  Uniform- 
ly Distributed  Pressure,"  Trans.  Inst. 
Naval  Architects,  1925,  pp.  145-157. 

"Strength  of  Materials,"  Vol.  2,  1931,  pp. 
506-509. 

"On  the  Elastic  Equilibrium  of  a  Rectan- 
gular Plate,"  Comptes  Rendus,  Vol.  129, 
1899,  pp.  535-9. 

"Methods  of  Calculation"  (for  use  with 
German  regulations  for  reinforced  con- 
crete 1932)  Berlin,  1938. 

"Formulas  for  the  Design  of  Rectangular 
Floor  Slabs  and  the  Supporting  Girders," 
Proc.  Am.  Concrete  Inst.,  1926,  pp.  26-43. 

"The  Calculation  of  Flat  Plates  by  the 
Elastic  Web  Method,"  Proc.  Am.  Con- 
crete Inst.,  1928,  pp.  408-423. 


430 


September,  1911     THE  ENGINEERING  JOURNAL 


THE  HELEN  MINE  AND  BENEFICIATING  PLANT 

GEO.  G.  W.  MacLEOD,  m.e.i.c. 
Manager  of  the  Mines  Department,  Algorna  Ore  Properties,  Limited,  Sault  Ste.  Marie,  Ontario 

Paper  presented  before  the  Toronto  Branch  of  the  Engineering  Institute  of  Canada,  on  February  20th,  1941 


SUMMARY — The  history  of  iron  mining  in  Canada  as  well  as 
early  mining  at  the  Helen  Mine  serves  as  an  introduction  to 
the  description  of  the  mining  and  sintering  operation  of  the 
new  Helen  Mine.  The  operation  of  the  Magpie  Mine  is  referred 
to  as  having  a  direct  effect  on  the  present  Helen  operation.  A 
description  is  given  of  one  of  the  largest  and  highest  speed  belt 
conveyor  systems  in  Canada  located  at  Michipicoten  Harbour 
where  vessels  are  loaded  with  the  mine's  product. 

Iron  mining  in  Canada  goes  back  to  early  in  the  eight- 
eenth century.  The  first  mining  took  place  at  Three  Rivers 
and  at  Radnor  Forges  in  Quebec.  Iron  at  these  points  was 
mined  almost  continuously  for  one  hundred  and  fifty  years. 

The  earliest  iron  mining  in  Ontario  is  recorded  at  Nor- 
mandale  in  Norfolk  County  in  1813.  Records  show  New 
Brunswick  and  Nova  Scotia  mining  iron  in  1848  and  1849, 
respectively,  although  it  probably  started  much  earlier. 

The  total  recorded  iron  mined  in  Canada  since  1886,  is 
7,110,000  tons.  Of  this,  Ontario  produced  5,128,000  tons 
and  Nova  Scotia  1,279,817.  These  two  provinces  were  the 
only  ones  to  figure  prominently  in  iron  production.  1913 
was  the  last  year  Nova  Scotia  recorded  any  shipments.  It 
will  thus  be  seen  that  Ontario  has  made  the  main  contri- 
bution to  Canada's  iron  mining  industry  in  producing 
72%  of  the  total. 

The  Algoma  Steel  Corporation,  since  1899  has  been  the 
mainstay  of  Ontario's  production  and  up  to  the  close  of 
navigation  for  1940,  has  been  responsible  for  nearly 
4,500,000  tons  or  88  per  cent  of  Ontario's  total. 

The  Helen  Mine  was  discovered  in  1898  during  the  gold 
rush  near  Wawa  Lake.  It  was  immediately  acquired  by  Mr. 
Clergue  who  was  at  that  time  building  power  and  paper 
plants  at  Sault  Ste.  Marie.  The  construction  of  the  steel 
works  at  the  Sault  followed  as  a  direct  result  of  the  dis- 
covery of  the  Helen.  This  is  another  example,  many  times 
repeated  in  Canadian  history,  where  mineral  discoveries 
have  resulted  in  the  establishment  of  thriving  towns  and 
cities.  Without  the  steel  plant  with  its  4,500  employees,  the 
Sault  would  still,  in  all  probability,  be  a  small  village. 

The  original  discovery  consisted  of  a  hill  of  solid  hematite 
ore,  rising  above  the  shore  of  a  small  lake.  The  hill  was  about 
100  feet  high  and  at  its  base,  1,000  feet  in  length  by  700 
feet  in  width. 

The  property  was  located  eleven  and  a  half  miles  from 
Michipicoten  Harbour,  on  the  north  shore  of  Lake  Superior. 
Loading  docks  at  the  harbour  were  immediately  constructed 
and  a  railway  built  to  connect  with  the  mine.  This  was  the 
start  of  the  Algoma  Central  Railway  Company. 

Mining  was  commenced  in  1899  and  the  first  ore  was 
shipped  in  1900.  The  mine  was  operated  until  1918  when  the 
hematite  became  exhausted  at  a  depth,  below  the  lake  level, 
of  800  feet. 

In  1910  it  became  evident  that  the  life  of  the  Helen  was 
definitely  limited  and  an  extensive  search  was  commenced 
for  new  iron  deposits.  A  discovery  of  what  appeared  to  be  a 
magnetite  deposit  was  made  about  14  miles  north  of  the 
Helen  and  this  property  was  acquired  by  the  Steel  Cor- 
poration. Diamond  drilling  soon  revealed  that  the  new 
deposit  was  not  magnetite  but  siderite,  an  iron  carbonate 
containing  about  35  per  cent  ire  n.  There  were  several  places 
where  this  kind  of  ore  was  being  used  direct  in  blast  fur- 
naces, where  cheap  fuel  was  available  and  the  furnaces  were 
near  the  mine.  But  for  the  Algoma  Steel  to  use  this  class  of 
ore  direct,  was  out  of  the  question.  Therefore,  experiments 
were  started  to  improve  the  grade  of  the  ore  before  shipping. 

It  was  found  that  by  roasting,  the  siderite  gave  off  CO 
and  CO2  gases  and  was  converted  to  an  oxide.  In  this  process 
the  ore  was  reduced  in  weight  by  one  third.  Thus  by  treating 
three  tons  of  ore  containing  35  per  cent  iron,  two  tons 


resulted,  grading  50  per  cent  iron.  In  addition  to  raising  the 
iron  content,  it  was  necessary  to  burn  out  most  of  the  2  per 
cent  sulphur  which  the  Helen  ore  contained. 

The  experiments  were  slow  and  expensive  but  a  succesful 
process  was  gradually  evolved  ;  a  commercial  plant  was  then 
erected  at  the  property,  now  known  as  the  Magpie  Mine. 

The  roasting  was  done  in  rotary  kilns,  similar  to  those 
used  in  the  manufacture  of  cement.  They  were  six  in  number, 
each  125  feet  long  and  8  feet  in  diameter,  lined  with  fire- 
brick. They  sloped  to  the  discharge  end  at  y%  inch  to  the 
foot  and  made  one  revolution  in  two  minutes.  Powdered 
coal  was  blown  in  at  the  discharge  end  and  2,800  pounds  of 
siderite  and  300  pounds  of  pulverized  coal  were  required  to 
produce  one  ton  of  finished  iron.  It  took  four  hours  for  the 
ore  to  travel  through  the  kiln  and  each  kiln  had  a  capacity 
of  110  tons  of  finished  ore  per  day.  The  maximum  temper- 
ature was  1,100  deg.  C.  The  raw  ore  was  crushed  to  about 
33^  inches  and  the  finished  material  retained  pretty  much 
the  same  structure  as  the  raw  ore. 

The  sulphur  in  the  finished  ore  was  high,  averaging  about 
0.2  per  cent,  but  this  did  not  interfere  with  marketing  the 
ore,  due  to  its  other  good  characteristics  which  were  no 
moisture,  good  structure,  3  per  cent  manganese,  low  phos- 
phorus and  sufficient  lime  to  make  the  ore  self-fluxing. 

Over  1,000,000  tons  of  finished  ere  were  produced  at  the 
Magpie.  In  1921,  however,  ore  prices  dropped,  and  due  to 


Fig.  1 — Helen  open  pit  at  top  of  hill  and  aerial  tram  loading 
plant  and  bin. 

the  cost  of  treatment,  the  Magpie  could  no  longer  compete 
with  other  iron  producers  so  that  operations  ceased. 

It  has  been  proved,  however,  that  an  excellent  blast 
furnace  product  could  be  made  out  of  siderite. 

In  1910  and  1911  it  was  found  that  the  ore  body  in  the 
Helen  hematite  mine  diminished  in  size  as  greater  depths 
were  reached.  It  was  noticed  that  on  three  sides,  east,  west 
and  south,  as  the  hematite  ended,  the  material  along  the 
contacts  was  siderite.  Diamond  drill  holes  were  put  down 
from  underground  and  a  large  body  of  siderite  was  located, 
both  below  the  hematite  and  to  the  east.  It  was  estimated 
that  this  siderite  would  extend  eastward  to  the  edge  of  a 
steep  hill,  400  feet  in  height,  a  distance  of  800  feet.  It 
seems  almost  unbelievable  that  it  was  not  recognized,  that 
in  this  hill  itself,  fully  exposed  on  its  western  slope,  and  in 
many  places  on  the  crest,  existed  the  main  siderite  deposit, 
now  the  new  Helen  Mine.  Figure  1  shows  this  exposure  as  it 
existed  at  that  time. 

In  the  latter  part  of  1911  the  first  exploration  of  the  ore 
in  this  hill  commenced  and  in  1912  and  1913  it  was  trenched 
and  diamond  drilled.  An  ore  body  nearly  200  feet  in  width, 


THE  ENGINEERING  JOURNAL     September,  1941 


431 


3,000  feet  in  length  and  at  least  2,200  feet  in  depth  was 
indicated,  estimated  to  contain  one  hundred  million 
tons. 

No  further  work  was  done  in  the  development  of  this 
deposit  until  1917,  when  a  tunnel  was  driven  into  the  ore, 
300  feet  below  the  top  of  the  hill.  In  1918  this  work  was 
suspended. 

With  the  experience  at  the  Magpie  Mine  in  view,  it  was 
not  considered  that  this  ore  could  be  mined  and  treated  in 
competition  with  Lake  Superior  open  pit  ores. 

In  1937,  the  Ontario  Government  passed  an  act  giving  a 
bounty  of  two  cents  a  unit  on  iron  ore  produced  in  the 
province.  This  act  immediately  produced  results.  Sir  James 
Dunn,  now  president  of  the  Algoma  Steel  Corporation, 
decided  to  place  this  huge,  but  low  grade,  ore  deposit  in 
production.  Even  with  the  bounty,  it  required  courage  to 
make  this  decision.  The  required  expenditure  was  large  and 
the  field  a  new  one.  There  were  no  plants  treating  this  class 
of  ore  and  it  was  recognized  at  the  outset  that  the  costly 
and  inefficient  process  used  at  the  Magpie  would  not  be 
practicable. 

The  deposit,  however,  had  many  things  in  its  favour.  It 
was  already  connected  by  the  Algoma  Central  Railway  to 
Michipicoten  Harbour,  a  distance  of  twelve  miles,  and  to 
the  Sault,  180  miles  to  the  south.  The  power  lines  of  the 
Great  Lakes  Power  Company  were  only  a  few  miles  distant. 

The  upper  400  feet  of  the  ore  body  could  be  mined 
cheaply,  largely  by  open  pit;  the  size  of  the  deposit  itself, 
together  with  the  fact  that  it  stood  almost  vertical,  in- 
dicated low  mining  costs. 

The  ore  body  was  carefully  sampled  on  a  large  scale  and 
tests  were  commenced  at  various  plants  to  determine  the 
best  equipment  to  use.  Mr.  C.  D.  Kaeding  was  given 
charge  of  the  entire  project  and  he  and  his  staff,  together 
with  the  Steel  Company's  engineers,  carried  out  the  tests. 

Two  main  systems  of  sintering  were  in  use,  one  an  inter- 
mittent process  and  the  other  continuous.  Both  systems 
worked  satisfactorily  and  a  decision  was  finally  made  to  use 
the  continuous  or  Dwight-Lloyd  machine. 

At  the  mine,  a  tunnel,  eight  feet  by  twelve  feet,  400  feet 
long  was  driven  into  the  ore  body  270  feet  below  the  crest 
of  the  hill.  At  the  end  of  this  tunnel  a  raise  was  put  up, 
coming  out  on  the  western  slope  of  the  hill  150  feet  above 
the  tunnel.  At  this  elevation  the  quarry  floor  was  estab- 
lished. This  would  give  a  maximum  quarry  face  120  feet 
high. 

At  the  foot  of  this  raise  and  close  to  the  south  side  of  the 


Fig.   2 — Helen   open   pit   showing  ore   from   face   being   loaded 
into  trailers. 

ore  body,  a  crusher  chamber  was  cut  and  a  Traylor  Bulldog 
jaw  crusher,  48  inches  by  60  inches,  was  installed.  This 
crusher  is  fed  by  a  large  Ross  feeder.  The  grizzly  at  the 
mouth  of  the  raise  has  34  inch  openings. 

Drilling  in  the  pit  is  done  with  a  Bucyrus-Armstrong 
blast  hole  drill.  Nine-inch  holes  are  drilled,  spaced  about  25 
feet  apart.  The  burden  on  the  holes  is  also  about  25  feet. 
The  holes  are  drilled  6  feet  below  grade.  One  of  the  most 


important  parts  of  the  whole  operation  is  the  loading  of  the 
holes.  Before  loading,  the  face  is  carefully  surveyed  and  a 
knowledge  is  obtained  of  the  amount  of  work  each  hole  is 
expected  to  do.  The  whole  face,  200  feet  in  width  is  shot  at 
one  time.  From  25  to  35  cases  of  powder  are  used  in  each 
hole.  It  is  most  important  that  the  bottom  part  of  the 
face  breaks  out  well.  Therefore  from  four  to  five  cases  of 
60  per  cent  Forcite  are  used  in  this  bottom  section.  This  is 
followed  by  seven  cases  of  40  per  cent  Forcite.  Above  this, 
there  are  three  feet  of  stemming,  then  two  cases  of  40  per 
cent  Forcite.  This  alternate  stemming  and  two  cases  of 
Forcite  continues  about  half  way  up  the  hole,  above  which 
the  Forcite  is  replaced  by  60  per  cent  ammonia  powder. 
The  holes  are  loaded  to  within  17  to  20  feet  of  the  collar. 
The  powder  all  comes  in  12^4  pound  bags.  The  holes  are 
fired  by  Prima  Cord  blasting  fuse.  This  fuse  is  run  all  the 
way  down  each  hole  and  the  fuse  from  all  holes,  are  con- 
nected to  a  trunk  line  on  the  surface.  It  is  not  necessary  to 
use  any  detonating  caps  on  this  fuse  in  the  holes.  One 
detonator  on  the  fuse  on  surface  fires  the  whole  charge.  By 


Fig.  3 — Side  view  of  sintering  plant. 

using  this  fuse  the  hole  is  detonated  instantaneously  from 
top  to  bottom  as  the  fuse  has  a  speed  of  over  20,000  feet  a 
second.  From  60,000  to  75,000  tons  are  broken  with  each 
blast,  about  three  weeks  production.  Two  to  three  rock 
drills  are  kept  on  secondary  blasting  work  to  reduce  the 
larger  pieces  to  34-inch  size.  As  a  whole,  the  fragmentation 
is  very  good  from  the  primary  blasting.  It  has,  however, 
taken  considerable  study  and  experiment  by  the  mine  staff 
to  reach  this  end. 

The  broken  ore  is  loaded  from  the  face  by  a  2^  yard 
Marion  electric  shovel  into  11-yard  Athey  quarry  trailers, 
as  shown  in  Fig.  2.  These  trailers  are  hauled  by  a  D-7 
Caterpillar  tractor  and  taken  to  the  mouth  of  the  raise.  The 
trailers  are  dumped  by  oil  pressure,  directly  from  the  cab  of 
the  tractor  and  the  whole  operation  is  quick  and  efficient. 

The  ore  is  passed  down  the  raise  to  the  primary  crusher 
below.  It  is  crushed  to  4J4-inch  size,  and  conveyed  along 
the  tunnel  and  conveyor  gallery  to  a  loading  plant  equipped 
with  a  500-ton  steel  ore  bin.  (See  Fig.  1.). 

The  topography  in  the  vicinity  of  the  mine  is  very  rugged 
and  no  site  for  the  sintering  plant  was  available  near  by. 
This  plant  was,  therefore,  built  on  a  gravel  plain,  2Yi  miles 
distant.  From  the  500-ton  loading  bin  mentioned  above, 
the  ore  is  conveyed  to  the  sintering  plant  by  an  aerial 
tramway,  having  a  capacity  of  120  tons  an  hour.  The  ore  on 
reaching  the  plant  site  is  discharged  into  a  1,000-ton  steel 
terminal  bin.  In  all  cases  ore  is  referred  to  in  gross  tons  of 
2,240  pounds. 

The  tests  on  Helen  siderite  had  been  as  complete  as 
possible,  considering  the  relatively  small  scale  on  which 
they  were  made.  The  new  plant  (shown  in  Fig.  3)  was 
designed  largely  on  the  experience  gained  in  the  experi- 
mental work  and  the  investigation  of  plants  working  on 
other  types  of  iron  ore.  The  standard  set  by  the  Company 
for  the  finished  ore  involved  bringing  the  iron  content  to 
51.50  per  cent  and  reducing  the  sulphur  to  0.05  per  cent. 


432 


September,  1941     THE  ENGINEERING  JOURNAL 


The  sinter  had  to  have  good  physical  structure  and  be  as 
free  as  possible  from  fines. 

The  ore  from  the  terminal  bin  is  drawn  by  a  Ross  feeder 
on  to  a  conveyor  belt.  This  belt  delivers  the  ore  to  a  surge 
bin  at  the  top  of  the  crushing  and  screening  plant.  Four 
feeder  belts  take  the  ore  from  the  surge  bin  to  the  double 
deck  Tyler  screens  (4  by  8  ft.)  where  three  products  are 


Fig.  4 — Front  view  of  sintering  plant. 

made,  plus  V/%  in.,  minus  l^  in.  and  plus  Y  in.  and  minus 
Y  in.  The  latter  size  is  the  required  product  for  the  sintering 
machines.  The  first  size  is  delivered  to  a  5j^-ft.  Symons 
cone  crusher,  set  at  Y  in-  and  driven  by  a  150  hp.  slip  ring 
motor.  The  second  size  is  delivered  to  a  set  of  Traylor 
heavy  duty  rolls  (72  by  18  in.)  driven  by  two-150  hp.  slip 
ring  motors.  The  third  or  finished  size,  minus  Y  in.,  goes 
direct  to  the  fine  ore  charge  bins.  The  undersize  from  the 
crusher  and  rolls  is  returned  to  the  main  belt  feeding  the 
ore  from  the  terminal  bin  to  the  surge  bin.  This  puts  the 
crude  ore  in  closed  circuit  with  the  crushing  plant.  The 
circulating  load  is  about  200  per  cent  and  the  crushing 
capacity  in  terms  of  all  minus  Y  in.  product,  is  200  tons 
per  hour. 

The  charge  bins  are  eight  in  number,  each  16  feet  in 
diameter  and  40  feet  high.  Four  of  these  are  for  the  crushed 
raw  ore,  two  for  coke  and  two  for  fine  sinter. 

Coke  is  used  for  fuel  in  the  sintering  operation  and  must 
be  crushed  and  dried.  It  is  necessary  to  crush  the  coke  at 
least  as  fine  as  the  ore  in  order  to  obtain  a  uniform  mix.  As 
the  sinter  comes  off  the  machines,  part  of  it  has  not  been 
fully  sintered  and  part  breaks  into  pieces  1  in.  or  less  in 
size.  All  sinter  under  one  inch  is  screened  out.  This  material 
is  further  screened,  all  over  Yl  in.  in  size  goes  to  one  sinter 
bin  and  is  shipped  with  the  rest  of  the  finished  ore.  That 
part  under  Yl  m-  g°es  to  the  second  sinter  bin  and  is  later 
mixed  with  the  raw  ore  going  to  the  machines. 

In  all  sintering  tests  it  was  very  evident  that  this  fine 
sinter,  mixed  with  the  raw  ore,  was  important  for  successful 
operation.  The  fine  sinter  is  made  up  of  porous  pieces  which 
are  not  affected  by  further  heat.  It,  therefore,  tends  to 
keep  the  whole  charge  uniformly  open.  Of  the  whole  charge, 
20  per  cent  should  be  returned  fines.  Without  these  fines, 
the  air  circulation  is  not  uniform  and  channelling  results. 

The  returned  fines  and  raw  ore  are  drawn  by  belt  con- 
veyors from  their  respective  bins  and  fed,  in  the  calculated 
proportion,  to  a  cross  belt.  This  mixture  is  then  conveyed 
to  three  hoppers,  one  above  each  sintering  machine. 

Originally  the  coke  was  also  added  to  the  cross  belt  but 
due  to  the  variation  in  the  sulphur  content  of  the  ore,  this 
practice  was  discontinued. 

For  average  ore  containing  2Y  to  3  per  cent  sulphur, 
about  3  per  cent  coke  was  added.  However,  sulphur  itself 
is  a  fuel  and  when  the  sulphur  content  rises  above  this 
amount  it  is  necessary  to  cut  down  the  amount  of  coke. 
The  coke,  therefore,  is  now  conveyed  directly  to  coke  hop- 
pers, also  located  above  the  sintering  machines,  and  in  this 
way  the  coke  feed  can  be  closely  controlled. 


The  charge,  both  ore  and  coke,  is  fed  from  the  hoppers 
into  a  pug  mill,  one  mill  for  each  machine,  where  water  is 
added  to  aid  in  nodulizing  the  charge.  From  the  pug  mills, 
the  ore  is  fed  through  a  swinging  spout  on  to  the  sintering 
machines.  These  sintering  machines  are  of  the  Dwight- 
Lloyd  type  60  by  77  ft.,  each  served  by  a  105  in.  fan, 
directly  connected  to  a  500  hp.  slip  ring  motor.  There  is  a 
dust  collector  for  each  machine  and  a  conduit  to  a  125  ft. 
stack.  The  machines  are  located  in  parallel  on  a  floor 
37J^2  ft.  above  the  ground  level.  Figure  4  is  a  front  view  of 
the  sintering  plant. 

The  raw  ore  is  fed  on  to  the  machines  in  a  bed  15  in.  in 
depth.  It  then  passes  under  the  igniters  which  are  of  the  oil 
burning,  semi-reverberatory  type.  As  the  ore  is  conveyed 
down  the  machines,  the  fire  is  gradually  drawn  down 
through  the  charge,  by  the  volume  of  air  sucked  through 
the  fans.  Vacuum  boxes  are  located  under  the  grates  of  the 
machine  along  its  whole  length.  The  ore  travels  at  a  rate  of 
four  feet  per  minute  and  each  machine  has  a  capacity  of 
800  tons  of  sinter  per  day. 

The  sinter  cakes  drop  off  the  front  end  of  the  machine  on 
to  heavy  grizzly  bars  set  10  in.  apart.  Below  these  bars  there 
is  another  grizzly  with  1  in.  spaces.  The  oversize  from  both 
of  these  grizzlies  goes  by  gravity  to  the  loading  bins,  from 
which  the  ore  is  loaded  directly  into  railway  cars.  This 
loading  is  controlled  by  air  operated  gates.  The  undersize 
from  the  1  in.  grizzly  goes  to  the  sinter  bins  mentioned 
earlier  in  this  paper.  Figure  4  shows  the  front  of  the  sinter- 
ing plant  with  the  loading  bins. 

The  ore  in  these  bins  is  usually  quite  hot  and  is  sprayed 
with  water.  Water  sprays  are  also  directed  at  the  inside 
of  the  railway  cars.  This  spraying  avoids  the  warping  of 
the  steel  plates  in  the  bin  and  railway  cars.  To  prevent  dust 
there  should  be  about  0.7  per  cent  moisture  in  the  ore  as  it 
is  shipped. 

The  Algoma  Central  Railway  handle  the  ore  from  the 
sintering  plant  to   Michipicoten  Harbour,  a  distance  of 


Fig.  5 — Algoma  Central  Railway  trestle  with  receiving  hopper 
below  at  Michipicoten  harbour. 

eight  miles.  Twin  hopper,  centre-dump  gondola  cars,  58- 
tons  capacity,  are  used.  (See  Fig.  4.) 

At  the  harbour  itself,  a  new  plant  for  loading  vessels  had 
to  be  constructed  by  the  railway  company.  The  old  ore  dock 
used  twenty  years  earlier  for  the  old  Helen  Mine,  had  been 
dismantled. 

As  the  Helen  Mine  was  the  only  customer  in  sight,  it  was 
obvious  that  the  cost  of  a  steel  and  concrete  pocket  dock 
would  be  prohibitive.  Boats,  however,  demand  quick  loading 
and  several  types  of  loading  facilities  were  investigated. 

It  was  finally  decided  to  use  a  belt  conveyor  system,  and 
it  was  necessary  to  load  vessels  at  a  rate  comparable  to  the 
American  pocket  docks.  This  meant  a  single  belt  with  a 
capacity  of  at  least  1,500  gross  tons  per  hour. 

The  plan  decided  on,  included  loading  vessels  at  the  face 
of  an  existing  coal  dock.  The  coal  bridge  would  be  run  to  the 
south  end  of  the  dock,  thus  allowing  free  use  of  the  entire 
frontage  for  loading  iron  ore. 


THE  ENGINEERING  JOURNAL     September,  1941 


433 


A  reinforced  concrete  tunnel  was  constructed  just  north 
of  the  coal  dock  floor  and  at  the  same  elevation.  This 
tunnel,  250  feet  in  length,  is  10  feet  wide  by  7  feet  in  height. 
Hatches,  three  feet  square,  were  made  in  the  top  of  the 
tunnel  at  10  foot  intervals,  making  24  in  all.  A  basin  to  hold 
14,000  gross  tons  of  ore  was  created  over  the  tunnel  by 
building  up  the  sides  with  gravel  and  facing  the  top  of  this 
fill  with  railway  ties,  the  effect  being  to  create  a  large  hopper, 
the  bottom  of  which  would  be  the  top  of  the  tunnel. 

The  railway  track  came  to  this  loading  area  at  an  eleva- 
tion of  45  ft.  above  the  top  of  the  tunnel  and  a  steel  trestle 
was  built  out  over  the  entire  length  of  the  tunnel.  A  space 
between  the  rails  was  left  open  to  allow  the  ore  to  be 
dumped  from  the  bottom  of  the  cars.  (See  Fig.  5). 

A  48  in.  belt  conveyor  was  installed  in  the  tunnel.  This 
belt  is  loaded  by  means  of  a  single  loading  hopper  which 
travels  from  hatch  to  hatch.  As  this  hopper  comes  under  a 
hatch,  it  engages  the  hatch  gate  which  is  then  opened  to  any 


Fig.  6 — Algoma  Central  Railway  gantry  transferring  ore  from 
dock  belt  to  ship. 

desired  area  by  the  operator.  The  loading  hopper  and  the 
gate  are  electrically  operated.  Baffles  in  the  loading  hopper 
allow  a  uniform  feed  and  flow  on  to  the  belt  in  the  direction 
of  belt  travel,  thus  preventing  any  undue  belt  wear  at  this 
point. 

The  ore  is  conveyed  on  the  tunnel  belt  to  a  transfer  point 
37  ft.  beyond  the  tunnel  mouth.  It  is  then  transferred  to  a 
cross  belt,  also  48  in.  in  width,  which  carries  it  a  distance  of 
150  ft.  to  the  face  of  the  coal  dock.  This  transfer  belt  is  on 
an  incline  of  8  degrees.  The  ore  is  weighed  on  this  cross  belt 
by  a  set  of  Fairbanks  conveyor  scales. 

The  ore  from  the  cross  belt  is  then  transferred  to  another 
48  in.  belt  which  travels  along  the  face  of  the  dock  for  a 
distance  of  470  feet  as  shown  in  Fig.  6. 

A  travelling  gantry  moves  on  tracks  up  and  down  the 
face  of  the  dock  and  the  ore  is  transferred  by  means  of  a 
tripper  on  to  the  gantry.  The  tripper  travels  with  the  gantry 
and  both  are  electrically  operated. 

The  gantry,  itself,  simply  consists  of  an  incline  belt  con- 
veyor mounted  on  a  movable  structure.  The  ore  is  con- 
veyed to  a  chute  directly  over  the  centre  of  the  ship's 
hatch,  through  which  it  is  fed  into  the  vessels's  hold.  When 
the  required  amount  is  fed  into  any  individual  hatch,  the 


gantry,  together  with  the  tripper,  then  moves  to  the  next 
hatch.  During  this  move  the  ore  feed  is  shut  off  at  the  tunnel. 
The  average  time  consumed  in  moving  from  one  hatch  to 
another  is  about  two  minutes. 

The  whole  belt  system  is  controlled  from  the  operator's 
cabin  on  the  gantry.  The  belts  operate  with  time  relay 
switches.  The  gantry  belt  starts  first,  followed  in  15  seconds 
by  the  dock  belt,  which  in  turn  is  followed,  at  the  same  time 
intervals,  by  the  cross  belt  and  the  tunnel  belt.  The  belts 
are  stopped  in  the  reverse  order. 

The  belts  are  all  the  same  size  but  travel  at  different 
rates  of  speed.  The  slowest  speed  is  used  in  the  tunnel  and 
each  succeeding  belt  runs  a  little  faster  with  the  highest 
speed  obtained  with  the  gantry  belt.  The  tunnel  belt  travels 
580  ft.  per  minute  and  the  gantry  belt  610  ft.  per  minute. 

This  system  eliminates  the  possibility  of  an  excess  of  ore 
piling  up  at  any  point  along  the  system.  The  tunnel  belt 
can  be  instantly  stopped  by  the  loading  operator  in  the 
tunnel,  should  occasion  arise,  but  no  other  belt  can  be 
stopped  unless  the  one  immediately  behind  it  has  ceased 
operation.  As  12  cubic  feet  of  ore  per  second  is  handled  on 
the  belts,  the  reason  for  such  precautions  becomes  obvious. 
The  tunnel,  cross  and  gantry  belts  are  each  driven  by 
75  hp.  motors.  The  belt  along  the  face  of  the  dock  is  driven 
by  two  75  hp.  motors.  The  gantry  is  moved  along  its  track 
by  a  15  hp.  motor  and  the  boom  carrying  the  belt  over  the 
vessel's  hatch  is  raised  and  lowered  by  a  7^  hp.  motor. 
The  loading  hopper  in  the  tunnel  is  operated  by  a  3  hp. 
motor.  The  air  in  the  tunnel  is  kept  clear  by  an  exhaust  fan 
driven  by  a  25  hp.  motor. 

All  of  the  belts  are  flood-lighted  as  loading  is  done  both 
by  day  and  night. 

At  the  close  of  navigation  for  1940,  471,000  tons  had  been 
loaded  through  these  facilities.  The  whole  system  has 
operated  very  smoothly  and  efficiently.  It  has  been  dem- 
onstrated that  the  belts,  when  in  operation,  can  handle 
2,400  gross  tons  per  hour  or  19  cubic  feet  per  second.  In- 
cluding all  delays,  an  average  boat  can  be  loaded  in  five 
hours  and  during  the  season  of  navigation,  200  days,  this 
installation  can  handle  from  one  to  one  and  a  half  million 
gross  tons  of  ore. 

The  Helen  or  Algoma  sinter  as  it  is  called,  is  a  highly 
desirable  iron  ore  and  goes  into  the  markets  of  both  Canada 
and  the  United  States.  It  has  good  structure  and  has 
sufficient  lime  to  make  it  self  fluxing.  Sulphur  is  practically 
eliminated.  Phosphorus  is  low  and  the  sinter  contains  3  per 
cent  manganese. 

How  well  the  sinter  came  up  to  the  standards  set  before 
the  plant  was  constructed,  is  shown  by  the  average  analysis 
of  the  whole  1940  production: 

Fe  52.90%;  P  0.024%;  SiO,  7.7%;  Mn  2.99%; 
Alumina  1.86%;  CaO  3.45%;  MgO  7.78%;  S  0.040%. 

This  result  reflects  great  credit  on  Mr.  Kaeding  and  his 
associates  who  designed  the  plant  and  on  Mr.  Kidder  and 
his  staff  who  carry  on  the  operation  and  who  successfully 
overcame  the  many  difficulties  that  arise  in  developing  any 
new  process  of  this  kind. 


434 


September,  1941     THE  ENGINEERING  JOURNAL 


TREATMENT  OF  BOILER  FEEDWATER  BY  CARBONACEOUS 

ZEOLITE  SOFTENER 


NICHOLAS  FODOR 

Engineer,  Toronto,  Ontario 


SUMMARY  —  This  paper  describes  the  introduction  into 
Canada  of  carbonaceous  zeolite  water  softening  which  works 
on  the  combination  of  hydrogen  and  sodium  cycle.  It  also 
gives  the  results  of  the  first  year's  operation. 

In  1939,  the  Goodyear  Tire  and  Rubber  Company  of 
Canada,  New  Toronto,  installed  a  new  high  pressure  boiler 
and  turbine.  Great  care  was  given  to  the  selection  of  the 
water  softener  equipment.  The  high  speed  turbine  required 
entirely  clean  steam,  free  from  carry-over.  The  boiler 
manufacturer  permitted  only  1,300  ppm.*  total  solids  in 
the  boiler  water  for  a  guaranteed  carry-over  of  not  more 
than  1  ppm.  This  involved  excessive  blow-down  unless  the 
total  solid  content  of  the  raw  water  could  be  reduced  to  a 
fairly  low  value.  Furthermore  the  decision  to  use  a 
closed  tubular  feedwater  heater  and  desuperheaters  per- 
mitted only  a  very  low  hardness  in  the  feedwater.  The 
water  softener  had  to  produce  makeup  water  of  such  quality 
that  the  boiler  would  be  entirely  free  from  scale,  corrosion 
and  embrittlement.  Of  course,  it  was  desired  to  operate  the 
equipment  at  the  lowest  possible  cost  and  with  the  maximum 
amount  of  safety. 

In  this  plant  the  water  softener  has  to  supply  makeup 
water  for  a  boiler  with  90,000  lb.  per  hr.  continuous  output, 
at  a  pressure  of  665  lb.  per  sq.  in.  and  a  temperature  of 
650  deg.  F.  The  maximum  makeup  water  requirement  is 
50,000  lb.  per  hr.  The  water,  drawn  from  Lake  Ontario  and 
pumped  first  into  a  large  concrete  cistern  in  the  plant,  is  of 
a  fairly  uniform  quality,  except  that  in  springtime,  freshets 
bring  a  comparatively  high  amount  of  suspended  matter. 
An  average  analysis  is  given  in  Table  I. 

Table  I 

Average  Analysis  of  Raw  Lake  Ontario  Water 


Hydroxide 

Carbonate 

Bicarbonate 

Sulphate 

Chloride 

Silica 

Calcium 

Magnesium 

Sodium 

Alkalinity  to  M.O. 


00 
95 


ppm.  epm. 

(OH).. 0.0  0.00 

(C03) 0.0  0 

(HC03) 119.0  1 

(S04) 23.0  0.48 

(CI) 16.0  0.44 

(Si02) 5.2  0.17 

(Ca) 31.8  1.54 

(Mg) 5.6  0.48 

(Na)  calc 26.4  0.85 

(CaC03) 100.0 


Total  Solids 175.0 

Total  hardness  as  Ca  C03 100.0 

Calcium  hardness        (Ca  C03) 79 . 0 

Magnesium  hardness  (Ca  C03) 21 .0 

pH 7.6 

To  soften  this  water  only  the  hot-lime-soda  and  the  car- 
bonaceous zeolite  softener  were  given  consideration.  The 
straight  zeolite  softener,  working  only  on  the  sodium  cycle, 
was  not  considered  because  this  merely  exchanges  the 
calcium  and  magnesium  ion  for  sodium,  without  reducing 
the  total  solids  content  of  the  water.  It  was  estimated  that 
with  the  hot-lime-soda  softener  the  hardness  in  the  effluent 
would  be  17  ppm.  as  Ca  CO3  and  the  total  solids  about  145 
ppm.  Furthermore  0.80  lb.  quicklime  and  0.45  lb.  soda  ash 
would  be  necessary  for  1,000  gallons***  of  raw  water. 

The  carbonaceous  zeolite  softener  was  stated  to  give  2-3 
ppm.  hardness  as  Ca  C03  in  the  effluent  and  a  total  solid  of 
100  ppm.,  while  using  0.88  lb.  sulphuric  acid  and  2.05  lb. 
sodium  chloride  per  1,000  gals,  of  raw  water. 

*ppm.  =parts  per  million.     **epm.  =  equivalent  per  million. 
***A11  gallons  mentioned  are  U.S.  gallons.  To  change  to  106  lb. 
multiply  by  120. 


The  condition  required  to  be  maintained  in  the  boiler 
water  was  set  at  1,300  ppm.  total  solids,  86  ppm.  trisodium 
phosphate,  160  ppm.  sodium  hydroxide  and  proportionately 
706  ppm.  sodium  sulphate.  From  the  above  mentioned  data 
the  carbonaceous  zeolite  softener  seemed  to  be  the  most 
economical  and  was  finally  chosen.  The  possibility  of 
keeping  the  tubular  heaters  indefinitely  free  of  scale  was 
another  reason  for  this  selection. 

Operating  Principles  and  Description  of  the 
Carbonaceous  Zeolite  Softener 

The  softener  consists  of  two  elements,  one  working  on  the 
sodium  cycle  with  common  salt  regeneration,  and  the  other 
working  on  the  hydrogen  cycle  with  sulphuric  acid  regenera- 
tion. The  chemical  equations  of  these  cycles  are  the  fol- 
lowing : — 

Sodium  cycle 

I.  Softening 

L  }   (Mg)    (HC03)2+(Na2Z)->^ag))  Z+2  Na  H  C03 


Soriysvmnav  Tiwx 


Fig.  1. 

la.)  (Na2)  (HC03)2+(Na2Z)->(Na2)  Z+Na2  (HC03)2 

No  reaction. 


2.  )  (Ca) 
(Mg) 


(SO*)      +(Na2Z)- 


(Ca) 
(Mg) 


Z+Na2  S04 


2a.)   (Na2)   (S04)       +  (Na,Z)-*»  (Na2)  Z+Na2  S04 

No  reaction. 

3'  }   (Mi),  (C1)         +(Na2)Z->  [^  Z+2  Na  CI 


3a.)  2  Na  CI 


4.  )   (Ca) 
(Mg)Z 

Hydrogen  Cycle 


+  (Na2)Z->  Na2     Z+2  Na  CI 

No  reaction. 

II.  Regeneration 

+  2  Na  Cl->  Na2  Z+  (m^CI 


I.  Softening 


5.)  (Ca)  (Ca) 

(Mg)  (HC03)2+H2  Z-KMg)  Z+2  H2  C03 
(Na,)  (Na,) 

6.)   (Ca)  (Ca) 

(Mg)  (S04)       +H2Z-KMg)+H2S04 
(Na,)  (Na,) 


THE  ENGINEERING  JOURNAL     September,  1941 


435 


7.)  (Ca) 

(Mg)  Cl2 
(Na2) 


(Ca) 
+H2Z-*(Mg)  Z  +  2  H[C1 
(Na2) 

II.  Regeneration 


(Ca) 
►H2  Z  +  (Mg)  S04 
(Na2) 


8.)  (Ca) 

(Mg)  Z  +H2  S04 

(Na2) 

The  sodium  cycle  converts  all  the  Ca  and  M  g  salts  into 
the  corresponding  Na  salts  following  equations  1,  2  and  3. 
The  hydrogen  cycle,  following  equation  5,  converts  all  the 
bicarbonates  into  carbonic  acid  which  easily  breaks  down 
to  water  and  carbon  dioxide  following  the  equation  H2 
C03  =  H2  0-fC02.  The  sulphates  and  chlorides  will  be 
changed  to  sulphuric  acid  and  hydrochloric  acid  respect- 
ively following  equations  6  and  7. 

The  effluent  of  both  cycles  is  mixed,  giving  the  following 
chemical  reactions: — 

From  1,  la  and  5: 

9.)  2  Na  HCO3+2  H2  C03  =  Na2  C03+H2  C03+2  H20+ 
2  C02  =  Na2  C03+H20+C02  =  2  H20+2  C02. 

From  2,  2a,  6  and  9: 

10.)  Na2  S04+H2  S04+Na2  C03  =  Na2  S04+Na2  S04+ 
H2  C03  =  2  Na2  S04+H2  0+C02. 

From  3,  3a,  7  and  9: 

11.)  2Na  Cl+2HC1+Na2  C03  =  2Na  Cl+H2  C03 
=  2NaCl+H2  0+C02. 

PPM 


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Fig.  2. 

All  the  C02  can  be  easily  removed  by  a  mechanical 
blower.  The  net  result  in  the  effluent  from  9,  10  and  11  is: 
Na2  C03+Na2  S04+Na  CI. 

The  Na2  C03  from  9  is  used  to  neutralize  the  H2  S04  and 
HC1  in  8  and  9,  so  that  by  changing  the  amount  of  Na2 
C03  any  desired  Na2  C03  can  be  obtained  in  the  effluent; 
if  necessary,  the  effluent  can  be  rendered  neutral. 

The  arrangement  of  the  apparatus  and  the  working 
principle  of  the  softener  is  shown  diagrammatically  in 
Fig.  1. 

It  is  believed  that  a  zeolite  bed  does  not  work  effectively 
with  water  of  higher  turbidity  than  10  ppm.  Although  the 
Lake  Ontario  water  very  seldom  contains  so  much  turbidity, 
precautions  have  been  taken  to  prevent  plugging  of  the 
zeolite  beds  from  this  cause. 

The  Lake  Ontario  water,  which  is  stored  in  the  large 
cistern  in  the  yard  of  the  plant,  passes  through  a  heat 
exchanger  which  utilizes  the  heat  of  the  blow-down  water. 
Then  it  enters  the  sedimentation  tank,  which  is  located 
overhead  to  provide  the  necessary  continuous  head  above 
the  softener  and  to  make  overloading  of  the  softening  beds 
impossible.  In  front  of  the  sedimentation  tank  are  located 
two  cast  iron  chemical  feed  tanks.  In  case  of  excessive 
turbidity  aluminum  sulphate  can  be  fed  from  one  of  the 
cast  iron  tanks  for  good  flocculation.  It  was  estimated  that 
about  2  grains  per  gal.  feeding  would  be  necessary.  Should 
the  pH  value  become  too  low,  soda  ash  or  some  other 
alkaline  could  be  fed  from  the  second  tank  to  maintain  a 
pH  value  of  6.5  to  6.8  for  best  coagulation. 

After  the  water  has  been  properly  agitated  and  coagulated 
in  the  sedimentation  tank,  it  passes  to  an  anthrafilt  pressure 


filter.  This  filter  is  backwashed  at  every  regeneration  of  the 
softener  or  when  the  pressure  drop  becomes  excessive.  This 
drop  in  pressure  has  never  occurred  while  the  sedimentation 
tank  is  working  properly. 

The  softener  itself  consists  of  two  vertical  shells  placed 
close  together.  The  water  coming  from  the  filter  is  divided 
into  two  parts.  One  part  goes  to  one  of  the  shells,  the  hydro- 
gen softener,  which  is  regenerated  by  sulphuric  acid.  This 
shell  and  all  the  effluent  piping,  including  some  of  the  valves, 
are  rubber  lined.  Nearby  are  the  concentrated  acid  measur- 
ing tank  and  the  dilution  tank.  Both  are  lead  lined.  The 
rest  of  the  water  passes  to  the  second  shell,  the  sodium 
softener,  which  is  regenerated  by  common  salt.  Near  this  a 
brine  preparation  tank  is  provided. 

In  the  shells  are  the  softening  beds.  The  carbonaceous 
zeolite  is  a  finely  screened  bituminous  coal  treated  with 
strong  acids,  made  entirely  acid-resisting.  The  exchange 
capacity  on  the  sodium  cycle  has  been  found  to  be  6,000 
grains  per  cu.  ft.  hardness  removal,  and  on  the  hydrogen 
cycle  about  14,000  grains  per  cu.  ft.  cation  removal. 

The  effluent  of  both  softeners  is  mixed  in  a  simple  tee 
and  is  discharged  through  a  pilot  water-operated  diaphragm 
valve  into  a  wooden  spray  type  decarbonator,  where  the 
air-counterflow  mechanically  expels  the  carbon  dioxide 
which  is  formed  in  the  hydrogen  softener. 

From  the  decarbonator  the  soft,  slightly  alkaline  water 
discharges  by  gravity  into  a  hotwell  where  it  is  mixed  with 
the  condensate  return  of  the  factory.  The  water  level  in  the 
hotwell  is  kept  constant  by  a  float  box  which  actuates  a 
solenoid  valve  which  in  turn  closes  and  opens  the  pilot 
water  line  of  the  main  valve  ahead  of  the  decarbonator  and 
this  starts  and  stops  the  softener. 

The  water  is  then  lifted  by  a  booster  pump  to  a  deaerator 
of  the  atomizer  type  from  which  it  is  drawn  by  boiler  feed 
pump. 

Th'  addition  of  sodium  hexametaphosphate  and  sodium 
sulphite  takes  care  of  the  least  traces  of  residual  hardness 
and  oxygen.  This  reagent  is  fed  by  a  variable  stroke  feed 
pump  straight  into  the  steam  drum. 

Operation  Results 

Figures  2,  3  and  4  illustrate  a  normal  run  of  the  softener. 
The  H2  Z  softener,  as  indicated  in  Fig.  2,  starts  the  run  at 
45  ppm.  mineral  acidity  which  is  equal  to  the  theoretical 
which  could  be  formed  by  having  the  chloride  and  sulphate 
content  according  to  the  average  water  analysis.  This  '  ^ps 
after  about  5,000  gals,  of  water  pass  through  the  sc  .^ner, 
and  during  the  bulk  of  the  run  remains  about  88  per  cent 
of  the  theoretical  mineral  acidity.  At  the  end  of  the  run, 
when  the  softener  becomes  exhausted,  the  acidity  starts  to 
drop  and  finally  it  goes  over  to  alkalinity.  The  hardness  of 
the  effluent  still  remains  low.  The  reason  for  this  is  that  the 
bed  has  a  tendency  to  be  regenerated  by  the  sodium  ion  of 
the  raw  water,  and  this  sodium  ion  placed  on  the  bed  coun- 
teracts the  hydrogen  ion  exchange  to  a  certain  degree  in 
forming  the  mineral  acidity.  The  same  sodium  ion  collected 
on  the  bed  during  the  run  in  exchange  of  the  hydrogen  ion 
makes  it  possible  for  the  bed,  even  after  the  hydrogen  ion 
is  all  exchanged,  to  remove  all  the  Ca  and  Mg  of  the  water 
and  simply  work  as  a  Na2  Z  softener  until  entirely  exhausted 
In  practice,  the  softener  is  taken  out  of  service  and  regener- 
ated as  soon  as  the  acidity  drops,  as  this  would  upset  the 
alkalinity  balance  of  the  whole  set-up. 

The  Na2  Z  softener,  as  indicated  in  Fig.  3,  starts  the  run 
as  soon  as  the  hardness  is  sufficiently  low.  The  curve  of  the 
alkalinity  to  methyl  orange  indicates  that  the  regeneration 
of  the  bed  with  the  Na  ion  of  the  raw  water  also  exists  in 
this  cycle.  The  drop  of  alkalinity  at  the  end  shows  that  the 
bed,  having  exhausted  the  Na  of  the  regeneration  fluid, 
takes  up  the  Na  of  the  raw  water.  The  relatively 
high  CI  content  at  the  start  of  the  run  is  noticeable, 
but  this  is  not  considered  serious  when  extended  over 
the  whole  of  the  run. 


436 


September,  1941    THE  ENGINEERING  JOURNAL 


It  is  of  interest  to  note  that  the  hardness  removal  is 
decidedly  better  on  the  H2Z  than  on  the  Na2Z  cycle. 

Figure  4  shows  the  results.  It  is  evident  that  the  higher 
alkalinity  and  the  congruent  higher  acidity  of  the  two 
cycles  are  of  advantage  in  forming  an  even  alkalinity  of  the 
blended  effluent. 

According  to  experience,  Lake  Ontario  water  does  not 
change  very  much  regarding  dissolved  solids.  The  water 
only  becomes  turbid  in  spring  and  at  that  time  the  pre- 
treatment    already    described    may    be    necessary.    The 

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Fig.  3. 

stability  of  the  water  makes  it  possible  to  use  almost  the 
same  blending  proportion  throughout  the  year.  If  necessary 
the  proportions  can  easily  be  computed  by  the  formula: 

t>         *  tU7    ffl       +  Alk.  inf.— Alk.  blended 

Percentage  of  H2Z  effluent  =  100  -ry. — r- » .    .  ... 

&  Alk.  inf. — Acidity 

Alk.  inf.         =  Alkalinity  to  methyl  orange  in  influent  water 

Alk.  blended  =  Alkalinity  to  methyl  orange  in  blended  water 

Acidity  =Free  mineral  acidity  actually  measured  on 

the  H2Z  cycle. 

In  practice  the  titration  of  the  effluent  for  methyl  orange 
alkalinity  directs  the  blending. 

In  the  present  case  it  is  a  practice  for  the  boiler  water 
alkalinity  and  concentration  to  be  regulated  by  the  amount 
of  blow-down.  The  blending  of  the  make-up  water  makes  it 
possible  for  the  ratio  between  sodium  carbonate  alkalinity 
and  sodium  sulphate  to  be  maintained  according  to  the 
A.S.M.E.  ratio  without  feeding  sodium  sulphate.  The 
danger  of  caustic  embrittlement  is  low,  owing  to  the  welded 
design  of  the  boiler  drums  and  the  character  of  the  raw 
water. 

According  to  the  figures,  one  softener  run  produces  about 
45,000  gals,  on  the  H2Z  and  32,000  gals,  on  the  Na2Z  cycle. 
The  daily  consumption  varies  between  80,000  and  92,000 
gals.  This  means  that  the  softener  should  be  regenerated 
approximately  every  20  hours.  This  operation  takes  two 
hours  and  is  made  by  well-trained  shift-engineers.  The  first 
step  is  the  back-washing  of  the  softener.  During  the  run 
there  is  a  downward  flow,  but  during  the  backwashing  the 
flow  direction  is  reversed,  the  upward  flow  then  loosens  all 
the  particles  of  the  bed  and  removes  the  collected  dirt. 
The  rate  of  flow  at  backwashing  is  4  gals,  per  sq.  ft.  per  min., 
which  is  determined  by  the  danger  of  raising  the  bed  and 
washing  the  zeolite  out  of  the  tank.  The  duration  of  the 
backwashing  is  5  to  10  minutes. 

After  backwashing,  the  softener  is  regenerated  by  intro- 
ducing the  acid  (or  salt,  as  the  case  may  be)  to  the  beds. 
The  concentrated  sulphuric  acid  is  diluted  to  10  per  cent 
by  weight  in  a  lead-lined  dilution  tank.  It  then  passes  to 
the  bed  through  an  eductor  where  a  further  dilution  to 
one  per  cent  takes  place.  The  brine  is  prepared  in  a  similar 


manner  in  a  tank  and  is  an  approximately  saturated  solu- 
tion =  (26  per  cent) .  It  is  drawn  from  this  tank  through  a 
sand  filter  to  the  bed  through  an  eductor  where  a  further 
dilution  to  4  per  cent  takes  place.  The  regeneration  is  made 
at  a  flow  of  2  gals,  per  sq.  ft.  per  min.  and  takes  45  minutes 
on  the  H2Z  cycle  and  28  minutes  on  the  Na2Z  cycle.  During 
that  time  the  bed  is  completely  immersed  in  the  regenerat- 
ing liquid. 

After  regeneration  is  finished,  the  calcium,  magnesium 
and  sodium,  the  excessive  acid,  as  well  as  all  the  sulphates, 
the  excessive  brine  and  all  the  chlorides  are  rinsed  out  of 
the  beds  at  a  flow  of  5  gals,  per  sq.  ft.  per  min.  The  rinsing 
takes  25-30  minutes  on  the  H2Z  cycle  and  45-50  minutes  on 
the  Na2Z  cycle. 

The  softener  is  completely  regenerated  in  two  hours. 
During  this  time  the  make-up  water  is  taken  from  a  con- 
crete storage  tank  which  has  ample  storage  capacity  for  2>l/2 
hours'  supply.  The  filter  which  is  near  the  softener  is  usually 
backwashed  at  the  same  time.  The  softener  is  then  put  into 
operation  again.  At  present  it  works  at  a  flow  of  5  gals,  per 
sq.  ft.  per  min. 

The  softening  capacity  is  apparently  greater  if  the  beds 
are  working  intermittently.  Therefore,  the  softener  runs  at 
a  rate  of  about  6,000  gals,  per  hour  for  ten  minutes,  then  the 
high  water  level  in  the  storage  well  stops  it  and  the  following 
low  water  level  starts  it  up  again.  Over  the  week-end  the 
standing  time  is  increased  and  also  the  softening  capacity. 

During  the  run  the  softener  does  not  need  any  special 
attention.  The  shift-engineer  makes  only  one  complete  check 
on  the  water  during  the  shift.  The  end  of  the  run  is  indicated 
by  large  hands  on  the  meters  and  by  an  alarm  light. 

The  softener  performs  three  functions  during  the  run.  As 
illustrated  in  the  above  figures,  it  reduces  the  hardness  from 
100  to  3  ppm.  in  terms  of  Ca  CO3.  This  assures  an  entirely 
scale-free  boiler  feedwater  which  also  does  not  produce  any 
deposits  in  the  high  temperature  tubular  heaters  at  330 
deg.  F.  It  also  reduces  the  alkalinity  of  the  raw  water  from 
100  to  17  ppm.  in  terms  of  Na2C03.  This  assures  a  very  low 
C02  content  in  the  steam,  which  is  of  great  importance  in 
case  of  dry  steam  to  prevent  the  condensate  being  too  low 
in  pH  value.  The  softener  also  reduces  the  total  solid  con- 
tent of  the  treated  water  from  180  to  100  ppm.  which  makes 
a  low  blow-down  possible  effects  considerable  saving. 

The  pH  value  of  the  raw  water  is  7.6.  That  of  the  H2Z 
softener  is  around  3.0,  and  the  Na2Z  softener  is  around  8.0. 
The  blended  effluent  after  the  decarbonator  is  usually 
7.0-7.2.  The  softened  water  and  condensate  mixture  have  a 


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Fig.  4. 

pH  of  6.8-6.9.  Then  the  water  enters  the  deaerator  heater 
which  has  an  excellent  pH  raising  effect,  having  an  average 
feedwater  of  pH  =  8.2  to  8.3  at  a  methyl  orange  alkalinity 
of  10-12  ppm.  as  Na2C03  and  an  02  content  of  less  than 
.03  cc.  per  litre. 

It  should  be  mentioned  that  there  is  no  removal  of  silica 
in  this  water  conditioning.  The  silica  content  of  the  raw 
water  is  low,  and  all  analyses  of  the  deposits  taken  at 
frequent  boiler  inspections  show  no  appreciable  silica  accu- 
mulation. The  reason  for  this  is  that  the  very  low  calcium 
content  of  the  softened  water  combines  more  readily  with 


THE  ENGINEERING  JOURNAL    September,  1941 


437 


Fig.    5 — A   view   of   the   carbonaceous   zeolite   water   softening 
equipment  at  the  Goodyear  plant,  New  Toronto. 

the  continuously  maintained  50  ppm.  of  P04  in  the  boiler 
salines  than  with  the  silica.  The  small  silica  content  in  the 
deposits  is  largely  combined  with  magnesium  or  iron  which 
are  substances  generally  used  to  remove  silica  in  floc- 
culent  form. 

The  water  softening  helps  keep  the  boiler  and  all  parts 
connected  with  the  feed  water  in  the  best  condition.  This 
was  checked  quite  frequently  in  the  first  year,  and  it  can  be 
stated  that  the  boiler  and  all  the  heaters  were  found  to  be  in 
first  class  condition.  No  corrosion,  no  scale  and  no  tube 
losses  occurred.  Further,  there  was  no  shutdown  or  hind- 
rance on  account  of  failure  of  the  water  softening. 

The  only  difficulties  encountered  were  of  mechanical 
character,  and  were  mainly  on  the  H2Z  softener.  The 
softener  itself  and  also  a  part  of  the  valves  are  rubber  lined. 
This  seems  to  give  full  protection  by  saving  wear  of  the 
parts.  The  automatic  valves,  made  of  copper  alloys,  suffered 
from  the  acid  water,  and  will  be  replaced  by  better  acid- 
resisting  materials. 

It  was  found  that  the  feed  water  had  higher  hardness  than 
the  softened  water  and  condensate.  The  reason  was  that 
the  storage  tank  was  of  concrete  and  particles  dissolved  due 
to  the  high  temperature  of  the  condensate.  It  is  proposed  to 
apply  rubber  lining  to  the  concrete  storage  tank,  which 
would  be  of  great  benefit  and  unique  in  this  line. 

Cost  of  Treatment 

During  the  run  from  which  the  above  figures  have  been 
taken,  34,000  gals.  Na2Z  and  46,000  gals.  H2Z  softened 
effluent  were  supplied  to  the  boiler.  For  this  amount  of 
water  the  regeneration  needed  70  lb.  of  concentrated  sul- 
phuric acid  H2  S04  and  120  lb.  of  sodium  chloride  Na  CI. 
At  the  same  time  the  raw  water  hardness  was  6.8  grain 
per  gal.  as  Ca  C03.  The  price  of  Na  CI  is  $0.55  per  100  lb. 
and  of  the  H2  S04  $0.92  per  100  lb.  f.o.b.  plant.  The  cost  of 
these  reagents  was  therefore  70  x  0.92  =  64.5c.  and  120  x 
0.55  =  66c.  or  a  total  of  130.5c.  for  80,000  gals.  The  wash- 
water  requirement  was  7,350  gals,  per  regeneration.  The 
plant  costs  are  2.65c.  per  1,000  gals.  Thus  the  cost  of  wash- 
water  was  7.35  x  2.65  =  19.5c.  per  regeneration.  Therefore, 


the  total  cost  was  130.5  +  19.5  =  150c.  per  80,000  gals,  or 
1.87c.  per  1,000  gals.  This  is  an  average  monthly  figure. 

The  true  comparison  of  costs  requires  that  all  the  other 
costs  involved  should  be  taken  into  consideration,  and  also 
the  loss  in  the  blow-down  water. 

On  the  average  the  softener  described  reduces  the  total 
solids  to  110  ppm.,  which  requires  a  blow-down  of  9  per 
cent  of  make-up  for  1,300  ppm.  total  solids. 

This  blowdown  makes  the  softening  costs  finally  up  to 
2.08c.  per  1,000  gals. 

In  the  present  case  there  is  no  need,  as  above  explained, 
for  sodium  sulphate  feeding. 

For  the  final  treatment  the  plant  uses  sodium  hexameta- 
phosphate  Na  P03  to  carry  an  excess  of  50  ppm.  P04  in 
the  boiler  salines.  At  a  phosphate  price  of  18.6c.  per  lb.  this 
actually  means  0.85c.  per  1,000  gals,  including  the  loss  in 
blowdown,  making  a  total  of  2.08 +  0.85  =  2.93c.  per 
1,000  gals. 

The  chemical  costs  of  a  hot-lime-soda  softener  of  the  usual 
design  for  17  ppm.  hardness  in  the  effluent  and  at  a  price  of 
0.6c.  per  lb.  for  quicklime  and  2c.  per  lb.  for  soda-ash,  may 
be  estimated  at  1.38  per  1,000  gals. 

The  hot-lime-soda  softener  requires  sodium  sulphate 
feeding,  at  the  rate  of  0.53  lb.  per  1,000  gals.  @  2.75c.  per 
lb.  =  1.46c.  per  1,000  gals.  The  phosphate  required  for  the 
final  treatment  may  be  estimated  at  0.154  lb.  per  1,000  gals. 
(g),  18.6c.  per  lb.  =  2.86c.  per  1,000  gals.,  making  the  total  of 
chemical  costs  amount  to  1.38+1. 46+2.86  =  5.70c.  The 
blowdown  can  be  estimated  at  14.5  per  cent  and  that  gives  a 
final  amount  of  6.52c.  per  1,000  gals. 

It  should  be  noted  that  the  costs  of  the  zeolite  treatment 
are  taken  from  the  actual  monthly  average  costs,  and  they 
are  above  the  amount  theoretically  required,  but  below  the 
costs  guaranteed  by  the  manufacturer. 

This  proves  the  economy  of  the  system  adopted,  but  it 
must  be  remembered  that  each  case  needs  special  consider- 
ation. In  the  present  case  the  first  costs  of  the  two  systems 
were  close  to  each  other.  With  greater  hardness  at  the  same 
flowrate,  the  cost  would  change  in  favour  of  the  hot-lime- 
soda  softener.  The  operation  costs  in  case  of  turbid  water 
also  increase  considerably.  (This  item  has  been  neglected 
here  because  the  plant  needs  treatment  for  turbidity  only 
for  two  months  per  year).  The  above  figures  indicate  that 
the  lime  treatment  is  very  cheap  for  temporary  hardness 
removal.  The  present  tendency  in  the  case  of  larger  units 
is  to  use  a  cold  lime  softener  in  an  improved  form,  combined 
with  zeolite  or  sodium  and  hydrogen  zeolite. 

Recently  there  has  been  a  further  remarkable  improve- 
ment in  zeolite  water  softeners.  By  adding  a  further  unit 
regenerated  with  caustic  soda  or  soda  ash  an  effluent  can  be 
obtained  which  is  almost  equivalent  to  distilled  water. 

It  can  be  stated  that  in  this  case  the  carbonaceous  zeolite 
water  softener  equipment  fulfilled  the  expectations  in  all 
chemical  and  economical  lines. 

The  decision  on  the  choice  of  equipment  was  made  by 
Mr.  C.  R.  Smith,  Mechanical  Engineer,  New  Toronto,  and 
Mr.  J.  C.  Hergert,  Steam  Engineer  of  the  Goodyear  Plant, 
Akron,  Ohio.  The  water  softener  was  built  by  the  Canadian 
Allis  Chalmers,  the  Canadian  representative  of  the  Cochrane 
Corporation,  Philadelphia,  Pa.  The  water  conditioning  is 
under  the  supervision  of  Hall  Laboratories,  Pittsburgh,  Pa. 


438 


September,  1941     THE  ENGINEERING  JOURNAL 


COORDINATION    OF   INDUSTRY   WITH 
ENGINEERING  COLLEGES* 

WALTHER  MATHESIUS 

Vice-President,  United  States  Steel  Corporation  of  Delaware,  U.S.A. 

An  address  delivered  at  the  Sixth  Annual  Meeting  of  the  Allegheny  Section  of  the  Society  for  the  Promotion 
of  Engineering  Education,  Pittsburgh,  Penn.,  on  October  26th,  1910 


The  opportunity  to  appear  before  this  group  of  dis- 
tinguished educators  is  an  honour  for  which  I  am  grateful, 
and  I  appreciate  this  chance  to  present  to  you  some  of 
my  views  on  engineering  education  and  its  relation  to  in- 
dustry. It  has  been  my  good  fortune  and  pleasure  over 
the  years  to  meet  some  of  you  individually  and  in  groups 
such  as  this  and  I  have  always  gained  from  these  gather- 
ings a  better  appreciation  of  your  aims  and  a  stronger  desire 
to  assist  in  the  pursuit  of  our  common  objective  as  far  as 
my  ability  permits  me  to  do  so.  I  trust  you  will  not  object 
when  I  ask  you  to  receive  my  statements  as  representing 
only  an  individual  viewpoint,  rather  than  that  of  industry, 
and  to  accept  my  remarks  as  the  observations  of  one  who 
during  his  years  of  service  in  the  operating  phases  of  the 
steel  business  has  always  tried  to  keep  alive  his  curiosity 
and  interest  in  the  world  at  large  and  particularly  in  the 
relationships  which  do  and  should  exist  between  his  field 
and  engineering  colleges. 

This  interest,  if  I  may  suggest,  is  not  merely  academic 
with  me,  since  the  training  of  younger  and  better  executives 
is  an  urgent  requirement  of  modern  industrial  enterprise; 
and  besides  I  have  two  sons  to  whom  a  solution  of  this 
problem  is  of  prime  importance.  Renewed  discussion  be- 
comes timely  due  to  the  growing  needs  of  industry  for 
qualified  graduate  engineers,  and  due  to  the  constantly  in- 
creasing load  of  manifold  responsibilities  facing  them  in 
the  service  of  industry. 

As  I  view  the  title  of  my  assignment:  "Co  ordination  of 
Industry  with  Engineering  Colleges,"  I  am  frank  to  admit 
that  my  definition  of  co-ordination  may  not  necessarily  be 
the  most  precise.  As  I  conceive  it,  it  presupposes  the  exist- 
ence of  one  or  more  problems  of  common  concern  and  this, 
in  turn,  leads  to  the  finding  that  such  co-ordination  logic- 
ally implies  mutual  aims  and  interests.  Certainly,  industry 
owes  much  of  its  progress  to  the  technological  advances 
which  have  resulted  from  the  skill  of  your  engineering 
graduates  to  apply  in  practice  the  scientific  facts  and  the 
knowledge  which  you  taught  them,  and  industry  is  happy 
to  acknowledge  this  debt.  Since  engineering  colleges,  on 
the  other  hand,  exist  largely  because  of  the  demand  for 
their  graduate  students  by  industry,  they  should  currently 
be  conversant  with  industry's  requirements  and  be  prepared 
to  meet  them. 

It  is  not  my  intention  to  discuss  any  specific  technical 
or  engineering  course,  or  its  adequacy  for  fulfilling  the  ex- 
pectations of  a  particular  industrial  field,  but  rather  to 
consider  college  education  in  a  broader  sense  which  assumes 
a  scope  substantially  wider  than  the  exact  curriculum  or 
science  itself.  My  viewpoint  is  concerned  with  the  need 
for  more  adequate  training  of  students  at  engineering  col- 
leges in  the  basic  fundamentals  of  knowledge  and  logic,  so 
that  in  later  years  they  may  advance,  creditably  from  a 
strictly  engineering  activity  to  administrative  and  executive 
positions  with  a  maximum  of  advantage  and  continued 
benefit  from  the  teachings  of  their  college  years.  I  find,  in 
my  own  practical  experience,  that  the  effect  of  premature 
specialization  in  studies  for  a  particular  field  often  clings 
to  the  individual  in  business  life  and  tends,  in  numerous 
cases,  severely  to  limit  his  scope  of  usefulness  and  his 
advance  to  positions  of  greater  importance  in  industry. 
Because  engineering  courses  deal  with  exact  sciences  and 

*  Reproduced  by  special  arrangement  with  the  Society  for  the 
Promotion  of  Engineering  Education. 


problems,  it  might  be  assumed  that  the  very  nature  of  his 
early  training  in  these  subjects  would  tend  to  imbue  the 
individual  with  unfailing  logic  and  result  in  the  training 
of  men  with  marked  analytical  powers.  It  has  been  my 
experience,  nevertheless,  that  quite  frequently  the  con- 
trary trend  exists.  While  these  technical  graduates  can 
solve  specifically  assigned  and  difficult  engineering  prob- 
lems, their  trained  engineering  mind  tends  to  focus  nar- 
rowly upon  their  task  in  its  designing,  construction  or  pro- 
duction phases  and  it  fails  to  grasp  the  importance  of 
essential  economic,  sociological  and  other  fundamental  re- 
lationships. Yet,  it  is  frequently  more  important,  in  in- 
dustry, that  the  needs  for  an  improvement  and  its  conse- 
quences, if  made,  be  carefully  and  intelligently  analyzed 
in  their  commercial,  social  and  economic  aspects  rather 
than  that  the  mechanics  of  the  proposal  be  designed  to 
the  highest  degree  of  perfection  and  precision.  The  latter 
task  is  as  a  rule  quite  capably  handled  by  our  graduate 
engineers,  but  apparently  the  former  requirement  is  not 
so  readily  recognized  by  them.  That  this  is  due  to  a  lack 
of  inherent  ability  on  the  part  of  those  engaged  in  the 
engineering  profession  is  not  conceivable  since  the  funda- 
mentals involved  are  certainly  no  more  difficult  to  com- 
prehend than  the  intricacies  of  many  specific  engineering 
problems. 

It  is  obvious  that  engineers  must  be  effective  technolo- 
gists, but  it  is  also  necessary  that  this  profession,  in  order 
that  it  may  render  creditable  services  to  the  interests  of 
the  nation,  be  able  to  recognize  and  analyze  correctly  the 
many  varied  and  complex  economic,  commercial  or  human 
problems  which  beset  the  majority  of  industrial  develop- 
ments today.  The  serious  threats  to  their  very  existence, 
experienced  by  many  branches  of  industry  during  the  lean 
years  of  the  recent  past,  have  demonstrated  forcibly  and 
convincingly  that  it  is  not  enough  to  drive  for  cost  reduc- 
tions and  improved  production  methods,  but  that  syste- 
matic attention  must  of  necessity  be  given  to  public  and 
industrial  relations,  to  personnel  administration  and  to  re- 
search in  these  directions  as  well  as  in  strictly  engineering 
matters.  Since  all  of  these  subjects  must  be  considered  as 
rightfully  belonging  within  the  sphere  of  technological  in- 
fluence, it  is  with  good  logic  that  the  steel  industry  is  now 
taking  a  more  earnest  interest  in  the  activities  of  our  col- 
leges and  in  its  mutual  relationship  and  responsibilities  with 
them,  of  which  I  should  like  to  outline  briefly,  what  appear 
to  me  as  two  important  phases. 

Firstly,  I  submit  that  one  of  the  primary  objectives  of 
our  engineering  schools  is  the  training  of  the  growing  gen- 
erations to  meet  the  future  requirements  of  operation  and 
management  in  industrial  enterprise.  Industry  is,  in  a  sense; 
an  important  customer  for  one  of  the  college's  principal 
products — a  healthy  crop  of  competent  young  engineers 
emerging  annually  from  the  undergraduate  courses.  Obvi- 
ously it  is  desirable  that  there  should  be  agreement  between 
the  colleges  as  producers  and  the  industries  as  the  con- 
sumers concerning  the  specifications  for  this  output,  just 
as  they  form  a  proper  basis  for  dealing  in  the  more  com- 
mercial commodities  of  everyday  business.  My  contention 
is  that  industry's  co-operation  could  go  far  in  aiding  the 
college  faculty  as  well  as  its  students,  if  it  would  frankly 
state  its  conception  of  the  essential  qualifications  for  engi- 
neering graduates,  and  better  still,  if  it  would  develop  this 
conception  by  means  of  a  thorough  and  continuous  analysis 
of  experience  with  its  college  trained  personnel.  While  I 


THE  ENGINEERING  JOURNAL     September,  1941 


439 


am  in  no  way  authorized  and  perhaps  only  partly  qualified 
to  speak  on  behalf  of  the  steel  industry,  I  should  like  to 
present  to  you — as  a  personal  good-will  token — my  own 
idea  of  a  specification  for  engineers  of  college  grade.  It  is 
my  conviction  that  the  essential  objective  of  a  higher  edu- 
cation in  engineering  should  certainly  not  be  the  gradua- 
tion of  specialists,  but  rather  the  building  of  good  citizens, 
equipped  with  fundamental  knowledge,  and  trained  in  logic. 
Completing  his  college  studies  should  not  become  the  end 
of,  but  rather  the  foundation  for  the  young  engineer's  edu- 
cation for  life,  so  that  he  will  step  out  into  the  world  able 
and  eager  to  broaden  his  scope  or,  if  he  should  desire 
later  on  to  do  so,  to  concentrate  on  a  narrower  field,  in 
which  he  might  then  become  a  specialist  and  expert 
by  choice  and  experience  and  not  because  of  educational 
limitations. 

I  should  like  to  urge  my  colleagues  in  the  steel  industry 
and  my  friends  on  the  college  faculties  that  they  add  their 
own  statements  of  experience  and  recommendation  to  mine, 
in  support  or  in  rebuttal;  and  I  suggest  that  these  state- 
ments be  submitted  for  the  consideration  of  those  who 
must  plan  and  direct  the  curricula  for  our  future  engineers 
and  managers.  I  am  confident  that  co-operation  of  this 
kind  will  be  welcome  and  helpful  to  industry,  the  colleges 
and  the  students. 

It  is  obvious  that  under  an  educational  programme  such 
as  I  have  attempted  to  describe,  our  technical  colleges  could 
not  be  expected  to  supply  from  its  graduating  classes  to 
industry  engineers  so  completely  and  so  thoroughly  pre- 
pared as  to  fit  them  at  once  for  responsible  positions  which 
usually  require  not  only  experience  and  skill  but  a  sub- 
stantial amount  of  further  study  whereby  to  develop  pro- 
ficiency in  one  or  more  specific  fields.  This  is  of  course 
primarily  a  task  which  the  young  engineer  must  undertake 
on  his  own  responsibility  and  for  which  he  will  be  well 
prepared  if  he  has  learned  during  his  college  years,  as  he 
should  have,  the  faculty  of  study.  However,  in  fairness  to 
him  as  well  as  in  its  own  interests,  industry  must  assume 
the  obligation  to  provide  adequate  opportunity  for  such 
further  development  and  study.  I  regret  having  to  admit 
that  in  my  opinion  the  steel  industry  has  as  yet  made  little 
progress  beyond  the  bare  realization  of  this  fact.  Too  often 
are  the  college  graduates  who  join  our  forces  assigned  to 
narrowly  confined  specific  jobs  from  which  they  find  it  dif- 
ficult to  extricate  themselves  except  by  resigning  and  look- 
ing for  a  better  chance  elsewhere.  Too  generally  is  this 
post-graduate  training  of  engineers  in  industry  left  to 
chance  and  far  too  few  are  the  instances  where  systematic 
training  programmes  and  intelligent  personnel  manage- 
ment are  actively  and  effectively  applied. 

It  seems,  firstly,  that  help  is  required  to  convince  in- 
dustrial managers  that  there  is  need  for  action  on  their 
part,  not  only  as  a  matter  of  fair  dealing,  but  definitely  in 
the  interest  of  assuring  to  their  own  enterprises  intelligent 
and  effective  operators  and  managers  for  the  future.  And, 
secondly,  I  believe  that  industry,  confused  by  apparent 
conflicts  of  interests  and  belabored  by  various  pressure 
groups,  needs  fair  and  competent  advice  concerning  the 
soundness  of  the  principles  and  the  propriety  of  methods 
in  its  personnel  management  procedures. 

I  venture  the  suggestion  that  you,  the  members  of  our 
college  faculties,  should  be  eminently  qualified  by  reason 
of  your  impartial  standing  and  your  experience  in  educa- 
tion, to  give  such  counsel  to  industry.  Keeping  in  touch 
with  the  graduates  of  your  schools,  collecting,  analyzing 
and  reporting  on  their  experiences,  their  progress  and  their 
recommendations  for  better  ways  of  learning  and  doing 
more,  you  can,  I  believe,  make  a  major  contribution  to  the 
welfare  of  our  industrial  life,  which  should  improve  effec- 
tiveness in  management  and  production  and  promote  har- 
mony in  industry's  ranks  on  the  basis  of  just  rewards  to 
those  sharing  in  its  tasks  with  their  hands,  their  heads  and 
their  savings. 

And  now  I  should  like  to  point  your  attention  to  a  second 


field  of  relationship  between  the  technical  colleges  and  in- 
dustry. They  can  and  will  find  more  and  more  common 
ground  upon  which  to  work  as  partners  for  the  sole  purpose 
of  gaining  knowledge  and  of  applying  it  to  the  conversion 
of  natural  resources  into  goods  and  services. 

The  logical  contribution  of  the  universities  to  this  phase 
of  co-operative  endeavour  comes  of  course  from  their  facili- 
ties and  talent  for  fundamental  research — from  their  oppor- 
tunities for  post-graduate  training  and  for  specialized  tech- 
nological courses.  The  industry's  share  in  this  picture,  as 
I  see  it,  appears  on  the  background  of  a  broad  long  range 
policy,  which  directs  the  conduct  of  the  business  in  the 
interest  of  the  common  good  and  subordinates  to  this  re- 
quirement the  desire  for  immediate  and  selfish  gains.  This 
policy  does  not  lose  sight,  however,  of  the  necessity  for 
profits,  whereby  to  assure  continuance  of  the  enterprise 
and  to  provide  for  improvements  as  well  as  for  support  to 
still  further  search  for  greater  knowledge. 

Undoubtedly  there  are  industrial  concerns  which  because 
of  their  scope  or  their  position  in  a  given  field  should 
undertake  fundamental  research  work  in  their  own  labora- 
tories and  with  their  own  staff,  and  some  of  these  have 
done  so  creditably  and  with  notable  results.  This  does  not, 
however,  in  my  opinion,  alter  the  fact  that  the  greater 
share  of  the  responsibility  for  searching  out  basic  truth 
impartially  and  scientifically  must  always  be  assumed  by 
our  learned  institutions. 

But  even  under  this  arrangement,  industry  cannot  per- 
mit itself  to  become  a  silent  partner  and  to  relinquish  the 
active  pursuit  of  this  never-ending  search  to  the  universities. 
Industry  must  always  provide  through  its  own  facilities  and 
personnel,  for  the  essential  continuity  to  link  fundamental 
research  to  applied  technology  and  this  in  turn  to  practical 
operations  and  results.  Theory  and  practice  are  thus  joining 
hands  more  securely  in  the  steel  industry,  which  is  learning 
to  appreciate  the  value  of  scientific  approach  to  production 
problems  and  the  necessity  for  adopting,  in  place  of  the 
old  trial  and  error  routes,  modern  means  for  the  impartial 
and  precise  determination  of  the  relationship  between  cause 
and  effect.  In  the  steel  industry,  as  elsewhere,  not  only 
management,  but  particularly  the  rank  and  file  is  at  times 
apt  to  discount  the  experiences  of  the  past  and  take  the 
present  for  granted,  as  rightfully  theirs.  However,  even 
among  those  who  toil  with  their  hands  the  recognition  is 
dawning  today  that  the  future  of  their  livelihood  is  linked 
definitely  to  that  of  the  industry  and  that  the  welfare  of 
the  latter  cannot  be  made  permanent  by  dictates  of  law 
or  by  restrictive  agreements  on  output,  employment  and 
development.  They  are  making  a  major  contribution  to 
harmony  and  effective  performance  in  the  steel  industry 
by  conceding  and  supporting  the  value  of  scientific  know- 
ledge in  partnership  with  training  and  experience.  For  over- 
all success  this  co-ordination  is  essential  as  much  as  cour- 
ageous, competent  and  conscientious  management  leader- 
ship. Together,  they  give  us,  in  my  opinion,  a  far  better 
assurance  for  the  future  of  our  economy  than  could  be 
realized  under  any  other  social  order,  no  matter  how  glow- 
ing its  promises  might  be  for  the  pot  of  gold  at  the  end  of 
the  rainbow. 

These  mutual  interests  and  mutual  responsibilities  place 
definite  obligations  at  the  doors  of  industry  and  colleges 
and  neither  have  been  remiss  in  their  attempts  to  fulfill 
their  commitments.  Nevertheless,  I  do  not  believe  that  the 
greatest  degree  of  success  in  co-ordination  can  be  realized 
for  the  common  good  until  a  strenuous  effort  is  made  by 
both  sides  to  understand  fully  these  mutual  relationships 
in  the  service  of  educational  as  well  as  technologic  advance- 
ment and  to  agree  on  the  manner  in  which  these  objectives 
will  be  obtained.  It  is  my  personal  opinion  that  industry 
can  go  somewhat  further  than  it  has  up  to  the  present 
time  in  developing  ways  and  means  for  effective  co-opera- 
tion with  engineering  colleges.  I  suggest  that  in  addition 
to  the  various  avenues  now  utilized  to  this  end,  repre- 
sentatives  of   industry   might   more   frequently   visit   the 


440 


September,  1941     THE  ENGINEERING  JOURNAL 


educational  centers  to  acquaint  themselves  at  first  hand 
with  the  problems  which  you  face  and  also  to  convey  to 
the  students  as  well  as  the  college  faculty  their  conceptions 
of  the  needs  and  prospects  in  industry.  For  example,  I 
believe  that  many  executives  and  others  in  responsible  in- 
dustrial positions  would  be  willing  to  give  of  their  time 
as  far  as  they  can,  to  meet  with  the  students  and  the 
faculties  for  informal  talks  on  specific  engineering  subjects 
as  well  as  on  the  broader  aspects  of  industry's  requirements 
from  educational  colleges.  I  suggest  further  that,  in  addition 
to  this  type  of  contact,  arrangements  be  made  for  similarly 
informal  meetings  concerned  with  other  phases  of  world 
affairs  and  our  national  life.  This  would,  in  my  opinion, 
be  a  rational  means  of  directing  the  student's  attention  to 
other  essential  elements  of  present-day  civilization,  which 
may  be  remotely  beyond  the  scope  of  his  engineering 
courses,  but  which  he  should  learn  to  understand  so  as  to 
broaden  his  grasp  of  humanity  and  his  appreciation  for  the 
wonders  of  our  universe. 

And  in  conclusion,  might  not  the  desired  co-ordination 
be  more  readily  consummated  through  efforts  made  con- 
versely also  by  the  members  of  the  college  faculties,  to 


call  more  frequently  at  industrial  centers  and  in  the  work- 
shops, there  to  take  the  initiative  of  inquiry  and  of  dis- 
cussions on  the  problems  of  both  sides  with  men  in  industry 
and  in  public  life  ?  From  such  excursions  into  the  whirl 
of  productive  and  competitive  activity  you  would  bring 
home  not  only  facts  and  figures,  but  often  evidence  of 
lacking  knowledge,  of  bias  and  confusion,  challenging  your 
powers  of  impartial  observation  and  scientific  analysis.  You 
would  find  there  encouragement  for  your  efforts  in  research, 
in  teaching,  in  your  written  or  spoken  contributions  to  the 
scientific  literature  and  technical  wisdom. 

Leaving  this  suggestion  for  your  consideration  may  I 
express  the  hope  that  continued  frank  discussion  may 
stimulate  thought  and  action,  aiming  for  continued  devel- 
opment rather  than  for  sudden  changes  to  serve  a  passing 
need  or  to  meet  a  present  emergency.  Only  through  sus- 
tained interest  and  effort  can  the  coordination  of  industry 
with  engineering  colleges  become  complete  and  lasting,  and 
that  is  for  both  an  essential  requirement  of  preparedness 
for  distinguished  service  to  our  country  and  to  mankind. 
Your  S.P.E.E.  can  and  will  have  an  important  share  in 
this  endeavour. 


DISCUSSION 


Robert  F.  Mehl* 

I  find  it  very  pleasant, — very  pleasant  indeed, — to  discuss 
this  paper  by  Dr.  Mathesius.  Six  years  ago,  when  we  re- 
organized our  curriculum  in  metallurgical  engineering,  we 
discussed  the  problem  with  many  prominent  industrialists, 
of  whom  Dr.  Mathesius  was  one  of  the  most  helpful.  His 
experience  both  in  metallurgical  education  and  in  industry 
has  been  such  that  his  advice  has  always  been  welcome  and 
his  opinions  always  well-formed  and  reasonable. 

I  doubt  that  there  is  anyone  in  engineering  education 
more  concerned  with  co-ordination  with  industry  than  the 
professor  of  metallurgical  engineering.  Such  cooperation  in 
metallurgy  is  somewhat  more  difficult  than  in  other  branches 
of  engineering,  arising,  I  believe,  from  the  fact  that  the 
profession  of  metallurgical  engineering  is  not  so  well  defined 
as,  for  example,  that  of  chemical  engineering  or  that  of 
electrical  engineering.  The  metallurgical  engineer  must 
scatter  his  attention  over  so  very  many  different  processes 
and  products,  and  he  must  be  familiar  with  so  many  types 
of  engineering  and  science  that  it  is  not  easy  to  formulate 
simple  programs  of  metallurgical  education. 

The  profession  of  metallurgy  itself  is  in  a  period  of  rapid 
change.  The  industrial  metallurgist  may  be  a  man  who 
started  in  life  as  a  mill  boy  or  he  may  be  one  who  has 
attended  a  university  and  obtained  a  doctorate;  he  is 
called  upon  at  once  to  operate  mills,  to  exercise  his  judg- 
ment upon  some  highly  specialized  technical  and  scientific 
problems,  and  even  to  handle  labor  problems.  He  is  to-day 
varied  in  type,  and  he  must  handle  a  wide  variety  of  prob- 
lems. But  in  the  past  decade  or  so  industry  has  been  calling 
for  huge  numbers  of  well-trained  metallurgical  engineers, 
and  placing  them  in  positions  which  previously  were  filled 
by  men  of  no  training  but  of  much  practical  experience.  In 
such  a  changing  and  complex  scene,  it  is  inevitable  that  the 
problem  of  metallurgical  education  should  not  be  an  easy 
one;  surely  in  such  a  position,  it  is  of  the  greatest  importance 
that  the  industrialist  and  the  educator  co-operate  in  such 
a  way  as  to  contribute  the  maximum  good  to  the 
profession. 

I  very  much  like,  therefore,  Dr.  Mathesius'  suggestion  of 
mutual  discussions  among  educators  and  industrialists.  I 
organized  a  discussion  group  on  metallurgical  education  in 
the  American  Institute  of  Mining  and  Metallurgical 
Engineers  two  years  ago.  It  was  only  moderately  successful. 
I  think  it  showed  chiefly  that  the  problem  is  one  which 
requires  careful  thought  and  not  one  to  be  solved  off-hand. 

'Professor  and  Head  of  the  Department  of  Metallurgical  Engineer- 
ing, Carnegie  Institute  of  Technology,  Pittsburg,  Penn. 


My  chief  difficulty  was  that  the  industrialist  was  not  so 
much  concerned  in  discussing  the  content  of  metallurgical 
curricula,  which  he  was  quite  willing  to  leave  to  the  educa- 
tor, as  he  was  in  discussing  the  miserable  English  graduates 
of  technical  schools  display,  which  though  certainly  im- 
portant was  somewhat  beside  the  point.  By  and  large,  how- 
ever, these  men  agreed  with  Dr.  Mathesius  that  it  is  the 
first  function  of  the  educator  to  present  to  his  students  the 
fundamentals  of  science  and  engineering,  leaving  the  very, 
very  many  details  of  industrial  processes  to  be  learned  by 
later  experience  in  the  industry.  Not  all  industrialists  feel 
this,  for  many  think  graduates  should  be  more  thoroughly 
acquainted  with  practical  engineering  as  they  graduate.  We 
have  found  some  difficulty  in  pointing  out  that  the  processes 
in  industry  are  so  very  numerous  that  there  simply  isn't 
time  enough  in  school  to  train  men  even  in  the  important 
ones,  and  in  pointing  out  to  them  also  that  in  a  very  few 
years  the  details  of  many  of  these  will  have  changed.  Here, 
I  think,  is  a  situation  which  cries  for  the  type  of  discussion 
which  Dr.  Mathesius  recommends  so  strongly.  It  has  been 
our  experience  that  when  educators  and  industrialists  fully 
discuss  these  problems,  they  invariably  agree  that  engineer- 
ing training  should  and  must  be  restricted  almost  ex- 
clusively to  fundamentals. 

I  think  that  misunderstanding  occasionally  arises  by 
individuals  confusing  the  several  duties  of  the  professor.  In 
a  school  such  as  ours,  the  professor  has  three  chief 
duties:  first,  to  train  engineers  in  a  four-year  curriculum  in 
such  a  way  that  they  will  be  of  maximum  service  to  industry 
second,  to  train  graduate  students  so  as  to  make  them 
competent  to  assist  industry  in  research  and  development; 
and  third  and  last,  to  carry  on  research.  These  several  duties 
have,  as  you  can  see,  different  objectives  and  should  not  be 
confused.  It  is  not  difficult  to  organize  a  department  in 
which  all  three  duties  may  be  adequately  met.  I  think  it 
would  be  easy  to  agree  that  the  primary  duty  of  the  univer- 
sity professor  in  research  is  to  do  research  in  fundamentals. 
While  industries  do  some  fundamental  research,  isn't  it 
clear  that  the  university  professor  should  contribute  not 
primarily  to  practical  research  and  development  but  to 
fundamental  research  and  development  ?  As  an  example 
(so  that  these  words  should  not  be  wholly  empty)  the  in- 
dustrially important  processes  of  the  carburizing  of  steels 
is  one  which  depends  on  the  rate  of  absorption  of  carbon  by 
steel  and  on  the  rate  of  diffusion  of  carbon  in  steel.  This  in- 
dustrial process  has  never  been  adequately  handled  from  an 
engineering  point  of  view,  chiefly  because  the  factors  which 
influence  rates  of  diffusion  of  carbon  in  steels  have  not  been 
studied.  The  university  can  then  set  for  itself  the  task  of 


THE  ENGINEERING  JOURNAL     September,  1941 


441 


studying  these  fundamental  rates,  from  which  in  time 
engineering  knowledge  may  ensue  and  the  industry  benefit. 

If  we  admit,  then,  that  the  professor  should  do  this  type 
of  research,  let  it  be  thoroughly  understood  that  his  activities 
in  this  direction  do  in  no  way  preclude  his  success  in  training 
the  undergraduate  for  practical  work.  As  to  the  respon- 
sibilities of  the  professor  in  cooperation  with  industry, 
should  he  enjoy  such  sympathetic  understanding  from 
industry,  let  him  then  see  to  it  that  he  welcomes  every 
contact  he  can  make  with  industry,  and  let  him  recognize 
that  his  fundamental  research  is  justified  only  as  it  will  in 
time  be  of  service  to  industry. 

I  may  conclude  this  discussion  by  suggesting  a  type  of 
co-operation  which  I  think  would  be  of  great  value  to  the 
engineering  school  and  especially  to  industry.  It  is  obvious 
that  the  atmosphere  of  the  engineering  college  is  not  that 


of  industry.  Every  educator  must  make  an  effort  to  acquaint 
his  students  with  the  industrial  scene  by  frequent  inspec- 
tion trips  and  by  frequent  lectures  by  outside  engineers. 
This  isn't  enough.  For  years  we  have  wanted  to  make  some 
arrangements  that  would  permit  our  undergraduate  en- 
gineers to  spend  two  or  three  summers  working  in  mills, 
but  we  haven't  yet  been  able  to  work  out  such  a  plan. 
Only  a  few  students  are  able  to  make  such  arrangements 
themselves.  If  such  a  program  could  be  formally  organized, 
I  think  it  would  be  as  fine  a  contribution  to  metallurgical 
education  as  anything  that  has  been  done  in  many  years. 
I  should  not  wish  this  upon  Dr.  Mathesius  as  a  task,  but  I 
should  hope  that  the  co-operation  between  industry  and 
the  engineering  college  for  which  we  both  devoutly  wish 
will  develop  to  a  degree  that  a  program  of  this  sort  may 
be  recognized  as  desirable  and  be  begun. 


DISCUSSION  OF  COLUMNS  SUBJECT  TO  UNIFORMLY 
DISTRIBUTED  TRANSVERSE  LOADS 

Paper  by  Professor  J.  A.  Van  den  Broek1,  published  in  The  Engineering  Journal,  March,  1941 


S.  D.  Lash,  m.e.i.c.2 

Professor  Van  den  Broek 's  paper  is  a  very  welcome 
addition  to  the  literature  on  the  design  of  columns  subject 
to  transverse  loads. 

It  is  worth  while  pointing  out  perhaps,  that  the  assump- 
tion that  the  elastic  curve  of  the  column  may  be  closely 
represented  by  a  sine  or  cosine  curve  is  not  new.  It  should,  I 
believe,  be  credited  to  Professor  Perry  and  dates  from  18923. 
A  description  of  this  method  has  been  presented  more 
recently  in  "The  Analysis  of  Engineering  Structures"  by 
A.  J.  S.  Pippard  and  J.  F.  Baker,  from  which  the  following 
has  been  taken  using  Professor  Van  den  Broek's  notation: 

7T.!' 

Assuming  y  =—  A  sin-y  ----------     (1) 


M 


El 


d?y 


-   Qy+M',  (where  M'  is  the  mo- 
ment due  to  the  lateral  loads  acting  alone)  (2) 


El  Ysin^  =  Qy+M' 


Pcry  =  Qy  +  M'  where  P„  = 
M' 


Ehr 


V  = 


Per 


Substituting  in  (2),  M 
Let  J,  be  the 


Q 
P„ 


Pcr-Q 

limiting  stress,  then  /;  =  '—j-  +  -r 


M' 


(3) 


Q 


(P 


P<M'c 


Substituting,  M'  = 


kwl2 


=  1 .23kwEc      Q 
PCr-Q         A 
Q  =  1  [fiA  +  P„-  *J<JiA-P„y  +  4.92kwEcA]  -  (4) 

1  Professor  of   Engineering   Mechanics,    University    of    Michigan, 
Ann  Arbor,  Michigan,  U.S.A. 

2  Acting   Secretary,    National    Building    Code    Project,    National 
Research  Council,  Ottawa. 

3  "Struts  and   Tie-Rods  with   Lateral    Loads,"    by    .John    Perry, 
Philosophical  Magazine,  Vol.  33  (1892),  pp.  269-284. 

4  Professor   of   Applied    Mechanics,    University    of    Alberta,    Ed- 
monton, Alta. 


The  above  calculation  makes  use  only  of  the  fundamental 
relation  between  curvature  and  moment  and  appears  con- 
siderably simpler  than  introducing  work  or  energy  methods. 
There  does  not  appear  to  be  any  approximation  involved, 
but  rather  curiously,  equation  (4)  is  the  same  as  Professor 
Van  den  Broek's  formula  IV  (a).  (There  is  a  typographical 
error  in  the  paper  as  printed  in  the  March  Journal:  the 
sign  before  the  square  root  in  formula  IV  (a)  should  be  minus 
instead  of  plus).  This  result  is  somewhat  surprising  since 
formula  IV  (a)  was  arrived  at  by  assuming  the  elastic  curve 
to  be  a  fourth  degree  parabola  rather  than  a  sine  curve. 
However  the  difference  between  the  two  equations  is  slight. 

It  should  perhaps  be  pointed  out  that  the  Perry  column 
formula  for  axially  loaded  struts  without  transverse  loads, 
is  derived  in  a  somewhat  similar  way,  the  imperfections  in 
material,  workmanship,  etc.,  being  represented  by  a  hypo- 
thetical initial  curvature  of  the  strut  or  column,  such 
curvative  being  represented  by  a  sine  or  cosine  curve. 

I.    F.    MORKISON,    M.E.I.C.4 

The  treatment  of  the  theory  of  combined  compression 
and  bending  as  applied  to  beam-columns  by  the  author  is 
indeed  novel  and  interesting. 

The  basis  on  which  the  analysis  rests  depends  on  two 
fundamental  assumptions,  namely  that  the  material  is 
elastic  and  that  its  stress-strain  relationship  follows  Hooke's 
law.  Both  are  necessary  for  the  validity  of  Formula  I  and 
the  one  does  not  imply  the  other,  for  there  are  materials 
which,  though  they  possess  linear  stress-strain  relationship, 
are  not  elastic  and  vice  versa.  In  Formula  I  the  integral 
term  is  the  expression  for  the  internal  work  done  by  the 
auxiliary  load,  F,  in  conjunction  with  the  strain  caused  by 
the  actual  loading.  Its  validity  rests  on  the  assumption  of 
Hooke's  Law.  The  left-hand  term  is  the  external  work  done 
by  the  auxiliary  load,  and  the  validity  of  the  process  of 
equating  the  two  terms  rests  on  the  assumption  of  elasticity 
of  the  material  as  well  as  of  the  system  as  a  whole.  Thus, 
it  is  not  only  the  elastic  limit  which  should  be  chosen  as  the 
controlling  stress  but  also  the  proportional  limit  and  these, 
except  by  assumption,  may  not  have  the  same  numerical 
value.  The  assumption  that  they  are  the  same  must,  there- 
fore, be  added  to  those  assumptions  above.  In  its  abstract 
form,  the  stress-strain  curve  lor  the  material  is  often  taken 
as  straight,  up  to  a  certain  value  of  the  unit  stress,  which, 
for  those  materials,  such  as  mild  steel,  which  possess  a  well 
defined  yield  point,  is  taken  as  equal  to  the  yield  value  and 
which  otherwise  must  be  arbitrarily  assumed.  It  would 
seem  better,  therefore  to  change  the  meaning  of  j\  in  the 


442 


September,  1941     THE  ENGINEERING  JOURNAL 


paper  to  indicate  the  yield  point  instead  of  the  elastic  limit 
stress.  Materials  which  do  not  follow  Hooke's  law  acquire 
a  well  defined  yield  point  after  the  first  application  of 
loading  but  suffer  a  permanent  strain  in  the  process. 

The  paper  deals  with  a  special  case  of  transverse  loading 
and  does  not  deal  with  members  not  initially  straight,  nor 
does  it  deal  with  eccentrically  applied  axial  loads.  Both  of 
these  items  are  of  considerable  importance  in  practical 
design  and  the  paper  might  well  be  extended  to  include 
them.  It  is  easily  shown  that  both  "the  initial  imperfec- 
tion," as  Southwell  calls  it,  and  the  application  of  a  couple 
at  each  end  are  equivalent  to  a  suitably  chosen  transverse 
loading  and,  therefore,  may  be  so  treated  in  the  theory. 
However,  although  the  end  couples  could  be  dealt  with  by 
a  change  in  the  load  factor  k,  the  initial  imperfection 
required    a   variable    transverse    loading.    This    could    be 

included  in  the  theory  by  adding  ^  w„  sin  — =—  for  the  kw 

term.  Practically,  the  first  term  of  the  series  would  likely 
be  found  sufficient. 

The  term  P„  in  Formula  II  is  apt  to  be,  at  first  sight, 
misleading,  for  it  is  the  critical  load  for  the  column  based 
on  the  assumption  that  /,  the  moment  of  inertia  of  the 
constant  cross-section  about  an  axis  perpendicular  to  the 
plane  of  the  loading,  is  a  minimum.  This  is  often  not  the 
case,  so  that  the  minimum  critical  load  may  be  much  less 
and  may  limit  the  carrying  capacity  of  the  number  as  a 
column.  In  addition,  the  member  may  be  unstable  as  a 
beam  under  transverse  loading  due  to  insufficient  torsional 
rigidity. 

Southwell  gives  for  the  bending  moment  including  the 
thrust-effect, 

M  =  Q  (A  sin  nx-\-C  cos  nx) 5 

n 

in  which  kw  is  the  intensity  of  loading  and  n2  =  -57.  A  and  C 

are  constants  of  integration  to  be  determined  by  the  end 

conditions. 

For  a  uniform  load,  i.e.  constant  kw  and  pinned  ends 

^t  kw   , 

Mmax  =  —   (sec 


The  numerical  value  for  A  from  equation  (a)  is: 
A  =  .0458  in.  and  from  equation  (6)  A  =  .0460  in. 

By  these  results  it  is  shown  that  the  theory  in  the  paper 
checks  quite  well  with  the  classical  theory. 

C.  M.  Goodrich,  m.e.i.c.7 

Professor  Van  den  Broek's  column  formula  makes  a 
strong  appeal  to  the  writer,  partly  because  of  the  clean-cut 
basic  analysis,  partly  because  of  its  treatment  of  coincident 
transverse  loading. 

The  ratio  at  the  quarter  point  between  the  fourth  degree 
parabola  and  the  sine  curve  is  .711  to  .707,  with  equal 
centre  deflections. 

When  A;  =  0,  one  sees  a  very  characteristic  straight  line 
to  an  Euler  curve  at  L/r  =  80,  approximately,  as  in  Figs.  3 
to  7  in  the  paper.  In  a  paper  by  Mr.  Pritchard  in  the 
Transactions  of  the  American  Society  of  Civil  Engineers, 
Vol.  89,  one  finds  on  Page  1238  a  table  of  tests  of  columns 
by  the  U.S.  Bureau  of  Standards,  and  below  it  the  note 
"Omitting  these  three  from  consideration  the  U.L.P.  (useful 
limit  point)  of  columns  with  L/r  =  85  is  smaller  than  for 
columns  with  L/r  =  50  by  less  than  one  per  cent."  On  Page 
1246  a  table  of  column  tests  of  lap-welded  tubing  by  the 
Watertown  arsenal  gives  for  spherical  ends,  L/r  =  47,  31,700 
lb.  per  sq.  in.;  L/r  =  72,  33,300  lb.  per  sq.  in.;  for  pin  ends, 
L/r  =  47,  32,300  lb.  per  sq.  in.;  L/r  =  72,  30,300  lb.  per  sq. 
in.;  for  flat  ends,  L/r  =  50,  29,500  lb.  per  sq.  in.;  L/r  =  75, 
30,500  lb.  per  sq.  in.;  L/r  =  100,  28,700  lb.  per  sq.  in. 

In  the  same  table  the  tests  for  built  pin-ended  columns 
of  I-beams  with  covers  and  four  angles  4  by  3  by  3/8  show 
the  average  for  L/r  =  50  as  30,000  lb.  per  sq.  in.,  for  L/r  = 
75  as  29,300  lb.  per  sq.  in.,  for  L/r  =  100  as  30,700  lb.  per 
sq.  in. 

It  would  be  interesting  to  compare  still  further  tables; 
the  writer  has  merely  taken  the  first  such  tables  that  came 
to  hand.  As  far  as  they  go  they  appear  to  confirm  the 
character  of  the  boundary  line  as  given  in  the  paper. 

One  hopes  that  the  author  will  add  still  further  light  in 
this  twilight  zone  of  column  analysis. 


/2  nl—  1),  and  the  maximum  compressive     g    q    Hartmann8 


stress  due  to  combined  thrust  and  bending  is  /  =  — 7   + 


kw  Ec 


(sec  Y2  nl-  1) 


(5) 


This  equation  cannot  be  solved  for  Q  and,  although  (sec 

Y2  nl  -  1  )  can  be  expanded  into  a  series,  this  series  is  con- 

2  z 

IT  7T 

vergent  only  when  (^  nl)'<.—-.  When  (Yi  nl)2  =  —,  Q  = 

4  4 

ir2  F  T 
— p —  so  that  at  the  critical  load  the  series  is  no  longer 

convergent  and  in  fact  it  is  so  slowly  convergent  for  values 
of  Q  near  the  critical  load  as  to  be  of  no  practical  value. 

In  order  then  to  have  a  unit  stress,  j,,  produced  due  to 
the  combined  effect  of  a  thrust,  Q,  and  a  uniform  transverse 
load,  kw,  these  values  must  be  related  by  means  of  the 
equation  (5). 

If,  as  in  Table  I,  one  takes  as  an  example  /  =  25  in. 
Q  =  22,866  lb.  for  a  1  in.  round  rod,  with  E  =  30  X  106 
p.  s.  i.6  Then  /  amounts  to  40,035  p.  s.  i.  which  is  quite  close. 

The  differential  equation  for  the  beam-column  with  a 

uniformly  distributed  load  is:  E  I  -~,  =  —  Q  (y  + 
kwx*\ 

This  is  easily  solved  and  gives: 

k  w  ,       ,  .     ,        ..       kwl2 
■  —2(secy2nl-l)--w 


>.(} 


Some  of  the  readers  of  Professor  Van  den  Broek's  interest- 
ing and  valuable  paper  will  no  doubt  wish  that  the  method 
of  column  design  which  he  has  outlined  were  available  in  a 
form  suitable  for  use  with  conventional  allowable  working 
stresses  instead  of  being  limited  to  the  case  of  ultimate  loads 
or  "limit"  loads.  Other  readers  will  wish  that  the  formulas 
were  expressed  in  more  general  terms  so  that  the  effects  of 
eccentricities,  crookedness,  and  non-uniformly  distributed 
side  loads  could  be  handled.  For  such  readers,  attention  is 
called  to  the  writer's  discussion  of  a  paper  by  Mr.  D.  H. 
Young,  "Rational  Design  of  Steel  Columns."  This  discus- 
sion, which  covers  practically  the  same  subject  that  Pro- 
fessor Van  den  Broek  has  covered,  but  from  a  somewhat 
different  viewpoint,  was  first  published  in  the  August,  1935, 
Proceedings  of  the  American  Society  of  Civil  Engineers  and 
is  also  available  in  the  1936  Transactions  of  the  same  society. 

In  his  discussion  of  Mr.  Young's  paper,  the  writer  has 
derived  a  formula  (Equation  108)  for  the  allowable  working 
stress  in  any  beam-column.  This  formula,  when  rewritten 
in  the  nomenclature  used  in  Professor  Van  den  Broek's 
paper  with  an  additional  term  n  representing  nominal  factor 
of  safety,  is  as  follows: 

fi  ~  4-) 

Jw 


nA 


Per 

nA 


A 


(6) 


6  The  use  of  E  =  40  X  106p.  s.  i.  in  Table  II  is  obviously  a  typo- 
graphical mistake. 

7  Consulting  Engineer,  The  Canadian  Bridge  Company,  Limited, 
Walkerville,  Ont. 


in  which  fw  =  the  allowable  combined  direct  and  bending 
stress  in  the  extreme  fibres  of  the  beam- 
column,  lb.  per  sq.  in. 

( 

—  =  the  allowable  extreme  fibre  stress  on  the 
member  if  it  were  a  beam  only,  lb.  per  sq.  in. 


THE  ENGINEERING  JOURNAL     September,  1941 


443 


—  =   the  working  column  load  for  which  the  mem- 
ber is  being  designed,  lb. 
p 

— -  =  Euler  load  divided  by  the  same  factor  of 
n  .         .   .  f 

safety  used  in  arriving  at  —  ,  lb. 

A  =  cross  sectional  area  of  member,  sq.  in. 
The  formula  above  appears  more  complicated  than  it  really 
is,  because  the  factor  of  safety  n  would  ordinarily  appear 
only  once  as  an  explicit  factor. 

The  writer's  formula  is  best  applied  in  design  by  cut  and 
try  methods.  Given  the  column  load  and  the  beam  load 
which  a  member  must  safely  carry  simultaneously,  and  the 
allowable  stress  for  the  material  in  bending,  a  trial  member 
is  selected  and  the  proper  quantities  entered  in  the  above 
formula  to  obtain  the  allowable  combined  stress.  If  the 
resulting  allowable  combined  stress  exceeds  the  combined 
stress  calculated  in  the  conventional  manner  neglecting  the 
deflection  of  the  member,  the  member  is  safe.  If  the  resulting 
allowable  combined  stress  is  less  than  the  calculated,  the 
member  does  not  have  the  desired  factor  of  safety  and 
stronger  members  should  be  investigated  until  a  safe  one 
is  found.  An  example  of  the  application  of  this  method  is 
given  in  the  writer's  discussion  of  Young's  paper  previously 
mentioned. 

Multiplying  through  the  above  formula  by  n,  the  factor 
of  safety,  one  obtains: 


nfw=f1-Q 


A 


In  this  form  the  formula  is  suitable  for  use  with  ultimate 
loads  instead  of  working  loads,  the  term  nfw  on  the  left 
representing  the  permissable  combined  stress  on  the 
extreme  fibre  of  the  beam-column  when  the  member  is  just 
ready  to  fail.  For  a  member  of  the  type  shown  in  Fig.  1 
of  Professor  Van  den  Broek's  paper,  just  ready  to  fail,  the 
formula  may  be  rewritten  as  follows  : 


9. 

A 


kwl2c 


81 


fi-Q 


A 


This  formula,  solved  by  cut  and  try  methods,  gives  results 
identical  to  those  obtained  from  Professor  Van  den  Broek's 
formula  II.  This  is  not  surprising  in  view  of  the  similarity 
of  the  two  derivations.  This  similarity  is  evident  from  the 
fact  that  Equation  102  of  the  writer's  discussion  of  Young's 
paper  is  identical  with  Professor  Van  den  Broek's  equation 
(c). 

As  Professor  Van  den  Broek  has  ably  pointed  out,  certain 
constants  in  the  formulas  to  be  used  with  beam-columns 
depend  upon  the  configuration  of  the  member  in  its  deflected 
position.  Professor  Van  den  Broek's  solutions  cover  two 
configurations,  the  sine  curve  and  the  fourth  degree  para- 
bola; and  the  writer's  formula  is  derived  for  the  sine  curve 
only.  Such  formulas  are  quite  accurate  when  applied  to 
beam-columns  with  axial  end  loads  and  uniformly  dis- 
tributed side  loads,  but  they  are  not  so  accurate  when 
applied  to  eccentrically  applied  end  loads  and  concentrated 
side  loads,  because  with  these  loading  conditions  the  con- 
figuration of  the  column  may  depart  considerably  from  the 
sine  curve  or  the  fourth  degree  parabola.  The  formulas  will 
be  found  satisfactory,  however,  for  almost  all  combined 
loading  conditions  met  with  in  ordinary  design. 

The  writer's  formula,  in  somewhat  modified  form,  is 
included  in  the  1938  and  1940  editions  of  "Structural 
Aluminum  Handbook"9  under  the  heading,  "Combined 
Bending  and  Direct  Compression,"  on  page  57.  Included  in 
this  section  is  an  additional  formula  of  the  same  general 

8  Research  Engineer,  Aluminum  Company  of  America,  New  Ken- 
sington, Pa.,  U.S.A. 

•  Aluminum  Company  of  America,  Pittsburgh,  Pa. 


type  derived  by  the  writer's  colleague,  Mr.  H.  N.  Hill, 
which  permits  the  analysis  of  beam-columns  to  be  extended 
to  members  which  become  unstable  in  the  direction  per- 
pendicular to  the  plane  of  the  applied  bending  moment. 
This  phase  of  the  problem  has  also  been  investigated  by 
Dr.  Bruce  G.  Johnson  in  a  paper,  "The  Lateral  Buckling 
of  the  I-Section  Column  with  Eccentric  End  Loads  in  the 
Plane  of  the  Web,"  presented  before  the  National  Applied 
Mechanics  Meeting,  American  Society  of  Mechanical 
Engineers,  Philadelphia,  June  21,  1941. 

The  Author 

The  discussion  of  my  paper  on  "Columns  Subject  to 
Uniformly  Distributed  Transverse  Loads"  is  very  much 
appreciated  indeed.  The  major  points  made  by  the  reviewers 
appear  to  fall  into  two  classes.  Mr.  Goodrich  and  Professor 
Morrison  would  like  to  see  the  method  of  analysis  illustrated 
in  my  paper  applied  to  other  column  problems,  while  Mr. 
Lash  and  Mr.  Hartmann  question  the  newness  of  either 
method  or  formulae. 

There  is,  indeed,  "nothing  new  under  the  sun."  Yet,  it 
is  the  method  of  approach  and  the  distinctiveness  of  the 
analysis  stressed  in  the  title  and  in  the  synopsis  which  I 
regard  as  the  most  significant  part  of  the  paper.  Mr.  Hart- 
mann states:  "This  formula  (his  formula),  solved  by  the 
cut  and  try  methods,  gives  results  identical  to  those  obtained 
from  Professor  Van  den  Broek's  Formula  II."  Mr.  Lash 
states:  ".  .  .but  rather  curiously,  Equation  (4)  (Mr.  Lash's 
equation)  is  the  same  as  Professor  Van  den  Broek's  Formula 
I  Va."  I  believe  both  gentlemen  to  be  in  error.  Instead  of 
their  formulae  being  the  same  as  either  of  mine,  Mr. 
Hartmann's  formula  is  identical  to  Mr.  Lash's  which  is 
derived  from  Pippard  and  Baker,  which  in  turn,  was  first 
developed  by  Perry. 

Mr.  Lash's  formula  seems  to  contain  a  slide  rule  error. 

His  figure  4.92  is  derived  from  —   and  should  therefore 

have  been  4.9348.  When  Mr.  Lash  identifies  his  formula 
with  my  formula  IVa  he  fails  to  note  an  important  differ- 
ence. His  formula  contains  the  term,  Pcr  whereas  mine  has 
the  expression  9.836EI/Z2.  For  practical  results  an  accuracy 
of  four  or  even  three  significant  figures  is  not  warranted.  I 
will  concede,  then,  that  Mr.  Lash's  formula  constitutes  a 
third  formula,  that  all  three  are  but  approximate  formulae 
and  that  for  practical  results,  one  may  choose  any  one  of 
them.  The  following  table  illustrates  the  differences  in  the 
results  obtained  by  the  three  formulae  : 

Mr. 
Formula  Formula   Lash's 
lia  IVa    Formula 

For  1"  round  bar-  =100  k  =  10       20272       20282       20339 


/ 


>„      I 


=  200  A- =  10         4576         4593         4609 


For  12"  x  3"  -=  60  it  =  10  253580  254300  254370 
x  25  lb.  channel    ' 

For  5%"  x  9Y2"-  =   60  k  =  10     395470     396830     397220 

x  40  lb.  subway    r 

column 

I  further  concede  that,  instead  of  introducing  energy 
methods,  I  might  have  limited  myself  to  the  use  of  the 
differential  equation  of  curvature  and  obtained  identical 
results.  This,  however,  seems  to  be  strictly  a  matter  of 
taste  and  does  not  warrant  further  discussion. 

If  it  is  conceded  that  Lash's,  Hartmann's  and  Pippard 
and  Baker's  formulae  are  approximations,  the  question  as 
to  the  magnitude  of  the  error  remains.  The  presumption  is 
that  they  check  the  results  of  their  formulae  with  those 
obtained  by  means  of  the  exact  theory,  or  what  Professor 
Morrison  calls  the  classic  theory.  They  follow  the  procedure 
which  Professor  Morrison  applied  to  my  formulae.  In  this 


444 


September,  1941    THE  ENGINEERING  JOURNAL 


then  lies  the  essential  distinction  between  my  method  of 
analysis  and  that  of  Lash's  or  Hartmann's.  I  could  not  call 
my  method  either  exact  or  classic,  but  I  feel  I  am  entitled 
to  call  it  thoroughly  rational.  Note  that  in  my  paper  I  did 
not  go  to  any  exact  or  classic  theory  to  obtain  a  check 
for  my  formulae.  Had  I  done  so  I  would  have  defeated  my 
principal  purpose.  The  most  important  part  of  any  theory 
lies  in  its  assumptions  or  postulates.  Therefore,  I  regard 
my  figure  2,  which  presents  proof  of  the  near  identity  of 
the  sine  curve  and  the  4th  degree  parabola,  as  the  most 
important  part  of  my  development.  This  near  identity,  in 
my  opinion,  makes  my  treatment  complete  in  itself. 

Regarding  the  application  of  the  method  of  analysis, 
illustrated  by  my  paper,  to  other  column  problems,  which 


£■/* 


Fig.  9 — Comparison  of  different  column  formulae  for 
eccentric  loading. 

Professor  Morrison  and  Mr.  Goodrich  request,  let  us  con- 
sider the  case  of  the  eccentrically  loaded  column. 

The  elastic  curve  of  an  eccentrically  loaded  column  is  an 
intercept  of  a  sine  curve.  In  the  second  edition  of  my  book, 
Elastic  Energy  Theory10  which  is  to  appear  January  1, 
1942,  may  be  found  the  development  of  a  strength  formula 
for  eccentrically  loaded  columns  by  the  method  here  under 
discussion.  The  resulting  formula  is  the  familiar  secant 
formula: 


u 


9 

A 


1    i   ce 

1  +—2  sec  - 

r  2 


Formula  A 


10  Elastic  Energy  Theory,  by  J.  A.  Van  den  Broek,  John  Wiley  and 
Sons,  1942. 


Since  the  elastic  curve  assumed  is  the  correct  elastic  curve 
we  arrive  at  the  so-called  exact  formula. 

For  the  limiting  case,  in  which  the  eccentricity,  e, 
approaches  zero  as  a  limit,  the  elastic  curve  of  the  eccen- 
trically loaded  column  approaches  the  sine  curve  as  a  limit. 
For  the  limiting  case,  in  which  the  eccentricity,  e,  approaches 
infinity  as  a  limit,  the  elastic  curve  of  the  eccentrically 
loaded  column  approaches  the  arc  of  a  circle  as  a  limit. 

The  strength  formula  for  eccentrically  loaded  columns, 
predicated  on  the  assumption  that  the  elastic  curve  is  a 
complete  arch  of  a  sine  curve,  is: 


9-=± 

A       2 


J 


'<+(iyO  +t  yr) 


tt'E  ,  ..  ,  ir'E 

/'+(iyO+if)[-tt(iy 


Formula  B 


Figure  9  shows  Formulae  A  and  B  plotted  for  the  values  of 

€C  €C 

—  =  0  and  —=1.  In  my  opinion,  Fig.  9  is  not  necessary  to 

demonstrate  the  inaccuracy  of  Formula  B.  Figure  2  of  the 
original  paper  is  enough  to  convince  me  that  Formula  B 
will  give  values  which  are  seriously  in  error.  In  the  analysis 
of  the  beam  column  the  two  limiting  curves,  the  sine  curve 
and  the  4th  degree  parabola,  are  so  nearly  identical  as  to 
be  almost  indistinguishable  as  shown  in  Fig.  2.  In  this 
instance,  however,  the  two  limiting  curves,  the  sine  curve 
and  the  circle,  show  the  greatest  possible  divergence. 

While  Formula  B  is  obviously  unsatisfactory,  this  does 
not  mean  that  the  method  of  analysis  used  in  its  derivation 
may  not  give  quite  satisfactory  results.  All  we  need  to  do 
is  to  choose  a  compromise  curve,  which,  for  values  encoun- 
tered in  engineering  practice,  will  give  satisfactory  results. 
The  second  degree  parabola  is  such  a  compromise  curve. 
This  curve,  when  used  in  the  manner  illustrated  in  the 
original  paper,  results  in  a  strength  formula  for  an  eccentri- 
cally loaded  column  which  appears  quite  satisfactory.  The 
resulting  formula  is: 


9. 

A 


9.6E 


./" 


9.6E 


v       3841,  E  ' 

''+(i)'('+S)}-(jy] 


Formula  C 


The  mathematical  development  for  this  formula  may  be 
found  in  my  book10.  This  book  also  shows  curves  for  a 

6C 

greater  range  of  values  of  —2 ,  and  shows  that  in  all  cases 
Formula  C  gives  results  very  close  to  those  of  Formula  A. 

The  advantage  of  Formula  C  over  A  lies  in  the  fact  that 
it  permits  of  direct  solution.  Formula  A,  being  a  trigono- 
metric formula,  can  only  be  solved  by  cut  and  try  method . 


THE  ENGINEERING  JOURNAL     September,  1941 


445 


THE  ENGINEERS'  COUNCIL  FOR  PROFESSIONAL 

DEVELOPMENT 

A  Condensation  of  the  Report  to  the  Boards  of  Constituent  Bodies  presented  by  Dr.  R.  E.  Doherty,  Chairman,  March  194-1. 


I.     E.C.P.D.  Should  Look  Ahead 

The  engineering  profession  is  now  facing  the  challenge  of 
the  unstable  new  world  it  has  helped  to  create.  In  trying 
to  meet  the  obligation  this  implies,  two  deficiencies  appear: 
lack  of  capacity  for  joint  action,  and  defects  in  the  character 
and  extent  of  the  engineer's  preparation  for  his  profession. 
Concerted  thought  must  be  given  to  the  correction  of  these 
conditions. 

While  recognizing  this  responsibility  in  the  accomplish- 
ment of  national  stability,  most  engineers  do  not  realize 
that  the  profession  is  not  yet  prepared  for  its  share  in  the 
task.  There  are  definite  ways  in  which  the  E.C.P.D.  should 
contribute  to  this  end,  but  its  constituent  groups  need 
clearer  understanding  and  more  general  conviction  as  to 
E.C.P.D. 's  purposes  and  potential  usefulness. 

It  is  urgent  that  the  constituent  organizations  take  a 
greater  democratic  hand  in  the  affairs  of  the  body  they  set 
up  eight  years  ago.  To  do  this,  they  must  understand  better 
than  they  do  now,  just  what  the  E.C.P.D.  is.  Some  people 
think  it  is  merely  an  accrediting  agency  for  engineering 
curricula;  others  fear  it  may  try  to  usurp  some  powers  of 
the  constituent  societies;  some  do  not  know  or  care  what 
it  is  all  about  ;  so  there  should  be  an  educational  campaign 
by  the  several  engineering  groups  to  acquaint  their  mem- 
bers with  the  purposes  and  work  of  the  Council. 

The  E.C.P.D.  is  what  its  charter  says  it  is.  This  charter 
is  a  great  document  of  engineering  statesmanship  that 
clearly  points  the  democratic  way  toward  the  further 
development  of  the  solidarity  and  prestige  of  the 
profession.  It  says:  "The  E.C.P.D.  is  a  conference  of 
engineering  bodies  organized  to  enhance  the  professional 
status  of  the  engineer  through  the  co-operative  support  of 
those  national  organizations  directly  representing  the  pro- 
fessional, technical,  educational  and  legislative  phases  of  :m 
engineer's  life."  To  this  end  it  aims  to  "co-ordinate  and 
promote  efforts  and  aspirations  directed  toward  higher  pro- 
fessional standards  of  education  and  practice,  greater 
solidarity  of  the  profession,  and  greater  effectiveness  in 
dealing  with  technical,  social,  and  economic  problems. 

The  E.C.P.D.  has  been  successful  as  an  accrediting 
agency,  in  this  case  performing  a  task  which  could  be 
carried  out  in  a  few  years.  But  most  of  its  other  projects 
are  of  a  kind  that  cannot  become  effective  so  promplly. 
although  in  the  long  run  they  may  be  even  more  important 
to  the  profession  than  accrediting. 

Last  October,  the  Engineering  Institute  of  Canada  was 
welcomed  as  a  constituent  member  of  the  E.C.P.D.  This 
affords  a  liaison  with  Canadian  engineers  which  will  aid  the 
development  of  common  interests  in  both  countries.  The 
Council  has  already  benefited  by  the  presence  of  its  new 
members. 

The  constituent  bodies  have  shown  that  they  can  co- 
operate— for  example  they  have  formed  the  E.C.P.D. — 
but  in  some  cases  their  co-operation  has  been  limited. 
Engineers  must  not  stand  by  in  indifferent  isolation; 
the  solidarity  of  the  profession  is  necessary  if  they  are 
to  take  effective  part  in  preserving  a  democratic  future 
for  this  country. 

Constructive  co-operation  is  at  the  heart  of  democratic 
life.  In  a  democracy,  if  the  political,  industrial  and  profes- 
sional groups  are  not  organically  related  to  the  whole,  a 
basis  for  national  stability  does  not  exist.  This  is  the 
primary  reason  why  the  groups  of  the  engineering  profession 
should  cultivate  the  capacity  for  co-operation. 

As  regards  professional  training,  upon  which  the  pro- 
fessional status  of  engineers  depends,  there  must  be  better 


446 


selection  of  students,  more  appropriate  collegiate  training, 
greater  incentive  and  opportunity  for  post-graduate  educa- 
tion, and  fuller  recognition  of  professional  achievement.  All 
this  professional  development  certainly  requires  co-opera- 
tive effort.  The  purposes  involved  are  precisely  those  of  the 
E.C.P.D. 

Under  present  conditions,  the  E.C.P.D.  is  the  only  body 
which,  because  it  has  direct  representation  of  the  engineer's 
professional,  technical,  educational,  and  legislative  interests, 
can  deal  effectively  with  the  broad  problem  of  professional 
development.  It  is,  however,  an  advisory  service  organiza- 
tion, responsible  to  its  constituent  bodies,  and  must  confine 
itself  to  matters  strictly  within  the  scope  of  its  charter. 
But  if  co-operative  progress  is  to  be  made  by  the  engineering 
organizations,  the  Council  is  now  the  only  central  medium 
available. 

II.     Membership  and  Activities  of  E.C.P.D. 

It  will  be  noted  that  the  Council  has  functions  of  advice 
and  recommendation  only,  and  does  not  administer  any 
project  unless  it  is  definitely  approved  by  a  majority  of  the 
constituent  groups. 

The  constituent  bodies  include  the  American  Society  of 
Civil  Engineers,  the  American  Institute  of  Mining  and 
Metallurgical  Engineers,  the  American  Society  of  Mechani- 
cal Engineers,  the  American  Institute  of  Electrical  Engin- 
eers, the  American  Institute  of  Chemical  Engineers,  the 
Society  for  the  Promotion  of  Engineering  Education,  the 
National  Council  of  State  Boards  of  Engineering  Examin- 
ers, and  the  Engineering  Institute  of  Canada. 

The  work  of  the  Council  is  indicated  by  the  activities  of 
its  five  principal  committees.  Brief  reports  of  their  work 
follow: 

1.  STUDENT    SELECTION    AND    GUIDANCE 

The  Committee  has  organized  groups  of  engineers  to 
meet  highschool  boys  and  others  who  make  enquiries  as  to 
the  study  of  engineering.  Some  8,000  boys  attended  such 
meetings  last  year.  Various  committees  and  local  sections 
of  national  societies,  and  local  and  state  engineering 
societies  have  aided.  In  general,  the  public  schools  have 
welcomed  such  guidance  to  prospective  students  which 
gives  information  regarding  the  mental,  physical  and  per- 
sonal requirements  for  success  in  an  engineering  career. 
and  the  many  phases  of  engineering  work.  Higher  standards 
of  admission  to  engineering  schools  are  being  urged,  looking 
to  the  selection  of  better  engineering  talent. 

A  pamphlet,  "Engineering  as  a  Career,"  has  been  pre- 
pared for  publication. 

2.  ENGINEERING    SCHOOLS 

A  list  of  542  undergraduate  engineering  curricula  in  L25 
institutions  has  been  prepared.  One  hundred  and  sixty-four 
curricula  were  inspected  but  not  accredited.  This  work 
continues. 

The  basis  for  accrediting  has  been  a  sound  educational 
programme.  The  committee's  visits  and  the  friendly  advice 
given  when  requested,  have,  in  many  cases,  resulted  in 
marked  improvement. 

An  analysis  of  the  data  gathered  by  the  committee  has 
been  published  and  distributed  to  the  officers  and  libraries 
of  the  various  institutions. 

3.  PROFESSIONAL   TRAINING 

To  advance  after  graduation,  the  young  engineer  must 
do  more  than  acquire  proficiency  in  his  immédiate  job.  He 
must  gain  knowledge  and  experience  through  further  study 

September,  1941     THE  ENGINEERING  JOURNAL 


and  through  contacts  with  fellow  engineers.  The  function 
of  the  E.C.P.D.  Committee  on  Professional  Training  is  to 
aid  junior  engineers  in  this  critical  phase  of  their  develop- 
ment. Working  with  local  sections  of  constituent  societies, 
many  junior  engineering  groups  have  been  organized.  Sug- 
gested reading  lists,  extension  courses,  lectures,  discussions, 
and  inspection  trips  are  arranged  or  encouraged  by  this 
committee. 

4.       PROFESSIONAL   RECOGNITION 

This  committee  is  concerned  with  "methods  whereby 
those  engineers  who  have  not  suitable  standards  may 
receive  corresponding  professional  recognition."  The 
E.C.P.D.  has  set  up,  as  a  "suitable  standard,"  certain 
minimum  qualifications — including  education  as  well  as 
capability  developed  in  practice — which  afford  a  basis  for 
common  requirements  for  society  membership  and  legal 
registration. 

So  far  the  many  societies  devoted  to  technical  advance 
have  not  been  able  to  achieve  professional  solidarity.  Legal 
registration  by  state  engineering  boards  in  seven-eighths  of 
the  states  has  created  a  new  grouping  on  the  basis  of  com- 
petency. But  though  the  70,000  registered  engineers  about 
equal  the  total  membership  of  the  older  societies,  a  majority 
of  each  group  does  not  belong  to  the  other. 

The  committee  urges  that  the  societies  seriously  consider 
whether  their  "profession  can  adequately  meet  its  obligation 
.  .  .as  an  aggregation  of  individual  groups,  loosely  linked 
by  numerous  common  agencies."  It  is  hoped  that  study  of 


engineering  as  a  profession  and  of  professional  ethics  by 
student  groups  can  be  organized  and  will  lead  the  ten 
thousand  engineering  graduates  of  each  year  to  distinguish 
engineering  as  a  profession,  from  engineering  as  a  technical 
occupation. 

The  committee  is  working  to  develop  a  more  general 
understanding  of  what  constitutes  professional  status,  and 
to  help  all  engineering  students  to  appreciate  professional 
standards  and  conduct. 

5.       PRINCIPLES    OF    PROFESSIONAL    ETHICS 

This  committee  was  originally  sponsored  by  the  American 
Engineering  Council  (now  discontinued),  and  was  taken 
over  and  enlarged  by  the  E.C.P.D.  Existing  codes  of  engin- 
eering ethics  had  been  studied,  and  although  progress,  by 
correspondence,  has  necessarily  been  slow,  a  draft  report  is 
now  being  prepared,  outlining  a  code  of  ethics  for  guidance 
in  the  engineering  profession. 

The  object  of  this  study  is  to  stimulate  ethical  thinking 
among  engineers  and  to  inform  them  as  to  what  their 
societies  expect  of  them  as  regards  professional  conduct.  If 
such  a  report,  when  approved  by  the  E.C.P.D.,  eventually 
receives  general  adoption  by  engineering  societies,  a  very 
definite  contribution  to  the  solidarity  of  the  profession  will 
have  been  made. 

It  is  believed  that  the  foregoing  brief  review  of  the  activi- 
ties of  the  E.C.P.D.  justifies  the  hope  that  the  Council  will 
serve  engineers  increasingly  in  the  cause  of  professional 
devlopment. 


Abstracts  of  Current  Literature 


WOMEN  IN  ENGINEERING 

From  Trade  &  Engineering,  (London),  July,  1941 

In  a  foreword  to  the  first  number  of  a  monthly  Engineer- 
ing Bulletin  issued  by  the  Ministry  of  Labour,  Mr.  Bevin 
states  that  the  industry  must  be  prepared  to  take  on  more 
recruits,  particularly  women,  for  training  in  the  works.  In 
the  next  few  months  750,000  recruits  will  be  wanted  in  the 
factories.  As  most  of  these  will  be  women  it  is  of  interest 
to  note  that  the  employment  of  women  on  certain  engineer- 
ing processes,  particularly  on  capstans,  milling  and  milling 
machines,  and  on  inspection  and  light  assembly  work  is 
already  very  common.  In  a  number  of  engineering  works, 
however,  female  labour  is  employed  over  a  much  wider 
field  than  this,  and,  to  an  ever  increasing  extent,  on  pre- 
cision work  connected  with  aircraft  and  aircraft  engines, 
shells  and  fuses,  milling  gun  parts,  and  optical  grinding 
and  polishing  to  extremely  fine  limits.  The  elimination  of 
breakages  in  various  operations  is  said  to  be  due  to  the 
women's  more  delicate  touch.  Female  labour  in  engineering 
is,  of  course,  no  new  thing,  but  a  war-time  development 
in  one  area  is  the  successful  employment  of  women  as 
works  managers,  while  one  large  firm  of  general  engineers 
employs  several  hundreds  on  non-repetitive  work. 

Meanwhile,  the  registration  of  the  women  of  20  and  21 
has  brought  to  light  the  fact  that  very  few  are  without 
occupation.  Household  work  is  accepted  by  the  Ministry 
of  Labour  as  an  essential  occupation,  and  the  Ministry  has 
rules  for  ascertaining  the  degree  of  necessity  in  the  house- 
hold occupation.  Nevertheless,  large  numbers  of  women 
are  required  and  must  be  found.  Many  will  be  made  avail- 
able by  the  concentration  of  industry,  and  for  the  rest 
there  will  have  to  be  transference  on  a  great  scale  from 
less  essential  to  more  essential  work.  The  registration  of 
young  women  was  expected  to  disclose  a  large  reserve  of 
labour.  It  has  not  done  so,  and  the  policy  of  the  Ministry, 
therefore,  is  the  transference  of  young  unmarried  women 
from  less  essential  employments.  Already  the  panels  are 
busy  arranging  transfers  beginning  in  the  industries  to  be 


Abstracts    of   articles    appearing    in 
the  current   technical  periodicals 


concentrated  and  disregarding,  for  the  present,  those  that 
are  in  the  Schedule  of  Reserved  Occupations,  as  well  as 
the  women  in  undertakings  engaged  to  three-quarters  of 
their  capacity  on  Government  work.  With  regard  to  the 
unemployment  returns,  which  for  May  showed  a  total  of 
369,000,  it  is  again  pointed  out  that  the  unemployment  of 
to-day  is  mainly  that  which  occurs  in  the  change-over  from 
one  job  to  another. 

PENCILS    FOR    TEMPERATURE    MEASUREMENT 

An  abstract  from  schrift  des  Vereins  Deutscher  Ingenieure 
(VDI),  1941,  No.  2. 

The  Engineers'  Digest  (London)  June  1941. 

There  exist  materials  which  change  colour  when  heated 
and  revert  to  their  original  appearance  after  cooling.  These 
materials  have  been  used  among  others,  by  the  firm  Faber, 
to  produce  thermo-chromo  pencils  for  eight  temperatures 
between  120  and  600  deg.  C. 

The  attendant  has  only  to  make  a  stroke  with  one  of 

these  pencils  on  the  body,  the  temperature  of  which  has  to 

be  ascertained,  and  to  observe  the  moment  when  the  colour 

changes. 

„  ,         ,  x,  .,  Temperature,  ,, 

Colour  of  the  pencil         at  wMch  cdour        New 

when  cold  changes  Colour 

Light-green  pencil 120°C.  Blue 

Green  pencil 150°C.  Violet 

Blue  pencil 200°C.  Black 

Bottle  green  pencil 300°C.  Brown 

Brown  stroke  of  above  pencil .  .  350°C.  Red 

Rose  pencil 450°C.  Black 

Light-yellow  pencil 510°C.  Orange 

Dark-blue  pencil 600°C.  White 


THE  ENGINEERING  JOURNAL     September,  1941 


447 


INVISIBLE  LIGHT  FOR  PROTECTION 
AGAINST  SABOTAGE 

From  Aero  Digest,  (New  York),  August,  1941 

Numerous  means  of  protection  may  be  employed  in  set- 
ting up  a  "defense  programme"  against  the  would-be 
saboteur.  While  these  means  depend  upon  the  require- 
ments peculiar  to  the  individual  establishment  there  are 
two  problems  that  are  common  to  all  establishments  faced 
with  sabotage  hazards — to  keep  outsiders  from  getting 
entrance,  and  to  prevent  unauthorized  persons  (including 
unauthorized  employees)  from  gaining  access  to  restricted 
areas  within  the  premises. 

To  achieve  these  objectives,  many  concerns  are  using 
the  A.D.T.  Invisible  Ray  Alarm,  one  of  the  electric  pro- 
tection services  of  the  American  District  Telegraph  Com- 
pany. This  system  projects  a  beam  of  invisible  light  across 
the  area  to  be  protected,  and  interruption  of  the  beam  by 
any  person  or  vehicle  passing  through  its  path  automatic- 
ally actuates  an  alarm  system. 

While  the  invisible  ray  is  a  comparatively  recent  devel- 
opment in  burglary  protection,  it  is  by  no  means  untried. 
It  has  proved  its  effectiveness  in  many  mercantile,  com- 
mercial and  industrial  establishments  for  more  than  five 
years.  Yet,  it  is  only  within  the  past  year  or  so,  following 
installation  of  the  apparatus  in  various  defense  plants, 
government  establishments,  etc.,  that  officials  realized  how 
suited  this  system  is  for  the  protection  of  premises  exposed 
to  sabotage  hazards.  In  many  cases,  where  physical  barriers 
would  be  impracticable,  or  where  long  distances  or  large 
areas  would  make  adequate  patrol  protection  by  guard 
forces  extremely  costly,  the  invisible  ray  has  proved  an 
effective  means  of  providing  the  necessary  protection. 

The  invisible  ray  operates  on  photo-electric  principles 
similar  to  those  employed  in  the  various  electric  eye  devices 
used  for  opening  doors,  counting  objects  or  persons,  etc., 
but  with  a  far  greater  range  of  operating  values.  The 
system  consists  of  a  light  source,  a  photoelectric  receiver, 
and  a  control  unit. 

The  light  source  unit  consists  of  one  or  more  incandescent 
lamps  of  a  power  sufficient  to  project  a  beam  of  modulated 
light  across  the  desired  distance,  and  a  filter  glass  which 
blocks  all  light  waves  in  the  visible  range,  allowing  only 
the  invisible  infra-red  rays  to  pass. 

This  beam  of  invisible  light  is  directed  toward  the  re- 
ceiver unit,  containing  a  photocell  which  responds  to  the 
modulated  radiations  from  the  light  source,  causing  a  change 
in  current  flow  in  the  receiver  unit  which,  by  means  of 
vacuum  tubes,  is  amplified  to  a  value  sufficient  to  operate 
an  alarm  relay  mechanism.  When  the  beam  is  interrupted 
by  a  solid  object  of  sufficient  size,  such  as  a  person,  vehicle, 
etc.,  the  current  flow  in  the  photocell  is  momentarily  broken. 
This  results  in  actuating  the  alarm  system. 

Connected  with  the  receiver  is  the  control  unit,  which 
contains  the  alarm  relay  and  other  mechanism  for  initiating 
such  protective  action  as  may  be  desired  as  the  result  of 
an  alarm.  The  system  can  be  so  connected  that  interrup- 
tion of  the  beam  will  automatically  result  in  one  or  any 
combination  of  various  protective  actions,  such  as  notifying 
the  local  guard  headquarters,  or  the  police,  or  the  A.D.T. 
central  station;  turning  on  lights  inside  the  premises,  or 
floodlights  and  searchlights  in  the  yards;  stopping  the 
operation  of  automatic  machinery;  sounding  sirens  or  gongs, 
or  closing  gates,  doors,  firestops,  etc. 

Among  the  many  applications  for  which  the  invisible 
ray  has  been  found  particularly  effective  is  boundary  pro- 
tection in  conjunction  with  fences.  Here  the  beam  usually 
is  projected  inside  the  parallel  to  the  fence,  in  such  a  manner 
that  an  intruder  who  might  gain  entrance  by  scaling  or 
cutting  through  the  fence  would  pass  through  the  beam 
as  soon  as  he  got  inside.  This  interruption  of  the  beam 
would  automatically  transmit  an  alarm  signal  to  the  local 
guard  headquarters,  the  police  of  the  central  station,  as 
well  as  performing  such  other  protective  functions  for 
which  provisions  have  been  made. 


For  such  outdoor  protection,  light  sources  are  provided 
which  project  beams  that  are  unaffected  by  rain,  snow, 
fog  or  other  weather  conditions,  and  which  are  effective 
for  distances  up  to  1,000  ft.,  or  further.  For  the  protection 
of  areas,  indoors  or  out,  such  as  yards,  storage  spaces, 
etc.,  to  which  access  might  be  gained  from  several  direc- 
tions, a  number  of  beams  may  be  used  to  cover  the  pro- 
tected area;  or,  the  beam  from  a  single  light  source,  by 
means  of  reflectors,  may  be  made  to  form  a  network  of 
invisible  light  rays,  zigzag  fashion,  over  the  protected  area. 

Since  the  invisible  ray  does  not  require  the  erection  of 
physical  barriers  to  impede  normal  activities,  it  often  is 
the  only  feasible  means  of  protection  for  loading  platforms, 
railroad  sidings,  storage  areas,  open  water  fronts,  etc.  All 
that  is  necessary  when  it  is  desired  to  restrict  access  is  to 
"turn  on"  the  protection. 

The  same  applies  to  any  other  areas,  inside  or  out,  which 
it  is  desired  to  protect  from  intrusion.  Many  defense  plants 
are  employing  this  method  of  protection  to  safeguard 
approaches  to  tool  cribs,  storage  rooms  for  valuable  metals, 
explosives,  and  rooms  where  confidential  or  valuable  docu- 
ments are  kept.  Or,  in  a  shop,  a  vital  machine,  or  group 
of  machines,  may  be  ringed  with  invisible  rays  so  that  no 
one  can  approach  undetected. 

Probably  the  most  outstanding  example  of  the  adapt- 
ability of  the  system  is  the  installation  which,  for  several 
years  has  been  protecting  the  Foreign  Trade  Zone  (Free 
Port)  on  Staten  Island,  N.Y.  Here  the  light  source  is  on 
a  float,  keeping  it  always  at  the  same  level  above  the  water 
regardless  of  tides.  Special  equipment  projects  this  light 
for  a  distance  of  3,000  ft.  across  the  water,  from  pier  to 
pier,  and  provides  an  intangible  but  effective  barrier  against 
smugglers — protection  which  could  not  be  provided  in  any 
other  way. 

Such  beams  operate  with  equal  effectiveness  day  and 
night.  Operation  of  the  system  is  not  affected  by  sunlight, 
or  by  other  extraneous  lights  such  as  flood  lights,  headlights 
of  passing  cars,  etc.  The  photoelectric  receiver  is  responsive 
only  to  light  waves  modulated  to  the  specific  frequency  of  the 
radiation  projected  by  the  light  source.  Thus,  the  system 
cannot  be  made  ineffective  by  interposing  a  flashlight  or 
any  other  light  between  the  light  source  and  the  receiver. 
Neither  will  cutting  of  wires,  or  otherwise  tampering  with 
the  equipment  help  those  attempting  to  defeat  the  system; 
such  action  is  just  as  effective  in  transmitting  an  alarm 
signal  as  actual  interruption  of  the  beam. 

BRITISH  AIRCRAFT  INDUSTRY 

Detecting  Raiders  our  "Secret  Weapon" 
From  Trade  &  Engineering  (London)  July,  1941 

Undoubtedly  one  of  the  best  kept  secrets  of  the  war  has 
been  the  method  by  which  enemy  aircraft  are  detected, 
often  when  they  are  still  miles  from  our  shores.  Most  people 
knew  that  the  Royal  Observer  Corps,  Fighter  Command, 
and  the  other  defences  had  some  scientific  aid.  Quite  a 
number  of  people  had  made  intelligent  guesses  as  to  what 
the  device  was,  and  a  more  select  few  were  "in  the  know," 
but,  generally  speaking,  the  device  was  not  only  born  in 
secret  but  has  passed  through  adolescence  and  come  to 
maturity  without  the  general  public  having  an  inkling  of 
its  character  and  working. 

It  is  now  possible  to  give  some  limited  particulars  of  the 
device,  which  is  generally  known  as  radiolocation.  It  is  by 
no  means  a  new  science  but  rather  an  adaptation  to  war 
purposes  of  a  discovery  known  to  the  whole  of  the  civilized 
world.  Briefly,  radiolocation  is  a  system  of  sending  out  ether 
waves  which  cannot  be  affected  by  fog,  cloud,  or  darkness. 
They  can  extend  many  miles  beyond  our  shores.  Any  solid 
substance,  such  as  an  aeroplane  or  ship,  which  is  in  the 
path  of  the  waves  sends  back  a  "reflection"  to  the  detecting 
station  and  thus  reveals  its  presence.  Since  the  outbreak  of 
war  these  ether  waves  have  been  keeping,  and  continue  to 
keep,  a  24-hour  watch  throughout  the  year.  They  obviate 
the  necessity  for  Fighter  Command  to  maintain  standing 


448 


September,  1941     THE  ENGINEERING  JOURNAL 


patrols  of  fighter  aircraft,  thus  releasing  both  men  and 
machines  for  the  task  of  engaging  any  raiders  discovered 
by  this  scientific  means. 

The  Germans  are  believed  to  be  experimenting  along  the 
same  lines,  but  there  is  as  yet  nothing  in  the  results  they 
have  achieved  against  our  bombers  to  suggest  that  they 
have  made  any  marked  degree  of  progress. 

Radiolocation  was  known  in  its  primary  form  some  years 
ago,  and  as  long  ago  as  March,  1935,  the  earliest  experi- 
ments were  conducted  in  this  country  to  apply  the  knowl- 
edge to  war  use.  In  its  origin  the  idea  was  the  conception 
of  one  man — Mr.  R.  A.  Watson  Watt,  Scientific  Adviser  on 
Telecommunications  to  the  Chief  of  the  Air  Staff — who  had 
the  vision  to  see  the  possibilities  inherent  in  certain  electrical 
phenomena.  The  initial  experiments  were  carried  out  in  an 
ancient  lorry  on  a  little-used  country  road  not  far  from 
Daventry.  As  a  result  of  those  experiments  a  team  of 
scientists  and  a  number  of  Service  officers  also  interested  in 
the  problem  collected  together  and  worked  for  many 
months  to  bring  radiolocation  to  its  initial  form,  and  this 
was  achieved  towards  the  middle  of  1939. 

It  had  taken  four  years  of  continuous  and  often  trying 
experiments  to  work  the  device  up  to  the  standard  it  had 
attained  at  the  outbreak  of  war.  The  threat  of  war  in  the 
summer  and  autumn  of  1938  no  doubt  speeded  progress 
even  then,  so  that  by  the  time  war  came  the  system,  in  a 
partially  developed  state,  was  in  operation.  The  result  of 
operations  since  the  outbreak  of  war  has  demonstrated  very 
clearly  the  vital  nature  of  the  achievement,  and  since  that 
date  scientists,  engineers,  and  technical  manufacturers  have 
been  combining  to  produce  the  best  possible  equipment  for 
the  detection  of  enemy  aircraft.  The  Battle  of  Britain  was 
undoubtedly  won  by  the  R.A.F.  Fighter  Command  partly 
because  of  the  help  it  received  from  radiolocation.  The 
development  of  the  system  has  been  continuous  and  rapid. 
That  single  lorry  on  the  road  near  Daventry  has  now 
grown  into  a  vast  organization  covering  the  whole  country, 
and  it  serves  not  only  the  R.A.F.  and  the  Royal  Observer 
Corps  but  the  Royal  Navy  and  the  Army.  Instead  of  the 
two  or  three  civilians  and  a  few  officers  there  is  now  working 
on  radiolocation  a  staff  numbering  thousands  in  the  three 
Services. 

As  the  scope  of  the  system  has  been  developed  there  has 
obviously  been  a  need  for  more  and  more  technicians  The 
three  Services  have  been  thoroughly  combed  and  the 
Central  Register  has  brought  to  light  many  more  men  and 
women  with  some  knowledge  of  radio,  but  still  the  numbers 
are  inadequate.  Therefore  an  Empire-wide  appeal  has  just 
been  made  for  recruits  with  some  degree  of  technical 
knowledge.  Air  Chief  Marshal  Sir  Philip  Joubert  de  la  Ferté, 
now  A.O.C.-in-C,  Coastal  Command,  but  formerly  in 
charge  of  this  work,  stated  when  the  appeal  was  launched 
that  the  immediate  requirement  of  the  R.A.F.,  Royal  Nav\, 
and  Army  was  10,000  men  and  women,  but  that  eventually 
the  R.A.F.  would  need  8,000  men  and  3,000  women;  the 
Army  about  the  same  number,  and  the  Navy  about  2,000 
men  and  300  women.  Already  extensive  use  is  being  made  of 
women,  both  as  scientific  officers  and  operators. 

RAILWAY  REPAIR  AFTER  AIR  RAIDS 

From  Civil  Engineering  and  Public  Works  Review  (London),  June,  1941. 

The  following  are  examples  of  speedy  repair  work  which 
are  mentioned  in  a  little  pamphlet  recently  published  by 
the  railway  companies. 

As  a  result  of  an  air  raid,  the  crown  of  an  arch  in  a  shal- 
low tunnel  allowed  earth  to  penetrate  on  to  the  tracks. 
Unfortunately,  the  soil  continued  to  fall  through  until  a 
hole  showed  at  ground  level  above.  A  mechanical  excavator 
was  taken  to  the  site,  and  2,000  cubic  yards  of  earth  re- 
moved above  the  tunnel;  a  new  arch  was  built;  the  earth 
was  then  moved  from  inside  the  tunnel,  when  the  line  was 
reopened  for  traffic. 

When  a  heavy  calibre  bomb  struck  an  electric  conductor 
rail  on  a  viaduct,  it  glanced  off,  penetrated  into  the  ground 


below,  where  it  exploded,  demolishing  part  of  the  viaduct. 
Two  tracks  on  an  adjoining  viaduct  remained  intact.  To 
enable  services  to  be  operated,  a  large  high  tension  cable 
diversion  was  made,  the  installation  of  a  temporary  cross- 
over 200  ft.  long  was  built,  and  automatic  signalling  over 
two  miles  of  track  was  reversed,  resulting  in  the  train 
services  being  restored  the  next  day.  Meanwhile,  the  re- 
mains of  the  arches  were  demolished  with  the  aid  of  a  loco- 
motive and  wire  cables.  A  special  train  equipped  with  a 
large  electric  compressor,  was  worked  to  the  site  and  the 
demolition  of  the  brickwork  by  ten  heavy  pneumatic 
hammers  was  put  in  hand. 

The  whole  of  the  brick  debris  was  broken  up  and  removed 
by  lorries,  excavation  being  undertaken  to  find  a  new  solid 
bottom.  Thi  worst  of  the  crater  was  dug  out  and  the  re- 
maining weak  ground  was  rafted  over  with  steel  rails  and 
concrete.  A  trestle  bridge  of  two  spans  was  then  constructed 
on  the  concrete  raft,  incorporated  in  the  design  of  this 
bridge  being  a  timber  thrust  member  to  take  the  end  thrust 
of  the  remaining  arches  of  the  viaduct.  Rolled  steel  joists 
with  cross  sleepers  resting  on  them  were  provided  for  the 
rails.  Hundreds  of  thousands  of  passengers  have  since 
passed  safely  over  this  place  with  only  a  slight  check  in 
speed  to  their  trains. 

During  another  air  raid  a  high  explosive  bomb  penetrated 
the  booking  hall  of  a  busy  station,  exploding  on  the  track 
over  the  station  subway.  The  blast  from  the  bomb  in  the 
confined  space  was  very  severe.  Rails,  timbers  and  girders 
over  the  subway  were  damaged  and  portions  of  the  plat- 
forms destroyed,  whilst  all  the  brick  and  tile  constructions 
on  the  platforms  were  demolished  together  with  various 
kiosks.  Numbers  of  cables  under  the  platform  nosing  were 
also  put  out  of  action.  Two  ballast  trains  were  at  once 
rushed  to  the  site,  the  loading  of  the  material  and  the 
track  repairs  were  carried  out  by  gangs  sent  by  lorries, 
with  the  result  that  the  station  was  reopened  and  both 
lines  were  operating  with  temporary  signalling  the  same 
day,  less  than  eight  hours  after  the  incident  occurred. 

FRENCH  CARGO  LINERS 

From  Trade  and  Engineering,  (London),  July,  1941 

According  to  information  recently  received;  the  three 
high-speed  cargo  liners  of  a  new  type  ordered  by  the  French 
Government  some  time  before  the  war  broke  out  have  been 
delivered.  Much  interest  was  taken  in  this  contract  at  the 
time  it  was  placed,  since  the  ships  were  specified  to  have  a 
speed  of  17  knots,  which  is  higher  than  that  of  any  other 
vessels  in  the  French  mercantile  fleet.  Moreover,  although 
they  were  constructed  to  the  order  of  the  French  Govern- 
ment, it  was  intended  that  two  of  them  should  be  operated 
by  the  C.G.T.  and  the  other  by  a  well-known  French 
shipping  company. 

The  three  vessels,  the  Indochinois,  Malgache,  and  Calé- 
donien, are  sister  ships  apart  from  certain  modifications  in 
refrigerated  capacity  made  in  view  of  the  different  services 
on  which  it  was  intended  they  should  be  engaged.  They 
are  of  9,000  tons  deadweight  capacity,  with  a  length  of 
459.8  ft.,  a  beam  of  60  ft.,  and  a  loaded  draught  of  26.4  ft. 
A  10-cylinder  Sulzer-type  engine  of  7,000  b.h.p.  is  installed; 
it  runs  at  125  r.m.p.  and  has  an  overload  capacity  of  about 
15  per  cent.  The  cylinders  have  a  diameter  of  720mm.  and 
the  piston  stroke  is  1,250mm. 

It  is  difficult  to  ascertain  to  what  extent  mercantile  ship- 
building is  proceeding  in  France  at  the  present  time,  but 
it  was  recently  recorded  that  at  any  rate  for  a  period  after 
the  German  occupation  the  industry  was  very  poorly 
occupied.  It  would  be  particularly  interesting  to  know 
whether  the  22-knot  passenger  liner  Maréchal  Pétain  (an 
18,000-ton  triple-screw  Diesel-engined  vessel  with  22,000 
s.h.p.  machinery),  which  was  ordered  before  war  broke  out 
for  the  Messageries  Maritimes,  is  likely  to  be  completed. 
The  fact  that  she  has  only  recently  been  named  seems  to 
indicate  that  construction  has  not  been  wholly  held  up 
until  the  conclusion  of  the  war. 


THE  ENGINEERING  JOURNAL     September,  1941 


449 


Fig.  1 — Tanks  crossing  open  ground. 

BRITISH  INFANTRY  TANKS 

From  "Engineering"  (London),  July,  1941 

Some  particulars  have  now  been  revealed  of  the  latest 
type  of  British  infantry  tank,  formerly  known  as  the  Mark 
111,  but  now  officially  designated  as  the  "Valentine." 
Figures  1  and  2  show  views  of  the  Valentine  type,  which 
weighs  16  tons  and  is  manned  by  a  crew  of  three.  Infantry 
tanks  in  general  are  more  heavily  protected,  but  less  speedy, 
than  the  "cruiser"  tanks  used  by  the  mechanised  cavalry 
regiments,  but  it  is  stated  that  the  Valentine  has  a  road 
speed  in  excess  of  15  miles  an  hour,  and,  for  the  weight  of 
guns  and  armour  which  it  carries,  has  proved  to  be  faster 
than  was  expected.  Its  manoeuvrability  and  cross-country 
riding  qualities  are  of  a  high  order.  The  turret  mounts  a 
Besa  gun,  at  the  side  of  which  is  a  2-pounder,  stated  to  be 
capable  of  penetrating  the  armour  of  any  German  tank 
that  the  British  forces  have  yet  encountered. 

Reference  to  the  illustrations  of  the  Valentine  will  show 
that  the  method  of  driving  and  guiding  the  track  is  by  a 
double  row  of  teeth;  an  arrangement  which  would  appear 
to  have  superior  advantages  when  traversing  soft  ground  or 
the  slope  of  a  hill,  and  to  offer  the  probability  of  smoother 
progress  over  rough  ground  such  as  that  illustrated  in  Fig.  1. 
Tanks,  like  warships,  must  represent  a  compromise,  and  the 
dominant  factors  can  seldom  be  the  same  in  different 
armies. 

DISCREPANCIES  IN  WAGES 

From  Trade  &  Engineering,  (London),  July,  1941 

A  problem  that  arose  in  the  War  of  1914-18  is  again 
proving  troublesome.  Factories  engaged  on  Government 
work  are  paying  much  higher  wages  than  other  employers 
in  the  same  area  can  afford,  with  the  result  that  farmers 
and  others  are  being  denuded  of  their  labour.  If  there  were 
a  properly  constituted  authority  to  settle  these  matters, 
and  it  were  decided  that  a  ploughman  was  indispensable 
for  making  munitions  and  far  more  valuable  at  that  work 
than  at  farming,  nobody  would  complain,  but  it  has  not 
yet  been  authoritatively  decided  whether  the  munition 
worker  or  the  agriculturist  is  the  more  important  to  the 
country,  the  services  of  both  being  urgently  needed.  Nor 
has  it  been  shown  that  ploughmen  are  better  adapted  to 
munition  making  than  labour  that  is  not  essential  to  the 
land.  It  is  very  difficult  to  believe  that  a  skilled  farmhand 


could  be  better  employed  than  in  producing  food — there 
cannot  be  many  modern  counterparts  of  Cincinnatus — but 
that  his  services  should  be  at  the  command  of  the  highest 
bidder  irrespective  of  other  considerations  is  entirely  wrong. 
It  is  very  unfortunate  that  nothing  is  done  to  stop  this 
"beggar  my  neighbour"  policy,  which  is  directly  due  to 
want  of  co-ordination. 

MODEL  EXPERIMENTS  ON  THE 
GEBEL  AULIA  DAM 

By  Hasan  Zaky,  Ph.D.,  B.Sc,  M.Inst.  C.E. 

From  Journal  of  The  Institution  of  Civil  Engineers  (London)  ,  June,  1941 

The  Gebel  Aulia  dam  is  one  of  a  series  of  large  storage 
reservoirs  built  on  the  Nile  for  augmenting  its  low-season 
supply  in  order  to  cope  with  the  crop  demands  and  allow 
for  a  better  development  of  the  Nile  valley. 

Before  its  actual  construction  the  Egyptian  Government 
wisely  decided  to  submit  the  proposed  plans  to  model-tests 
with  the  object  of  investigating  the  whole  design  thoroughly, 
eliminating  all  undesirable  features  in  the  structure,  and 
calibrating  the  sluices  for  better  control. 

An  extensive  series  of  experiments  were  carried  out  for 
this  purpose  at  the  Delta  Barrage  laboratory.  These  proved 
to  be  highly  satisfactory  and  of  great  practical  value.  In 
many  aspects,  the  final  design  that  was  approved  and 
executed  was  the  outcome  of  these  tests. 

The  models  used  were  seven  in  number,  and  the  scales 


Fig.  2- -Front  view  of  Valentine  tank. 

ranged  from  two  per  cent  to  full  size.  The  tests  can  be 
classified  into  three  categories: 

1.  Preliminary  experiments  for  investigating  the  initial 
proposals. 

2.  A  general  study  of  the  modified  and  final  plans. 

3.  A  precise  series  for  the  purpose  of  calibrating  the 
sluices. 

The  first  series,  which  could  be  considered  as  purely  ex- 
ploratory, were  conducted  on  a  1/50  scale  model  comprising 
two  sluices.  The  study  proved  beneficial,  as  it  revealed  the 
desirability  of  some  alterations,  including  an  increase  in 
the  number  of  sluices,  lowering  the  sill-level,  and  fixing 
the  length  of  the  apron. 

A  second  and  more  extensive  series  of  experiments  were 
then  conducted  for  the  purpose  of  testing  the  nature  of 
currents,  the  grouping  of  bays,  and  the  best  shape  of 
training-walls;  and  for  further  study  of  the  character  of 
flow  near  the  downstream  lock-wall  and  the  fish-ladder. 
Two  1/50  scale  models  comprising  more  than  one  bay  were 
used  for  this  study.  The  tests  clearly  demonstrated  the 
suitability  and  effectiveness  of  the  original  position  of  the 
downstream  lock  guide-wall,  and  enabled  the  consulting 


450 


September,  1941     THE  ENGINEERING  JOURNAL 


engineers  to  devise  two  important  modifications  in  their 
original  plan  connected  with  the  training-walls  and  the 
fish-ladder. 

The  inquiry  then  proceeded  on  entirely  different  lines. 
Experiments  were  undertaken  for  the  purpose  of  precisely 
calibrating  the  sluices.  This  involved  the  use  of  four  different 
models.  Considering  the  diversity  in  the  scales  used,  and 
the  difficulty  of  proper  simulation  of  the  actual  position 
of  the  upstream  and  downstream  gauges  on  the  different 
models,  the  results  exhibited  close  agreement.  The  experi- 
ments aimed  at  determining  accurately  the  co-efficient  of 
discharge  for  drowned  conditions,  and  establishing  clearly 
the  limits  for  such  conditions. 

The  three  small  models,  namely,  1/25  scale,  1/10  scale, 
and  3^3  scale,  were  used  for  testing  gate  openings  exceeding 
1.0  metre  for  various  upstream  levels.  The  largest  model 
(full  size)  was  especially  constructed  for  the  study  of  gate 
openings  of  less  than  0.50  metre  with  low  upstream  levels. 

The  total  number  of  experiments  carried  out  on  these 
models  amounted  to  about  twelve  hundred. 

Table  I  gives  the  mean  coefficients  of  discharge  for 
drowned  conditions:  it  shows  the  close  agreement  of  the 
results  obtained  from  the  three  models,  the  coefficient  of 
discharge  C  being  derived  from  the  following  equation: 

Q  =  CA\/W 
where  Q  denotes  the  discharge,  in  cubic  metres  per  second 
per  sluice,  A  the  area  of  the  opening,  in  square  metres, 
and  H  the  difference,  in  metres  between  upstream  and 
downstream  levels. 

Table  I 

Opening:  metres 

Model  scale 1.00  2.00  3.00  3.50 

Coefficient  of  discharge  C 

1/25 3.07  3.14  3.32  3.62 

1/10 3.02  3.15  3.55  3.81 

yi 3.05  3.18  3.50  3.69 

Mean  coefficient  of 

dischargeC 3.04  3.16  3.47  3.70 

The  tendencies  observed  earlier  in  tests  made  at  the 
Aswan  and  Sennar  dams  were  confirmed  by  this  investi- 
gation; namely,  that  the  coefficient  of  discharge  increases 
with  the  gate  opening,  and  that  the  coefficient  is  a  function 

of  the  ratio  ; — A— — ^- 1 — .  Finally,  suitable  formulas 

height  of  opening 

were  derived  for  the  discharge  of  submerged  small  gate 

openings. 

The  above-mentioned  tests  served  as  a  useful  and  re- 
liable base  for  the  correct  estimation  of  the  discharge  pass- 
ing through  the  dam — a  matter  of  vital  importance  for 
drawing  up  the  preliminary  programme  of  its  filling  and 
emptying.  Moreover,  the  tests  helped  in  settling  many 
points  connected  with  the  proper  functioning  of  the 
reservoir. 

In  general,  the  Gebel  Aulia  dam  is  the  first  major  struc- 
ture in  Egypt  which  has  been  the  subject  of  a  detailed 
technical  study  through  different  stages  of  its  construction 
by  the  aid  of  models  on  various  scales,  a  procedure  which 
proved  quite  satisfactory,  as  it  resulted  in  a  great  saving 
of  time,  labour,  and  money. 

SALVAGE  OPERATIONS  ON  AIRPLANE 
EMBEDDED  IN  ICE 

From  Aero  Digest,  (New  York),  August,  1941 

Landing  at  Lake  Athabasca  in  the  northwest  part  of 
Saskatchewan  last  winter,  a  Bellanca  aircruiser  belonging 
to  Mackenzie  Air  Service  started  to  taxi  in  over  the  ice 
when  it  passed  over  a  weak  spot  on  the  surface  about  a 
half  mile  from  shore.  The  ice  gave  way,  and,  as  the  plane's 
skis  dropped  through  abruptly  while  the  turning  propeller 
chopped  out  huge  chunks  of  snow  and  ice,  the  fuselage  and 
wings  slid  through  the  opening,  then  held  as  the  wing  tips 
and  tail  surfaces  contacted  the  lake's  solid  covering. 


The  plane  was  on  a  flight  last  December  11  between 
Fort  Smith  and  Goldfields.  Pilot  D.  Page  McPhee  had  set 
down  on  the  ice  about  two  miles  from  shore,  making  a 
normal  landing  on  the  Mackenzie  developed  skis  which 
use  the  landing  wheel  tires  for  shock  absorbers.  The  taxi 
into  shore  was  also  normal,  until  a  triangular  crack  opened 
in  the  ice  about  a  half-mile  out  and  the  plane  dropped  in. 
The  pilot  and  the  crew  jumped  out  of  the  cabin  and,  using 
the  wing  top  as  an  escape  to  solid  ice,  brought  out  the 
mail  and  express  bags. 

Coming  back  the  next  day  to  have  a  look  at  the  plane 
they  found  it  had  sunk  farther  into  the  ice.  It  was  appar- 
ent that  if  the  crack  opened  much  wider  it  would  take  a 
combination  of  summer  weather  and  a  deep  sea  diver  for 
salvage.  Conditions  at  that  time  were  such  that  it  was 
doubted  that  the  ice  was  strong  enough  to  support  the 
weight  of  additional  salvaging  equipment,  so  the  work  of 
raising  the  airplane  had  to  be  postponed  for  about  five 
weeks  until  the  ice  was  able  to  hold  up  the  weight  imposed 
on  it. 

Any  attempt  to  pull  the  plane  out  at  that  time  would 
have  yanked  off  the  tail  and  left  the  rest  to  sink.  There 
was  nothing  to  do  but  wait  for  colder  weather  to  freeze 
the  lake  solid  and  to  hope  that  no  sudden  wind  storm  would 
drive  the  plane  on  under  the  ice. 

Salvage  crews  went  to  work  under  the  direction  of 
Mackenzie's  service  engineer,  George  Taylor,  and  despite 
fears  that  the  airplane  was  beyond  repair,  they  succeeded 
in  reclaiming  and  fixing  it  so  that  it  is  now  back  in  regular 
service. 

Taylor  first  ordered  out  a  crew  of  men  to  chop  wood. 
He  wanted  firewood  enough  to  make  a  fir-sized  forest  fire. 
All  during  the  waiting  period  he  kept  men  busy  chopping 
wood.  Other  crews  were  put  to  work  building  rough  wooden 
sheds  and  placing  them  on  rollers.  These  sheds  were  to 
act  as  a  combination  hangar  and  heat  treat  department. 
Planes  from  the  home  base  at  Edmonton  brought  ice  axes 
and  other  tools  to  be  used  in  the  de-icing  process. 

Gasoline  was  drained  from  the  tanks  in  the  top  wing 
section,  both  to  remove  the  danger  of  fire  and  also  to  lessen 
the  weight  pressing  the  plane  into  the  ice.  Taylor  and  his 
men  literally  burned  the  plane  out  of  the  ice.  Wings  and 
fuselage  were  practically  filled  with  ice.  Exceptional  care 
was  required  to  avoid  damaging  the  wings  while  they  were 
being  raised,  an  inch  or  two  at  a  time,  since  the  accumu- 
lation of  ice  had  created  a  tremendous  load  on  them.  Fires 
were  built  in  the  immediate  area  and  were  kept  burning 
throughout  the  day  and  night  while  the  ice  was  thawed 
out  of  the  wings.  This  operation  took  about  seven  days, 
and  when  the  wings  were  salvaged  and  thawed  out,  they 
were  transported  to  a  permanent  camp  about  a  mile  from 
the  lake. 

Some  of  the  fabric  on  the  fuselage  had  to  be  cut  away 
to  facilitate  salvage  operations,  but  this  was  subsequently 
replaced  on  the  job.  Sufficient  heat  again  had  to  be  applied 
about  the  fuselage  to  keep  the  water  from  freezing  in  the 
tubing  and  thus  cracking  it.  After  the  tubing  was  drained, 
the  engine  was  thoroughly  dried  out  over  a  wood  fire  and 
then  the  fuselage,  with  the  engine,  still  on  its  mount,  was 
transported  to  the  camp.  Since  the  Cyclone  had  been  sub- 
merged while  running,  water  had  been  pulled  into  the  car- 
buretor, supercharger,  cylinders  and  other  internal  areas. 

Mechanics  put  new  spark  plugs  in  the  engine,  but  used 
the  same  ignition  harness  and  magnetos.  They  heated  up 
the  engine  oil  and  poured  it  in,  turned  over  the  engine  and 
the  Cyclone  started  almost  instantaneously. 

Examination,  meanwhile,  revealed  no  major  damage  to 
the  airplane;  the  propellor,  however,  had  suffered  some 
damage,  but  the  company's  propeller  repair  man  put  it  back 
in  shape  at  the  camp.  After  superficial  repairs,  the  airplane 
was  flown  back  to  the  main  shops  at  Edmonton  on  April  2, 
and,  after  complete  overhaul,  went  back  into  service  none 
the  worse  for  its  month  and  four  days  in  the  solid  ice. 


THE  ENGINEERING  JOURNAL     September,  1941 


451 


From  Month  to  Month 


CALL  FOR  FORESIGHT 


The  Engineering  Journal's  support  has  been  asked  in  the 
"save  gasoline"  campaign  which  is  now  being  conducted 
vigourously  across  Canada.  This  request  comes  from  the 
Canadian  Publishers  War  Finance  Publicity  Committee, 
and  perhaps  no  better  way  can  be  found  to  carry  out  the 
request  than  to  present  herewith  an  abridgement  of  the 
communication  which  was  addressed  to  the  editor.  It  is  a 
pleasure  to  do  so. 

"Canadians  are  not  forced  to  fall  back  on  blind  faith  to 
convince  themselves  that  the  battling  people  in  the  British 
Isles  are  working  feverishly  to  prepare  for  an  offensive 
operation  in  Europe.  Our  newspapers  have  been  publishing 
dispatches  which  bristle  with  evidence  that  doughty 
Britishers  are  getting  ready  to  strike  back.  But  when  the 
blow  will  be  struck,  none  in  Canada  knows. 

"If  the  inner  War  Council  did  decide  on  a  major  opera- 
tion, it  could  not  'telegraph  its  punch.'  No  one  over  there 
is  in  a  position  to  send  a  message  to  Canada — 'We  are 
about  to  attack.  We  must  have  every  drop  of  gasoline  and 
oil  you  can  rush  across  to  us  now.' 

"But  surely  we  in  Canada  have  enough  intelligence  and 
imagination  to  foresee  that  a  sudden  favourable  opportunity 
may  present  itself  to  the  armies  in  Great  Britain  anytime 
within  the  next  few  weeks.  And  that  same  intelligence  and 
imagination  should  dictate  the  sharpest  curtailment  in  the 
use  of  motor  fuel  for  motor  cars  without  a  day's  delay. 

"It  would  be  a  pity  if  the  stamina  of  Canadian  citizenry 
were  to  be  judged  by  the  spectacle  of  a  few  thousand  motor 
car  drivers  in  Ontario,  for  example,  who  knew  that  gasoline 
had  to  be  saved  for  the  decisive  battles  overseas,  and  know- 
ing it,  deliberately  travelled  thousands  of  miles  for  the  long 
week-end  holiday. 

"It  would  be  too  harsh  perhaps  to  say  that  all  of  these 
motorists  deliberately  thumbed  their  noses  at  the  Empire's 
war  effort.  The  answer  might  be  that  they  have  not  yet 
been  sufficiently  impressed  by  the  seriousness  of  the  situa- 
tion. And  if  that  is  the  answer,  then  the  press  of  Canada 
has  not  yet  reached  the  point  where  the  appeal  for  con- 
servation can  be  eased  off. 

"Most  editors  and  publishers  are  working  under  a  handi- 
cap in  their  effort  to  conduct  the  appeal  for  gasoline  and 
oil  conservation.  Newspapers  and  periodicals  are  being 
forced  by  circumstances  to  work  alone.  There  are  as  yet 
no  local  committees,  no  local  authorities  with  whom  editors 
may  co-operate  in  convincing  motor  car  drivers  that  the 
need  for  conservation  is  real  and  in  persuading  them  that 
the  co-operation  of  everyone  is  vital. 

"It  may  be  that  this  situation  will  eventually  be  righted, 
but  in  the  meantime  the  press  holds  the  fort  alone.  The 
amount  of  motor  fuel  to  be  saved  during  the  next  two  or 
three  weeks  at  least  will  depend  on  the  degree  of  effort 
made  by  the  press." 

GOOD  READING 

It  is  natural  that  Canadians  should  be  great  readers  of 
periodicals  coming  from  the  United  States;  unfortunately 
facilities  do  not  seem  to  be  available  to  make  us  equally 
aware  of  the  merits  of  similar  publications  prepared  in 
England. 

In  view  of  the  fact  that  to-day  the  world's  interest  is 
centred  on  the  Old  Country,  this  is  certainly  a  time  to 
study  the  literature  of  that  country.  To  engineers  in  par- 
ticular this  is  important.  Marked  advances  in  methods  and 
equipment,  both  civil  and  military,  are  coming  so  fast  that 
to  be  out  of  touch  with  them  is  almost  to  be  out  of  touch 
with  progress. 

There  are  many  journals  published  in  London  that  might 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


add  greatly  to  the  sum  of  engineering  knowledge  in  this 
country.  Some  of  them  are  the  organs  of  engineering  socie- 
ties, and  others  are  commercial  ventures  of  considerable 
magnitude.  The  outward  style  or  "format"  in  general  is 
different  from  that  used  in  America,  and  to  us  may  appear 
unnecessarily  awkward,  but  the  contents  leave  little  to 
criticize.  The  material  is  excellent,  and  without  exception 
is  a  definite  contribution  to  the  literature  of  engineering. 
The  style  differs  from  American  practice,  being  very  simple 
and  direct,  with  little  or  no  attention  paid  to  type  or  layout. 
The  editorials  are  of  general  interest,  and  usually  touch 
more  on  matters  of  national  or  economic  importance  than 
on  engineering  topics. 

One  publication  that  appeals  to  a  very  wide  field  is 
The  Times  Trade  and  Engineering — a  monthly  review  of 
industrial  progress  issued  by  the  same  publishers  as  the 
great  newspaper  The  Times.  This  mammoth  periodical  seems 
to  cover  the  field  of  national  and  international  news  under 
a  variety  of  headings  such  as:  Condition  Abroad,  Engi- 
neering and  Shipbuilding,  Aircraft  Industry,  Transport, 
Finance  and  Industry,  Trade  Within  the  Empire,  Parlia- 
ment and  Trade,  Official  Regulations  and  so  on.  The  cheap, 
rude  or  smart  comments  or  jibes  that  too  often  are  used  in 
the  popular  business  magazines  published  on  this  side  of 
the  water  are  absent — no  attempt  is  made  to  report  every- 
thing in  monosyllablic  or  tabloid  form. 

If  any  Canadian  engineer  wants  to  read  news  or  editorials 
that  tell  about  the  trend  of  developments  in  Europe,  the 
economic  situation  in  the  United  Kingdom  and  the  Empire, 
industrial  and  political  progress,  as  well  as  matters  of  engi- 
neering interest,  let  him  read  Trade  and  Engineering.  No 
engineer  could  do  this  regularly  without  acquiring  a  breadth 
of  knowledge  of  world  affairs  that  would  widen  the  bound- 
aries of  his  interests  and  make  him  a  better  citizen. 

CORRESPONDENCE 

The  following  letter  comes  from  a  member  who  wishes 
his  name  omitted. 

VANCOUVER,  B.C., 
TO  THE   EDITOR,  August  20th,  1941. 

THE  ENGINEERING  JOURNAL, 
MONTREAL,  QUEBEC. 

Dear  Sir, 

I  note  with  regret,  from  the  Obituaries  in  the  August 
Journal  the  passing  of  John  Hamilton  Gray,  at  the  age  of 
eighty-seven,  almost  eighty-eight. 

Your  notice  states  that  he  had  retired  a  number  of  years 
ago.  As  late  as  1938  Mr.  Gray  was,  to  my  knowledge,  still 
in  actual  practise  in  a  small  way  but  what  is  more  remark- 
able is  the  fact  that,  in  1930,  at  the  age  of  more  than  seventy- 
seven,  Mr.  Gray  undertook  surveys  in  northern  British 
Columbia  for  a  route  for  the  then  projected  Alaska  High- 
way, which  involved  several  weeks  arduous  travel  in  the 
northern  hinterland  with  pack  horses  over  entirely  unin- 
habited country;  he  also  made  his  own  plans,  and  his 
draughtsmanship  for  a  man  of  that  age  was  remarkable. 
He  was  one  of  those  men  of  unflagging  energy  who  never 
seem  to  grow  old,  but  merely  fade  away. 

Many  of  us  also  learn  with  regret  the  untimely  passing 
of  Pat  Philip,  as  stated  in  your  obituary  column  in  the 
same  issue.  I  do  not  feel  that  your  notice  does  full  justice 
to  the  late  Mr.  Philip.  In  1921  he  was  appointed  to  the 
position  of  Public  Works  Engineer  for  the  Provincial  Gov- 


452 


September,  1941     THE  ENGINEERING  JOURNAL 


ernment  which  position  was  later  altered  to  Chief  Engineer; 
he  also  became  Deputy  Minister  of  Public  Works,  and  it 
was  during  his  time  that  the  Fraser  Canyon  Highway  was 
re-built  between  Yale  and  Lytton  and  the  Thompson 
Canyon  Highway  between  Lytton  and  Spencer  Bridge, 
being  opened  in  1926  and  1928  respectively,  thus  providing 
the  first  motor  highway  from  the  coast  to  the  interior  of 
B.C.  without  having  to  travel  through  the  United  States. 

Mr.  Philip  was  President  of  the  Association  of  Profes- 
sional Engineers  for  B.C.  He  was,  I  believe,  councillor  for 
the  Victoria  Branch  of  the  E.I.C.  and  possibly  your  records 
may  show  that  he  was  a  vice-president.  He  was  a  very 
kindly  man  and  well  known  throughout  the  Province  of 
British  Columbia. 

Editor's  Note — We  are  grateful  to  the  author  of  the  above 
letter  for  his  interesting  remarks.  The  obituaries  that  are 
published  in  the  Journal  are  based  on  the  information  con- 
tained in  the  files  at  Headquarters  and  any  additional  in- 
formation supplied  by  branches  is  always  very  helpful. 

The  records  show  that  Mr.  Philip  was  chairman  of  the 
Victoria  Branch  in  1922,  and  member  of  the  executive  in 
1923,  1924  and  1925.  He  was  the  author  of  the  following 
papers  published  in  the  Journal:  "Consideration  in  the 
design  and  construction  of  highways,"  September,  1924; 
"Cariboo  Road,"  July,  1928;  "Highways  and  highway 
transportation  in  British  Columbia,"  September,  1934. 


KENYA  AND  UGANDA  RAILWAYS  AND  HARBOURS 

nairobi,  kenya  colony, 
june  12th,  1941 

L.  Austin  Wright,  General  Secretary, 
The  Engineering  Institute  of  Canada, 
Montreal,  P.Q. 
Dear  Mr.  Wright, 

I  am  very  grateful  to  you  for  your  letter  of  the  24  th 
February  which  reached  me  recently. 

We  in  East  Africa  have,  of  course,  been  closely  connected 
with  the  war  effort  from  this  area,  but  the  success  of  the 
Army  based  on  East  Africa  has  been  so  rapid  and  so  com- 
plete that  it  looks  now  as  if  we  would  be  less  directly  con- 
cerned. However,  this  area  will  always  remain  a  base  for 
certain  units  and  no  doubt  too  the  advent  of  prisoners  of 
war  and  evacuees  will  very  much  increase  the  transport 
problems  of  the  country. 

The  Kenya  and  Uganda  Railways  and  Harbours  Ad- 
ministration has  been  fairly  hard  pressed  to  meet  all 
demands  that  have  been  made  upon  it  by  the  Army,  but  I 
am  glad  to  say  that  in  all  cases  we  have  fulfilled  the  require- 
ments of  the  military  authorities,  satisfactorily  and  without 
accident.  The  results  of  the  year's  working  are  reflected  in 
my  Annual  Report  for  1940,  of  which  a  copy  has  already 
been  sent  to  you.  This  will  show  that,  while  we  have  bene- 
fited from  the  war  conditions  that  have  existed,  we  have 
returned  considerable  sums  to  the  military  authorities  in 
the  form  of  rebates  for  traffic  carried. 

I  am  afraid  that  I  am  not  able  to  give  you  information 
regarding  the  engineering  efforts  of  the  Army  in  Abyssinia, 
partly  because  I  am  not  directly  concerned  with  the  Army 
and  partly  also  because  the  censor  would  not  pass  any 
information  of  military  interest  or  value.  However,  I  can 
say  that  the  engineering  activities  of  the  Army  in  repairing 
roads,  bridges,  building  huts,  camps,  etc.,  have  been  on  an 
immense  scale  and  during  the  actual  campaign  the  road 
work,  provision  of  water  supplies,  bridging  and  other  such 
items  have  been  carried  out  with  extreme  speed  and 
success,  in  fact,  it  is  not  too  much  to  say  that  the  successful 
conclusion  of  the  campaign  was  due  to  the  excellent  engin- 
eering organization  in  a  very  large  measure.  Many  of  the 
skilled  engineers  came  from  South  Africa,  including  road 
making  companies,  works  companies,  railway  construction 
and  operating  companies. 

So  far  as  we  ourselves  were  concerned,  apart  from  purely 


transport  matters,  we  have  been  very  busily  employed  in 
building  depots,  sidings,  railway  yards,  store  sheds,  etc., 
and  in  our  workshops  very  extensive  repair  work  and  manu- 
facture of  military  articles  have  been  carried  out. 

I  hope  this  will  give  you  some  idea  of  our  activities,  but, 
for  reasons  which  I  have  already  indicated  to  you,  I  cannot 
amplify  them  any  further  at  the  present  time. 

As  a  Canadian,  I,  of  course,  watch  for  all  reports  of  the 
war  effort  in  Canada  and  am  glad  to  know  that  one  and 
all,  from  one  end  to  the  other  are  doing  everything  they  can 
to  ensure  the  eventual  success  of  our  cause. 

Your  Journal  arrives  regularly  and  is  read  with  much 
interest,  not  only  by  me  personally,  but  also  by  my  engin- 
eering staff. 

I  wish  the  Institute  all  possible  good  luck  during  the 

coming  years  and  I  feel  sure  that  all  your  members  will  be 

giving  a  good  account  of  themselves  in  the  general  war 

effort. 

Yours  sincerely, 

(Signed)  brig.-gen.  sir  Godfrey  d.  Rhodes 


WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Monthly  Bulletin 

If  any  technically  trained  persons  have  not  received  the 
questionnaire  from  the  Bureau  by  now,  it  would  be  appre- 
ciated if  they  would  so  advise  the  office  at  Ottawa.  All  the 
names  secured  from  the  national  registration  and  from  the 
following  organizations  have  now  been  canvassed — eight 
provincial  Professional  Associations,  the  Engineering  Insti- 
tute of  Canada,  the  Canadian  Institute  of  Mining  and 
Metallurgy,  the  Canadian  Institute  of  Chemistry,  the  Royal 
Architectural  Institute  of  Canada. 

Approximately  forty-five  thousand  forms  have  now  been 
circulated.  Naturally,  there  has  been  some  duplication, 
although  great  care  has  been  taken  to  avoid  it.  With  so 
many  membership  lists  included  in  the  scheme,  it  is  evident 
that  hundreds  of  names  will  appear  more  than  once.  All 
lists  have  been  checked  against  each  other,  but  caustic 
comments  from  a  handful  of  disturbed  persons  indicate  that 
the  work  was  not  perfect.  Just  why  anyone  should  be  so 
disturbed  at  receiving  more  than  one  form,  is  a  little 
difficult  to  understand,  particularly  in  view  of  the  state- 
ment in  the  covering  letter  to  the  effect  that  such  a  thing 
might  occur. 

The  comments  have  been  both  interesting  and  amusing, 
and  run  all  the  way  from  superlative  praise  to  withering 
complaint.  Some  persons  who  by  their  own  words  have 
indicated  that  their  war  work  to  date  has  consisted  solely  of 
filling  out  three  or  four  forms,  complain  bitterly  of  the 
inconvenience  to  which  they  have  been  put  by  such  requests. 
Fortunately  ninety-nine  per  cent  of  the  returns  are  encour- 
aging. Many  persons  have  expressed  with  some  enthusiasm 
their  appreciation  of  the  huge  task  undertaken  by  a  small 
group  of  engineers  and  chemists  who  are  working  day  and 
night  without  even  the  elusive  "dollar  a  year"  remuneration 
in  the  hope  of  assisting  the  entire  profession  to  amplify  its 
contribution  to  the  war  effort. 

The  momentum  of  the  work  is  steadily  increasing.  More 
requests  for  men  are  arriving  than  ever  before.  More  men 
are  being  placed  than  ever  before  and  with  the  fuller  records 
now  available,  it  is  expected  that  the  vacancies  in  war 
industry,  and  in  government  activity,  will  more  and  more 
be  filled  from  the  Bureau. 

The  emphasis  is  still  on  mechanical  engineers  in  a  variety 
of  specialized  fields.  Lately,  the  demand  for  "civils"  has 
increased  both  in  industry  and  in  the  active  service  forces. 
In  this  latter  group,  the  need  for  men  of  junior  office  quali- 
fications is  very  great.  One  single  request  is  for  seventy-five 
to  a  hundred  men  for  overseas  service.  Another  request 
which  came  by  trans-atlantic  telephone  is  for  twelve  civil 
engineers  and  draughtsmen  for  urgent  work  overseas  in 
civilian  capacity. 


THE  ENGINEERING  JOURNAL     September,  1941 


45a 


The  experience  of  the  Bureau  to  date  indicates  clearly 
the  great  need  of  organization  and  co-operation.  There  is 
much  overlapping  of  effort  to  secure  technical  help.  There 
are  many  gaps  in  the  systems  presently  used  to  meet  the 
needs.  There  is  lack  of  workable  legislation  or  regulations 
to  meet  the  new  conditions,  and  it  begins  to  look  as  if  some 
comprehensive  and  inclusive  scheme  would  have  to  be 
devised  for  national  application  if  any  high  degree  of 
efficiency  is  to  be  attained  in  this  important  field.  All  those 
persons  and  organizations  which  are  now  so  diligently 
applying  themselves  to  some  particular  section  of  the  prob- 
lem would  welcome  such  a  proposal. 

The  Universities  and  the  Students 

Among  the  groups  most  disturbed  by  war  developments 
have  been  the  universities.  Almost  without  exception,  the 
engineering  faculties  have  been  depleted  seriously,  and  now 
a  new  term  is  faced  with  increased  obligations  and  decreased 
facilities.  The  Bureau  has  received  many  requests  for  teach- 
ing personnel,  without  being  able  to  meet  the  situation  with 
any  degree  of  satisfaction. 

One  point  has  been  gained  in  that  universities  have  been 


acknowledged  to  be  in  the  same  category  as  "essential 
industries,"  as  far  as  protection  to  the  present  staff  is  con- 
cerned. This  will  not  fill  the  holes  already  made,  but  it  will 
assist  in  preventing  any  further  and  disastrous  extension  of 
the  deprivation  already  experienced. 

From  the  information  available  at  present  to  the  Bureau, 
it  appears  as  if  students  should  be  encouraged  to  enter 
those  courses  at  university  which  make  a  definite  and  direct 
contribution  to  the  war.  For  instance,  engineers  are  needed 
well  beyond  the  available  supply.  More  and  more  young 
men  of  university  age  are  joining  the  combatant  forces,  and, 
therefore,  it  is  desirable  that  of  those  who  do  go  on  to 
university,  a  high  percentage  should  follow  engineering. 

Of  the  courses  themselves,  the  past  and  present  indica- 
tions are  that  mechanical  is  the  most  useful  field  of  speciali- 
zation. The  others  follow  in  this  order — electrical,  civil, 
metallurgical,  chemical  and  mining.  A  sudden  change  in 
international  conditions  might  easily  upset  this  order,  but 
for  the  present  these  are  the  definite  indications.  The 
information  is  circulated  in  the  hope  that  it  may  be  useful 
to  the  universities  themselves  and  to  prospective  as  well 
as  present  students. 


Personals 


Colonel  W.  M.  Miller,  M.E.i.c,  Chief  Signal  Officer, 
British  Troops  in  Egypt,  has  been  made  a  Commander  of 
the  Order  of  the  British  Empire  as  a  result  of  the  operations 
in  Egypt.  The  appointment  was  actually  made  a  few  months 
ago,  but  it  was  only  last  month  that  the  good  news  reached 
the  Institute.  Col.  Miller,  who  was  born  in  Montreal,  and 
educated  at  the  Royal  Military  College,  Kingston,  was  at 
one  time  Senior  Engineer  Officer  of  Military  District  No.  1. 

F.  B.  Kilbourn,  m.e.i.C,  vice-president  and  assistant 
general  manager  of  Canada  Cement  Company,  Montreal, 
is  the  new  steel  controller,  appointed  recently  by  the 
Minister  of  Munitions  and  Supply.  He  has  been  with  the 
Company  since  1906,  being  appointed  general  superinten- 
dent in  1919. 

N.  F.  McCaghey,  m.e.i.c,  has  been  elected  as  chairman  of 
the  Saguenay  Branch  of  the  Institute.  It  is  his  second 
election  to  this  office  as  he  acted  as  chairman  of  the  same 
branch  in  1933.  He  is  with  Price  Brothers  &  Company, 
Limited,  at  Riverbend,  Que.,  having  joined  this  company 
upon  his  return  from  overseas  in  1919. 

Robert  F.  Ogilvy,  m.e.i.C,  is  now  employed  with  the 
Aluminum  Company  of  Canada,  Limited,  and  is  located 
at  St.  Thomas,  Virgin  Islands  of  the  United  States.  Gra- 
duated from  McGill  University  in  the  class  of  1925,  he  has 
since  been  engaged  on  several  large  construction  projects. 
Lately  he  has  been  connected  with  the  General  Engineer- 
ing Company  Limited,  of  Toronto. 


Recent  changes  have  been  made  at   the  City  Hall  of 
Montreal  which  affect  some  of  our  members  as  follows: 

J.  G.  Caron,  m.e.i.C,  has  been  appointed  member  of  the 
new  Board  of  Revision.  He  had  been  assistant  director  of 
public  works  for  the  past  year,  and  previously,  he  had  been 
for  eight  years,  superintendent  of  the  technical  division  of 
the  Public  Works  Department.  He  has  had  about  twenty- 
five  years  of  service  at  the  City  Hall. 

C.  J.  LeBlanc,  m.e.i.C,  has  been  appointed  engineer 
attached  to  the  office  of  the  Director  of  Public  Works.  A 
graduate  of  the  Ecole  Polytechnique  of  the  class  of  1910, 
he  has  been  with  the  city  since  1912.  His  previous  position 
was  that  of  assistant  director  of  public  works. 

H.  A.  Gibeau,  m.e.i.c,  has  been  appointed  assistant  dir- 
ector of  public  works.  He  was  graduated  in  civil  engineering 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


from  Rensselaer  Polytehnic  Institute.  He  has  been  with  the 
city  for  several  years  having  occupied  the  position  of 
assistant  chief  engineer. 


A.  T.  Hurter,  m.e.i.c,  has  been  transferred  from  the 
engineering  department  of  Defence  Industries  Limited, 
where  he  acted  as  project  engineer,  to  the  Bouchard  Works 
at  Ste.  Thérèse,  Que.,  where  he  is  in  charge  of  production. 

Geo.  R.  MacLeod,  m.e.i.c,  has  received  an  appointment  on 
the  engineering  staff  of  No.  3  Air  Training  Command, 
Royal  Canadian  Air  Force,  in  Montreal.  He  had  retired  a 
few  years  ago  from  the  service  of  the  City  of  Montreal, 
where  he  had  occupied,  for  several  years,  the  position  of 
assistant  chief  engineer.  He  is  a  past  vice-president  of  the 
Institute  and  has  served  on  many  committees. 

Walter  L.  Rice,  m.e.i.c,  formerly  of  Toronto,  has  accepted 
a  position  as  senior  assistant  engineer  with  the  Works  and 
Buildings  Branch,  No.  3  Air  Training  Command,  Royal 
Canadian  Air  Force,  Montreal. 

Léon  A.  Fraikin,  m.e.i.c,  went  overseas  last  month  in 
command  of  the  second  detachment  of  Belgian  soldiers  to  go 
to  England  from  their  Canadian  training  centre  at  Joliette, 
Que.  He  had  returned  to  Canada  last  summer  after  having 
served  as  a  first  lieutenant  with  the  First  Royal  Belgium 
Regiment  of  Artillery  during  the  campaign  of  Belgium. 

He  was  graduated  in  civil  engineering  from  the  University 
of  Ghent,  Belgium,  in  1929,  and  in  1931  received  the  degree 
of  Master  of  Science  from  the  Massachusetts  Institute  of 
Technology.  From  1931  to  1935  he  was  employed  as 
designing  and  field  engineer  with  the  Franki  Compressed 
Pile  Company  Limited,  in  Belgium  and  Norway.  From 
1935  to  1937  he  acted  as  consulting  engineer  to  Messrs. 
Braithwaite,  Burn  &  Jessop  Construction  Company  at 
Calcutta,  India.  In  1937-1938  he  was  assistant  to  the  chief 
engineer  on  the  Mohammed  Ali  Barrages  contract  at  Cairo, 
Egypt,  for  Macdonald,  Gibbs  and  Company  (Engineers), 
London,  England.  In  1938,  he  was  appointed  vice-president 
and  general  manager  of  the  Franki  Compressed  Pile  Com- 
pany of  Canada  Limited  at  Montreal,  a  position  which  he 
occupied  at  the  time  of  his  enlistment. 


454 


September,  1941    THE  ENGINEERING  JOURNAL 


•*•* 


Augustus  Griffin,  M.E.I.C. 


N.  F.  McCaghey,  M.E.I.C. 


A.  T.  Hurter,  M.E.I.C. 


Augustus  Griffin,  m.e.i.c,  has  been  appointed  assistant 
manager  of  the  Department  of  Natural  Resources  of  the 
Canadian  Pacific  Railway  Company,  with  headquarters  at 
Calgary,  Alta.  He  will  continue  his  duties  as  chief  engineer 
of  the  department,  but  will  relinquish  his  functions  as 
superintendent  of  the  operation  and  maintenance  of  the 
Company's  Western  Section  Irrigation  Project. 

Mr.  Griffin  has  been  in  the  service  of  the  Company  since 
1918.  He  was  born  in  Visalia,  California.  In  1906  he  was 
graduated  from  the  University  of  California  with  the  degree 
of  B.Sc.  in  civil  engineering,  specializing  in  irrigation.  From 
1906  to  1918  he  supervised  a  number  of  irrigation  projects 
in  California,  and  in  the  latter  year  came  to  Canada  as 
superintendent  of  operation  and  maintenance  of  the  Can- 
adian Pacific  Railway's  Eastern  Section  Irrigation  Project 
at  Brooks,  Alta.,  where  he  remained  until  1935.  In  1932 
he  succeeded  the  late  Mr.  A.  S.  Dawson  as  chief  engineer 
of  the  Department  of  Natural  Resources.  In  1935  his  head- 
quarters were  moved  to  Strathmore,  Alta.,  where  he  super- 
vised the  operation  of  the  Company's  Western  Section 
Irrigation  Project.  He  is  a  recognized  authority  on  irriga- 
tion, both  in  Canada  and  the  United  States,  and  for  two 
years  he  was  chairman  of  the  Irrigation  Division  of  the 
American  Society  of  Civil  Engineers. 

The  Department  of  Natural  Resources  has  under  its 
jurisdiction  the  administration  of  the  Company's  lands, 
townsites,  irrigation  works,  petroleum,  gas  and  coal  rights, 
and  timber  properties,  and  c:vers  in  a  general  way  the 
natural  resources  of  the  Company  in  western  Canada. 

E.  N.  Ridley,  m.e.i.c,  canal  superintendent  of  the  Depart- 
ment of  Natural  Resources  of  the  Canadian  Pacific  Rail- 
way Company,  has  been  appointed  superintendent  of 
operation  and  maintenance,  Western  Section  Irrigation 
Project,  with  headquarters  at  Strathmore,  Alta. 

Mr.  Ridley  was  born  at  Belleville,  Ont.,  and  received 
his  early  education  at  the  Collegiate  Institute  of  Ottawa. 
After  serving  his  apprenticeship  with  Henry  A.  F.  MacLeod, 
consulting  engineer,  Ottawa,  he  entered  the  service  of  the 
Canadian  Pacific  Railway  Company  in  1902  as  an  instru- 
ment man.  In  1907  he  became  an  assistant  engineer  in  the 
Department  of  Natural  Resources  of  the  Company  and  in 
1914  he  was  made  canal  superintendent. 

H.  W.  Lea,  m.e.i.c,  has  joined  the  staff  of  the  Wartime 
Bureau  of  Technical  Personnel  at  Ottawa.  His  company, 
Canadian  Telephones  and  Supplies,  Limited,  has  given  him 
six  months  leave  of  absence  to  render  this  service  to  the 
Government.  Mr.  Lea,  who  is  a  graduate  of  McGill 
University  is  district  manager  of  his  company  in 
Montreal. 

J.  E.  Dion,  m.e.i.c,  has  joined  the  staff  of  Wartime  Mer- 
chant Shipping  Limited,  at  Montreal.  For  the  past  five 
years  he  had  been  plant  superintendent  of  the  Laurentian 


Laboratories  Limited,  Montreal.  Previously  he  had  been 
for  several  years  with  Montreal  Engineering  Company.  He 
is  a  graduate  in  mechanical  engineering  of  McGill  Univer- 
sity, in  the  class  of  1926. 

A.  M.  Bain,  m.e.i.c,  structural  engineer  with  Dominion 
Bridge  Company,  Limited,  Montreal,  has  been  loaned  to 
the  Department  of  Munitions  and  Supply,  and  is  acting  as 
a  technical  assistant  to  Professor  R.  E.  Jamieson,  m.e.i.c, 
director  general  of  the  Army  Engineering  Design  Branch. 

E.  L.  Miles,  m.e.i.c,  is  now  acting  as  supervising  engineer 
with  the  Royal  Canadian  Air  Force  at  the  Mont  Joli 
Airport,  Que. 

H.  M.  Martin,  Jr.,  m.e.i.c,  has  been  transferred  from 
the  Sault  Ste.  Marie  to  the  Toronto  works  of  the 
Dominion  Tar  and  Chemical  Company,  Limited.  He 
was  graduated  in  chemical  engineering  from  McGill 
University  in  1937. 

Lawrence  O.  Cooper,  m.e.i.c,  has  been  promoted  to 
Flight  Lieutenant  in  the  Royal  Canadian  Air  Force,  and  he 
is  now  stationed  at  Ottawa. 

Edward  H.  Beck,  m.e.i.c,  is  now  on  the  staff  of  E.  G.  M. 
Cape  and  Company,  and  is  located  at  Bot  wood,  New- 
foundland. He  was  previously  connected  with  the  con- 
struction of  the  new  National  Research  Council  laboratories 
at  Ottawa. 

C.  K.  Hurst,  m.e.i.c,  has  left  the  staff  of  the  Water  Works 
Department  of  the  City  of  Edmonton,  to  accept  a  position 
on  the  hydraulic  staff  of  the  Canals  Branch  of  the  Depart- 
ment of  Transport,  Ottawa,  Ont. 

C.  F.  Davison,  m.e.i.c,  has  been  appointed  resident 
engineer  with  Defence  Industries  Limited,  Bouchard 
Works,  Ste.  Thérèse,  Que.  He  was  previously  connected 
with  Canadian  Industries  Limited  at  Windsor,  Ont. 

John  L.  Jomini,  jr. e. i.e.,  is  now  overseas  with  the  14th 
Canadian  Field  Regiment,  R.C.A.  He  was  previously  con- 
nected with  Consolidated  Paper  Corporation  at  Grand' 
Mère,  Que. 

C.  G.  Kauth,  Jr.E.i.c,  has  been  transferred  from  Toronto 
to  the  Montreal  works  of  the  Dominion  Oxygen  Company, 
Limited.  He  was  graduated  from  Queens  University  in 
1934,  and  has  been  with  the  company  since  1935. 

A.  L.  Denton,  Jr.E.i.c,  has  joined  the  Royal  Canadian  Air 
Force  and  is  stationed  at  Brandon,  Man.  He  was  pre- 
viously employed  with  the  Lamaque  Mining  Company, 
Limited,  at  Bourlamaque,  Que. 

J.  R.  Rettie,  Jr.E.i.c,  has  recently  been  appointed  district 
engineer  of  the  Manitoba  Department  of  Mines  and 
Natural  Resources  at  The  Pas,  Man.  He  was  previously 
employed  with  the  department  at  Winnipeg. 


THE  ENGINEERING  JOURNAL    September,  1941 


455 


W.  H.  Sparks,  jr.E.i.c,  has  joined  the  Royal  Canadian 
Air  Force  and  has  been  commissioned  as  a  Pilot  Officer. 
He  is  stationed  at  Montreal.  Previously  he  was  hydraulic 
engineer  with  the  Water  Rights  Branch,  Department  of 
Lands,  Victoria,  B.C. 

Lieutenant  R.  E.  Kirkpatrick,  s.e.i.c,  has  been  recalled 
from  overseas  and  is  attached  to  the  Inspection  Board  of 
the  United  Kingdom  in  Canada,  at  Ottawa. 

A.  T.  Dougall,  s.e.i.c,  has  joined  the  Royal  Canadian 
Navy  Volunteer  Reserve.  He  was  graduated  in  mechanical 
engineering  from  the  University  of  Saskatchewan  this 
spring. 

Jean  Flahault,  Jr.,  s.e.i.c,  is  now  employed  with  the 
Aluminum  Company  of  Canada,  Limited  at  Arvida,  Que. 
Early  in  1940  he  had  gone  overseas  to  join  the  French  Army. 
After  going  through  the  Battle  of  France  in  the  spring  of 
1940,  he  was  taken  prisoner  by  the  Germans,  but  later 
managed  to  escape.  After  a  hazardous  trip  through  occupied 
and  unoccupied  France  and  northern  Africa,  he  finally  suc- 
ceeded in  returning  to  Canada  a  few  months  ago. 

Mr.  Flahault  is  a  graduate  of  the  Ecole  Polytechnique,  of 
the  class  of  1938.  He  did  some  post  graduate  work  in  metal- 
lurgy at  the  Carnegie  Institute  of  Technology  at  Pittsburgh, 
Pa. 

W.  F.  Jarrett,  s.e.i.c,  who  has  been  on  the  staff  of  the 
Saguenay  Power  Company  at  Arvida,  Que.,  since  last 
spring  has  been  transferred  recently  to  the  Aluminum 
Company  of  Canada,  Limited  at  Montreal. 

Jean  Lefort,  s.e.i.c,  has  joined  the  staff  of  Stevenson  and 
Kellogg,  Limited,  Management  Engineers,  Montreal.  He 
was  graduated  in  civil  engineering  from  McGill  University 
in  1936,  and  in  1939  he  obtained  the  degree  of  Bachelor  of 
Civil  Law  from  the  same  University.  Lately  he  had  been 
connected  with  the  Aluminum  Company  of  Canada, 
Limited,  Arvida,  Que. 

A.  M.  Swan,  s.e.i.c,  has  been  transferred  from  the 
Toronto  office  to  the  Apparatus  Sales  Department  of  the 
Canadian  General  Electric  Company,  Limited,  at  Hamilton, 
Ont. 

Jules  Mercier,  s.e.i.c,  has  been  transferred  from  the  Test 
Department  of  Canadian  General  Electric  Company, 
Limited,  Peterborough,  to  the  Meter  Engineering  Depart- 
ment as  assistant  engineer. 

G.  W.  Moule,  s.e.i.c,  has  been  transferred  to  the  Winnipeg 
plant  of  Defence  Industries  Limited.  Since  his  graduation 
from  the  University  of  Manitoba  in  1937,  he  had  been  with 
Canadian  Industries  Limited  at  Montreal. 

Bertram  Taylor,  s.e.i.c,  has  received  the  degree  of 
Bachelor  of  Science  in  Geological  Engineering  at  the 
University  of  Saskatchewan  this  spring.  He  is  now  located 
at  Siscoe,  Que. 

VISITORS  TO  HEADQUARTERS 

J.  M.  Mercier,  s.e.i.c,  Canadian  General  Electric  Com- 
pany, Limited,  Peterborough,  Ont.,  on  July  23rd. 

H.  C.  Seely,  m.e.i.c,  Plant  Engineer,  East  Malartic  Mines 
Limited,  Norrie,  Que.,  on  July  25th. 

H.  W.  Furlong,  m.e.i.c,  Stone  &  Webster  Engineering 
Corporation,  Boston,  Mass.,  on  July  25th. 

W.  H.  Malone,  m.e.i.c,  Smooth  Rock  Falls,  Ont.,  on  July 
29th. 

E.  A.  Allcut,  m.e.i.c,  Professor  of  Mechanical  Engineer- 
ing, University  of  Toronto,  Toronto,  Ont.,  on  August 
6th. 

J.  J.  Freeland,  m.e.i.c,  Canadian  International  Paper 
Company,  Limited,  Temiskaming,  Que.,  on  August  7th. 

A.  L.  Denton,  jr. e. i.e.,  Lamaque  Mining  Company, 
Limited,  Bourlamaque,  Que.,  on  August  12th. 


456 


C.  R.  Young,  m.e.i.c,  Dean  of  Engineering,  University  of 
Toronto,  Toronto,  Ont.,  on  August  15th. 

J.  G.  W.  Campbell,  m.e.i.c,  Eastern  Air  Command,  Head- 
quarters, R.C.A.F.,  Halifax,  N.S.,  on  August  15th. 

S.  Hogg,  m.e.i.c,  St.  John  Dry  Dock  &  Shipbuilding  Com- 
pany, Limited,  St.  John,  N.B.,  on  August  15th. 

F.  C.  Read,  s.e.i.c,  Spruce  Falls  Power  &  Paper  Company, 
Kapuskasing,  Ont.,  on  August  16th. 

H.  B.  Stuart,  m.e.i.c,  Consulting  Engineer,  Toronto,  Ont., 
on  August  18th. 

Donald  Ross,  m.e.i.c,  The  Foundation  Company  of  Can- 
ada, Limited,  Mont  Laurier,  Que.,  on  August  18th. 

Eugene  Vinet,  m.e.i.c,  New  York  City,  N.Y.,  on  August 
20th. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

Charles  Hamilton  Mitchell,  m.e.i.c  Not  long  ago,  at  a 
funeral  service  in  St.  Paul's  Church,  Toronto,  many  leaders 
in  university,  professional  and  industrial  circles,  assembled 
to  pay  respect  and  express  sorrow  at  the  death  of  Charles 
Hamilton  Mitchell,  engineer,  soldier  and  Dean  Emeritus 
of  the  Faculty  of  Applied  Science  and  Engineering  in  the 
University  of  Toronto. 

The  President  of  the  University  conducted  the  service- 
Dr.  Cody  spoke  of  the  life,  character  and  achievements  of 
one  whom  he  termed  "a  great  Canadian,  a  public  servant, 
and  a  true  Christian  soldier".  Members  of  the  Engineering 
Institute  of  Canada  will  desire  to  associate  themselves  with 
this  sincere  tribute  to  the  memory  of  a  Past  President  of 


Charles  Hamilton   Mitchell,    M.E.I.C. 


the  Institute,  whose  professional  career  as  a  practising 
engineer  was  followed  by  equally  distinguished  active 
service  as  a  soldier,  and  then  by  twenty  years  at  the  head 
of  the  engineering  faculty  of  a  great  university. 

General  Mitchell  was  a  "son  of  the  manse,"  for  he  was 
born  in  a  Methodist  parsonage  at  Petrolia,  Ontario.  He 
graduated  at  the  University  of  Toronto  in  1894,  taking  the 
professional  degree  of  C.E.  in  1898. 

His  engineering  practice,  commenced  shortly  after  grad- 
uation, was  largely  in  hydraulic  and  hydro-electric  power 
work.  He  was  retained  as  consulting  engineer  in  the  design 
and  construction  of  power  plants  in  many  parts  of  Canada, 
and  for  some  years  was  consulting  engineer  to  the  Water 
Power  Branch,  Department  of  the  Interior,  Ottawa,  on 
water  power  investigations  and  conservation  in  Western 
Canada.  In  1920  he  was  a  member  of  a  Royal  Commission 
to  report  on  radial  railways  in  Ontario,  and  acted  as  arbi- 

September,  1941     THE  ENGINEERING  JOURNAL 


i 


trator  as  to  power  shortage  at  Niagara  and  the  setting  of 
power  rates.  In  1924  he  was  appointed  by  the  Dominion 
Government  to  the  Joint  Board  of  Engineers  (Canadian 
and  from  the  United  States)  to  study  and  report  upon  the 
St.  Lawrence  waterway  project  for  navigation  and  power. 

General  Mitchell's  military  career  dates  from  1899  when 
he  joined  the  Militia  Service.  At  the  outbreak  of  war  in 
1914  he  was  Divisional  Intelligence  Officer  on  the  General 
Staff,  2nd  Division,  Toronto;  after  proceeding  overseas,  he 
won  marked  distinction  in  the  Intelligence  Branch  of  the 
General  Staff  in  France,  Belgium  and  Italy.  In  1918  he 
was  promoted  Brigadier-General  and  served  in  1919  at  the 
War  Office,  London.  During  his  five  years'  overseas  service 
he  was  mentioned  in  despatches  seven  times,  and  received 
many  honours,  including  the  D.S.O.  (1916),  C.M.G.  (1917), 
C.B.  (1918)  ;  he  was  also  awarded  decorations  by  the  French, 
Belgian  and  Italian  governments. 

Joining  the  Engineering  Institute  of  Canada  as  a  Student 
in  1894,  he  became  Associate  Member  in  1898  and  Member 
in  1902.  His  interest  in  Institute  and  professional  affairs 
is  shown  by  his  services  as  member  of  Council  during  1908- 
1909,  as  Vice-President  from  1920-1923,  and  as  President 
for  the  year  1929.  In  1922-1923  he  was  President  of  the 
Association  of  Professional  Engineers  of  Ontario.  He  was 
a  Member  of  the  Institution  of  Civil  Engineers  (London), 
of  the  American  Society  of  Civil  Engineers,  and  of  many 
societies  interested  in  professional,  civic  and  national 
welfare. 

At  the  time  of  his  death,  he  was  a  director  of  Consumers' 
Gas  Company  of  Toronto,  the  United  States  Fidelity  and 
Guaranty  Company  of  Canada,  and  the  Canada  Steamship 
Limited. 

General  Mitchell's  connection  with  University  adminis- 
tration began  when  he  was  elected  to  the  Senate  of  Toronto 
University  in  1901  to  represent  the  graduates  in  Engineering. 
He  served  on  the  Board  of  Governors  of  the  University 
from  1913  to  1919,  and  in  July  of  that  year  was  appointed 
Dean  of  the  Faculty  of  Engineering.  On  his  retirement 
from  that  post  in  March  of  this  year,  he  was  given  a  dinner 
by  the  alumni,  at  which  he  had  the  satisfaction  of  hearing 
what  his  twenty-one  years  as  Dean  had  meant  to  his 
students  and  colleagues. 

Always  proud  of  his  profession,  he  lost  no  opportunity 
of  impressing  upon  the  students  and  young  engineers  with 
whom  he  came  in  contact,  the  important  place  held  by 
the  engineer  in  the  economic  scheme  of  today.  He  was  a 
loveable  man  with  a  great  sense  of  humour  and  a  genius 
for  making  friends.  His  devotion  to  duty  was  shown  by 
the  fact  that  since  the  fateful  days  of  September,  1939,  he 
had  been  doing  special  war  work  for  the  Department  of 
National  Defence.  His  last  public  appearance  was  on  June 
22nd  when  he  took  the  salute  of  the  University  C.O.T.C. 
upon  its  return  from  camp.  His  death  on  August  26th, 
in  his  seventieth  year,  takes  from  us  a  figure  whose  re- 
markable personality  and  wise  counsel  will  long  be  missed. 

Walter  Robert  Benny,  jr. e. i.e.,  was  accidentally  drowned 
on  June  8,  1941,  at  Black  Bird  River  near  Noslo  Siding, 
about  seventeen  miles  east  of  Schreiber,  Ont.,  while  examin- 
ing the  waterway  structure  at  this  point.  He  was  born  at 
White  River,  Ont.,  on  January  3rd,  1909,  the  son  of  W.  W. 
Benny,  m.e.i.c,  Division  Engineer  of  the  Canadian  Pacific 
Railway  Company,  now  retired  and  residing  at  Ottawa. 
Walter  R.  Benny  received  his  early  education  at  the  Public 
Schools  of  Ottawa  and  at  Glebe  Collegiate  Institute.  Later 
he  attended  McGill  University  where  he  was  graduated  in 
1932  with  the  degree  of  Bachelor  of  Engineering.  During 
his  University  course,  between  sessions  and  for  some  time 
following  graduation  he  was  engaged  on  surveys  as  chain- 
man  and  instrumentman  with  the  Dominion  Geological 
Survey  Department,  the  Construction  and  Maintenance  of 


Way  Departments  of  the  Canadian  Pacific  Railway  Com- 
pany, the  Shawinigan  Water  &  Power  Company  on  trans- 
mission line  location,  the  Temiskaming  and  Northern 
Ontario  Railway  extension  to  Moosonee,  the  construction  of 
airports  with  Canada  Airways  and  with  the  Ontario  De- 
partment of  Northern  Development. 

In  October,  1935,  he  received  a  permanent  appointment  as 
transitman  with  the  operating  department  of  the  Canadian 
Pacific  Railway  Company  at  Smiths  Falls,  Ont.  In  August, 
1938,  he  was  appointed  assistant  engineer  in  the  office  of 


Walter  Robert  Benny,  Jr.E.I.C. 

the  engineer  of  maintenance  of  way  at  Toronto,  and  in 
August,  1939,  he  was  appointed  division  engineer  of  the 
Schreiber  Division,  at  Schreiber,  Ont.,  a  position  which  he 
held  at  the  time  of  his  tragic  death. 

Mr.  Benny  joined  the  Institute  as  a  Student  in  1928,  and 
he  was  transferred  to  Junior  in  1936.  At  the  time  of  his 
death  he  was  a  member  of  the  executive  of  the  Lakehead 
Branch. 

William  Lewis  Reford  Stewart,  m.e.i.c,  died  suddenly  in 
the  hospital  at  Montreal  on  July  13th,  1941.  He  was  born 
at  Toronto  on  October  6th,  1900.  He  received  his  early 
education  in  the  Toronto  public  schools  and  later  attended 
St.  Clement's  College  in  Toronto  and  the  Royal  Military 
College  at  Kingston,  where  he  was  graduated  in  1920. 
Upon  graduation  he  went  with  Lockwood,  Greene  &  Com- 
pany, Industrial  Engineers,  as  assistant  to  the  resident 
engineer  on  various  factory  construction  work.  In  1921  and 
1922  he  worked  as  assistant  resident  engineer  with  Morrow 
&  Beatty,  Limited,  Contracting  Engineers,  on  the  con- 
struction of  the  Twin  Falls  power  development  of  the 
Abitibi  Power  and  Paper  Company.  In  1923  he  was  en- 
gineer on  building  construction  work  for  Robert  Reford 
Steamship  Company.  In  1924  he  came  to  Montreal  as 
engineer  with  the  Newton-Dakin  Construction  Company 
Limited,  and  was  employed  on  the  Metis  Lakes  storage 
dams  contract.  The  following  year  he  went  to  Sherbrooke, 
Que.,  as  manager  of  the  local  office  for  the  same  firm.  In 
1927  he  organized  the  Stewart  Construction  Company 
Limited,  which  progressed  steadily  under  his  able  leader- 
ship. At  the  time  of  his  death  he  was  still  managing  director 
of  the  firm.  Among  the  works  which  were  successfully 
carried  out  by  his  company,  under  his  direction,  are  the 
most  important  of  the  industrial,  commercial,  and  educa- 
tional buildings  in  the  Eastern  Townships.  Lately  his  firm 
had  carried  out  important  defence  work  in  the  Maritime 
provinces. 

Mr.  Stewart  joined  the  Institute  as  a  Student  in  1920,  and 
he  was  transferred  to  Associate  Member  in  1928. 


THE  ENGINEERING  JOURNAL    September,  1941 


457 


News  of  the  Branches 


LAKEHEAD  BRANCH 


H.  M.  Olsson,  m.e.i.c. 

W.  C.  BYERS,  Jr.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


The  Lakehead  Branch  held  their  annual  dinner  meeting 
on  May  21st  in  the  Port  Arthur  Golf  and  Country  Club, 
which  was  attended  by  forty-nine  members  and  guests. 

The  chairman,  Mr.  H.  G.  O'Leary,  presided  at  the  meet- 
ing and  presented  his  annual  report.  He  stated  that  he  had 
appreciated  serving  as  Chairman  and  thanked  all  the  com- 
mittees and  executive  for  their  splendid  work  and  co-opera- 
tion which  had  made  it  possible  to  have  the  most  successful 
year  to  date,  and  hoped  that  the  incoming  chairman  and 
executive  would  have  an  even  better  year. 

The  nominating  committee  presented  the  following  slate 
of  officers  for  1941-42:  Chairman,  B.  A.  Culpeper;  Vice- 
Chairman,  Miss  E.  M.  G.  MacGill;  Executive,  E.  J.  Davies, 
J.  I.  Carmichael,  S.  E.  Flook,  S.  T.  McCavour,  R.  B. 
Chandler,  W.  H.  Small,  W.  R.  Benny,  C.  D.  Mackintosh; 
Ex-Officio,  H.  G.  O'Leary;  Secretary,  W.  C.  Byers. 

The  outgoing  chairman,  Mr.  H.  G.  O'Leary,  welcomed 
the  incoming  officers  and  handed  over  the  chairmanship  to 
Mr.  B.  A.  Culpeper,  who  expressed  his  appreciation  for 
being  appointed  chairman. 

The  financial  report  showed  a  favourable  credit  balance 
and  the  various  committees  were  given  a  vote  of  thanks. 

The  members  and  guests  were  then  entertained  with  a 
game  of  "Bingo"  and  a  "Quiz"  Contest. 


OTTAWA  BRANCH 

R.  K.  Odell,  m.e.i.c.    -     Secretary-Treasurer 

On  invitation  of  Lieut.-Col.  J.  P.  Richards,  Officer 
Commanding  the  Royal  Canadian  Engineering  Centre  at 
the  Petewawa  Military  Camp,  a  party  consisting  of  mem- 
bers of  the  Ottawa  Branch  of  The  Engineering  Institute 
and  their  ladies  visited  the  camp  on  Sunday,  August  17th. 

It  was  one  of  the  most  successful  events  staged  by  the 


A  group  of  officers  who  accompanied  the  party.  Second 
from  left  is  Lieut.-Col.  J.  P.  Richards. 

branch  in  a  long  time.  The  combination  of  perfect  weather, 
a  well  prepared  and  interesting  programme,  hospitality  and 
congeniality,  made  up  a  day  that  will  be  outstanding  in 
Institute  history.  As  would  be  expected  in  a  military  camp, 
every  detail  had  been  thought  of  and  all  arrangements  were 
carried  out  with  delightful  precision.  It  was  a  real  pleasure 
for  civil  engineers  to  see  something  of  the  work  of  military 
engineers. 

After  a  buffet  lunch  at  the  Officers'  Mess,  the  men  of  the 
party   visited  the  bridging  site  on  the   Petewawa  river, 


travelling  from  headquarters  by  way  of  the   Dominion 
Forest  Experiment  Station  at  Corry  Lake. 

A   most   interesting   demonstration   was   given   by   the 
engineers  of  the  bridging  of  streams  for  infantry  and  heavy 


Some  of  the  party  watching  a  demonstration  of 
pontoon  bridge  building. 

equipment  ;  the  bridging  of  a  ravine  for  the  passage  of  motor 
transport;  the  method  of  construction  and  operation  of 
collapsible  boats  ;  and  the  carrying  out  of  other  engineering 
operations.  On  return  to  the  camp  a  visit  was  paid  to  the 
trade-shops  and  the  field  works  stores  where  a  variety  of 
engineering  equipment  was  demonstrated.  An  opportunity 
was  also  afforded  of  seeing  large  field  guns  used  by  the 
artillery  training  centre. 

Ladies  of  the  party  visited  the  library,  reading  and  writ- 
ing rooms,  recreation  room,  and  the  men's  mess  kitchen. 
In  the  evening,  a  regular  meal,  as  provided  for  the  men  of 
the  training  centre,  was  served  in  the  men's  mess  room — 
and  a  very  satisfactory  meal  it  was  too!  At  the  conclusion 


Members  of  the  Institute  test  out  the  "Kapok"  assault 
bridge  which  has  just  been  launched. 

of  this  feature,  the  chairman  of  the  branch  expressed  to 
Colonel  Richards  the  thanks  of  the  group  for  his  hospitality 
and  excellent  arrangements.  Colonel  Richards  modestly 
gave  the  credit  to  his  staff,  and  invited  the  guests  to  visit 
the  camp  again. 


458 


September,  1941     THE  ENGINEERING  JOURNAL 


SAGUENAY  BRANCH 


D.  S.  ESTABROOKS    - 
J.  P.  ESTABROOK 


Secretary-Treasurer 
Branch  News  Editor 


The  method  of  bridging  a  ravine  with  steel  box  beams  by 
the  cantilever  method  is  explained. 


The  beams  in  place  after  the  demonstration. 

The  Engineering  Institute  of  Canada,  through  its  various 
branches  throughout  the  Dominion,  is  assisting  in  obtaining 
trained  engineers  for  military  and  civil  work  in  connection 
with  the  war  effort,  in  air  raid  precaution  work,  and  in 
other  ways.  The  visit  to  the  Petewawa  Engineering  Centre 
afforded  an  opportunity  for  members  of  the  Institute  to 
obtain  some  first  hand  knowledge  of  engineering  problems 
connected  with  modern  warfare. 

The  party  was  headed  by  T.  A.  McElhanney,  chairman 
of  the  branch,  and  K.  M.  Cameron,  vice-president  of  the 
Institute  from  eastern  Ontario.  Unfortunately,  at  the  last 
moment,  President  and  Mrs.  Mackenzie  had  to  cancel  the 
arrangements  they  had  made  to  be  with  the  party. 


On  Friday,  August  22nd,  a  meeting  of  the  Branch  was 
held  in  the  Arvida  School. 

About  120  members  and  friends  were  present  to  hear  an 
illustrated  lecture  on  Sub-surface  Engineering. 

Chairman  N.  F.  McCaghey,  presided  and  introduced  the 
speaker,  Professor  R.  F.  Legget  of  the  University  of 
Toronto,  who  is  connected  with  the  Shipshaw  power  devel- 
opment for  the  summer. 

Professor  Legget  expressed  his  pleasure  at  having  been 
chosen  as  speaker  for  two  consecutive  meetings.  He  began 
his  talk  by  illustrating  and  explaining  various  formations 
of  rock,  some  of  which  aid  and  others  hinder  the  engineer 
in  underground  construction.  Consequently,  before  under- 
taking any  large  construction  where  a  solid  foundation  is 
required,  it  is  necessary  to  find  out  what  is  under  the 
ground. 

He  then  illustrated  how  test  drilling,  coupled  with  the 
knowledge  of  geologists,  was  one  of  the  best  ways  to  get  a 
cross  section  of  the  conditions  to  be  encountered. 

Professor  Legget  spoke  for  a  short  time  on  tunneling 
operations  and  described  a  unique  way  of  excavating  the 
material  from  the  tunnel,  which  consisted  of  grinding  up 
the  removal  material  into  a  fine  powder,  after  which  it 
could  be  mixed  with  water  and  pumped  to  the  surface. 

Illustrations  were  given  of  several  dams  where  huge 
quantities  of  silt  and  other  fine  materials  had  to  be  re- 
moved so  as  to  get  down  to  solid  rock.  At  the  Grand  Coulee 
dam,  the  material  to  be  excavated  was  so  liquid  that  it 
kept  running  in  as  fast  as  it  could  be  removed.  The  in- 
genious engineers  installed  a  refrigeration  system,  after 
which  excavation  proceeded  satisfactorily. 

Another  very  interesting  point  was  that  of  a  bridge  in 
India,  one  end  of  which  had  been  repeatedly  carried  away 
by  landslides.  This  obstacle  was  overcome  by  building  a 
cantilever-type  bridge  and  connecting  it  to  the  hazardous 
shore  by  means  of  a  timber  trestle.  When  an  avalanche 
now  occurs  the  wooden  trestle  is  carried  away  without 
injuring  the  main  portion  of  the  bridge  and  can  be  easily 
replaced  in  a  few  hours. 

Reference  was  also  made  to  the  new  Shipshaw  develop- 
ment where  test  drilling  is  now  being  carried  out  and 
where,  among  other  things,  old  beds  of  the  Saguenay  River 
are  found. 

A  vote  of  thanks  was  extended  to  Professor  Legget  at 
the  conclusion  of  the  meeting  by  Mr.  S.  J.  Fisher  and  the 
hearty-hand-clap  as  well  as  the  unusually  large  attendance 
attested  the  interest  his  talk  had  aroused. 


THE  NEED  FOR  FUEL 


Consumption  of  gasoline  and  oil  in  Canada  helps  to  win 
the  war  only  where  it  serves  war  industry,  and  other  in- 
dustries that  in  turn  support  the  war  effort,  army  vehicles, 
training  planes  and  naval  craft. 

If  Canadians  were  wholly  intent  in  their  ambition  to 
leave  nothing  undone  that  should  be  done  to  insure  a 
Victory  against  Hitler,  most  of  the  balance  of  motor  fuel 
stocks  in  Canada  would  be  put  at  the  disposal  of  the  fighting 
forces  overseas.  If  Canadians  really  understood  just  how 
precious  motor  fuel  will  be  in  the  scheme  of  operations  soon 


to  be  launched  by  the  British  Empire  forces,  they  could  not 
possibly  use  up  gasoline  and  oil  for  pleasure  purposes  with- 
out great  pangs  of  conscience. 

In  the  British  Isles,  where  motor  car  drivers  are  so  close 
to  military  operations  that  they  can  see  the  urgent  necessity 
for  guarding  the  motor  fuel  supply,  private  motoring  has 
become  almost  non-existent.  On  this  continent  we  need 
only  use  a  little  more  native  intelligence  to  enable  us  to 
see  the  picture  more  as  our  compatriots  across  the  seas  do. 
Then  Canada's  gasoline  consumption  will  really  drop  sharply. 


THE  ENGINEERING  JOURNAL     September,  1941 


459 


Employment  Service  Bureau 


SITUATIONS  VACANT 

EXPERIENCED  MECHANICAL  DESIGNING 
DRAUGHTSMAN  for  general  mechanical  work  and 
industrial  piping.  Apply  Box  No.  2375-V. 

EXPERIENCED  ARCHITECTURAL  DRAUGHTS- 
MEN required  by  large  industrial  concern  for  their 
Montreal  office.  Apply  Box  No.  2376-V. 

JUNIOR  CHEMICAL  OR  METALLURGICAL 
ENGINEER  for  work  in  plant  installation  and 
operation.  Required  immediately.  Apply  Box  No. 
2400-V. 

STRUCTURAL  AND  CONCRETE  DRAUGHTS- 
MEN for  industrial  plant  design.  Apply  Box  No. 
2401 -V. 

JUNIOR  MECHANICAL  DRAUGHTSMAN  with 
one  to  five  years  experience  for  work  in  South 
America.  Apply  Box  No.  2402-V. 

TIME  AND  MOTION  STUDY:  Opportunity  for  man 
who  can  prove  his  ability  in  setting  of  wage  incen- 
tive standards,  methods  analysis,  and  plant  layout. 
Give  experience  in  detail.  Address  reply  to  Box 
No.  2439-V. 

JUNIOR  RESEARCH  METALLURGIST  required 
immediately,  with  one  to  five  years  experience. 
Apply  Box  No.  2440-V. 

MECHANICAL  GRADUATE  ENGINEER,  with 
machine  shop  experience,  required  for  work  in  South 
America  on  important  war  contract.  Apply  Box 
No.  2441 -V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men— without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


SITUATIONS  WANTED 

ELECTRICAL  ENGINEER,  b.sc.  in  electrical  engin- 
eering, age  43,  married,  available  on  two  weeks 
notice.  Fifteen  years  experience  in  electrical  work. 
Including  electrical  installations  of  all  kinds  in  hydro- 
electric plants  and  sub-stations.  Maintenance  and 
operation  of  hydro-electric  plants.  Electrical  mainte- 
nance and  installations  in  pulp  and  paper  mill. 
Considerable  experience  on  relays  and  meters.  At 
present  employed,  but  desires  change.  Apply  Box 
No.  636-W. 

GRADUATE  ELECTRICAL  ENGINEER,  Univer- 
sity of  Toronto,  five  years  experience  drafting  and 
design  in  connection  with  electrical  instruments  and 
small  motors.  Also  experienced  in  design  of  small 
jigs  and  fixtures  and  general  machine  design.  Desires 
permanent  position.  Apply  to  Box  No.  1486-W. 

GRADUATE  CIVIL  ENGINEER,  m.e.i.c,  15  years 
engineering  on  this  continent  and  five  years  over- 
seas. Experienced  in  design  and  construction  of 
dams,  hydro-electric  and  industrial  plants.  Field 
engineer  for  construction  on  dams  and  transmission 


lines,  considerable  experience  in  concrete  work. 
Desires  position  preferably  as  field  engineer  or  con- 
struction superintendent.  Apply  Box  No.  1527 -W. 

ELECTRICAL  ENGINEER,  Age  32  with  the  follow- 
ing experience — Eight  years  field  work  in  general 
construction,  supervision,  estimating  and  ordering 
materials.  At  present  employed  in  general  construc- 
tion but  wants  to  enter  the  electrical  field.  Apply 
Box  No.  1992-W. 

CIVIL  ENGINEER,  b.a.sc,  jr.E.i.c,  age  29, 
married.  Two  years  city  engineer,  five  years  experi- 
ence in  highway  work,  including  surveying,  location, 
construction,  estimating  and  inspection.  Apply  Box 
No.  2409-W. 


WANTED 

A   contractor's  or  engineer's  level,   in  good 
condition.  Apply  Box  No.  44-S. 


Library  Notes 

ADDITIONS  TO  THE 
LIBRARY 


TECHNICAL  BOOKS 
Elementary  Aerodynamics: 

By  D.  C.  M.  Hume,  Toronto,  Isaac  Pit- 
man &  Sons,  1941.  136  pp.,  5}/2  x  8lA  in., 
$1.50. 

Engineering  Descriptive  Geometry  and 
Drawing: 

By.  F.  W.  Bartlett  and  T.  W.  Johnson, 
New  York,  John  Wiley  &  Sons,  Inc., 
1941.  572  pp.,  6x9%  in.,  $4.00. 

Surge  Phenomena,  Seven  Years'  Research 
for  the  Central  Electricity  Board, 
1933-1940: 

London,  British  Electrical  and  Allied 
Industries  Research  Association,  1941- 
426  pp.,  8%xliy2  in.,  £2  10s. 

REPORTS 

Canada  Department  of  Mines  and  Re- 
sources, Mines  and  Geology  Branch, 
Geological  Survey,  Memoirs: 

Pictou  Coalfield,  Nova  Scotia;  Palaeozoic 
Geology  of  the  Brantford  area,  Ontario. 
Memoirs,  225,  226. 

Canadian  Engineering  Standards  Associ- 
ation, Specifications: 

Standard  specification  for  lead  service  pipe, 
waste  pipe,  traps,  bends  and  accessories, 
B67-1941;  Construction  and  test  of 
flexible  cords  and  fixture  wires  (including 
heater  cords),   C22.2-No.  49-1941. 

Defence  of  Canada  Regulations: 

Defence  of  Canada  regulations,  Ottawa, 
1941. 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of  New    Books    and    Publications 


Hydro-Electric    Power    Commission     of 
Ontario: 

Thirty-third  Annual  report,  1940.  To- 
ronto, 1941- 

United  States  Department  of  Commerce 
— Building  Materials: 

Structural  properties  of  "Mu-Steel"  pre- 
fabricated sheet-steel  constructions  for 
walls,  partitions,  floors,  and  roofs  BMS67, 
Asphalt-prepared  roll  roofings  and  shingles, 
BMS70;  Structural  properties  of  "Pre- 
cision-Built, Jr."  prefabricated  wood- 
frame  wall  construction,  BMS72. 

United  States  Department  of  the  Interior 
Geological  Survey  Bulletins: 

Spirit  leveling  in  Texas,  part  3,  West- 
central,  Texas,  1896-1938;  Geology  of  the 
Upper  Telling  river  district  Alaska; 
Spirit  leveling  in  Michigan,  1896-1938; 
Manganese  carbonate  in  the  Batesville 
district  Arkansas;  Quicksilver  deposits 
in  San  Luis  Obispo  county  and  south- 
western Monterey  county,  California; 
Geology  and  mineral  resources  of  the  Ran- 
dolph quadrangle,  Utah-Wyoming;  Geo- 
physical abstracts  102,  July-September 
1940;  Mineral  industry  of  Alaska  in  1939; 
Tungsten  resources  of  the  Blue  Wing  dis- 
trict Lemhi  County,  Idaho;  Some  quick- 
silver prospects  in  adjacent  parts  of 
Nevada,  California  and  Oregon.  Nos. 
883-C;  917-B;  919;  912-A;  922-R;  923; 
925-C;  926-A;  931-A;  931-B. 

United  States  Department  of  the  Inter- 
ior, Bureau  of  Mines,  Bulletins: 


Coal-mine  accidents  in  the  United  States, 
1938;  Quarry  accidents  in  the  United 
States,  1939;  Bulletins  437  and  438. 

United  States  Department  of  the  Inte- 
rior, Bureau  of  Mines,  Miners'  Cir- 
cular: 

Barricading  as  a  life-saving  measure  in 
connection  with  mine  fires  and  explosions. 
Circular  4%- 

United  States  Department  of  the  Inte- 
rior, Bureau  of  Mines,  Technical 
Papers: 

Carbonizing  properties  and  pétrographie 
composition  of  upper  freeport  coal  from 
Morgantown  district,  Monongalia  county, 
W.Va.,  and  of  lower  freeport  coal  from 
eastern  Indiana  county  near  Cambria 
county,  Pa.,  Technical  paper  621. 

United  States  Department  of  the  Inte- 
rior, Geological  Survey,  Professional 
Paper: 

Geology  of  the  Kettleman  hills  oil  field 
California,  No.  195. 

United  States  Department  of  the  Inte- 
rior, Geological  Survey  Water-Supply 
Papers: 

Surface  water  supply  of  the  United  States 
1939,  part  2,  South  Atlantic  slope  and 
eastern  gulf  of  Mexico  basins;  Part  4, 
St.  Lawrence  river  basin;  Part  6,  Missouri 
river  basin;  Part  7,  Lower  Mississippi 
river  basin;  Part  8,  Western  Gulf  of 
Mexico  basins.  Papers  872,  874,  876,  877 
878. 


460 


September,  1941     THE  ENGINEERING  JOURNAL 


PRELIMINARY    NOTICE 


of  Applications  for  Admission  and  for  Transfer 


August  29th,  1941 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council    will   consider   the   applications   herein   described  at 
the  October  meeting. 

L.  Austin  Wiught  General  Secretary. 


FOR  ADMISSION 

BARNES— HENRY  JAMES,  of  London,  Ont.  Born  at  Windsor,  Ont.,  Feb.  23rd, 
1912;  Educ:  1932-33,  extension  dept.  (arch'ture),  Univ.  of  Southern  California;  at 
present  studying  I.C.S.  course  in  civil  engrg.;  1929-30  ap'tice  dftsman.,  Watt  & 
Blackwell;  1932-33,  rodman,  dting.,  O.  Roy  Kelly,  Los  Angeles;  1933-34,  dftsman., 
Standard  Oil  California;  1936,  store  front  design,  Hobbs  Glass  Co.,  London, 
and  Bennett  Glass  Co.,  Windsor,  Ont.;  1936-37,  dftsman.,  J.  R.  Boyd,  Windsor, 
Ont.  ;  1939-40,  barracks  design  and  foreman  of  works,  and  from  Nov.,  1940,  to  date, 
engr.  dftsman.  for  D.E.O.,  Mil.  Dist.  No.  1,  London,  Ont. 

References:  W.  M.  Veitch,  H.  L.  Hayman,  E.  B.  Allan,  S.  Shupe,  F.  C.  Ball. 

KLINE— JOSEPH  DOUGLAS,  of  107  St.  Joseph  St.,  Dorval,  Que.  Born  at 
Halifax,  N.S.,  Nov.  23rd,  1917;  Educ:  B.Eng.  (Civil),  N.S.  Tech.  Coll.,  1940; 
1938-39  (summers),  gravel  and  asphalt  inspr.,  truck  boss,  Standard  Paving  Maritime 
Ltd.;  May,  1940,  to  date,  dftsman.,  Defence  Industries  Ltd.,  Montreal,  Que. 

References:  F.  H.  Sexton,  S.  Ball,  H.  W.  L.  Doane,  M.  S.  Macgillivray,  C.  P. 
Roper,  R.  W.  McColough. 

MABLE— WILFRED  H.,  of  10  Carleton  St.,  Thorold,  Ont.  Born  at  Thorold, 
Feb.  17th,  1916;  Educ:  B.  Sc,  Queen's  Univ.,  1940;  1937-38-39  (summers),  testman, 
Commonwealth  Electric  Corpn.,  Welland,  lineman  and  operator,  H.E.P.C.  of  Ont.; 
1940^11,  test  engr.,  Can.  Gen.  Elec  Co.  Ltd.,  Peterborough;  June,  1941,  to  date, 
elec.  design  engr.,  H.  G.  Acres  &  Co.  Ltd.,  Niagara  Falls,  Ont. 

References:  J.  H.  Ings,  G.  R.  Langley,  P.  E.  Buss,  A.  W.  F.  McQueen,  D.  S.  Ellis. 

NEAVE— ROGER,  of  Sarnia,  Ont.  Born  at  Macclesfield,  Cheshire,  England, 
June  21st,  1906;  Educ:  B.Sc  (Elec),  Univ.  of  Man.,  1935;  1930,  dftsman.,  1931, 
right-of-way  office,  C.P.R.,  1933,  chief  of  party,  triangulation  and  mapping  survey, 
B.C.;  1935,  axeman,  rodman,  instr'man.,  on  highway  location,  Ont.  Dept.  of  Northern 
Development;  1935,  dftsman.  and  Leveller,  highways  dept.,  Man.  Govt.;  1936, 
gen.  plant  constrn.,  National  Coke  &  Oil  Co.  Ltd.,  Erith,  Kent,  England;  1936-37, 
dftsman-designer,  high  frequency  transmission  laboratory,  Standard  Telephones 
and  Cables  Ltd.,  N.  Woolwich,  London,  England;  1937  to  date,  designing  engr., 
gen.  engrg.  dept.,  Imperial  Oil  Limited,  Sarnia,  Ont. 

References:  T.  Montgomery,  C.  E.  Carson,  N.  M.  Hall,  E.  P.  Fetherstonhaugh, 
G.  H.  Herriot. 

PADLEY— GILBERT,  of  Point-a -Pierre,  Trinidad,  B.W.I.  Born  at  Kamsack, 
Sask.,  Feb.  6th,  1914;  Educ:  B.Sc.  (Elec),  Queen's  Univ.,  1937;  1937-39.  ap'tice- 
ship  in  engrg.,  and  1939-40,  correspondent,  Canadian  Westinghouse  Co.  Ltd., 
Hamilton,  Ont.  Sept.,  1940,  to  date,  asst.  elec.  engr.,  Trinidad  Leaseholds  Limited, 
Oil  Refinery,  at  Point-a-Pierre,  Trinidad. 

References:  D.  M.  Jemmett,  L.  T.  Rutledge,  G.  M.  Bayne,  W.  E.  Weatherbie, 
D.  S.  Ellis,  J.  M.  Bloomfield. 

FOR  TRANSFER  FROM  JUNIOR 

NATHANSON— MAX,  of  48  Joyce  Ave.,  Outremont,  Que.  Born  at  Balta,  Russia, 
March  7th,  1905;  Educ:  B.Sc,  McGill  Univ.,  1926;  1926:27,  dfting.,  Darling  Bros. 
Ltd.;  1927-29,  dfting.,  Monarch  Electric  Co.  Ltd.;  1929-31,  dfting.  and  design, 
Canadian  Westinghouse  Co.  Ltd.;  1931-32,  dfting.  and  design,  and  1932-34,  also 
Maritime  representative,  English  Electric  Co.  Ltd.;  1934-41,  gen.  mgr.  and  chief 
engr.,  Canadian  Armature  Works,  Montreal,  Que.  (St.  1925,  Jr.  1929). 

References:  H.  W.  Fairlie,  G.  Morrison,  E.  E.  Orlando,  J.  M.  Robertson. 


*The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  or  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examine!  s 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty -seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  TRANSFER  FROM  STUDENT 

COOPER— WILLIAM  EVERETT,  of  Arvida,  Que.  Born  at  Assiniboia,  Sask., 
May  5th,  1914;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1935;  R.P.E.  Que.;  1935-38, 
dfting.,  gen.  engrg.,  1938-41,  i/c  elec.  engrg.  work,  mostly  design  and  layout,  ordering 
material,  etc.,  and  at  present,  i/c  of  engrg.,  Saguenay  Power  Company,  Arvida, 
Que.  (St.  1935). 

References:  F.  L.  Lawton,  McN.  DuBose,  C.  Miller,  J.  E.  Thicke,  J.  R.  Hango, 
M.  G.  Saunders. 

GILES— JOHN  OSCAR,  of  111  Kathleen  Ave.,  Sarnia,  Ont.  Born  at  Sarnia, 
Aug.  9th,  1914;  Educ:  B.Sc.  (Mech.),  Queen's  Univ.,  1937;  1937-41,  with  Imperial 
Oil  Limited,  Sarnia,  control  instrument  dept.,  gen.  plant  experience,  engrg.  drawing 
office;  from  Sept.,  1941,  junior  engr.,  International  Petroleum  Co.,  Talara,  Peru. 
(St.  1937.) 

References:  C.  E.  Carson,  T.  Montgomery,  G.  L.  Macpherson,  J.  W.  MacDonald, 
G.  E.  Medlar,  J.  A.  Vance. 

HARDING— CHARLES  MALCOLM  of  Calgary,  Alta.  Born  at  Dauphin,  Man., 
Dec.  10th,  1912;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta.,  1936;  1935  (summer),  electrn., 
Guy  Morton  Co.,  Calgary;  with  Imperial  Oil  Ltd.,  Calgary,  1936-37,  dftsman., 
1937,  meterman  and  material  checker,  1937-40,  estimator  and  checker,  1940,  process 
control  engr.;  Sept.,  1940,  to  date,  elec.  engr.,  Calgary  Power  Co.  Ltd.,  Calgary, 
Alta.  (St.  1936.) 

References:  R.  W.  Dunlop,  J.  J.  Hanna,  H.  Randle,  F.  C.  Tempest,  J.  McMillan. 

MACKAY— WILLIAM  BRYDON  FRASER,  of  820  Wellington  Crescent,  Win- 
nipeg, Man.  Born  at  Winnipeg,  May  21st,  1914;  Educ:  B.Sc.  (E.E.),  Univ.  of  Man., 
1938;  B.Met.E.,  Univ.  of  Minn.,  1940;  June,  1940,  to  date,  with  the  R.C.A.F. 
(Aeronautical  Engineering  Branch),  at  present,  Flight-Lieut.,  O.C.  Maintenance 
Flight  at  No.  1  Air  Navigation  School,  Rivers,  Man.  (St.  1936.) 

References:  W.  F.  Riddell,  P.  G.  McAra,  J.  W.  Lucas,  G.  M.  Minard,  J.  Gilchrist. 

STRONG— ROBERT  L.,  of  184  High  St.,  Boston,  Mass.  Born  at  Perth,  Ont., 
Oct.  12th,  1908;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1931;  S.B.,  Mass.  Inst.  Tech., 
1932;  1932-34,  research  asst.,  McGill  Univ.;  1934-41,  with  Canadian  Industries 
Limited,  1934-35,  testing  and  plant  development,  1935-39,  research  engr.,  1939-41, 
asst.  to  the  commercial  manager;  August,  1941,  inspection  work,  Associated  Factory 
Mutual  Fire  Insurance  Companies,  Boston,  Mass.  (St.  1932.) 

References:  C.  H.  Jackson,  A.  T.  E.  Smith,  C.  A.  Peachey,  C.  E.  Hogarth,  L.  A. 
Duchastel. 

TAYLOR — JAMES  LAWRENCE,  of  London,  England.  Born  at  Clare,  Ireland, 
Jan.  19th,  1909;  Educ:  B.Sc.  (Elec),  Queen's  Univ.,  1936;  1936-38,  student  ap'tice, 
shops,  switchgear  erection,  and  technical  and  research  dept.,  and  1938-39,  sales  office 
staff,  A.  Reyrolle  &  Co.,  Hebburn-on-Tyne,  England;  March,  1939,  to  date;  asst. 
shift  engr.  at  Willesden  generating  station  (capacity  110,000  kws.,  staff  269),  for 
London  Power  Company.  (St.  1934.) 

References:  H.  W.  McKiel,  F.  L.  West,  D.  M.  Jemmett.  D.  S.  Ellis,  H.  H.  Lawson. 

YOUNG— WILLIAM  RICHARD,  of  St.  John's,  Nfld.  Born  at  Rolla,  N.D., 
U.S.A.,  Sept.  10th,  1905;  Educ:  B.Sc  (Civil),  Univ.  of  Man.,  1928;  1923-25  (sum- 
mers), asst.  on  various  surveys,  McColl  Bros.,  Winnipeg;  1925-26,  instr'man., 
Manitoba  Paper  Co.  Ltd.,  Pine  Falls,  Man.;  1927  (summer),  field  engr.,  Manitoba 
Power  Co.  Ltd.,  Winnipeg;  1928-30,  hydrographie  engr.,  Candn.  Hydrographie 
Service,  Dept.  of  Marine;  1930-31,  dftsman.  and  survey  engr.,  Power  Corpn.  of 
Canada,  Montreal;  1932,  asst.  town  engr.,  Town  of  Temiskamingand Candn.  Inter- 
national Paper  Co.  Ltd.;  1934  (7  mos.),  instr'man.,  Power  Corpn.  of  Canada;  1934-36, 
labour  foreman,  Lamaque  Gold  Mines  Ltd.;  1936,  mine  engr.,  Thompson  Cadillac 
Mining  Corpn.;  1936-37,  res.  mgr.,  Bouscadillac  Gold  Mines  Ltd.,  Kewagama,  Que.; 
1937-41,  mine  mgr.,  Cline  Lake  Gold  Mines  Ltd.,  Lochalsh,  Ont.;  August,  1941, 
engr.,  E.  G.  M.  Cape  &  Co.  Ltd.,  St.  John's,  Nfld.  (St.  1924.) 

References:  G.  B.  McColl,  M.  W.  Turner,  R.  N.  Coke,  H.  S.  Grove,  H.  L.  Mahaffy, 
A.  K.  Grimmer,  J.  G.  Dickenson. 


THE  ENGINEERING  JOURNAL     September,  1941 


461 


Industrial  News 


CHAIN  SAWS 

Reed-Prentice  (B.C.)  Ltd.,  Vancouver. 
B.C.,  have  featured  in  a  four-page  folder  the 
"Timberhog"  chain  saws.  The  folder  contains 
illustrations,  descriptions  and  specifications 
of  the  gasoline,  electric,  and  air  driven  saws. 
Several  actual  photographs  are  also  included. 

ELEVATING  TABLE  TRUCKS 

The  "Lyon"  line  of  material  handling 
equipment  featuring  trucks  with  hydraulic 
elevating  tables  is  thoroughly  illustrated  and 
described  in  a  six-page  folder  by  the  Lyon 
Iron  Works,  Greene,  N.Y.  Details  of  standard 
equipment  and  application  are  included  to- 
gether with  specifications. 

ELECTRICAL  CONTROLS 
FOR  CHEMICAL  FEEDERS 

"Cochrane  Electrical  Controls  for  Propor- 
tional Chemical  Feeders  for  Water  Con- 
ditioning Equipments"  is  the  title  of  a  6-page 
publication,  \o.  3015,  issued  by  Cochrane 
Corp.,  Philadelphia,  Pa.  It  features  a  number 
of  control  panels  upon  which  the  Cochrane 
Flow  Meters  are  mounted  along  with  other 
controls  such  as  time-cycle  relays,  program- 
controllers,  pH  controllers,  etc.,  with  brief 
descriptions  of  the  service  performed. 

TRUCK  BODIES 

A  4-page  folder,  issued  by  The  Wilson 
Motor  Bodies  Ltd.,  Toronto,  Ont.,  entitled 
"Galion  Allsteel  Hydraulic  Hoists  and 
Bodies,"  illustrates  various  "Galion"  allsteel 
body  types  equipped  with  "Galion"  hydraulic 
hoists. 

HIGH  CARBON— HIGH 
CHROME  DIE  STEEL 

An  8-page  bulletin  No.  341,  entitled 
"Jessop  3C  High  Carbon — High  Chrome  Die 
Steel"  is  being  distributed  by  Jessop  Steel 
Co.  Ltd.,  Toronto,  Ont.  This  is  an  oil  harden- 
ing alloy  steel  possessing  extreme  resistance  to 
wear,  nondeforming  qualities  and  improved 
machinability,  for  use  where  long  runs  per 
grind  of  die  are  desirable.  In  addition  to  out- 
lining its  uses,  details  of  its  qualities  are  given 
under  the  headings  "Forging,  Annealing, 
Hardening  and  Tempering." 

INSULATING  PAD  FOR 
DISTRIBUTION  CABLE  SPLICING 

A  4-page  bulletin  No.  6017,  which  is  a 
reprint  of  an  article  from  "Electrical  World," 
March  8th,  1941,  entitled  "New  Form  of 
Insulation  Simplifies  Splicing,"  by  C.  P. 
Xenis  and  F.  B.  Thomson,  of  Consolidated 
Edison  Company,  New  York,  Inc.,  is  being 
distributed  by  Canadian  Line  Materials  Ltd., 
Toronto,  Ont.  Describes  this  new  form  of 
insulation  manufactured  by  Burndy  Engineer- 
ing Co.  Inc.,  New  York,  N.Y.,  and  distributed 
by  Canadian  Line  Materials  Limited,  Toron- 
to, Ont.  This  is  a  new  form  of  multi-layer 
rubber  insulation  called  the  "insulating  pad" 
which  is  a  unitary  piece  of  insulation  com- 
posed of  three  distinct  layers  of  rubber  each 
subjected  to  different  degrees  of  curing  during 
manufacture.  The  reprint  contains  a  com- 
plete description  with  illustrations  showing 
the  composition  of  the  "pad"  and  step-by- 
step  procedure  for  applying  a  pad  to  a  straight 
joint. 

UNIT  AIR  CONDITIONER 

With  descriptive  matter,  specifications, 
drawings  and  illustrations,  a  leaflet,  No. 
C-1100-S23A  issued  by  the  Carbondale  Div. 
of  Worthington  Pump  &  Machinery  Corp., 
Harrison,  N.J.,  describes  what  the  Company 
terms  "A  Complete  Air  Conditioner  System 
in  one  Package,"  which,  it  is  stated,  provides 
air  conditioning  in  its  most  economical  and 
perfect  form  for  the  store,  office,  shop  or  any 
other  limited  space.  These  combined  units  are 
completely  factory  built,  tested  and  made 
ready  to  install  before  shipment. 


Industrial     development  —  new   products  —  changes 
in     personnel    —   special    events   —   trade    literature 


SALT 
IN  NOVA  SCOTIA 

The  rocks  of  the  Windsor  series  of 
Carboniferous  age  consisting  of  red 
sandstones,  shales,  limestone  and  gyp- 
sum yield  salt  springs  at  several  points 
in  the  province. 

Beds  of  white  salt  are  being  mined 
at  Malagash  and  potash  bearing  seams 
have  recently  been  discovered  at  depth 
in  the  mine. 

Extensive  deposits  of  white  salt  have 
been  discovered  at  depth  near  Nappan. 

DEPARTMENT  OF  MINES 

HALIFAX,  NOVA  SCOTIA 


HON.  L.  D.  CURRIE 

Minister 


A.  E.  CAMERON 
Deputy  Minister 


ROTARY  PUMPS 

Worthington  Pump  &  Machinery  Corp., 
Harrison,  N.J.,  have  issued  a  12-page  bulletin, 
W-483-B1,  which  contains  descriptive  data, 
specifications,  tables  of  sizes  and  ratings  and 
lists  of  applications  covering  seven  types  of 
rotary  pumps  with  double-helical  gears.  Pho- 
tographic illustrations  and  sectional  drawings 
are  included. 

SMOKE  CONTROL  EQUIPMENT 

Under  the  title  "Rehtron  Electric-Eye 
Smoke  Control  Robot,"  the  Rehtron  Cor- 
poration, Chicago,  111.,  have  issued  a  4-page 
bulletin  which  contains  illustrated  descriptions 
of  two  models  of  this  equipment  which  con- 
tinuously indicates  the  density  of  smoke  in 
breeching  or  stack,  signals  fireman  when 
density  exceeds  predetermined  limit  and  auto- 
matically controls  the  supply  of  steam  and 
air  for  over-fire  injection. 

TOOL  STEEL 

Devoted  to  the  description  of  ".Jessop 
Rapid  Finishing  Tool  Steel,"  a  semi-high 
speed,  tungsten-bearing  tool  steel  especially 
suitable  fur  rapid  finishing  cuts  where  a 
smooth,  accurate  surface  is  desired,  a  4-page 
bulletin,  No.  541  has  been  issued  by  Jessop 
Steel  Co.  Ltd.,  Toronto,  Ont. 

AUTOMATIC  VOLTAGE  REGULATORS 

Ferranti  Electric  Limited,  Mount  Dennis, 
Toronto,  9,  Ont.,  has  issued  a  bulletin,  Xo. 
397,  which,  in  addition  to  numerous  illustra- 
tions, contains  a  lot  of  valuable  information 
on  the  subject  of  voltage  regulation.  It  features 
Ferranti  Step-Voltage  Regulators  and  deals 
with  the  value  of  "good  voltage"  from  a 
revenue  standpoint,  and  outlines  a  number 
of  voltage  problems  that  arise. 

BULK  CONVEYOR  SYSTEM 

Book,  No.  1975,  published  by  Link-Belt 
Limited,  Toronto,  describes,  with  numerous 
illustrations,  the  "Link-Belt  Bulk-Flo  Con- 
veyors," a  distinctly  new  power-operated  con- 
veyor system  for  the  positive  and  continuous 
conveying  of  flowable  granular,  crushed, 
ground  or  pulverized  material  of  a  non-cor- 
rosive, non-abrasive  nature.  Construction 
features,  typical  arrangements,  list  of  typical 
materials  conveyed,  tables  of  sizes,  capacities 
and  dimensions  and  installation  photographs 
are  included. 


FLOW  METERS 

Cochrane  Corporation,  Philadelphia,  Pa., 
has  issued  a  new  52-page  handbook  on  Flow 
Meters.  Originating  as  a  catalogue,  "Flow 
Meters  by  Cochrane"  has  developed  into  a 
handbook  of  instrument  application  to  steam, 
water,  air,  gas,  and  viscous,  volatile  and  cor- 
rosive fluid  measurement.  Important  operat- 
ing details  are  given  on  ten  different  types  of 
instruments.  Construction  features  of  the 
friction-free  electric  flow  meter  and  the  high- 
torque  mechanical  flow  meters  are  explained. 
The  importance  of  flow  records  in  the  efficient 
operation  of  boiler  and  turbine  rooms  and 
various  process  departments  is  stressed.  Con- 
trol applications,  dual  range  recorders,  de- 
tached instruments  and  summation  meters  are 
also  featured. 

LIST  OF  CURRENT  PUBLICATIONS     ■ 

"Current  Publications  for  Production  Men, 
Designing  Engineers,  Metallurgists,"  issued 
by  The  International  Nickel  Company  of 
Canada  Limited,  Toronto,  is  an  up-to-date 
list  of  the  Company's  publications  on  ferrous 
nickle  alloys  and  nickel  brasses,  and  bronzes, 
arranged  for  easy  reference,  with  descriptive 
notes  of  the  contents  of  each  publication.  A 
reply  paid  mailing  sheet  is  attached  to  check 
any  publications  desired. 

FOR  USERS  OF  PIPE  MILL  PRODUCTS 

Canadian  Tube  and  Steel  Products,  Limit- 
ed, Montreal,  Que.,  Page-Hersey  Tubes,  Lim- 
ited, Toronto,  Ont.,  and  The  Steel  Company 
of  Canada  Limited,  Montreal,  Que.,  jointly 
have  issued  a  pamphlet  emphasizing  the  im- 
portance of  conserving  non-ferrous  metals  to 
meet  essential  war  requirements  and  request- 
ing the  co-operation  of  users  of  pipe  mill  pro- 
ducts by  making  certain  that  "galvanized 
pipe"  is  used  only  where  it  is  absolutely 
essential. 

TREE  EMULSION 

"Braco"  Tree  Emulsion  is  featured  in  a 
folder  published  by  Brantford  Roofing  Co. 
Ltd.,  Brantford,  Ont.  This  emulsion  is  a 
waterproof  surgical  dressing  for  trees  when 
pruning  and  grafting.  Discusses  the  structure 
of  trees,  reasons  and  methods  of  pruning,  and 
treatment  of  tree  wounds. 
PATCHING  CONCRETE  FLOORS 

Seven  steps  in  the  process  of  patching  con- 
crete floors  by  the  use  of  "Braco"  Floor 
Mastic  N-13-F  are  described  in  a  folder  of 
Brantford  Roofing  Co.  Ltd.,  Brantford,  Ont. 
The  description  includes  preparing  and  prim- 
ing the  surface,  preparing  and  mixing  the 
Mastic  mixture,  placing  the  Mastic,  troweling 
and  finishing. 

POWER  ASSEMBLY  TOOLS 

Black  &  Decker  Mfg.  Co.  Ltd.,  Toronto, 
Ont.,  has  published  a  56-page  handbook  en- 
titled "Black  &  Decker  Data  Book  on  Power 
Assembly  Tools,  Portable  Klectric  Screw 
Drivers,  Nut  Runners  and  Tappers."  Thor- 
oughly illustrated  with  large  size  reproduc- 
tions of  the  various  tools,  descriptive  and 
dimensional  drawings,  and  action  photo- 
graphs, this  handbook  contains  complete 
descriptive  information,  specifications  and 
other  useful  technical  and  tabular  data  of 
value  to  the  users  of  these  tools. 

VARIABLE  VOLTAGE  PLANER   DRIVE 

Bulletin  H-7050,  of  Canadian  Westing- 
house  Co.  Ltd.,  Hamilton,  Out.,  describes  in 
detail  the  company's  variable  voltage  planer 
drive.  Sections  deal  with  the  principle  of  the 
drive;  the  resulting  increase  in  production  due 
to  its  use;  features  of  design,  and  the  econ- 
omics of  this  type  of  planer  drive.  Ample 
illustrations  are  included. 


462 


September,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  OCTOBER  1941 


NUMBER  10 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


AUSTIN  WRIGHT,  m.e.i.c. 
Editor 

N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 

PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DeL.  FRENCH,  m.e.i.c,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.e.i.c. 


Price  50  cents  a  copy,  $3.00  a  year,  in  Canada, 
British  Possessions.  United  States  and  Mexico. 
$4.50  a  year  in  Foreign  Countries.  To  members 
and  Affiliates,  25  cents  a  copy,  $2.00  a  year. 
— Entered  at  the  Post  Office.  Montreal,  as 
Second  Class  Matter. 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions     expressed    in     the    following    pages. 


FAIREY  BOMBER  OVER  LAKE  ERIE,  ONTARIO 

{Courtesy  of  Director  of  Public  Information,  Ottawa,  Ont.)       .  Cover 

FORGEABILITY  OF  METALS 

Owen  W.  Ellis,  M.E.I.C .       466 

CHEMICAL  PROCESSES— THEIR  PLACE  IN  DAILY  LIFE 

Dr.  I.  R.  McHaffie 475 

AERODROME  CONSTRUCTION  IN  SASKATCHEWAN 

G.  T.  Chillcott,  M.E.I.C 480 

RESEARCH  IN  CANADA 

Lieut.-General  A.  G.  L.  McNaughton,  C.B.,  C.M.G.,  D.S.O.,  M.E.I.C.       482 

EQUIPMENT  AND  ARMAMENT  OF  THE  ROYAL  AIR  FORCE 

Lieut. -Col.  W.  Lockwood  Marsh  .......       485 

CO-ORDINATION   OF  LIBERAL  ARTS  AND  ENGINEERING  EDUCA- 
TION 

William  P.  Tolley 488 

PIG  IRON  CONSERVATION  IN  GRAY  IRON  FOUNDRIES     .  .  .490 

ABSTRACTS  OF  CURRENT  LITERATURE 492 

FROM  MONTH  TO  MONTH 496 

PERSONALS 500 

Visitors  to  Headquarters     ......... 

Obituaries  ........... 

NEWS  OF  THE  BRANCHES 503 

NEWS  OF  OTHER  SOCIETIES 504 

LIBRARY  NOTES 505 

PRELIMINARY  NOTICE 508 

EMPLOYMENT  SERVICE 509 

INDUSTRIAL  NEWS 510 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•McNEELY  DuBOSE,  Arvida,  Que. 


*J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

•G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY,  Sydney,  N.S. 

•J.  M.  CAMPBELL,  Lethbridge,  Alta. 

•A.  L.  CARRUTHERS,  Victoria,  B.C. 

fD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

fi.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.  FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT.  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
tDEGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  Sackville,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville,  Ont. 

*J.  L.  LANG,  Sault  Ste.  Marie,  Ont. 

*A.  LARIVIERE,  Quebec,  Que. 

tH.  N.  MACPHERSON,  Vancouver,  B.C. 

*W.  R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

tC.  K.  McLEOD,  Montreal,  Que. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,  N.S. 


XT.  H.  HOGG,  Toronto,  Ont. 


*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.  R.  PERRY,  Montreal,?Que. 

ÎG.  McL.  PITTS,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.  E.  SISSON,  Toronto.  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

ÎH.  J.  VENNES,  Montreal,  Que. 

•For  1941         tFor_1941-42         «For  1941-42-43 


ASSISTANT  TO  THE  GENERAL1SECRETARY 

LOUIS  TRUDEL,  Montreal/Que. 


STANDING  COMMITTEES 


FINANCE 

DBG.  BEAUBIEN,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,  Treasurer 


LEGISLATION 

E.  M.   KREBSER,  Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

BRIAN  R.  PERRY,  Chairman 


PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
J.  C.  KEITH 
W.  S.  WILSON 

PUBLICATION 

C.  K.  McLEOD,  Chairman 

R.  DiL.  FRENCH,  Vice-chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

I.  M.  FRASER 

W. E. LOVELL 

A.  P.  LINTON 

H.  R.  MACKENZIE 

E.  K.  PHILLIPS 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 

LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
L.  L.  BOLTON 
A.  E.  CAMERON 
G.  E.  COLE 
V.  DOLMAGE 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

C.  R.  WHITTEMORE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 


MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Provinces) 
H.  N.  Ruttan  Prize 

A.  L.  CARRUTHERS,  Chairman 
J.  M.  CAMPBELL 

H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 
John  Galbraith  Prize 

K.  M.  CAMERON.  Chairman 
W.  H.  MUNRO 
J.  H.  PARKIN 

Zone  C  (Province  of  Quebec) 

Phelps  Johnston  Prize  (English) 

McN.  DuBOSE,  Chairman 
C.  K.  McLEOD 
H.  J.  VENNES 

Ernest  Marceau  Prize  (French) 

deG.  BEAUBIEN,  Chairman 
J.  H.  FREGEAU 
A.  LARIVIERE 

Zone  D  (Maritime  Provinces) 
Martin  Murphy  Prize 

W.  S.  WILSON,  Chairman 
I.  W.  BUCKLEY 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 

J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 

R.  W.  ANGUS 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 


RADIO  BROADCASTING 

G.  M.  PITTS.rCAairman 
R.  J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,   Chairman 

E.  VIENS,   Vice-Chairman 
G.  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A  GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS     • 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


464 


October,  1941    THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,  GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 

J.  B.  DOWLER 

A.  H.  PASK 
(Ex-Officio),  3.  F.  BRIDGE 

E.  M.  KREBSER 

J.  CLARK  KEITH 
Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 

Chairman,     J.  B.  deHART 
Vice-Chair.,  H.  J.  McEWEN 
Executive,      F.  J.  HEUPERMAN 

T.  D.  STANLEY 

J.  W.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOESE 

J.  HADDIN 

j.  McMillan 

Sec.-Treas.,  P.  F.  PEELE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive.     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio),  I.  W.  BUCKLEY 

W.  S.  WILSON 
See.-Treas.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 

EDMONTON 

Chairman,  R.  M.  HARDY 
Vice-Chair.,  D.  A.  HANSEN 
Executive,      J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 
B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 

(Ex-Officio),  J.  GARRETT 

E.  NELSON 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 


HALIFAX 

Chairman, 
Executive, 


S.  L.  FULTZ 
J.  A.  MacKAY 
A.  E.  CAMERON 
A.  E.  FLYNN 
D.  G.  DUNBAR 
J.  F.  F.  MACKENZIE 
P.  A.  LOVETT 
G.  F.  BENNETT 
(Ex-Officio),  C.  SCRYMGEOUR 
Sec.-Treas.,  S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 
HAMILTON 

Chairman,     W.  A.  T.  GILMOUR 
Vice-Chair.,  S.  SHUPE 

Executive,      C.  H.  HUTTON        T.  S.  GLOVER 
H.  A.  COOCH         A.  C.  MACNAB 
(Ex-Officio),  ALEX.  LOVE  W.  L.  McFAUL 

Sec.-Treas.,  A.  R.  HANNAFORD, 
354  Herkimer  Street, 
Hamilton,  Ont. 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


T.  A.  McGINNIS 

P.  ROY 

V.  R.  DAVIES 

K.  H.  McKIBBIN 

K.  M.  WINSLOW 

A.  H.  MUNRO 
(Ex-Officio),  G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
Stc.-Treai..  J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 

LAKEHEAD 

Chairman,    B.  A.  CULPEPER 
Vice-Chair.,UlSS  E.  M.  G.  MacGILL 
Executive,     E.  J.  DAVIES 

J.  I.  CARMICHAEL 

S.  E.  FLOOK 

S.  T.  McCAVOUR 

R.  B.  CHANDLER 

W.  H.  SMALL 

C.  D.  MACKINTOSH 
(Ex-Officio), TL.  G.  O'LEARY 

J.  M.  FLEMING 
Sec.-Treas.,  W.  C.  BYERS, 

o/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 

LETHBRIDGE 

Chairman,    W.  MELDRUM 

Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 
N.  H.  BRADLEY 
C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.  T.  JULIAN 
Executive,      V.  A.  McKILLOP 
F.  C.  BALL 

F.  BELL 

T.  L.  McMANAMNA 
R.  S.  CHARLES 

(Ex-Officio),  H.   F.  BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.  G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 

MONCTON 

Chairman,  F.  O.  CONDON 
Vice-Chair.,  H.  J.  CRUDGE 
Executive,      B.  E.  BAYNE 

G.  L.  DICKSON 
T.  H.  DICKSON 
R.  H.  EMMERSON 

(Ex-Officio),  H.  W.  McKIEL 
Sec.-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 

MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair.,  J.  A.  LALONDE 
Executive,      E.  V.  GAGE 

P.  E.  POITRAS 

I.  S.  PATTERSON 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 
(Ex-Officio),  J.  B.  CHALLIES 

deG.  BEAUBIEN 

J.  G.  HALL 

H.  MASSUE 

C.  K.  McLEOD 
B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que 

NIAGARA  PENINSULA 

Vice-Chair.,  C.  G.  CLINE 
Executive,     L.  J.  RUSSELL 

J.  H.  TUCK 

A.  C.  BLUE 

G.  F.  VOLLMER 

G.  E.  GRIFFITHS 

D.  W.  BRACKEN 
(Ex-Officio),  W.  R.  MANOCK 
Sec.-Treas.,  J.  H.  INGS, 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 


OTTAWA 

Chairman 
Executive 


T.  A.  McELHANNEY 

J.  H.  IRVINE 

W.  G.  C.  GLIDDON 

A.  A.  SWINNERTON 

W.  H.  NORRISH 

R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 

J.  H.  PARKIN 

W.  H.  MUNRO 
Sec.-Treas.,   R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 

PETERBOROUGH 

Chairman,    J.  CAMERON 

Executive,     A.  J.  GIRDWOOD  I.  F.  McRAE 

J.  W.  PIERCE"  F.  R.  POPE 

(Ex-Officio), R.  L.  DOBBIN 
H.  R.  SILLS 
A.  L.  MALBY 
Sec.-Treas.,  D.  J.  EMERY, 

589  King  Street, 

Peterborough,  Ont. 

QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
V ice-Chair. ,E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldg»., 
Quebec,  Que. 


SAGUENAY 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 


N.  F.  McCAGHEY 

R.  H.  RIMMER 

B.  BAUMAN 

G.  B.  MOXON 

A.  I.  CUNNINGHAM 

W.  J.  THOMSON 

McN.  DuBOSE 

M.  G.  SAUNDERS 

J.  W.  WARD 

D.  S.  ESTABROOKS, 

Price  Bros.  &  Co.  Ltd., 
Riverbend,  Que. 


SAINT  JOHN 

Chairman,     F.  A.  PATRIQUEN 
Vice-Chair.,  D.  R.  SMITH 
Executive,      A.  O.  WOLFF 

H.  P.  LINGLEY 

W.  B.  AKERLEY 
(Ex-Officio),  J.  P.  MOONEY 

H.  F.  MORRISEY 
Sec.-Treas.,  V.  S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B. 

ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 

Executive,      A.  C.  ABBOTT      J.  M.  MITCHELL 
R.  DORION  G.  RINFRET 

V.  JEPSEN  H.  J.  WARD 

J.  JOYAL  H.  K.  WYMAN 

H.  O.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 

J.  H.  FREGEAU 
Sec.-Treas.,  C.  G.  deTONNANCOUR 
Engineering  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 

SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 

b.  russell 

g.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 

SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 
Vice-Chair.,  L.  R.  BROWN 
Executive,      R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 
(Ex-Officio),  J.  L.  LANG 

A.  E.  PICKERING 
Sec.-Treas.,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont. 

TORONTO 

Chairman,     H.  E.  BRANDON 
Vice-Chair.,  W.  S.  WILSON 
Executive,      F.  J.  BLAIR 

W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C.  E.  SISSON 
Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont 

VANCOUVER 


Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 
Executive,     T.  E.  PRICE 

J.  R.  GRANT 

W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


VICTORIA 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio), 
Sec.-Treas., 

WINNIPEG 


G.  M.  IRWIN 

A.  S.  G.  MUSGRAVE 

J.  H.  BLAKE 

E.  DAVIS 

A.  L.  FORD 

P.  T.  O'GRADY 

E.  W.  IZARD 

A.  L.  CARRUTHERS 

K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C: 


Chairman,     V.  MICHIE 
Vice-Chair.,  D.  M.  STEPHENS 
Executive,      C.  V.  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 

J.  W.  SANGER 
Sec.-Treas.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL     October,  1941 


465 


THE   FORGEABILITY  OF  METALS 

OWEN  W.  ELLIS,  m.e.i.c. 
Director,  Department  of  Engineering  and  Metallurgy,  Ontario  Research  Foundation,  Toronto,  Ont. 

Paper  presented  before  a  joint  meeting  of  the  Niagara  Peninsula  Branch  of  the  Engineering  Institute  of  Canada  and  the 
Ontario  Chapter  of  the  American  Society  for  Metals,  at  St.  Catharines,  Ont.,  on  May  16th,  1941. 


SUMMARY — A  recapitulation  of  experimental  work  on  forge- 
ability  of  metals  with  reference  to  properties  of  materials, 
technique  required  and  results  obtained  in  die-forging  and  in 
free-forging.  The  author  refers  to  methods  necessary  for  the 
forging  of  light  alloys  as  well  as  steel  and  copper,  and  concludes 
with  an  example  in  detail  of  an  eccentric  cam  produced  in 
steel  and  in  aluminum  alloy  of  medium  forgeability  with  an 
estimate  of  comparative  cost  of  manufacture. 

In  the  author's  opinion,  the  words  "forgeability"  and 
"malleability"  are  synonymous.  Malleability  has  been 
defined  as  "the  property  which  permits  a  metal  to  be  ham- 
mered or  pressed  into  shape  without  cracking."  In  this 
definition  the  word  "forgeability"  could  be  substituted  for 
the  word  "malleability."  However,  there  might  be  some 
justification  for  the  argument  that  malleability  connotes 
hammering  or  pressing  at  room  temperature  or  temper- 
atures not  far  removed  from  room  temperature,  while 
forgeability  connotes  hammering  or  pressing  at  elevated 
temperatures — temperatures  above  dull  red  heat. 

The  subject  of  forgeability  or  malleability  has  interested 
the  author  for  a  number  of  years,  during  which  time  he  has 
conducted  numerous  experiments,  the  results  of  which  have 
been  published  in  a  series  of  papers.  The  first  of  these 
appeared  in  1924.  It  dealt  with  the  effects  of  the  critical 
points  in  iron  and  steel  upon  their  forgeability  and  showed 
clearly  that  these  points  had  an  important  influence  in  this 
connection. 

Earlier  work  along  these  lines  was  done  by  Robin,  a 
French  scientist,  who,  in  1910,  presented  a  thesis  to  the 
Iron  and  Steel  Institute  on  "The  Resistance  of  Steels  to 
Crushing,"  This  appeared  in  the  Carnegie  Scholarship 
Memoirs  for  that  year.  Robin  conducted  tests  on  a  number 
of  alloys,  both  ferrous  and  non-ferrous,  at  temperatures 
which  ranged  from  —300  deg.  F.  to  2010  deg.  F.  From  the 
results  of  these  tests  he  was  able  to  estimate  the  energy 
required  to  reduce   "normal"   cylinders   (cylinders  whose 

60 


50 
I  40 

g 


I 

^20 


%  10 


\V  V—  L 

us 

s& 

\Vl 

5V  S 

V 

^007^ 

-300 


POO        400  600         000        1000 

Temperatures  of  Crushing ,  °C. 


1200 


1400 


Fig.  1 — Resistance  of  carbon  steels  to  crushing. 

heights  and  diameters  are  equal)  of  these  alloys  by  20  per 
cent  of  their  initial  height.  He  plotted  curves  showing  the 
relationship  between  temperature  and  resistance  to  crush- 
ing, of  which  those  shown  in  Fig.  1  are  representative. 
These  refer  to  a  series  of  straight  carbon  steels  and  bring 
out  clearly  the  well-known  fact  that  the  higher  the  carbon 
content  of  a  steel  the  greater  is  its  resistance  to  crushing  or, 


in  other  words,  the  less  is  its  forgeability,  other  things  being 
equal. 

In  his  experiments  the  author  has  used  a  small  drop 
hammer,  the  tup  of  which  weighs  about  113  lb.  Various 
methods  of  heating  the  samples  have  been  employed,  accord- 
ing to  the  place  .where  the  tests  have  been  conducted  and 
the  temperatures  to  which  the  samples  have  been  heated. 
Small  changes  in  the  weight  of  the  tup  can  be  produced  by 
means  of  small  lead  weights. 

The  height  of  drop  of  the  tup  can  be  varied  at  will.  The 
tup  is  allowed  to  fall  freely,  once  it  has  been  raised  to  the 
desired  height  for  a  given  experiment.  Every  precaution  is 
taken  to  ensure  the  free  fall  of  the  tup  and  care  is  exercised 
at  all  times  to  forge  the  test  samples  as  quickly  as  possible 
after  their  removal  from  the  furnace. 

The  essential  features  of  the  test  are  shown  in  Fig.  2. 
Herein  is  shown  a  normal  sample  in  place  on  the  anvil  with 
the  hammer  descending.  The  height  h\,  of  the  sample  is 
known.  After  forging,  the  height,  h2,  of  the  sample  is 
measured.  The  difference,  hi— hi,  divided  by  hi  and  multi- 
plied by  100,  is  referred  to  as  the  percentage  reduction  in 
height  of  the  sample  and  is  the  value  generally  reported  as 
the  result  of  such  tests  as  these. 

The  results  of  a  long  series  of  tests  on  a  straight  carbon 
steel  containing  0.4  per  cent  of  carbon  are  shown  in  Fig.  3. 
Here  are  six  curves  relating  energy  of  blow  to  percentage 
reduction  in  height  of  a  number  of  normal  half-inch  samples. 


Fig.  2 — Diagram  of  conditions  of  single-blow  drop  test. 

If,  in  this  case,  we  consider  the  energy  required  to  cause  a 
55  per  cent  reduction  in  height  of  a  normal  half-inch  sample 
of  this  steel,  it  will  be  seen  that  this  decreases,  as  the 
temperature  is  raised,  from  about  470  ft.-lb.  at  847  deg.  C. 
(1558  deg.  F.)  to  about  370  ft.-lb.  at  927  deg.  C.  (1710  deg. 
F.)  and  then  to  about  310  ft.-lb.  at  1010  deg.  C.  (1850 
deg.  F.).  .       . 

For  a  blow  of  given  energy  the  percentage  reduction  in 
height  of  a  normal  sample  of  this  SAE  1040  steel  increases 
more  or  less  uniformly  with  increase  in  temperature.  For 
example,  with  a  blow  of  400  ft.-lb.  at  the  following  tem- 
peratures the  following  approximate  reductions  in  height 
were  obtained  with  this  steel: — 


Temperature 
deg.  C. 
584 
674 
754 
847 
927 
1010 


Reduction 
per  cent. 

31 

37 

44 

52 

58 

62 


Percentage  reduction  in  height  does  not  increase  quite 
uniformly  with  temperature,  as  would  be  discovered  if  the 
above  results  were  plotted,  since  the  critical  points  have  an 


466 


October,  1941     THE  ENGINEERING  JOURNAL 


600 


100 


% 

y 
S 
/ 

r-        a> 

1     1 

0*  - 

// 

A 

1 

// 

/ 

ioo 


"O      '0*     20*    30*     40*    ôO%  60*    70*>   80% 
Reduction  in  height  of  normal  W  sample 

Fig.  3 — Relation  between  reduction  of  height  and  energy  of 
blow  at  different  temperatures  (0.4%  C.  steel) 

important  effect  upon  the  properties  of  steel.  This  will  be 
shown  in  some  of  the  later  illustrations.  The  influence  of 
the  A3  point  on  practically  pure  iron  is  particularly  marked, 
as  is  demonstrated  in  Fig.  4,  which  shows  the  forgeability- 
temperature  relationship  of  pure  iron  over  the  range  900- 
950  deg.  C.  (1652-1742  deg.  F.),  within  which  lies  the  A3 
point,  shown  to  be  in  the  vicinity  of  915  deg.  C.  (1679 
deg.  F.)  in  this  particular  series  of  tests.  It  will  be  seen 
that  pure  iron  is  actually  more  resistant  to  plastic  deforma- 
tion at  temperatures  just  above  the  A3  point  than  at  the 
A3  point  itself.  In  fact,  it  does  not  become  as  forgeable  as  it 
is  at  the  A3  point  until  it  has  been  heated  at  least  another 
45  deg.  C.  (81  deg.  F.)  higher. 

Groups  of  curves,  like  those  in  Fig.  3  have  certain  impor- 
tant characteristics  which  may  now  be  referred  to.  For  all 
practical  purposes  these  curves  can  all  be  represented  by 
equations  of  the  simple  form 

E  =  bDn 
where  E  represents  the  energy  in  foot-pounds  required  to 
produce  a  percentage  reduction  in  height  D  of  a  sample. 
What  is  rather  more  surprising  is  that  the  constants  b  and 


920  930 

TEMPERATURE  Of  FORGINO  °C 


Fig.    4 — Relation    between    forgeability    and    temperature    for 
electrolytic  iron. 

n  in  this  equation  are  related  one  to  the  other,  in  the  case 
of  normal  half-inch  samples,  by  the  simple  formula 

n  =  1.56-0.47  1og6 
so  that  the  equation 

E  =  bD  1-56 -0.47  log  6 

gives  the  energy  required  to  produce  any  percentage 
reduction  of  a  sample  if  we  know  the  energy  needed  to  pro- 
duce any  one  percentage  deformation,  say,  of  30  per  cent. 


This  equation  applies  not  only  to  steel,  but  also  to  copper, 
nickel,  lead  and  probably  aluminum.  And  furthermore,  it 
can  be  used  in  connection  with  samples  of  shapes  other 
than  normal  cylinders;  shapes,  for  example,  such  as  cones 
or  frusta. 

Main,  an  English  metallurgist,  when  discussing  the  paper 
in  which  the  author  first  brought  forward  this  equation, 
pointed  out  that  it  could  be  re-written  in  the  form 


where 


3.32-log  E  =  a  (2.13-log  D) 
a=  1.56—0.47  log  b 


dtl?f^     EciOtf  ft-tts       yo 


loo 
8o 

Go 


^4o 


0> 

c 
« 

L. 

w 

p- 


2.0 

(5 


• 


too       ioo      400   wo     «ooo 

Fig.  5 — Fundamental  diagram  of  energy  and  percentage 
deformation  for  half-inch  samples. 

Now,  it  can  readily  be  seen  that,  when  log  D  =  2.13,  the 
right  hand  side  of  the  new  equation  becomes  zero,  so  that 
3.32-log  E  =  0 
or    log  #  =  3.32 
Hence,  when  log  D  =  2.13  or  D  =  134.9  per  cent,  log  #  =  3.32 
or  #  =  2089  ft.-lb. 

It  is  manifestly  impossible  to  reduce  the  height  of  a 
sample,  no  matter  what  its  form,  by  134.9  per  cent,  so 
that  the  conditions  described  above  are  imaginary  only. 
But,  given  this  information,  such  a  graph  can  be  drawn  as 
that  in  Fig.  5,  which  is  one  of  the  innumerable  straight 
lines  which  could  be  drawn  through  the  point  corresponding 
to  D  =  134.9  per  cent  and  #  =  2089  ft.-lb.  In  this  figure  per- 
centage reduction  is  plotted  on  logarithm  paper  against 
energy  of  blow.  Suppose  now  that  a  few  experiments  on  a 
single-blow  drop  test  machine  have  proved  that  a  blow  of 
170  ft.-lb.  will  produce  a  percentage  deformation  of  23  in  a 
normal  half-inch  sample  of  steel  of  known  volume  at  1850 
deg.  F.,  all  that  is  necessary  to  find  out  the  energy  required 


ISO         zso 

FORGING   TEMP 


SS0 


Fig.  6 — Forgeability  of  representative  aluminum  alloys  at 
different  temperatures. 


THE  ENGINEERING  JOURNAL     October,  1941 


467 


to  produce  other  percentage  deformations  in  samples  of  the 
same  material  having  the  same  size  and  shape  and  formed 
at  the  same  temperature  is  to  join  the  point  in  Fig.  5 
corresponding  to  .#=170  and  D  =  23  to  the  point  corres- 
ponding to  i?  =  2089  and  D  =  134.9  by  a  straight  line  and 
the  points  on  the  straight  line  so  obtained  will  provide  all 


• 


r  r 


Brass  So 


I E     C- 


455 


Fig.  7 — Representative  specimens  subjected  to  plastic 
deformation. 

the  desired  information.  For  example,  to  produce  a  per- 
centage deformation  of  70  per  cent  a  blow  of  800  ft. -lb. 
would  be  required,  and  so  on.  As  already  pointed  out,  these 
equations  apply  to  normal  3^-iuch  samples  only,  by  which 
are  meant  cylinders,  cones  or  frusta,  Y2  mcn  high  and  having 
a  volume  equal  to  that  of  a  normal  half-inch  cylinder.  It  is 
possible  that  the  formula  applies  as  well  to  other  shapes  of 
height  and  volume  equal  to  normal  half-inch  cylinders,  but 
the  author  has  not  checked  this  point. 

There  is  a  well-known  law  known  as  Tresca's  theorem 
which  states  that  the  amount  of  energy  required  to  produce 
analogous  changes  of  shape  in  geometrically  similar  bodies 
is  proportional  to  the  volumes  or  weights  of  the  bodies 
concerned.  Now  what  may  be  called  the  fundamental 
diagram  (Fig.  5)  for  normal  half-inch  samples  can  be  use- 
fully employed  in  estimating  the  energy  required  to  deform 
smaller  or  larger  samples.  How  does  this  work  ?  Suppose 
it  is  desired  to  know  roughly  how  much  energy  would  be 
needed  to  reduce  a  normal  three-inch  cylinder  of  steel  by 
70  per  cent  of  its  height  in  a  single  blow  at  a  temperature 
of  1850  deg.  F.  We  have  already  found  by  experiment  that 
170  ft.-lb.  of  energy  will  reduce  the  height  of  a  normal 
half -inch  cylinder  of  this  steel  by  23  per  cent  and,  using 
the  fundamental  graph,  have  discovered  that  800  ft.-lb. 
are  needed  to  reduce  a  normal  half-inch  cylinder  of  the 
same  steel  by  70  per  cent  at  the  same  temperature.  Accord- 
ing to  Tresca's  theorem  the  energy  required  to  reduce  a 
normal  three-inch  cylinder  of  the  same  steel  at  the  same 
temperature  would  be 

800  x  volume  of  3-inch  cylinder 


volume  of  J^-inch  cylinder 
=  800x^-P-2x3 


x  1/2 


*  (1/2)» 

4 

800  x  (3)3 
d/2)' 
=  800x9x8 
=  57,600  ft.-lb. 


It  is  not  likely  that  the  result  thus  obtained  will  be 
mathematically  exact.  The  order  of  magnitude,  however, 
will  be  correct. 

Comparison  with  some  actual  figures  may  be  of  interest. 
In  a  paper  by  Zeerleder,  published  in  1937,  he  reproduced 
the  series  of  curves  which  are  given  in  Fig.  6.  Consideration 
of  curve  5  in  this  graph  shows  that  the  aluminum-copper- 
magnesium  alloy  Avional  D  is  reduced  about  15  per  cent 
in  height  at  a  temperature  of  420  deg.  C.  (770  deg.  F.) 


<oo 


200     300    400 
Energy  - It  lb 


500    600 


Fig.  8 — Energy  and  deformation  in  single  and  repeated-blow 
drop  tests  at  20°  C. 

under  a  single  blow  of  70  ft.-lb.,  this  having  been  the  energy 
of  the  blow  used  in  all  the  experiments  referred  to  in  this 
graph.  The  samples  in  these  experiments  were  normal  20 
mm.  cylinders.  It  is  somewhat  remarkable  that  the  point 
corresponding  to  E  =  79  and  d  =  15  lies  very  close  to,  if  not 
on,  the  straight  line  which  was  drawn  in  the  fundamental 
diagram  for  half-inch  normal  samples  (Fig.  5),  from  which 
one  might  guess,  but  only  guess,  that  the  energy  of  the 
single  blow  required  to  reduce  a  normal  20  mm.  (0.79  inch) 
cylinder  of  Avional  D  by  about  18.5  per  cent  would  be 
about  120  ft.-lb.  In  Fig.  1  of  Zeerleder's  paper,  here  repro- 
duced as  Fig.  7,  he  shows  that  a  normal  80  mm.  (3.15  inch) 

cylinder  of  Avional  D  is  reduced  — ^-r —  x  100  =  18}^ 

per  cent  by  five  blows  of  1950  ft.-lb.  capacity.  Our  very 
rough  estimate  of  the  energy  of  the  single  blow  required  to 
reduce  such  an  80  mm.  cylinder  would  be 

120  x  80  x  80  x  80 

20  x  20  x  20 

=  120x64  =  7,680  ft.-lb. 

The  actual  energy  absorbed  in  reducing  the  cylinder  in  five 
blows  was  5  x  1950  =  9750  ft.-lb. 

In  this  same  figure  he  shows  that  a  similar  cylinder  of 


60 

?  50 
u 

*    40 

§ 

I  30 

it 
Q  20 

10 


IOO    200     300     400    500    600 
Energy  -II  lb 
(a) 


2QO     300    400 
Energy -It  lb 
(c) 


-*""' 

s 

/ 

3 

OO'C. 

0        IOO    200     300    400     500    6 
Energy -II  lb 

(b) 

?0 

« 

S'''' 

6 

y 

70 

o-c. 

200    300    400 

Energy- ft  lb 

(d) 


500     600 


Fig.  9 — Energy  and  deformation  in  single  and  repeated-blow 
drop  tests  at  250°,  300°,  400°  and  700°  C. 


468 


October,  1941     THE  ENGINEERING  JOURNAL 


Avional  D  is  reduced 


80.0-51.3 
80.0 


x  100  =  36  per  cent  by  ten 


blows  each  of  1950  ft.-lb.  Reference  to  the  fundamental 
graph  shows  that  a  single  blow  of  310  ft.-lb.  would  reduce 
a  20  mm.  cylinder  of  Avional  D  by  36  per  cent  of  its  height. 
Our  estimate  of  the  energy  of  a  single  blow  required  to 
reduce  an  80  mm.  cylinder  of  Avional  D  would  then  be 

310x64  =  19,840  ft.-lb. 

The  actual  energy  absorbed  in  reducing  the  80  mm.  cylinder 
in  ten  blows  was 

10  x  1950  =  19,500  ft.-lb. 

The  author  would  be  the  last  person  to  place  too  much 
stress  on  the  fact  that  these  estimates  lie  as  close  as  they 
do  to  the  experimental  results,  because  he  is  well  aware 
that,  when  metals  or  alloys  are  forged  at  temperatures  at 
which  the  hardening  effects  of  plastic  deformation  are 
immediately  effaced  by  recrystaUization,  the  energy 
absorbed  in  their  deformation  by  a  single  blow  may  be  con- 
siderably greater  than  that  absorbed  in  producing  the  same 
deformation  by  a  number  of  blows.  Further,  it  must  also 
be  remembered  that  the  fundamental  diagram  of  Fig.  5 
applies  to  normal  half-inch  samples,  and  not,  as  far  as  is 
known  at  present,  to  normal  0.79-inch  samples. 

Thus  it  might  be  expected  that  the  estimates  of  the 
energy  required  to  deform  Avional  D  with  a  single  blow 
would  have  yielded  results  somewhat  higher  than  those 


o  *s 
5  A 


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a.  10 

E 

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to  defor 
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Energy  required 

whic 

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Ratio:  H/D  or  D/H. 

Fig.  10 — Curves  for  estimating  energy  required  for  cylindrical 
samples  whose  heights  are  greater  or  less  than  their  diameters. 

obtained  in  Zeerleder's  experiments  with  a  number  of 
blows.  This  may  be  illustrated  by  means  of  the  two  follow- 
ing diagrams  which  show  the  results  of  single  and  multiple- 
blow  drop  tests  on  normal  three-quarter-inch  cylinders  of 
annealed  copper  having  a  Brinell  hardness  at  room  tem- 
perature of  11.5.  Figure  8  comprises  two  curves,  one  showing 
the  relationship  between  deformation  and  the  energy  of 
single  blows  of  varying  energy  content  (curve  S)  and  the 
other  showing  the  relationship  between  deformation  and  the 
total  energy  of  repeated  blows  of  equal  energy  content,  viz., 
70.6  ft.-lb.  (curve  R).  All  the  tests  were  made  at  room  tem- 
perature. A  comparison  of  curves  S  (single)  and  R  (repeated) 
brings  out  the  interesting  fact  that,  at  room  temperature, 
more  energy  is  absorbed  in  forging  a  sample  of  copper  in  a 
number  of  blows  than  in  a  single  blow  or,  conversely,  a 
greater  change  in  shape  is  produced  by  a  single  blow  of 
given  energy  than  is  produced  by  a  number  of  blows  of  the 
same  total  energy. 

Similar  pairs  of  curves  could  be  drawn  for  the  results  of 
tests  at  100  deg.  C.  (212  deg.  F.)  and  150  deg.  C.  (302 
deg.  F.).  However,  the  curves  for  the  tests  at  150  deg.  C. 
(302  deg.  F.)  lie  very  close  together,  though  they  do  not 
coincide. 

Curves  for  the  tests  at  200  deg.  C.  (392  deg.  F.)  are  par- 
ticularly interesting  because  they  coincide  in  those  parts 
which  refer  to  the  tests  with  blows  of  low  energy  (up  to 
about  300  ft.-lb.),  but  separate  in  those  parts  referring  to 
the  tests  with  blows  of  higher  energy.  As  is  well  known,  the 
greater  the  degree  of  plastic  deformation  the  lower  is  the 


30 


.§  20 

1 


Temperature,  Degrees  Fahrenheit 
1200  MOO  1600  1600  2000 


£f 


_£■-.* 


600  700  600  900  1000 

Temperature,  Degrees  Centigrade 


'100 


Fig.  11 — Effect  of  carbon  on  forgeability  of  carbon  steels. 

temperature  of  recrystaUization,  and,  since  blows  of  high 
energy  produce  more  flow  than  blows  of  low  energy,  it  is 
not  surprising  that  the  curves  for  single  and  repeated  blows 
do  not  coincide  over  their  entire  lengths,  but  tend  to 
separate  in  those  parts  which  refer  to  high  degrees  of  plastic 
deformation  or  energies  of  blow.  Curves  for  forging  tem- 
peratures of  250  deg.  C.  (482  deg.  F.),  300  deg.  C.  (572 
deg.  F.),  400  deg.  C.  (752  deg.  F.),  and  700  deg.  C.  (1292 
deg.  F.),  which  demonstrate  the  points  just  discussed,  are 
shown  in  Fig.  9. 

At  forging  temperatures  of  400  deg.  C.  and  higher  the 
single  and  multiple-blow  curves  separate  again,  the  former 
now  always  lying  below  the  latter.  Now,  these  relatively 
high  forging  temperatures  are  temperatures  at  which  the 
hardening  effects  of  forging  are  likely  to  be  immediately 
effaced  by  recrystaUization  of  the  metal  being  forged.  It 
can  be  said,  therefore,  that,  at  temperatures  at  which  the 
hardening  effects  of  plastic  deformation  are  immediately 
effaced  by  recrystaUization,  the  energy  absorbed  in  deform- 
ing a  metallic  body  by  a  single  blow  may  be  greater  than 
that  absorbed  in  producing  the  same  deformation  by  a 
number  of  blows.  The  converse  proposition  is,  of  course, 
true,  as  reconsideration  of  the  curves  shown  in  Fig.  8  wiU 
show. 


1200 


Temperature,  Degrees  Tehrenhçit 
1400  1600  1600 


600 


700  600  900         1000 

Température,  Degrees  Centigrade 


1100 


Fig.  12 — Effect  of  nickel  on  forgeability  of  carbon  steels. 


THE  ENGINEERING  JOURNAL     October,  1941 


469 


Having  attempted  to  show  how  the  energy  required  to 
produce  specified  reductions  in  height  in  normal  samples 
of  different  shapes  and  sizes  can  be  calculated,  given  the 
energy  required  to  produce  a  known  reduction  in  height  in 
a  sample  of  known  shape  and  size,  a  further  step  can  be 
taken.  Figure  10  shows  two  useful  curves  which  enable 
rough  estimates  to  be  made  of  the  energy,  other  things  being 
equal,  required  to  produce  equivalent  reductions  in  height 
in  cylindrical  samples  whose  heights  are  greater  or  less  than 
their  diameters,  given  the  energy  required  to  produce  a 
given  reduction  in  height  in  a  normal  sample.  The  curve 
marked  H/D  refers  to  cylindrical  samples  whose  heights 
are  greater  than  their  diameters,  that  marked  D/H  refers 
to  samples  whose  diameters  are  greater  than  their  heights. 
If  we  know  the  energy  required  to  produce  a  25  per  cent 
reduction  in  height  of  a  normal  cylinder  of  known  analysis 
and  state  and  it  is  desired  to  estimate  the  energy  required 
to  obtain  a  similar  reduction  in  height  in  a  cylinder  of 
similar  analysis  and  state  whose  height  is  three  times  its 
diameter,  we  first  find  the  point  of  intersection  of  the 
ordinate  marked  3  and  the  curve  marked  H/D,  and  then 
connect  this  point  by  an  abscissa  to  the  right  hand  side  of 
the  diagram.  This  gives  the  value  2.75±  ;  that  is,  about  2% 
times  the  energy  needed  to  deform  a  normal  cylinder  would 
be  required  to  deform  a  cylinder  three  times  as  high.  On 
joining  the  point  of  intersection  of  the  ordinate  marked  3 
and  the  curve  D/H  by  an  abscissa  to  the  left  hand  side  of 
the  diagram,  the  value  10.0 ±  is  obtained;  indicating  that 
about  ten  times  the  energy  required  to  deform  a  normal 
cylinder  would  be  required  to  deform  a  cylinder  three  times 
as  wide. 

It  has  already  been  mentioned  that  the  critical  points 
have  an  important  effect  upon  the  properties  of  steel.  The 
next  figures  (Nos.  11  to  21  inclusive)  cover  this  and  other 
points  of  interest  in  regard  to  steel. 

Figure  11  shows  not  only  the  importance  of  the  critical 
points  upon  the  forgeability  of  a  group  of  straight  carbon 
steels,  but  demonstrates  (1)  the  marked  effect  of  carbon, 
and  (2)  the  influence  of  structure,  on  the  forgeability  of 
steel.  At  temperatures  above  the  Ai  point  (735  deg.  C. — 


JO 


I 

&  10 
k 


teoo 

— i — 


Temperature,  Degrees  Fahrenheit 
1400  1600  1600 


â :  0.20%CJJ8%NFA5B%& 

4  O.JJ%C.  l??%Ni.  0.  rO%0 
D:  0M%C.J.5!%N, 


S 


/y. 


8000 

— rr~ 


S7A 


600         700  300  900  1000 

Temperature,  Degrees  Centigrade 


i  too 


Fig.  13 — Relative  forgeability  of  a  nickel  steel  and  two  nickel- 
chromium  steels. 

1355  deg.  F.)  the  0.16  per  cent  carbon  steel  is  easier  to 
forge  than  either  the  0.68  per  cent  or  the  0.85  per  cent 
carbon  steel,  as  might  be  expected.  It  is  surprising  to  note, 
however,  that  below  Ai,  the  particular  0.68  per  cent  carbon 
steel  chosen  for  test  was  harder  than  the  eutectoid  steel 
with  which  it  was  compared.  This  can  be  accounted  for  only 
by  assuming  that  the  structure  of  the  former  was  such  as 
to  make  it  harder  than  the  latter.  In  all  the  experiments 


JO 


I 
! 

I 


85 


eo 


15 


W 


1800 

— I — 


Temperature,  Degrees  Fahrenheit 
MOO  1600  1600  8000 


T 


C:0.44%C.!6J%Ni.099%Cr 
K ■  0.45%C,t60%Ni,  l.03%Cr 
0:  0.44% C.J 56%Ni 


■  c(e'c[  ~U;.t<0a"V 


— î&  i 
/ 


600         TOO  Ô00  900  1000 

Temperature,  Degrees  Centigrade 


noo 


Fig.    14 — Difference   in   forgeability   of  two   nickel-chromium 
steels  of  very  similar  composition. 

Temperature,  Degrees  Fahrenheit 
_.    ieoo        moo        i6oo        isoo        eooo 

JO  \        i 


3 


* 


k  is 


i 


I 


to 


I:  0.e9%C.0.ir%Ni.0.90%Cr.0.t4%to 
J:  0.86%C,  no  N,  .  06J%Cr.  no  Ve 


■..«*■*■  i  / 

y 


&%i 


W$*fO 


600        TOO  600  900         1000 

Temperature,  Degrees  Centigrade 


ttoo 


Fig.  15 — Relative  forgeability  of  two  chromium  steels,  one  of 
which  contains  vanadium. 

the  times  of  heating  the  samples,  which  were  cut  from  bars 
"as  rolled,"  were  sufficient  to  ensure  that  they  were  uniform- 
ly heated  throughout,  but  certainly  not  long  enough  to 
bring  the  steels  to  equilibrium. 

Figure  12  demonstrates  the  effect  of  nickel,  as  compared 
with  that  of  carbon,  on  the  forgeability  of  steel. 

Figure  13  makes  possible  a  comparison  between  steel 
SAE  2320  (nickel)  and  steels  SAE  3120  and  3130  (nickel- 
-chromium).  Note  should  be  made  of  the  preponderant 
effect  of  carbon  upon  the  forgeability  of  these  steels. 

Figure  14  is  inserted  mainly  for  the  purpose  of  showing 
how  two  steels  of  very  similar  composition  can  differ  in 
their  forgeability.  Steel  C  contained  0.52  per  cent  of  man- 
ganese and  steel  K  0.40  per  cent  of  this  element.  Otherwise 
the  two  steels  agreed  very  closely  in  chemical  analysis.  No 
studies  were  made  of  the  microstructure  of  the  steels  after 
forging  at  different  temperatures.  Incidentally,  it  is  of 
interest  to  note  how  similar  are  the  two  SAE  3245  steels 
to  the  SAE  2045  steel  at  forging  temperatures  above  about 
950  deg.  C.  (1742  deg.  F.). 

The  forgeability-temperature  curves  for  two  chromium 
steels  of  similar  analysis,  one  containing  nickel  (residual) 
and  vanadium,  the  other  free  from  these  elements,  is  shown 
in  Fig.  15. 


470 


October,  1941     THE  ENGINEERING  JOURNAL 


Of  recent  years  much  has  been  heard  of  the  high-yield 
low-alloy  steels  and  the  next  three  figures  refer  to  the 
forgeability  of  three  such  steels  as  compared  with  straight 
carbon  steels  of  equal  carbon  content. 

Figure  16  deals  with  Cor-Ten,  a  steel  containing  about 
0.10  per  cent  carbon,  0.30  per  cent  manganese,  0.80  per 
cent  silicon,  0.45  per  cent  copper,  1.00  per  cent  chromium 
and  0.15  per  cent  phosphorus.  The  yield  point  of  this  steel 
is  in  the  neighborhood  of  62,500  lb.  per  sq.  in.,  as  compared 
with  45,000  lb.  per  sq.  in.  for  straight  carbon  steel  of  the 
same  carbon  content.  The  forgeability  of  Cor-Ten  is  dis- 
tinctly lower  than  that  of  SAE  1010,  forgeability-tempera- 
ture  curves  for  two  types  of  which  are  shown  in  this  graph. 
These  curves,  it  will  be  observed,  differ  quite  materially 
from  one  another  over  the  range  735  deg.  C.  (1355  deg.  F.) — 
1000  deg.  C.  (1832  deg.  F.).  This  can  be  accounted  for  by 
the  marked  difference  in  structure  between  the  two  steels 
(marked  "Carbon  steel"  and  "Steel  P"  in  Fig.  16).  Steel  P, 
which  had  a  very  low  silicon  content,  showed  considerable 
banding  and  relatively  large  grain  size  in  the  ferritic  areas, 
while  the  other  SAE  1020  steel  had  a  uniform  structure  and 
relatively  small  grain  size  (see  Fig.  17). 

Man-Ten  is  a  typical  SAE  T1330  steel  and  can  be  com- 
pared with  SAE  1030,  as  is  done  in  the  next  figure,  No.  18. 
There  is  little  to  choose  between  the  two  steels  as  far  as 
forgeability  is  concerned.  It  is  of  interest  to  record  that  the 
forgeability-temperature  curves  for  Man-Ten  and  a  carbon 
steel  of  approximately  the  same  tensile  strength  at  room 
temperature,  viz.,  a  SAE  1040  steel,  correspond  closely  to 
one  another  over  the  entire  range  600  deg.  C.  (1112  deg.  F.) 
to  1200  deg.  C.  (2192  deg.  F.). 

Another  high-yield  low-alloy  steel  is  Sil-Ten,  of  which 
the  following  is  a  typical  analysis: — 

Carbon 0.36  % 

Silicon 0 .  22  % 

Manganese 0 .  68  % 

Sulphur 0 .024% 

Phosphorus 0 .017% 

A  sample  of  this  steel,  investigated  by  the  author,  had 
the  following  mechanical  properties: — 

Yield  point 51,000  lb.  per  sq.  in. 

Tensile  strength 88,000  lb.  per  sq.  in. 

Elongation 28% 

Reduction  of  Area 54^% 


-C;    •         ■! 

":  ;? 

t  "  *    ^H  '■  v    «^M 

y.i-W' 

v  r 

'.  """  ^'  ■<  •*■ 

*'"•■..  %  '*'  ' 

.  A 

f*>    ■»,. 

-'-/v;l'-y  *  -t-   ,<   ■y'"-.'- 

ft  ~\     >:•   list       > 


*.;<-■ 


I'         !  : 


"I  " 


JO  ,;'.  f  -      //  v 


Fig.   17 — Photo-micrograph  of  the  two  SAE  steels 
of  Fig.   16. 

Yield  point 44,000  lb.  per  sq.  in. 

Tensile  strength 77,000  lb.  per  sq.  in. 

Elongation 30M% 

Reduction  of  area 52% 

The  forgeability-temperature  curves  for  both  steels  are 
shown  in  Fig.  19,  which  brings  out  the  interesting  fact  that 
the  difference  in  mechanical  properties  between  the  two 


C 
■i.    '5 


/ 
/ 

// 

y 
^ 

Mon- 

Ten-      -. 

'  "~  Cor  bon  5/ee 

i 

// 
// 

_^ 

SCO  700  300  900  IOOO  "OO  >?oo 

Ternperofure     °C  , 

Fig.  18 — Relative  forgeability  of  Man-Ten  and  a  carbon  steel 
of  similar  carbon  content. 


Carbon   Sfee/  — 

/ 
/ 

-v 

y 

V 

Sre 

e/   P  — 

y 

U 

^-Cor- 

Ten 

y  / 

SOO  90O  IOOO 

rempero'ure       °C 


I  lOO..  I20O 


Fig.  16 — Relative  forgeability  of  Cor-Ten  and  two  SAE 
carbon  steels. 

The  mechanical  properties  of  a  SAE  steel  of  similar  car- 
bon content,  which  was  compared  with  this  sample  of 
Sil-Ten,  were  as  follows  : — 


steels  shows  itself  throughout  the  entire  range  of  these 
experiments.  It  should  be  noted  that  the  grain  size  of  the 
Sil-Ten  tested  by  the  author  was  coarser  than  that  of  the 
straight  carbon  steel,  which  suggests  that  the  effect  of 
silicon  upon  the  forgeability  of  steel,  while  not  profound, 
is  sufficient  to  counterbalance  the  effect  of  grain  size. 

It  may  be  asked  why  some  of  the  curves  in  the  figures 
intersect  one  another.  One  reason  may  be  this:  The  grain 
sizes  of  these  steels  vary  relative  to  one  another  at  different 
temperatures.  This  is  brought  out  in  Figs.  20  and  21,  the 
first  of  which  shows  the  structures  of  two  steels  of  prac- 
tically the  same  analysis,  one  inherently  coarse-grained,  the 
other  inherently  fine-grained,  after  forging  at  temperatures 
of  900  deg.  C.  (1652  deg.  F.),  1025  deg.  C.  (1877  deg.  F.) 
and  1150  deg.  C.  (2102  deg.  F.),  respectively.  The  second 
(Fig.  21)  shows  the  forgeability-temperature  curves  for  the 
two  steels.  These  intersect  in  the  neighbourhood  of  990 
deg.  C.  (1814  deg.  F.),  where  the  grain  sizes  of  the  steels 
are  almost  identical,  as  was  shown  in  Fig.  20.  At  tempera- 
tures below  990  deg.  C.  (1814  deg.  F.)  the  inherently  fine- 
grained is  more  resistant  to  deformation  than  the  inherently 
coarse-grained  steel,  while  at  temperatures  above  990  deg. 
C.  the  inherently  coarse-grained  steel  is  the  less  forgeable 
of  the  two.  These  experiments  serve  to  emphasize  how  much 
more  important  are  the  effects  of  austenite  grain  size  than 
inherent  grain  size  on  the  forgeability  of  steel. 


THE  ENGINEERING  JOURNAL     October,  1941 


471 


It  may  be  of  interest  at  this  point  to  review  some  of  the 
recent  work  which  has  been  published  on  the  hot  forging 
of  the  alloys  of  the  light  metals,  aluminum  and  magnesium. 
In  this  connection  the  author  is  specially  indebted  to  an 
extended  abstract  on  the  subject  which  was  published  in 
Light  Metals,  in  September,  1940. 

Going  back  to  the  work  of  Zeerleder,  reference  to  Figs. 
7  and  6  will  be  helpful  in  this  connection. 

The  first  (Fig.  7)  gives  some  idea  of  the  comparative 
forgeabilities  of  aluminum,  two  aluminum  alloys,  58/42 
brass  and  mild  steel.  The  samples,  before  forging,  were  80 
mm.  high  and  80  mm.  diameter.  It  will  be  observed  that 
the  forgeability  of  mild  steel  at  1100  deg.  C.  (3012  deg.  F.) 
is  slightly  greater  than  that  of  Avional  D  at  420  deg.  C. 
(788  deg.  F.). 

The  other,  (Fig.  6),  presents  a  series  of  ten  curves  referring 
to  various  alloys  of  aluminum;  these  curves  show  the  per- 
centage reduction  in  height  of  20  mm.  normal  samples  at 
various  temperatures.  Their  similarity  to  the  forgeability- 
temperature  curves  for  steels  at  temperatures  above  the  A3 
point  will  be  noted,  though  it  justifies  no  further  comment 
here. 

Speaking  generally,  the  technique  of  forging  aluminum 
and  its  alloys  at  their  relatively  low  forging  temperatures, 
360  deg.  C.  to  510  deg.  C.  (680  deg.  F.  to  950  deg.  F.)  is 
much  the  same  as  that  of  forging  the  heavy  metals  and 
their  alloys  at  their  relatively  high  forging  temperatures. 
The  alloys  of  magnesium,  however,  present  a  problem  all 
their  own;  they  verge  on  "hot  shortness."  In  other  words, 
they  lack  cohesion  under  stress  at  high  temperatures.  On 
this  account  they  are  extremely  difficult  to  roll  and  to  forge 
as  cast,  though  they  are  less  susceptible  to  rupture  when 
forged  after  extrusion,  owing  to  the  consolidating  effect  of 
extrusion.  Temperature  too,  has  a  profound  influence  on 
their  forgeability.  For  example,  the  specific  forging  pressure 
of  the  light  alloy  (Electron  A2M)  containing  63^  to  6% 
per  cent  of  aluminum,  %  to  V/i  per  cent  of  zinc,  0.20  to 
0.35  per  cent  of  manganese  and  up  to  0.30  per  cent  of  silicon, 
the  balance  being  magnesium,  is  increased  threefold  by 
reducing  the  forging  temperature  from  350  deg.  C.  (662 
deg.  F.)  to  225  deg.  C.  (419  deg.  F.).  Further,  the  rate  of 
deformation  of  this  alloy,  as  of  other  ultra-light  alloys,  is 
of  prime  importance. 

The  sensitivity  of  ultra-light  alloys  requires  that  a  special 
technique  be  adopted  in  their  treatment.  Before  they  can 
be  forged  under  the  drop  hammer,  or  even  the  screw  press, 
it  is  often  desirable,  if  not  essential,  to  consolidate  them  by 
free  forging  or  under  a  hydraulic  press,  since  slow  rates  of 
deformation  are  imperative  in  the  early  stages  of  forging. 
The  first  forging  operations  on  these  alloys  are  generally 


to 

.    ?5 
X. 

5 

II 

h'0 

Carbon  S'.er* 

'•     '5 
O 

'   St/     Trr, 

C 
<3 

# 

-'          </ 

Fig.  20 — Photo-micrographs  showing  variation  of  relative  grain 
size  of  two  steels. 

carried  out  at  the  highest  possible  temperatures  consistent 
with  safe  handling  of  the  material. 

In  free  forging  it  is  essential  that  the  blows  be  so  con- 
trolled and  directed  as  to  guide,  rather  than  to  force,  the 
material  into  the  desired  shape,  if  fissures  and  cracks  are  to 
be  avoided  in  the  finished  article.  Work  must  be  applied  to 
ultra-light  alloys  with  the  utmost  uniformity.  The  hot 
material  must  be  rotated  and  reciprocated  after  each  blow. 
Surfaces  should  be  forged  slightly  concave  rather  than  flat. 
All  these  conditions  presuppose  both  experience  and  skill 
on  the  part  of  the  worker. 

The  later  forging  operations  should  be  performed  at  suc- 
cessively lower  temperatures  than  the  first,  so  as  to  avoid 


o 
è 


/ 

•    / 

/  / 

// 

Coorse  C 

'y 

f^Z 

r 

'-Fine  G> 

-Olt~t 

^^' 

800  <V>0 


r 


Fig. 


19 — Relative  forgeahility  of  Sil-Ten  and  a  carhon  steel  of 
similar  carbon  content. 


eao  <oo         soo  900         >ooo        rroo         1200  . 

Temperature     °C 

Fig.  21 — Relative  forgeability  of  coarse-grained  and  fine-grained 
steels  of  similar  carbon  content. 

excessive  grain  growth  at  all  stages  in  the  formation  of  the 
parts.  In  order  to  retain  as  fine  a  grain  as  possible  in  the 
finished  articles,  they  should  be  quenched  in  water  imme- 
diately after  forging.  A  fine  grain  size  counteracts  the 
directional  effects  of  the  fibre  induced  in  the  alloy  by  forg- 
ing; further,  it  promotes  homogeneity  of  structure  and  so 
facilitates  the  heat  treatment  of  the  finished  forgings. 

Magnesium  and  its  alloys  are  as  prone  to  grain  growth 
on  reheating  as  are  other  metals  and  alloys  which  have  been 
subjected  to  critical  degrees  of  cold  working,  but  the 
deleterious  effects  of  grain  growth  are,  in  their  case,  more 
pronounced.  Hence,  great  care  must  be  exercised  in  the 
reheating  of  components  which  have  been  forged  at  tem- 
peratures below  the  recrystallization  temperature — reheat- 
ing through  the  range  where  excessive  grain  growth  is  likely 
to  happen  should  be  as  rapid  as  possible. 


472 


October,  1911     THE  ENGINEERING  JOURNAL 


The  rates  of  deformation  of  the  ultra-light  alloys  should 
always  be  lower  for  equal  weights  and  higher  for  equal 
volumes  of  material  than  those  used  in  the  forging  of  heavy 
metals.  Speaking  generally,  rates  of  deformation  should  lie 
between  those  used  in  the  free  forging  of  the  heavy  metals 
and  those  used  in  the  die  forging  of  the  aluminum  alloys, 
other  things  being  about  equal.  Rolled,  extruded  or  forged 
stock,  i.e.,  material  that  has  received  some  preliminary 
consolidation,  can  be  treated  with  somewhat  less  con- 
sideration than  cast  material — forging  under  the  screw 
press  or  the  drop  hammer  can  be  considered  without  fear. 
Because  of  the  lower  rates  of  deformation  involved,  drop 
hammers  with  heavy  tups  are  to  be  preferred  to  those  with 
light  tups  in  die-forging  these  materials. 

When  die-forging  under  the  drop  hammer,  the  rate  of 
deformation  is  not  so  readily  controlled  as  in  free  forging 


-H^zj'f 


C        A    Î*  8  0 

-*-■ — i i *       ' i — j- 


drZ2- 


1 


Fig.  22 — Eccentric  cam,  workpiece  for  which  forging  schedules 
are  discussed. 

or  in  press-forging.  A  definite  relationship  should,  therefore, 
be  maintained  between  the  size  of  the  part  being  forged 
and  that  of  the  hammer  employed. 

The  pre-heating  time  for  dies  to  be  used  in  forging  light 
alloys  of  aluminum  and  magnesium,  may  be  shorter  than 
that  for  dies  to  be  used  with  heavy  material,  owing,  on  the 
one  hand,  to  the  lower  temperatures  involved  and,  on  the 
other  hand,  to  their  usually  smaller  size  and  lighter  weight. 

The  choice  of  the  method  to  be  employed  in  the  pro- 
duction of  a  component  is  one  of  considerable  importance. 


Due  regard  has  to  be  given,  first,  to  the  equipment  avail- 
able, then,  to  the  forgeability  of  the  alloy  to  be  used,  and, 
lastly,  to  the  design  of  the  component  itself.  There  must 
also  be  borne  in  mind  the  fact  that  the  change  in  shape 
produced  by  pressure  may,  even  will,  differ  markedly  from 
that  produced  by  impact. 

Finally,  it  will  be  of  interest  to  discuss  at  some  length 
the  schedule  of  forging  operations  and  times  of  forging  of 
the  typical  light  alloy  component  shown  in  Fig.  22  (again 
quoting  from  the  article  in  Light  Metals  of  Septenber  1940) . 
Herein  is  shown  an  eccentric  cam,  the  ring  for  which  has 
to  be  increased  in  thickness  from  34  inch  to  1%$  inch.  This 
operation  is  better  performed  by  hammering  than  by  press- 
ing, because  the  greater  rate  of  deformation  of  the  material 
under  impact  gives  less  time  for  lateral  flow.  In  general,  it 
may  be  said  that  for  those  operations  involving  the  longi- 
tudinal extension  of  material  it  is  best  to  use  a  hammer, 
whereas,  for  upsetting,  the  press  is  to  be  recommended. 
Under  a  press  there  is  a  greater  chance  of  preferential  flow 
of  metal  into  the  flash  groove  than  into  the  die  cavity 
proper.  Not  only  is  such  flow  itself  undesirable,  but,  the 
metal  being  squeezed  into  a  thin  layer,  opportunity  is  given 
for  rapid  cooling  and  subsequent  formation  of  edge  cracks 
in  the  finished  parts. 

Turning  to  the  schedules,  Table  I  presents  the  calcula- 
tions involved  in  estimating  the  weight  of  the  eccentric 
cam  shown  in  Fig.  22.  In  this  connection  it  is  well  to  remem- 
ber that,  for  any  given  component,  its  weight  in  light  alloy 
will  frequently  be  greater  than  that  which  would  be  deduced 
from  a  consideration  of  the  relative  specific  gravities  of 
light  and  heavy  alloys,  because  the  relative  mechanical 
properties  of  the  two  materials  must  invariably  be  con- 
sidered. 

In  Table  II,  which  follows,  there  are  presented  the  opera- 
tions schedule  and  times  for  forging  this  eccentric  cam 
(i)  in  light  alloys — 3.3  pounds,  (ii)  in  heavy  metal  of  equal 
volume — 8.8  pounds,  and  (iii)  in  heavy  metal  of  equal 
weight — 3.3  pounds. 

"Superficial  consideration  might  lead  to  the  conclusion 
that,  with  respect  to  production  time  and  cost,  no  marked 
difference"  would  obtain  "between  heavy-alloy  and  light- 
alloy  forgings  and  that,  moreover,  owing  to  the  higher  cost 


Table  I. — Calculation  of  Blank  Weight  for  Workpiece  Fig.  22 


No. 


Part 


Dimensions 


Calculated  Weight 


Light  metal 


lb. 


kg- 


Heavy  metal 


lb. 


B 

C 
D 
E 
F 
G 
H 


Eccentric  head. 


Two  projections  for  screw .  . 

Large  front  projection 

Small  backwards  projection . 

Lever  arm 

Small  eye 

Bottom 

Waste 


Waste  round  the  workpiece . 


fin. 

jmm. 

Jin. 

1mm. 

fin. 

Iram. 

fin. 

1mm. 

fin. 

1  mm. 

j  in. 

1  mm. 

fin. 

1mm. 

fin. 

1mm. 

fin. 
\mm. 


53^8  diam.  xl^jj  minus 
3%  diam.  x  \% 

130  diam.  x  30  minus 

90  diam.  x  30 

1%  diam.  x  5Vô 

30  diam.  x  140 

30  x  30  x  25 
M  x  %  x  \% 
20  x  20  x  30 

i%  x  y8  x  3H 

40  x  16  x  82 
1  diam.  x  % 
26  diam.  x  20 

3MxM 

90  diam.  x  6 
1  x  H  x  4M 
26  x  20  x  120 

Mx^x2 
8  x  3  x  50 


Total  material  consumption,  about. 

Loss  in  weight,  2% 

Safety  allowance,  2% 


Blank  weight,  about. 


1.272 

0.605 
0.138 
0.073 
0.322 
0.064 
0.238 
0.385 

0.073 


3.18 

0.062 
0.062 


3.3 


0 .  580 

0.275 
0.063 
0.033 
0.146 
0.029 
0.108 
0.175 

0.033 


1.44 

0.028 
0.028 


1.5 


3.550 

1.680 
0.385 
0.202 
0.892 
0.178 
0.660 
1.070 

0.202 


0.172 
0.172 


9.2 


1.610 

0.765 
0.175 
0.092 
0.406 
0.029 
0.300 
0.487 

0.092 


4.00 

0.078 
0.078 


4.2 


THE  ENGINEERING  JOURNAL     October,  1941 


473 


Table  II. — Operation  Schedule  and  Times  for  Forging  of  Workpiece  Fig.  22 
(Base  Times  in  Time  Units.     1  T.U.     1  mill.) 


No. 


h 
i 

k 

1 

m 

n 

o 

P 

q 

r 

s 


Operation 


To  lay  in  furnace 

Part  of  time  for  furnace  regulation  (1st  heat) . 

Part  of  time  for  preheating  (1st  heat) 

To  take  out  of  the  furnace 

Walk  to  forging  hammer,  about  3 . 3  yds 

Hand  forging,  Fig.  X,  Nos.  1-7 

Semi-finished  par  laid  down 


Total  time  for  two  men  . 


To  lay  in  furnace  (2nd  heat) 

Part  of  time  for  furnace  regulation  (2nd  heat) 

Part  of  time  for  preheating  (2nd  heat) 

To  take  out  of  furnace . 

Walk  to  swage  hammer,  about  1 .  65  yds 

To  lay  in  swaging  die 

To  swage,  Fig.  X,  No.  8 

Walk  to  trimming  press,  about  1 . 1  vds 

Burring,  Fig.  X,  No.  9 .' 

Walk  for  laying  down,  about  3 . 3  .yds 

To  lay  down 


Finished  shape 

Base  time . 
Lost  time — 12%      Piece  time 


I 
Light 
metal 
3  3  1b. 


0.10 
0.18 
0.84 
0.08 
0  07 
1 .55 
0  07 


89 

so 


0  08 
0.15 
0  70 
0  08 
0.05 
0.06 
0  70 
0  04 
0.12 
0.07 
0  07 


7.80 
9  00 


II 

Heavy 

metal 
8.&lb. 


0.24 
0.38 
1.20 
0  24 
0.09 
2.30 
0.12 


4.57 
4.57 


0.20 
0.32 
1.00 
0.24 
0.07 
0  10 
0 .  95 
0.06 
0.28 
0.09 
0  12 


12.57 
14  00 


III 

Heavy 
metal 
3.3  lb. 


0.10 
0.18 
0.47 
0.08 
0.07 
0.80 
0.07 


1.77 
1.77 


0.08 
0.15 
0.40 
0.08 
0.05 
0.06 
0.44 
0  04 
0.12 
0.07 
0.07 


5.10 
5.70 


Operations  a-g,  2  operators;  operations  h-s,  1  operator. 

Base  time  is  composed  of  the  main  time  and  the  necessary  by-times.  The  base  time  is  for  instance  the  operating  time  of  the  machine.  The 
base  time  is  determined  by  time  studies.  Lost  time  is  given  as  a  percentage  of  base  time.  The  sum  of  base  time  and  lost  time  gives  piece  time. 


of  light  alloys,  per  unit  weight,  the  forging  and  pressing  of 
these  alloys  might  prove  somewhat  uneconomic."  The  fact 
is,  however,  that  on  a  weight /strength  basis  a  unit  of  light 
alloy  may  be  taken  as  equivalent  to  at  least  two  units  of 
heavy  alloy.  This  places  the  light  alloys  in  a  favourable 
position,  since  relatively  smaller  hammers,  presses,  etc.,  can 
be  used  in  their  fabrication.  In  particular,  dies  need  not  be 
so  heavy  or  so  expensive,  while  wasters  and  forging  scrap 
command  a  relatively  higher  price.  Where  the  same 
equipment  has  to  be  employed  in  the  forging  of  both 
heavy  and  light  alloys,  these  considerations  naturally 
carry  no  weight. 

To  return  to  Table  II,  the  material  specified  for  this  cam 
was  an  aluminum  alloy  of  medium  forgeability,  an  alloy 
such  as  No.  6  in  Fig.  6.  In  the  preliminary  free  forging  of 
the  blank  a  220-pound  compressed  air  hammer  is  used, 
while  for  the  die-forging  operation  a  660-pound  drop  ham- 
mer with  fixed  anvil  block  is  employed.  The  free  forging  is 
carried  out  in  two  operations,  the  die-forging  in  one. 

The  various  stages  in  forging  are  shown  diagrammatically 
in  Fig.  23.  The  blank  is  preheated  according  to  the  recom- 
memdations  for  the  material  in  question.  It  is  then  notched 
as  in  operation  2,  after  which  operation  3  is  performed.  The 
purpose  is  to  obtain  a  neck  of  reasonable  length  which  fits 
better  into  the  falling  die.  The  notching  operation  is  repeated 
(4)  and  the  material  subsequently  drawn  out  (5).  In  this 
last  operation  the  upper  temperature  limit  for  light-alloy 
forging,  viz.,  360  deg.  C.  (648  deg.  F.)  should  not  be 
exceeded. 

The  lower  fillet  is  next  shaped  by  means  of  a  swage  so 
that  the  component  will  fit  the  upper  half  of  the  forging 
die.  In  the  same  heat,  waste  metal  is  removed  (6)  and  both 
parts  separated.  The  workpiece  is  now  again  reheated  and 
die- forging  commenced  (8).  In  this  operation  it  is  important 
that  the  dies  be  adequately  heated  in  order  that  the  light 
alloy  be  not  unduly  cool.  The  operation  completed,  the  part 
is  placed  in  the  trimming  die,  from  which.it  emerges  in  its 
final  form  (10). 

Space  will  not  allow  full  examination  of  the  relative  pro- 
duction costs  of  forgings  of  the  same  size  and  shape  in  steel 


and  in  light  alloy.  Comparisons  are  made  in  the  article 
referred  to  above,  these  being  based  on  the  following 
points: — 

(a)  Production  time  for  the  light-alloy  part  is  35  per  cent 
less  than  that  for  the  steel  part. 


•2) 


Q> 


® 


EQ 


_a_ 


EGj  ©ty     ®LuJ     ©tf 


Fig.  23 — Diagrammatic  summary  of  operation  schedule  for 
eccentric  cam  forging. 

(b)  Aluminum-base  alloys  require  lighter  equipment  than 
steel,  hence,  overheads  can  be  reduced  from  400  per  cent 
to  250  per  cent. 

(c)  Dies  for  the  aluminum-base  alloys  are  lighter  than 
those  for  steel,  and  are  made  of  a  somewhat  less  expensive 
grade  of  steel  which  machines  more  readily  than  the  expen- 
sive grade,  hence  die  costs  are  reduced  from  about  $204  to 
about  $124. 

The  estimated  cost  per  component — the  cam  which  we 
have  already  considered — is  $0.84  in  steel,  as  compared 


474 


October,  1941     THE  ENGINEERING  JOURNAL 


with  $1.05  in  light  alloy.  The  die  costs  are  $204  in  steel  as 
compared  with  $124  in  light  alloy.  To  amortize  the  die  costs 
in  the  case  of  the  steel  forging  would  require  the  production 
of  about  240  cams,  to  do  this  in  the  case  of  the  aluminum 
alloy  forgings  would  require  the  production  of  about  117. 
Thus  it  appears  that  the  use  of  special  forging  dies  becomes 
economical  for  aluminum  alloy  forgings  at  an  output  less 
than  one-half  that  for  an  equivalent  forging  steel. 

This  comparative  study  of  the  production  of  a  component 
in  steel  and  in  an  aluminum-base  alloy  of  medium  forge- 
ability  could  be  matched  by  a  similar  study  of  the  pro- 
duction of  a  component  in  steel  and  in  a  magnesium  alloy, 
but  it  will  suffice  to  quote  these  words  from  the  article  to 
which  the  author  is  indebted  for  the  preceding  discussion— 
"It  thus  appears  that,  by  the  employment  of  improved 
methods  of  hammer  forging  and  the  use  of  magnesium-alloy 
dies,  the  production  by  die-forging  of  the  forked  lever  cited 
becomes  economical  at  an  output  figure  more  than  50  per 
cent  below  that  required  when  using  older  types  of  equip- 
ment with  the  conventional  steel  dies.  It  is  possible  that 
still  further  reductions  might  be  made  in  die  costs  due  to 
the  readiness  with  which  magnesium  alloys  may  be  ma- 
chined, and  to  the  ease  with  which  they  may  be  handled 
owing  to  their  light  weight." 

The  use  of  magnesium-alloy  dies  in  the  hot  forming  of 
sheet  is  well  known,  but  the  practice  referred  to  in  the  above 
quotation  is  unusual.  There  seems  to  be  no  question  as  to 
the  reliability  of  the  source  of  this  information,  but  the 
remark  may  be  made  that  "the  satisfactory  use  of  ultra- 
light alloys"  in  the  manufacture  of  dies  to  be  used  in  the 
production  of  solid  forgings  "would  seem  to  demand  either 
their  operation  at  a  temperature  below  the  usual  plastic 
range  (say,  not  in  excess  of  250  deg.  C. — 482  deg.  F. — for 


alloys  of  ordinary  composition),  or  the  use  of  spscial  com- 
positions not  amenable  to  appreciable  plastic  deformation 
within  the  common  range  of  forging  temperatures." 

List  of  References 

Robin,  "The  Resistance  of  Steels  to  Crushing,"  Iron  and  Steel  Insti- 
ture,  Carnegie  Scholarship  Memoirs,  Vol.  II,  1910,  p.  70. 

Ellis,  O.  W.,  "An  Investigation  into  the  Effect  of  Constitution  on  the 
Malleability  of  Steel  at  High  Temperatures,"  Part  I.  Iron  and  Steel 
Institute,  Carnegie  Scholarship  Memoirs,  Vol.  13,  1924,  p.  47;  Part 
II,  Iron  and  Steel  Institute,  Carnegie  Scholarship  Memoirs,  Vol.  15, 
1926,  p.  195. 

"Forgeability  of  Steel  as  Influenced  by  Composition  and  Manufac- 
ture," Metal  Progress,  Vol.  22,  1932,  pp.  19-24. 

"Further  Experiments  on  the  Forgeabilitv  of  Steel,"  Transactions 
of  the  American  Society  for  Steel  Treating,  Vol.  21,  1933,  pp.  673-707. 
"The  Malleability  of  Nickel  and  of  Monel  Metal,"  Journal  of  the 
Institute  of  Metals,  Vol.  54,  1934,  pp.  145-160. 

"The  Effect  of  the  Shape  of  the  Test  Piece  upon  the  Energy  Needed 
to  Deform  Materials  in  the  Single-Blow  Drop  Test,"  Transactions 
of  the  American  Society  for  Metals,  Vol.  24,  1936,  pp.  943-964. 
"Recrystallization  and  Its  Effect  on  the  Forgeability  of  Copper  in 
the  Single-Blow  Drop  Test,"  Contributions  to  the  Mechanics  of 
Solids,  Stephen  Timoshenko  60th  Anniversary  Volume,  Macmillan 
Co.,  New  York,  1939,  pp.  39-40. 

Ellis,  O.  W.  and  Barbeau,  J.,  "The  Forgeability  of  High-Speed 
Steel,"  Metals  and  Alloys,  Vol.  4,  1933,  pp.  171-174. 

Zeerleder,  "Die  Auswahl  der  Aluminiumlegierungen,  unter  Beruck- 
sichtigung  ihrer  Schmied-  und  Zerspanbarkeit,"  Zeitschrift  fur 
Metallkunde,  Vol.  29,  1937,  pp.  305-309. 

Altwicker,  "Magnesium  and  Seine  Legierungen,"  Adolph  Beck, 
Julius  Springer,  Berlin,  1939. 

Anon,  "Practical  Aspects  of  Hot  Forging  of  Aluminium  and  Magne- 
sium," Light  Metals,  Vol.  Ill,  1940,  pp.  215-222.* 


*This  article  in  Light  Metals  covers  a  number  of  papers  dealing  with 
this  subject. 


CHEMICAL  PROCESSES— THEIR  PLACE  IN  DAILY  LIFE 

Dr.  I.  R.  McHAFFIE 
Manager,  Research  and  Development  Department,  Canadian  Industries  Limited,  Montreal,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  October  10th,  1940 


SUMMARY — A  non-technical  paper  offering  a  general  view  of 
present-day  chemical  industry  with  special  reference  to  the 
production  of  heavy  chemicals  and  of  plastics  by  synthesis  and 
polymerization. 

The  Beginning  of  Chemistry 

The  early  man  seems  to  have  regarded  with  superstitious 
wonder  the  natural  events  which  occurred  around  him. 
Chemical  phenomena  were  supposed  to  be  produced  by  in- 
dwelling spirits,  and  results  were  obtained  by  charms  and 
incantations  addressed  to  the  particular  spirit  concerned. 
Such  a  philosophy  is  much  more  picturesque  than  that 
employed  at  the  present  time. 

Failure  to  obtain  a  desired  result  could  be  explained  by 
suggesting  that  astrological  conditions  were  not  propi- 
tious and,  consequently,  the  spirit  was  sleeping.  This  is 
truly  a  much  more  romantic  explanation  than  to  admit  a 
mere  lack  of  knowledge. 

Those  who  made  any  pretence  of  studying  nature  were 
suspected  of  dealings  with  evil  spirits.  During  this  period 
the  study  of  chemistry  was  looked  upon  as  a  sort  of  black 
magic,  and  the  names  given  to  certain  of  the  then  known 
elements  were  very  fanciful.  Chemical  processes  were 
described  in  equally  picturesque  language  ;  take  for  example 
the  reaction  between  mercuric  chloride  and  mercury:  "The 
fierce  serpent  is  tamed  and  the  dragon  so  reduced  to  sub- 
jection as  to  oblige  him  to  devour  his  own  tail." 

With  such  a  mystic  manner  of  describing  the  knowledge 
possessed  at  that  time,  it  is  not  surprising  that  the  study  of 


natural  phenomena,  and  chemistry  in  particular,  was  con- 
sidered as  impious  and  even  forbidden. 

In  the  second  stage  of  philosophy  man  loudly  proclaimed 
the  supremacy  and  omnipotence  of  human  reason.  It  was 
considered  to  be  beneath  the  dignity  of  an  educated  man  to 
conduct  any  experiments,  and  any  knowledge  obtained  by 
observing  nature  was  considered  to  be  unworthy  of  atten- 
tion. During  this  period  it  was  held  that  all  secret  laws  of 
nature  could  be  invented  by  abstract  thinking,  and  that 
real  knowledge  was  to  be  obtained  by  reasoning,  apart 
from  all  information  furnished  by  the  senses. 

Thus,  the  early  philosophers  who  looked  with  scorn  on 
anyone  who  attempted  to  make  observations  on  natural 
phenomena,  actually  hindered  the  real  progress  of  knowl- 
edge for  centuries.  Their  fanciful  attempts  to  explain 
material  things  had,  in  many  instances,  little  respect  for 
truth  or  reality  as  we  understand  it  to-day. 

It  is  true  that  before  the  Christian  era  the  Greeks  seemed 
to  be  developing  the  "certain  or  exact  type  of  philosophy," 
but  the  mysticism  of  the  Middle  Ages  proved  more  attrac- 
tive than  any  results  obtained  from  observations,  and  the 
early  teachings  of  the  Greeks  were  soon  forgotten.  In  fact, 
it  was  not  until  the  thirteenth  century  that  a  proper  view 
concerning  nature  and  her  phenomena  began  to  appear. 
Man  gradually  realized  that  the  truth  was  not  in  him,  but 
was  around  him,  and  could  be  discovered  by  observation 
and  diligent  search. 

This  attitude  became  more  evident  in  the  seventeenth 


THE  ENGINEERING  JOURNAL     October,  1941 


475 


century,  when  the  first  scientific  societies  were  formed, 
providing  an  organized  means  of  discussing  facts  determined 
by  experiment.  The  most  outstanding  of  these  were  The 
Royal  Society,  founded  in  London,  in  1660,  and  L'Académie 
des  Sciences,  established  in  Paris  six  years  later.  It  is  from 
this  time  that  chemistry,  as  it  is  known  to-day,  had  its 
beginning. 

Arising  from  the  study  of  combustion  we  have  the  first 
attempt  at  generalization  in  chemical  phenomena.  As 
numerous  materials  burned  it  seemed  only  reasonable  that 
there  must  be  some  common  explanation  for  this  event. 
The  earlier  philosophers  stated  that  combustible  bodies 
contained  an  inflammable  principle,  which  was  little  better 
than  saying  that  the  body  itself  was  combustible.  At  the 
beginning  of  the  eighteenth  century  it  was  recognized  that 
there  was  a  definite  connection  between  the  combustion  of 
inflammable  substances  and  the  oxidation  of  metals  to 
give  oxides. 

In  1772  Lavoisier's  experiments  on  the  oxidation  of 
mercury  in  a  given  volume  of  air  brought  to  light  the  true 
explanation  of  oxidation  and  combustion.  His  experiments 
proved  that  atmospheric  air  is  made  up  of  two  gases — 
oxygen  and  nitrogen — of  different,  and  even  opposite, 
natures. 

Many  authorities  on  the  subject  fix  this  date  as  the  birth- 
day of  our  modern  chemistry,  and  from  this  time  onwards  a 
constantly  increasing  number  of  experimenters  added  to  the 
general  fund  of  chemical  knowledge. 

The  facts  of  chemistry,  determined  by  a  very  large 
number  of  experiments,  have  been  correlated  and  described 
in  what  are  called  the  laws  of  chemistry.  A  chemical  law  is 
not  something  which  must  be  obeyed,  like  a  law  governing 
our  social  behaviour,  but  is  a  description  of  some  phase  of 
the  behaviour  of  matter.  Chemistry  is,  therefore,  a  system 
whereby  we  can  reason  concerning  the  behaviour  of  matter, 
using  as  our  premises  the  laws  of  behaviour  which  have  been 
ascertained  by  experiment. 

The  study  is,  for  convenience,  divided  into  Inorganic 
Chemistry,  dealing  with  mineral  substances,  and  Organic 
Chemistry,  which  deals  chiefly  with  compounds  containing 
carbon.  Originally  the  division  was  made  because  it  was 
thought  that  certain  animal  and  vegetable  substances  were 
produced  under  the  influence  of  vital  force  and  that  the 
laws  regulating  their  formation  were  different  from  those 
relating  to  mineral  substances.  This  idea  persisted  until 
1828,  when  Wôhler  in  one  of  his  experiments  discovered 
that  he  had  produced  urea  by  ordinary  laboratory  methods. 
This  compound  had  been  known  for  some  time,  but  only  as 
a  constituent  of  the  urine  of  certain  animals.  Subsequently, 
it  was  discovered  that  many  other  substances  could  be 
produced  by  standard  laboratory  methods  which  had 
hitherto  been  considered  as  resulting  from  the  influence  of 
vital  force.  This  discovery  was  of  outstanding  importance, 
since  it  opened  up  a  whole  new  field  of  endeavour  for  the 
chemist. 

Chemical  reactions  are  natural  phenomena  which  occur 
and  often  are  evident  to  visual  observation  ;  it  is  important 
to  note  that  they  are  always  accompanied  by  an  energy 
change.  When  fuel  is  burned  energy  is  liberated,  and  by 
utilization  of  this  energy,  in,  say,  a  boiler  plant,  it  can  be 
converted  to  other  forms  which  can  be  used  to  perform 
useful  work.  The  energy  changes  accompanying  other 
chemical  reactions  are  not  always  so  apparent,  but  for  the 
chemist  are  of  equal  importance,  and  are  an  integral  part 
of  the  study  of  the  behaviour  of  matter. 

Chemical  Industry 

Chemical  industry  might  be  described  as  an  organized 
effort  to  put  atoms  to  work  for  the  benefit  of  mankind.  But 
it  must  be  remembered  also  that  chemical  plants  established 
by  nature  are  synthesizing  compounds  and  producing  many 
materials  which  are  still  of  vital  necessity  to  man.  The 
truths  that  are  concerned  with  the  behaviour  of  matter  are 
always  the  same  whether  matter  be  confined  in  a  test  tube 


476 


in  a  chemical  laboratory,  whether  it  be  the  synthesis  of 
substances  in  plants  or  animals,  or  the  chemical  reactions 
which  occur  in  the  most  complicated  industrial  plants. 

It  is  important  that  complete  knowledge  should  be  avail- 
able concerning  any  chemical  process  which  is  to  be  adopted 
in  industry.  This  can  be  obtained  from  the  efforts  and 
results  of  those  who  have  carried  out  previous  work  in  this 
particular  field,  or  it  may  be  necessary  to  acquire  it  through 
the  prosecution  of  original  research. 

It  has  often  been  said  that  in  chemical  industry,  if  costs 
did  not  have  to  be  considered,  great  things  could  be  accom- 
plished, but  actually  the  industry  must  operate  for  the 
benefit  of  all  mankind,  and  to  survive  it  must,  in  our  econ- 
omic system,  so  operate  as  to  make  mankind  richer.  There- 
fore, the  simplest  and  most  direct  method  of  production  is 
to  be  desired,  and  waste  products  or  unwanted  products 
should  not  be  produced  in  any  process  where  they  can  be 
avoided.  As  an  example,  the  synthesis  of  phenol  from  ben- 
zene may  be  cited. 

Raschig  in  Germany  has  been  responsible  for  the  develop- 
ment of  two  processes  of  manufacture.  His  earlier  process 
was  to  react  benzene  and  sulphuric  acid,  obtaining  benzene 
sulphonic  acid.  A  further  reaction  between  benzene  sul- 
phonic  acid  and  caustic  soda  gives  sodium  sulphite  and  so- 
dium phenate;  sodium  phenate  on  neutralization  with  sul- 
phuric acid  gives  phenol  and  sodium  sulphate.  This  may 
seem  complicated,  but  the  main  point  is  that  for  this  process 
the  raw  materials  required  are  benzene,  sulphuric  acid  and 
caustic  soda,  and,  in  addition  to  the  phenol  which  it  was 
desired  to  make,  sodium  sulphite  and  sodium  sulphate  are 
also  obtained;  unfortunately  these  two  salts  have  little 
commercial  value. 

In  the  case  of  the  second  process,  which  has  only  lately 
been  made  public,  benzene,  hydrochloric  acid  and  air  are 
caused  to  react,  and  the  resultant  products  are  monochlor- 
benzene  and  water.  The  next  step  is  to  bring  about  a  reaction 
between  the  monochlorbenzene  and  water,  and  this  has 
been  successfully  taken.  The  products  of  the  reaction  are 
phenol  and  hydrochloric  acid.  Now,  obviously,  since  hydro- 
chloric acid  is  required  as  a  raw  material  in  the  process,  it 
may  be  returned  to  the  first  operation.  This  is  a  particular 
case  of  a  type  of  reactions  which  are  employed  wherever 
possible,  on  account  of  their  economy,  and  are  generally 
referred  to  as  cyclic  processes. 

Efficiency  in  Production 

In  applying  chemical  reactions  to  industrial  production 
certain  basic  principles  govern  the  construction  of  equip- 
ment. These  are  well  illustrated  in  the  design  of  equipment 
required  for  the  production  of  sulphuric  acid  by  the  contact 
process,  a  specific  case  which  serves  to  illustrate  principles 
which  are  applied  generally  throughout  the  industry. 

If  the  reactions  in  this  process  are  expressed  chemically, 
everything  appears  simple.  Sulphur  is  burned  in  air  to  pro- 
duce sulphur  dioxide,  the  sulphur  dioxide  is  reacted  with 
more  air,  taking  up  more  oxygen  to  form  sulphur  trioxide, 
which,  on  reaction  with  water,  gives  sulphuric  acid.  Passing 
over  the  methods  whereby  the  sulphur  is  burned  and  the 
resulting  gas  cooled,  it  must  be  noted  that  this  sulphur 
dioxide  is  dried  by  means  of  sulphuric  acid. 

Before  describing  how  the  desired  effect  is  obtained,  it  is 
necessary  to  mention  a  few  facts  concerning  the  reaction 
whereby  the  sulphur  dioxide  is  converted  to  the  trioxide. 
The  most  important  point  is  that  heat  is  given  off  during 
this  reaction,  which  takes  place  at  a  high  temperature,  but 
the  heat  given  out  is  not  sufficient  to  raise  the  gas  directly 
to  this  temperature.  Further,  the  speed  at  which  the  reaction 
occurs  is  greater  at  higher  than  at  lower  temperatures, 
therefore,  at  higher  temperatures  of  operation  a  greater 
amount  can  be  converted  and,  consequently,  for  a  given 
output  the  equipment  can  be  smaller.  There  is,  however, 
always  a  "but"  and  in  this  case  the  difficulty  has  to  do  with 
chemical  equilibrium,  which  is  less  favourable  to  the 
desired  result  at  higher  than  at  lower  temperatures. 

October,  1941     THE  ENGINEERING  JOURNAL 


Without  attempting  to  define  equilibrium  it  may  be 
explained  that  at  the  higher  temperature  more  sulphur 
dioxide  would  pass  through  the  equipment  unchanged, 
than  would  be  the  case  at  a  lower  temperature.  This  would 
mean  a  lesser  efficiency.  It  should  also  be  stated  that  this 
reaction  only  takes  place  in  the  presence  of  a  suitable 
catalyst,  a  substance  which  acts  to  increase  the  speed  at 
which  reactions  occur  without  itself  undergoing  chemical 
change,  and  without  affecting  the  chemical  equilibrium. 
A  good,  but  negative  definition  for  a  catalyst  might  be  that 
if  it  is  not  present  no  reaction  will  take  place.  It  is  obvious 
that  if  the  plant  is  to  operate  at  its  greatest  efficiency  some 
compromise  must  be  reached  between  the  desire  for  small 
equipment  with  a  rapid  reaction,  and  the  desire  to  avoid 
loss  of  sulphur  dioxide,  or  one  might  say  loss  of  efficiency. 
This  is  accomplished  by  dividing  the  portion  of  the  equip- 
ment wherein  the  reaction  occurs  into  two  separate  parts. 
In  the  first  reactor,  or  converter  as  it  is  called,  the  temper- 
ature is  high,  reaction  is  rapid,  and  80  to  90  per  cent  of  the 
reaction  occurs.  In  the  second  reactor  the  temperature  is 
lower,  only  10  to  20  per  cent  of  the  reaction  takes  place, 
but  the  desired  "clean  up"  of  sulphur  dioxide  is  obtained. 

Heat  Exchange 

The  means  whereby  the  desired  temperatures  are  main- 
tained can  best  be  described  with  reference  to  Fig.  1. 

In  the  diagram  we  have  two  types  of  equipment,  the  heat 
exchangers  and  the  converters.  The  heat  exchangers  consist 
of  a  steel  shell  with  header  plates  near  each  end.  These 


header  plates  are  connected  together  by  a  number  of  tubes, 
and  from  the  diagram  it  can  be  seen  that  gas  can  pass  in 
one  direction  around  the  outside  of  the  tubes  while  it  can 
pass  through  a  second  path  inside  of  the  tubes.  The  con- 
verters have  suitable  trays  for  holding  the  catalyst  used. 

The  dried  gas,  at  atmospheric  temperature,  enters  No.  1 
heat  exchanger,  passing  through  it  in  the  opposite  direction 
to  hot  gas  which  is  leaving  from  converter  No.  2.  It  then 
passes  through  heat  exchanger  No.  2,  where  it  meets  still 
hotter  gas  leaving  converter  No.  1.  It  then  enters  con- 
verter No.  1  where  reaction  occurs,  and  there  is  a  con- 
siderable rise  in  temperature  due  to  the  heat  given  up  by  the 
reaction.  The  gas  leaving  this  converter  passes  down  through 
heat  exchanger  No.  2,  giving  up  some  of  its  heat  through  the 
tube  walls  to  the  gas  travelling  in  the  opposite  direction  and 
therefore  entering  converter  No.  2  at  a  lower  temperature. 
Again  there  is  a  rise  in  temperature  due  to  the  reaction 
which  takes  place  in  No.  2  converter  and  the  gas  passes 
out  through  heat  exchanger  No.  1,  giving  up  more  heat  to 
the  incoming  gas.  Temperatures  can  be  readily  controlled 
by  inserting  by-passes  across  the  heat  exchangers,  as  shown. 

If  the  temperature  tends  to  rise,  No.  1  by-pass  can  be 
opened  and  the  amount  of  heat  transferred  in  No.  1  heat 


exchanger  lessened,  thereby  lowering  the  temperature  of 
the  gas  finally  entering  No.  1  converter.  Should  No.  2  con- 
verter tend  to  run  at  too  low  a  temperature  No.  2  by- pass 
can  be  opened,  thus  admitting  some  of  the  hot  gas  direct 
from  No.  1  to  No.  2  converter. 

In  this  equipment  reaction  does  not  occur  until  a  fairly 
high  temperature  has  been  reached  and  to  start  operation 
it  is  necessary  to  provide  means  for  heating  the  gas  until 
the  converters  have  attained  reaction  temperature.  Once 
this  temperature  has  been  reached  it  is  no  longer  necessary 
to  supply  any  heat  other  than  that  given  out  by  the  reaction. 
Thus  if  gas  of  constant  composition,  or  nearly  so,  is  passed 
through  the  equipment  the  desired  temperatures  can  be 
maintained  almost  indefinitely. 

This  ingenious  arrangement  saves  a  great  deal  of  heat 
energy  which  would  otherwise  have  to  be  furnished  by  fuel. 

To  illustrate  difficulties  of  another  kind  that  arise  in 
chemical  industry  consider  the  gas  which  is  leaving  heat 
exchanger  No.  1,  and  consists  of  air  and  sulphur  trioxide. 
As  previously  stated,  sulphur  trioxide  and  water  unite  to 
give  sulphuric  acid;  although  this  is  perfectly  true,  if  an 
attempt  were  made  to  scrub  the  sulphur  trioxide  from  this 
gas  with  water,  nothing  of  interest  would  happen,  and  the 
entire  output  of  the  plant  would  pass  away  as  a  white  cloud. 

It  was,  however,  discovered  that  sulphur  trioxide  could 
be  readily  absorbed  in  solutions  containing  98  to  100  per 
cent  of  sulphuric  acid,  and  this  is  the  absorbent  which  must 
be  used.  As  sulphur  trioxide  is  absorbed  the  acid  strength 
increases,  so  that  water  must  be  added.  It  was  mentioned 
earlier  that  the  gas  entering  the  plant  was  dried  with 
sulphuric  acid  and,  if  desired,  this  weaker  acid  can  be  used, 
at  least  in  part,  to  add  the  necessary  water  to  the  system. 
As  the  quantity  of  water  added  in  this  way  is  usually  in- 
sufficient, an  additional  amount  of  water  is  added  as  such. 

Use  of  Steam 

The  case  just  considered  is  one  in  which  energy  has  been 
given  out  in  the  form  of  heat  during  the  reaction,  and  while 
this  is  generally  the  case  there  are  many  processes  in  which 
heat  energy  is  absorbed  to  attain  a  desired  effect.  The 
following  is  an  example. 

In  a  steam  power  plant  the  latent  heat  of  vaporization 
of  water  represents  energy  much  of  which  cannot  be  trans- 
formedintousefulwork.  In  chemical  industry,  however,  it  can 
be  utilised  more  efficiently;  as  a  medium  for  supplying  heat, 
steam  has  a  great  deal  to  recommend  it.  The  pressure  at 
which  it  is  used — which  is  readily  subject  to  control — 
determines  the  temperature  of  the  applied  heat.  The  heat 
given  up  is  due  to  condensation,  and  for  this  purpose,  a 
high  latent  heat  of  vaporization  is  desirable.  If  steam  must 
be  furnished  for  process  heating  purposes  it  is  advantageous 
to  generate  it  at  a  higher  pressure  than  required  for  the 
process,  and  to  utilize  the  additional  energy  content  for 
mechanical  work,  such  as  generating  electrical  power, 
before  using  the  latent  heat  for  process  heating.  In  chemical 
plants  where  steam  consumption  is  large  this  is  frequently 
done  and  shows  a  very  considerable  economy  of  operation. 

However,  many  industrial  processes  operate  in  such  a 
way  that  the  final  product  occurs  in  water  solution,  so  that 
in  order  to  recover  the  product  the  water  must  be  evapor- 
ated. In  this  case  the  high  latent  heat  of  vaporization  is  not 
advantageous. 

Wherever  possible  the  heat  required  to  boil  off  this  water 
is  obtained  by  condensing  steam,  and  if  for  the  moment 
questions  of  temperature  differences,  efficiencies,  etc.,  are 
neglected  it  might  be  expected  that  the  condensation  of  one 
pound  of  steam  would  boil  off  one  pound  of  water  and  in 
so  doing,  produce  one  pound  of  steam.  This  second  pound  of 
steam  could  then  be  used  to  boil  off  a  second  pound  of 
water,  and  so  on.  This  idea  finds  extensive  practical  applica- 
tion in  a  system  which  is  called  "multiple  effect"  evapora- 
tion. The  example  shown  in  Fig.  2  is  one  working  under 
pressure,  the  decrease  in  pressure  from  one  step  to  the  next 
can  be  noted  from  the  diagram.  If  the  temperature  differ- 


THE  ENGINEERING  JOURNAL     October,  1941 


477 


ences  between  the  steam  and  the  solution  being  evaporated 
are,  in  the  three  cases,  25  deg.  C.  in  this  particular  system, 
then,  for  each  pound  of  steam  obtained  from  the  boiler, 
2%  lb.  of  water  would  be  evaporated  from  the  evaporators 
making  up  the  three  effects.  Such  a  system  is  not  limited  to 
three  evaporators,  as  systems  having  quintuple,  and  even 
sextuple,  effects  are  in  operation. 

Another  system  of  evaporation  which  is  worthy  of  men- 
tion is  that  of  vapour  recompression.  In  every  evaporator 
where  steam  is  being  used  as  a  heating  medium  steam  is 
being  condensed,  and  steam  is  also  being  given  off  by  the 
evaporating  solution.  The  condensing  steam  must  be  at  a 
higher  temperature  than  the  solution  being  evaporated, 


C0KDEM3f,T» 


20   Lue. 
Zrt.   Rffeo 


ŒK?!HATtlRE  DI77ZRQ.CS 
IN   ZJXB  ETAPOR&XOR 


Fig.  2. 


otherwise  the  desired  effect  would  not  be  obtained.  This 
means  that  the  steam  used  for  heating  must  be  at  a  higher 
pressure  than  the  steam  formed  by  the  evaporation  of  the 
solution.  In  order,  therefore,  to  make  this  equipment  self- 
supporting  it  would  only  be  necessary  to  take  the  steam 
from  the  evaporating  solution,  raise  its  pressure,  and  then 
use  it  for  heating,  and  this  can  be  accomplished  by  means  of 
a  compressor.  On  compression,  steam  superheats,  so  there 
is  no  danger  of  any  condensation  occurring  with  mechan- 
ical damage  to  the  machine  due  to  the  presence  of  water. 
In  theory,  such  a  system  should  be  equivalent  to  an  infinite 
number  of  effects,  but  owing  to  mechanical  losses,  actually 
has  about  the  same  efficiency  as  a  quadruple  effect  system 
such  as  has  been  described  previously. 

Although  these  are  only  two  illustrations  of  the  means  by 
which  an  economy  of  energy  is  effected  in  chemical  industry 
they  are  illustrative  of  the  problems  which  must  be  solved, 
and  the  manner  in  which  chemical  equipment  operates. 

Heavy  Chemicals 

The  term  "heavy  chemicals"  does  not  permit  of  exact 
definition,  but  refers  to  basic  chemicals  which  are  con- 
sumed in  very  large  quantities.  They  might  be  termed  the 
tools  of  industry,  for  they  are  used  in  practically  every  field 
of  endeavour.  They  are  consumed  in  such  varied  industries 
as  soap,  textiles,  dyes,  steel  and  metals  generally,  paints, 
fertilizers  and  by  practically  every  producer  who  grows  or 
makes  anything.  Although  heavy  chemicals  are  used  in 
processing  they  very  seldom  form  a  constituent  part  of  the 
finished  article  or  material,  but  are  discarded  at  some  stage 
of  the  process,  and  in  most  cases  their  use  is  unknown  to 
the  ultimate  consumer. 

The  raw  materials  which  are  required  for  the  heavy 
chemical  industry  are  surprisingly  few.  Energy,  either  in 
the  form  of  coal  or  hydroelectric  power,  is,  of  course,  a 
necessity.  Water  must  be  available,  but  all  the  minerals 
that  are  required  are  sulphur,  salt  and  limestone.  These  are 
fairly  well  distributed  over  the  earth's  surface,  and  as  they 
occur  in  a  relatively  pure  state,  can  be  readily  transported. 
Herein  lies  a  fundamental  difference  between  the  mining 
and  the  chemical  industry;  in  mining  it  is  necessary  to 
erect  the  smelter  close  to  the  ore  body  and  the  life  of  the 
operation  depends  on  the  quality  or  grade  of  the  ore. 
Chemical  raw  materials  are  abundant  and  the  life  of  the 


operation  depends  on  the  process  used.  This  has  led  to 
considerable  secrecy  concerning  the  methods  whereby 
certain  chemical  operations  are  carried  out  and  a  general 
reticence  about  them  outside  the  factory. 

Sulphur  finds  little  use  in  its  natural  state  and  is  usually 
converted  to  sulphuric  acid  which  has  often  been  termed 
the  backbone  of  the  heavy  chemical  industry.  Added  to 
salt,  sodium  sulphate  and  hydrochloric  acid  are  obtained. 
By  means  of  the  ammonia-soda  process,  salt  and  limestone 
may  be  made  to  yield  soda  ash  and  calcium  chloride. 
Baking  soda  may  also  be  obtained  in  this  process.  The 
electrolysis  of  salt  in  solution  produces  caustic  soda  and 
chlorine,  these  react  to  give  sodium  hypochlorite.  Lime, 
on  reaction  with  chlorine,  gives  bleaching  powder.  Soda 
ash  may  be  causticized  with  lime  to  give  caustic  soda  and 
so  one  continues. 

Production  of  Organic  Compounds 

The  only  reason  for  the  continued  existence  of  any  in- 
dustry is  that  it  contributes  to  the  production  of  something 
which  will  ultimately  be  of  value  to  the  individual.  The 
heavy  chemical  industry  without  doubt  plays  a  very  im- 
portant part  in  this  scheme.  There  has,  however,  been 
developed  in  the  past  few  years  that  which  might  well  be 
called  a  new  kind  of  chemical  industry  and  strangely  enough 
it  conforms  to  the  division  of  chemistry  into  Inorganic  and 
Organic  Chemistry.  The  heavy  chemical  industry  deals 
entirely  with  inorganic  materials,  and  now  an  increasingly 
important  field  of  endeavour  deals  with  the  production  of 
organic  compounds.  It  is  true  that  organic  compounds  have 
been  known  since  the  earliest  times,  but  their  source  has 
been  from  living  plants,  either  from  the  plant  itself  or  from 
their  fruits  or  seeds,  and  even  to-day  for  many  of  the  more 
complicated  products  we  must  rely  on  plant  growth  for  a 
source  of  supply.  The  synthesis  of  complex  organic  com- 
pounds by  living  plants  is  still  a  source  of  wonder  and 
admiration  to  the  chemist.  These  compounds,  consisting 
as  they  do  of  carbon,  hydrogen  and  oxygen  in  various  com- 
binations sometimes  associated  with  nitrogen,  sulphur  and 
a  few  of  the  other  elements  are  built  up  in  some  manner 
which  has  not  as  yet  been  explained.  The  source  of  these 
elements  to  the  plant  is  carbon  dioxide  and  water  and 
products  almost  without  number  are  produced  from  these 
two  simple  substances. 

There  is,  however,  a  striking  phenomenon  in  plant  growth 
which  is  receiving  considerable  attention,  namely,  the 
necessity  for  the  presence  of  what  are  known  as  trace 
elements  in  the  soil  in  which  plants  are  grown. 

Such  elements  as  iron,  which  is  usually  present  in  soils, 
nickel,  cobalt,  chromium,  zinc,  boron,  etc.,  have  been  shown 
in  many  cases  to  be  beneficial,  if  not  essential.  Modern 
organic  synthesis  is  achieved  through  the  use  of  various 
catalysts,  and  it  is  interesting  to  note  that  these  trace 
elements  are  in  many  instances  those  which  are  employed 
as  catalytic  materials. 

The  raw  materials  for  the  organic  chemical  industry  are 
almost  as  simple  as  those  employed  by  plant  life,  as  they 
are  essentially  carbon,  air  and  water.  There  is,  however, 
considerable  difference  in  the  method  of  synthesis,  as  in 
industry  it  is  essential  to  carry  out  reactions  at  high  tem- 
peratures and  pressures,  whereas  plants  are  capable  of 
synthesizing  materials  at  normal  temperatures,  and  pos- 
sibly atmospheric  pressures,  and  it  seems  to  be  an  underly- 
ing principle  of  changes  in  chemical  composition  that  low 
temperature,  low  pressure  reactions  are  much  more  efficient 
than  those  carried  out  at  high  temperatures  and  high 
pressures. 

Polymerization  Products 

Along  with  the  development  of  synthetic  organic  chem- 
istry a  new  type  of  reaction  has  been  discovered  which  is 
called  polymerization.  This  phenomenon  has  been  known 
for  some  time,  but  its  application  to  the  production  of 
useful  materials  has  been  extended  very  greatly  in  the  last 


478 


October,  1941     THE  ENGINEERING  JOURNAL 


few  years.  The  process  is  not  identical  with  the  usual  chem- 
ical reaction,  but  is  related  to  it. 

A  substance  may  be  produced  having  a  definite  com- 
position chemically,  and  may  have  all  the  properties  of  a 
liquid.  In  this  liquid  some  changes  may  be  brought  about, 
whereby  the  substance  becomes  a  solid,  and  this  change 
takes  place  without  any  change  in  chemical  composition 
as  determined  by  analytical  methods.  It  has  been  shown 
that  this  occurs  by  a  grouping  of  the  individual  molecules 
together,  by  chemical  attraction,  to  form  much  larger  ones, 
thus  producing  a  substance  with  different  physical  proper- 
ties. Although  the  process  has  received  considerable  study, 
the  mechanism  is  not  entirely  clear,  but  in  some  cases,  an 
explanation  for  polymerization  has  been  discovered.  By 
analogy  it  can  be  likened  to  the  assembling  of  freight  cars  to 
make  up  a  train,  where,  initially,  the  individual  cars  have 
an  existence  as  separate  molecules,  but  when  joined  in  a 
train  they  represent  a  single  molecule. 

Another  type  of  polymerization  occurs,  which  is  more 
complex,  but  equally  important.  This  change  may  be 
illustrated  in  the  following  manner:  Let  us  suppose  that  we 

TheDeRIVATIOn0fPoLTOERsFr0mCOAL,AiR,WaTER    8,  LIMESTONE 


Fig.  3. 

have  a  room  full  of  people,  that  for  some  reason  they  are 
divided  into  pairs,  and  each  member  of  a  couple  is  holding 
his,  or  her,  partner  by  both  hands.  In  this  case  each  couple 
would  correspond  to  a  molecule,  say,  in  the  original  solution, 
and  each  couple  is  free  to  move  independently  of  any  other 
couple.  Suppose  that  under  some  urge  the  people  in  this 
room  decide  to  change  the  general  pattern,  whereupon 
every  partner  frees  one  hand  and  grasps  the  hand  of  a 
partner  of  an  adjacent  couple,  thus  possibly  forming  rings 
of  ten  or  more  people,  or  "figure  eights"  or  any  other  odd 
figures  in  which  all  are  holding  hands.  This  new  group  must 
now  move  about  as  a  whole  and  would  correspond  to  a  new 
and  larger,  or  polymerized,  molecule. 

Much  has  been  written  concerning  the  many  new  pro- 
ducts formed  by  this  process  of  polymerization,  most  of 
which  may  be  said  to  be  manufactured  from  coal,  air, 
limestone  and  water,  and  sometimes  salt.  The  description 
of  their  manufacture  would  prove  a  very  long  story.  Figure 
3  is  an  attempt  to  show  their  relation  to  the  basic  materials 
named.  In  chemical  synthesis  coal  as  it  occurs  in  nature  is 
seldom  used  as  such,  but  is  first  converted  to  coke.  Many  of 
the  products  obtained  during  the  coking  process  find  a 
useful  place  in  industry. 


The  list  of  products  shown  in  the  figure  is  not  intended  to 
be  exhaustive,  but  rather  to  illustrate  the  number  of 
chemical  steps  required  to  reach  the  desired  result. 

From  coke  and  water,  methanol  can  be  obtained.  If 
nitrogen  from  the  air  be  added  it  is  possible  to  obtain 
ammonia,  and  at  the  same  time,  carbon  dioxide  is  produced. 
Ammonia  and  carbon  dioxide  can  be  reacted  to  give  urea, 
which,  with  formaldehyde  obtained  by  oxidation  of  meth- 
anol, gives  urea  formaldehyde  plastic,  the  best  known  of 
which  is  perhaps  Plaskon.  From  coal,  benzene  can  be 
obtained  which  can  be  converted  to  phenol,  and  this,  with 
formaldehyde,  gives  rise  to  the  well  known  material, 
Bakélite.  Phenol  can  be  converted  to  adipic  acid,  which,  on 
treatment  with  ammonia  yields  hexamethylene  diamine. 
The  combination  of  the  acid  and  the  diamine  gives  rise  to 
Nylon.  Benzene  can  be  converted  to  ethyl  benzene,  and 
thence  to  styrene,  which,  on  polymerization,  gives  rise  to 
polystyrene,  a  valuable  plastic. 

Calcium  carbide  is  produced  from  lime  and  coke  at  high 
temperature  and  the  carbide  with  water,  yields  acetylene. 
Acetylene  with  water  at  ordinary  temperatures  in  the  pre- 
sence of  a  suitable  catalyst  yields  acetaldehyde,  and  with 
steam,  gives  acetone.  From  acetaldehyde,  through  the  aldol 
condensation,  followed  by  removal  of  the  elements  of  water, 
butadiene  can  be  obtained.  (A  more  usual  source  of  butadiene 
is  the  by-product  gases  from  oil  refineries).  The  interpoly- 
mer  of  butadiene  with  polystyrene  gives  Buna  S,  a  synthetic 
rubber.  Again,  acetaldehyde  with  hydrocyanic  acid,  which 
can  be  obtained  from  ammonia  and  menthanol,  gives 
acetaldehyde  cyanohydrin,  and  by  removing  the  elements 
of  water  from  the  molecule,  acrylic  nitrile  is  obtained,  and 
this,  on  interpolymerization  with  butadiene,  gives  Perbu- 
nan,  another  type  of  synthetic  rubber. 

These  two  rubbers  were  developed  in  Germany,  and  un- 
fortunately have  rendered  the  Germans  almost  independent 
of  imports  of  natural  rubber. 

From  acetaldehyde,  acetic  acid  may  be  manufactured, 
and  the  acid,  on  reaction  with  acetylene,  gives  vinyl  acetate 
which  can  be  polymerized,  and  on  further  modification, 
gives  a  plastic  commercially  known  as  Alvar. 

From  acetone  and  hydrocyanic  acid,  through  the  cyano- 
hydrin, methacrylic  nitrile  can  be  obtained,  and  on  hydro- 
lysis with  water  and  esterification  with  methanol,  metha- 
crylic ester  is  produced.  The  ester  polymerizes  to  give  a 
colourless,  highly  transparent  plastic,  known  as  Lucite, 
Perspex  and  by  various  other  trade  names. 

The  addition  of  hydrochloric  acid  to  the  chart  gives  in- 
teresting products.  From  acetylene  and  the  acid,  vinyl 
chloride  and  chloroprene  can  be  obtained.  Chloroprene 
polymerizes  to  a  synthetic  rubber  known  as  Neoprene. 
Vinyl  chloride  and  vinyl  acetate  form  an  interpolymer 
which  gives  a  plastic  known  as  Vinylite,  and  from  vinyl 
chloride,  Koroseal  may  be  obtained. 

The  list  of  products  given  above  is  by  no  means  complete, 
but  must  be  considered  as  illustrative  only,  and  undoub- 
tedly many  new  products  will  be  added  to  these  in  the 
future. 

The  achievements  of  to-day  are  the  result  of  painstaking 
effort  on  the  part  of  numerous  research  workers  and 
experimenters,  who  have,  at  all  times,  diligently  sought  out 
the  truth  of  material  things.  All  of  them,  including  the 
earliest  experimenters,  and  even  the  early  philosophers, 
have  had  some  part  in  building  up  that  phase  of  endeavour 
which  to-day  is  classed  as  chemical  industry. 


THE  ENGINEERING  JOURNAL     October,  1941 


479 


AERODROME  CONSTRUCTION  IN  SASKATCHEWAN 


G.  T.  CHILLCOTT,  m.e.i.c. 
District  Airway  Engineer,  Department  of  Transport,  Regina,  Sask. 

Paper  presented  before  the  Regina  Branch  of  the  Engineering  Institute  of  Canada,  December  20th,  1940. 


Airports  are  generally  defined  as  those  serving  a  large 
centre,  from  which  a  number  of  branch  lines  may  operate, 
whereas  the  term  aerodrome  is  applied  in  a  general  way  to 
fields  used  for  more  occasional  or  special  service. 

For  the  information  of  those  not  familiar  with  the 
different  terms  used  in  connection  with  airports  and 
aerodromes,  the  following  notes  are  given: 
A  Landing  Strip — may  be  defined  as  an  area  forming  part 
of  an  aerodrome,  which  area  is  of  sufficient  length  and 
breadth,  and  which  presents  a  surface  of  such  a  nature  as 
to  be  suitable  for  the  safe  taking-off  and  landing  of  a 
specified  type  of  aeroplane.  (The  minimum  area  which  is 
considered  satisfactory  for  the  smallest  aircraft  is  1,800 
ft.  long,  and  300  ft.  wide.  Dependent  on  the  size  and  charac- 
teristics of  the  aircraft  which  are  to  be  used,  it  may  be 
necessary  to  increase  the  length  to  5,000  ft.,  or  even  6,000 
ft.,  and  it  is  desirable,  in  all  circumstances,  to  have  the 
strip  at  least  500  ft.  wide). 

A  Runway— is  defined  as  that  portion  of  a  landing  strip, 
being  not  less  than  100  ft.  in  width,  which  is  artificially 
built  up  with  crushed  rock,  asphalt,  cement,  or  other 
material,  to  provide  a  satisfactory  surface  when,  by  reason 
of  weather,  the  natural  surface  condition  of  the  landing 
strip  is  unfit  for  safe  operation. 

A  flightway — may  be  defined  as  an  area  extending  along 
the  course  of  a  landing  strip,  its  centre  line  coincident  with 
that  of  the  landing  strip,  being  of  a  width  600  ft.  greater 
than  the  width  of  the  landing  strip,  and  extending  for  an 
indefinite  distance  beyond  the  limits  of  the  aerodrome  in 
either  direction. 

A  Taxi  Strip — is  defined  as  an  area  of  suitable  dimensions, 
and  having  a  proper  surface  to  permit  the  safe  movement 
of  aircraft  on  the  ground  from  one  part  of  the  aerodrome  to 
another.  (As  from  landing  strip  to  building  area;  building 
area  to  re-fuelling  pumps,  etc.). 

In  establishing  the  Trans-Canada  Airways  across  the 
country,  aerodromes  were  spaced  between  the  airports 
roughly  at  intervals  of  about  one  hundred  miles,  so  that 
they  might  be  used  in  cases  of  emergency  when  conditions 
force  a  landing.  The  advantage  of  these  intermediate  fields 
is  more  distinctly  felt  by  itinerant  flyers,  and  particularly 
those  aircraft  that  are  not  equipped  with  a  radio. 

In  the  case  of  airports  which  must  serve  large  centres  of 
population,  the  problem  arises  of  locating  a  site,  sufficiently 
close  to  the  centre  of  the  city,  to  be  readily  available  to 
passenger  and  mail  service,  and  at  the  same  time  far  enough 
away  to  provide  for  a  proper  flight  way  to  the  runways. 

In  regard  to  the  location  of  aerodromes  for  the  British 
Commonwealth  Air  Training  Plan,  it  was  necessary  to 
keep  in  mind  that  the  flight-ways  in  the  direction  of  pre- 
vailing winds  should  be  clear  of  obstructions,  that  a  supply 
of  gravel  should  be  available  without  a  long  haul,  and  that 
a  supply  of  water  could  be  obtained.  The  sites  were  chosen 
so  as  to  avoid  the  construction  of  long  power  lines.  It  was 
desirable  also  that  wherever  possible,  the  aerodromes  con- 
structed to  accommodate  the  personnel  and  trainees  of  the 
various  flying  schools  should  not  be  too  far  away  from  a 
fairly  large  centre  of  population.  The  sites  also  had  to  be 
chosen,  having  regard  to  drainage,  and  the  amount  of 
excavation  required  to  level  the  field. 

When  this  great  plan  was  launched,  the  Department  of 
Transport  undertook  to  provide  the  necessary  aerodromes, 
the  buildings  for  which  were  to  be  constructed  by  the 
R.C.A.F.  Saskatchewan's  share  in  this  scheme  comprised 
nineteen  fields — two  of  which  are  Bombing  and  Gunnery 
Schools,  one  situated  near  Mossbank  and  the  other  near 


Dafoe.  Five  Service  Flying  Training  Schools  have  been 
developed  near  larger  cities  and  towns.  For  each  one  of 
these  schools  three  aerodromes  were  constructed — a  main 
and  two  relief  fields.  This  makes  a  total  of  fifteen  fields  for 
the  five  Service  Flying  Training  Schools.  Two  schools  were 
developed  at  Regina  and  two  at  Prince  Albert  for  Elemen- 
tary Flying  Training  classes  and  Air  Observer's  classes. 
This  required  extensions  of  the  fields  at  these  cities. 

After  the  sites  had  been  chosen  a  considerable  number  of 
survey  parties  were  organized  for  the  detailed  survey  of  the 
fields.  At  this  time,  our  engineering  staff  in  Regina  was  very 
small.  Help  was  kindly  given  by  the  Department  of  High- 
ways, and  the  City  of  Saskatoon  engineering  staff.  The  City 
of  Regina  engineering  staff  promptly  prepared  the  plans 
required  for  extension  of  the  airport  there. 

Fifteen  sites  were  surveyed.  The  contour  plans  showed 
the  surface  at  two-foot  intervals.  The  zoning  plans  indicated 
the  precautions  necessary  on  the  area  surrounding  the  site 
chosen  to  keep  the  flight-ways  clear  of  obstructions.  Soil 
charts  were  made  up  after  test  borings  of  each  site  had 
been  completed.  In  the  original  programme  for  Saskatche- 
wan there  were  to  be  two  Service  Flying  Training  Schools, 
two  Bombing  and  Gunnery  Schools,  two  Air  Observers' 
Schools  and  four  Elementary  Flying  Training  Schools.  A 
little  more  than  half  of  these  schools  were  to  be  established 
during  1940,  but  following  the  events  of  April  and  May  in 
Europe,  the  programme  was  changed  to  develop  nineteen 
aerodromes.  At  the  present  time  (November,  1940),  all  but 
two  of  these  can  be  used  for  training  purposes.  The  con- 
struction of  so  many  aerodromes  in  one  season,  has  been  a 
work  of  very  considerable  magnitude. 

The  grading  operations  necessitated  the  moving  of 
2,600,000  yards  of  earth.  This,  in  terms  of  prairie  highway 
construction,  would  be  equivalent  to  grading  approximately 
260  miles  at  10,000  cubic  yards  per  mile. 

Of  the  nineteen  aerodromes  which  were  surveyed, 
designed  and  constructed  within  a  year's  time,  twelve  were 
built  with  hard  surfaced  runways,  and  seven  of  the  aero- 
dromes were  graded  and  seeded  to  be  used  as  grass  fields. 

The  hard  surfacing  of  such  large  areas  as  are  required  in 
airport  runways,  presents  a  real  problem.  Great  variations 
are  encountered  in  soil  characteristics  in  this  province. 
Owing  to  the  number  of  dust  storms  that  have  succeeded 
one  another  across  the  face  of  the  prairies  for  centuries, 
the  soil  conditions  in  one  spot  may  be  vastly  different  from 
those  of  another,  even  fifty  or  one  hundred  feet  away. 

The  soils  in  the  south  central  and  eastern  parts  of 
Saskatchewan  and  the  southern  part  of  Manitoba  present 
this  difficulty  in  an  acute  form.  In  places,  these  soils  are 
capable  of  a  change  of  volume  up  to  sixty  per  cent.  The 
amount  depending  on  the  moisture  content.  Such  con- 
ditions make  the  use  of  concrete  as  a  runway  paving 
of  very  doubtful  value.  The  use  of  plant-mix  asphalt  in 
material  in  the  paving  of  runways  did  not  offer  a  solution. 
Such  runways  were  laid  in  Winnipeg  and  Regina  in  1937, 
resting  directly  on  a  clay  subsoil  base.  In  1938  they  had 
failed  to  a  point  where  it  was  necessary  to  replace  them 
with  runways  of  some  new  design.  After  consulting  with 
the  city  and  provincial  highways  authorities,  it  was  decided 
to  make  use  of  stabilized  gravel  as  a  base  course. 

An  east-west  runway  was  built  in  Winnipeg  in  the  fall  of 
1938  using  a  six-inch  mat  of  well  compacted  stabilized 
gravel.  After  the  subgrade  was  established,  and  the  proper 
crown  prepared,  it  was  thoroughly  rolled  and  compacted 
by  the  use  of  sheepsfoot  rollers. 

This  runway  stood  up  well  and  has  not  given  any  trouble 
except  in  places  where  insufficient  compaction  of  the  sub- 


480 


October,  1941     THE  ENGINEERING  JOURNAL 


grade  occurred.  This  runway  also  had  the  advantage  of 
side  drains  which  were  built  to  take  care  of  the  surface 
water  from  the  runway  surface. 

At  the  time  it  was  constructed  it  was  too  late  in  the 
season  to  put  down  the  plant-mix  top  of  asphalt  as  origin- 
ally proposed.  The  stabilized  surface  was  merely  primed 
and  sealed.  The  type  of  stabilized  gravel  base  used  here 
was  not  that  to  which  a  small  percentage  of  asphalt  is 
added  as  is  the  case  to-day.  In  some  places  this  runway 
softened  up  owing  to  moisture  finding  its  way  into  cracks 
in  the  surface.  This  was  a  small  fault  but  one  to  be  over- 
come. 

The  next  year,  after  laboratory  experiments  it  was  found 
that  the  addition  of  from  one  to  one  and  a  half  per  cent  of 
a  light  asphalt  oil  to  the  stabilized  material  rendered  it 
almost  impervious  when  properly  compacted  and  set  up. 
The  next  year  this  procedure  was  adopted  in  the  construc- 
tion of  the  N.W.-S.E.  runway  at  Regina. 

About  this  time  it  became  obvious  that  great  care  should 
be  given  to  the  preparation  of  the  subgrade.  Methods  of 
obtaining  the  maximum  density  of  the  soil  were  adopted. 
As  a  measure  of  precaution  in  bad  soil  conditions,  the  sub- 
grade  is  now  compacted  to  a  depth  of  ten  inches.  This  is 
carried  out  in  two  operations,  each  one  handling  five  inches 
in  a  lift.  The  soil  is  just  brought  to  its  optimum  moisture 
content  in  most  cases  by  the  addition  of  water  and  then 
rolled  with  sheepsfoot  rollers  until  the  required  bearing 
strength  is  obtained.  Having  obtained  its  greatest  density, 
the  soil  in  some  measure  resists  the  absorption  of  further 
moisture  and  has  no  marked  tendency  to  shrink. 

In  the  construction  programme  of  1940,  two  types  of 
base  course  have  been  used.  One,  known  as  the  consolidated 
gravel  base,  was  a  mix-in-place  crushed  rock  and  gravel 
base  with  sufficient  soil  binder  for  compaction,  and  the 
other  was,  as  before  mentioned,  a  plant-mix  stabilized 
gravel. 

The  consolidated  base  was  found  to  be  more  economical 
since  the  control  of  the  mix  was  not  so  exacting.  It  con- 
sisted of  aggregate  from  2  in.  down  with  as  large  a  pro- 
portion of  crushed  material  as  possible.  It  contained  not 
more  than  10  per  cent  of  a  cohesive  soil.  This  type  of  base 
course  differs  from  stabilized  gravel  mainly  in  that  no  effort 
is  made  to  obtain  density.  Bearing  values  only  are  sought. 
It  is  not  impervious  to  moisture  and  should  have  a  fair 
amount  of  flexibility.  The  two  types  differ  in  design,  but 
are  meant  to  serve  the  same  purpose. 

All  hard  surfaced  runways,  except  in  the  case  of  Regina, 
were  given  a  two-inch  cover  of  plant-mix  asphalt.  There  is 
one  exception  to  this.  At  Vanscoy  a  two-inch  course  of 
mix-in-place  asphalt  was  laid. 

The  asphalt  used  for  this  two-inch  layer  is  of  two  varie- 
ties. For  Bombing  and  Gunnery  Schools  a  harder  quality 
of  asphalt  was  used,  known  as  150-180  penetration.  In  all 
other  cases  the  S.C.  2,000  or  S.C.  5  heavy  asphalt  served 
the  purpose. 

All  runway  surfaces  were  protected  by  side  drains  except 
at  Vanscoy  and  Dafoe.  In  most  cases  the  side  drains  con- 
sisted of  a  perforated  or  open  joint  pipe  laid  in  a  deep 
trench  and  back-filled  with  gravel  passing  the  2-inch  mesh 
and  retained  on  the  half-inch  mesh.  All  drainage  systems 
had  an  adequate  number  of  catch  basins  available  for 
cleaning  the  drains  and  as  intakes  for  surface  water. 

At  Dafoe,  this  method  of  drainage  proved  unsuitable 
owing  to  the  nature  of  the  soil.  Here  the  subsoil  was  for 
the  most  part  a  fine  sandy  loam,  40  per  cent  of  which  passed 
a  200  mesh  sieve.  At  this  site  it  was  found  that  the  wash 
from  the  runway  surfaces  cut  into  the  soil  of  the  sides  of 
the  gravel-filled  trench,  rapidly  choking  the  perforated 
drain  pipes  and  finally  the  voids  in  the  gravel  back-fill.  This 
soil  was  so  light  that  it  went  immediately  into  suspension 
when  contacted  by  flowing  water.  Catch  basins  on  this 
aerodrome  must  then  be  relied  upon  for  the  intake  of  sur- 
face water  and  to  provide  drainage  for  the  runways.  Along 
one  runway  however,  we  experimented  with  a  galvanized 


gutter  trough  filled  with  coarse  gravel.  This  is  provided  with 
down  pipes  every  100  feet  which  feed  into  the  main  storm 
sewer  buried  along  the  side  of  the  runway.  So  far  this  has 
proved  successful. 

Some  statistics  of  the  work  accomplished  during  1940 
are  as  follows  : 

2,600,000      cubic  yards  of  excavation 

52 . 4  miles  of  storm  sewers  or  drains 
495      manholes 
701,108      tons  of  gravel  and  clay  in  base  courses. 

206,139  tons  of  hot  plant-mix  asphalt,  or  enough  material 
for  206  miles  of  bituminized  gravel  road  in  a  two-inch  layer 
twenty  feet  wide. 

The  amount  of  liquid  asphalt  used  of  all  kinds  was 
3,040,000  gallons  or  from  380  to  400  tank  cars. 

Although  only  a  little  more  than  half  the  fields  were 
seeded  we  did  about  5,400  acres  of  seeding. 

68  miles  of  fencing  were  erected  of  4  strand  barbed  wire, 
using  cedar  posts  spaced  a  rod  apart. 

Besides  the  work  outlined  above  the  supply  of  water  to 
the  fields  had  to  be  undertaken.  At  Moose  Jaw,  Swift 
Current,  Saskatoon,  Yorkton  and  North  Battleford,  water 
was  piped  from  the  cities.  At  Dafoe,  Mossbank  and  Prince 
Albert  wells  were  drilled  to  provide  the  supply.  In  all, 
seventeen  miles  of  water  main  were  laid. 

Power  had  to  be  supplied  to  all  but  five  aerodromes.  To 
do  this  it  was  necessary  to  construct  approximately  123 
miles  of  power  line.  This  does  not  include  the  secondary 
distribution  lines  within  the  building  area  at  the  sites.  This 
work  was  all  very  capably  carried  out  by  the  utility  com- 
panies concerned.  In  order  to  insure  proper  service  it  was 
necessary  to  link  together  some  of  the  distribution  systems 
already  established. 

To  clear  obstructions  both  power  and  telephone  lines  had 
to  be  diverted  in  many  localities. 

Finally  a  proper  telephone  service  had  to  be  brought  into 
the  aerodromes  which  necessitated  the  establishment  of 
their  own  switchboards.  Lines  of  communication  had  to  be 
constructed  to  connect  the  various  aerodromes  in  each 
group  and  to  provide  connections  to  the  bombing  ranges. 

Roads  were  built  or  are  to  be  built  or  improved  to  connect 
up  each  group  of  fields  and  to  provide  access  to  the  bomb- 
ing ranges. 

The  field  lighting  necessitated  the  laying  of  miles  of  cable 
and  installing  of  hundreds  of  lights  of  different  kinds.  The 
following  figures  give  an  idea  of  the  amount  of  work  of  this 
kind  : 

1.  Underground  cable  duct  installed 28,350  ft. 

2.  Boundary  light  cable  installed 46,450  ft. 

3.  Contact  light  cable  installed 55,000  ft. 

4.  Miscellaneous  cable  installed 10,000  ft. 

5.  Contact  lights  installed 412 

6.  Boundary  lights  installed 164 

To  build  up  an  engineering  staff  capable  of  looking  after 
so  great  a  task  it  was  necessary  to  increase  the  peace-time 
establishment  by  adding  capable  and  experienced  men.  In 
this  effective  assistance  was  given  by  the  Saskatchewan 
Department  of  Highways,  the  staff  of  the  Prairie  Farm 
Rehabilitation  Act,  the  engineering  departments  of  the 
cities  of  Saskatoon  and  Regina,  the  University  of  Saskat- 
chewan and  the  Provincial  Association  of  Professional 
Engineers. 

The  engineering  staff  then  comprised  one  District  Airway 
Engineer,  two  Assistant  Engineers,  and  fifteen  Resident 
Engineers. 

In  addition  to  these,  instrumentmen,  rodmen,  chainmen 
and  inspectors  were  secured  through  the  Department  of 
Highways,  the  Prairie  Farms  Rehabilitation  Act  staff  and 
the  University  of  Saskatchewan. 

The  engineers  and  contractors,  together  with  the  manu- 
facturing firms,  co-operated  in  meeting  the  emergency,  and 
rapidly  carried  out  one  of  the  largest  construction  pro- 
grammes ever  projected  in  western  Canada. 


THE  ENGINEERING  JOURNAL     October,  1941 


481 


RESEARCH  IN  CANADA* 

LIEUT.-GENERAL  A.  G.  L.  McNAUGHTON,  c.b.,  cm. g.,  d.s.o.,  m.e.i.c. 
Officer  Commanding,  Canadian  Army  Corps,  England,  and  President,  National  Research  Council.of  Canada. 

Paper    read    before    the    Royal    Society    of   Arts,    London,  Eng.,  April    13th,    1941 


(Abridged) 


It  is  to  your  precept  and  example  in  1916,  in  the  organ- 
isation of  the  Honorary  Advisory  Council  for  Scientific  and 
Industrial  Research,  and  the  suggestion  then  made  by  the 
Government  of  the  United  Kingdom  to  our  Government, 
that  Canada  should  set  up  a  similar  body,  that  we  trace  the 
genesis  of  our  own  National  Research  Council.  In  the  year 
1916,  we  were  in  the  earlier  phases  of  the  first  World  War  and 
it  had  taken  the  impact  of  that  event  to  shake  the  British 
peoples,  both  here  and  in  the  Dominions,  from  their  com- 
placency as  regards  research.  Previously  we  had  left  research 
mostly  to  the  universities,  where  its  results  as  "pure  science" 
were  made  available  impartially  to  all,  for  the  benefit  of 
friend  and  foe  alike.  On  the  other  hand,  in  industry,  where 
mutual  help  would  have  been  of  great  advantage,  whatever 
each  company  was  able  to  develop  in  the  way  of  new 
apparatus,  materials  and  processes  was  regarded  as  a  trade 
secret,  to  be  jealously  kept  to  themselves,  and  particularly 
to  be  denied  to  other  firms  in  similar  business  in  their  own 
country,  though  not  necessarily  to  foreign  associated  com- 
panies. 

Contrast  this  situation  with  that  existing  in  Germany, 
where  research — pure,  applied,  and  industrial — had  very- 
early  been  recognised  as  a  matter  of  profound  concern,  and 
where  its  organisation  and  correlation  had  been  taken  under 
the  auspices  of  the  Government  itself.  Under  this  meticu- 
lous care,  every  idea  and  invention  was  seized  upon  and 
subjected  to  intensive  development  at  the  hands  of  com- 
prehensive groups  of  trained  scientists;  eager  business  men 
stood  ready  to  exploit  whatever  they  produced.  There  are 
many  who  will  remember  how  this,  and  neglect  on  the  part 
of  other  nations,  had  reacted  to  the  great  advantage  of 
German  world  trade  and  so  to  the  creation  of  a  vast  poten- 
tial for  munitions  production  in  war.  You  know  also  of 
the  great  difficulties  which  faced  the  Allies  on  the  outbreak 
of  hostilities  by  reason  of  the  German  monopolies.  The 
German  dye  industry,  for  example,  which  had  taken  the 
invention  of  a  British  chemist  and  turned  it  into  a  great 
commercial  undertaking,  led  directly  to  efficiency  in  the 
production  of  explosives  and  of  poison  gas.  I  have  often 
wondered  why  this  menace  was  suffered  to  develop  without 
adequate  counter  measures  being  taken,  and  it  seems,  on 
looking  back,  that  its  very  gradualness  must  have  been  the 
answer,  men's  minds  becoming  accustomed  to  it  by  degrees. 

Once  started,  British  research  in  its  relation  to  the  war 
effort  of  the  country  developed  rapidly  and  effectively,  and 
at  the  end  of  the  first  World  War  it  could  be  said  with  truth 
that  one  of  the  essential  contributions  to  victory  had  been 
made  by  British  and  Dominion  industry,  once  scientific  and 
industrial  research  was  organised  and  brought  into  play. 
To  illustrate  what  was  accomplished  in  Great  Britain  I 
mention  a  few  significant  facts.  In  1914  therewtyas  no  optical 
glass  industry  in  the  United  Kingdom.  Germany  and 
Austria  had  a  practical  monopoly  in  this  field,  and  even  the 
lenses  of  the  sights  of  British  guns  were  imported.  Organisa- 
tion of  the  scientists,  followed  by  extensive  basic  and  applied 
research,  corrected  this  situation.  To-day,  the  optical  glass 
produced  in  Britain  is  of  the  finest  quality  in  the  world. 
I  mentioned  poison  gas — chlorine — a  product  of  the 
German  chemical  industry  which  was  used  against  the 
French  and  the  left  flank  of  the  First  Canadian  Division 
on  April  22,  1915.  The  Germans  used  it  against  us  thinking 
that  the  Allies  would  not  be  able  to  reply  in  kind  (they  were 
contemptuous  of  our  scientific  organisation),  but  by  the 
summer  of  1918,  as  a  result  of  organised  research,  our 

*  From  Engineering,  (London),  July  25th,  1941. 


chemical  industries  were  producing  mustard  gas  by  a  new 
process  at  a  rate  many  times  that  which  had  been  found 
possible  by  Germany. 

The  National  Research  Council  and  its  Development  up  to 
1939 — As  I  have  said,  the  organisation  of  research  in 
Canada  as  a  function  of  Government  dates  back  to  1916, 
when  we  followed  your  example  and  set  up  an  Honorary 
Advisory  Council  for  Scientific  and  Industrial  Research. 
It  was  not  contemplated  then  that  this  Council  would 
establish  laboratories  of  its  own  ;  it  was  to  act  as  an  agency 
for  consultation  and  co-ordination  between  those  already 
carrying  on  research  in  the  existing  laboratories  of  the 
several  departments  of  the  Dominion  and  Provincial 
Governments,  in  the  universities,  and  in  industry.  To  give 
you  some  idea  of  the  very  limited  facilities  then  available  :  a 
report  prepared  at  the  time  indicates  that  the  total  annual 
expenditure  on  research  in  all  Government  laboratories, 
both  Dominion  and  Provincial,  amounted  to  considerably 
less  than  $100,000,  and  that  of  some  2,400  leading 
Canadian  firms  engaged  in  manufacturing  which  replied  to 
the  questionnaire  sent  out,  only  37  possessed  laboratories 
which  even  pretended  to  engage  in  research  work. 

Looking  back  at  the  history  of  the  Honorary  Advisory 
Council  for  Scientific  and  Industrial  Research,  in  the  war  and 
early  post-war  periods,  it  is  remarkable  what  was  accom- 
plished with  the  limited  facilities  at  their  disposal,  but  it  is 
not  to  be  wondered  at  that  men  who  were  informed  on  the 
subject  should  have  realised  the  utter  inadequacy  of  the 
provision  which  had  been  made  and  that  they  should  have 
pressed  for  some  improvement.  As  a  result  of  the  pressure  of 
public  opinion  which  developed,  the  matter  was  repeatedly 
considered  in  Parliament,  and  eventually  the  Research 
Council  Act  was  passed  in  1924,  following  in  very  close 
detail  a  draft  which  had  been  prepared  by  a  non-party 
committee  representative  of  both  the  Senate  and  the 
House  of  Commons.  The  Council's  main  laboratories, 
located  at  the  junction  of  the  Ottawa  and  Rideau  Rivers, 
were  commenced  in  1930  and  opened  at  the  time  of  the 
Imperial  Economic  Conference  in  1932. 

As  was  perhaps  to  be  expected  in  the  era  following  the 
Armistice  of  1918,  it  was  very  dificult  to  obtain  adequate 
funds  for  scientific  and  industrial  research.  While  the  need 
for  co-ordination  of  this  work  as  a  war-time  measure  had 
been  evident,  recognition  of  the  equally  vital  needs  of  com- 
petitive industry  in  peace-time  came  only  very  slowly  until 
1935,  when  the  Government,  despite  the  depression  then 
raging,  saw  fit  not  only  to  double  the  current  appropriation, 
but  to  provide  substantial  sums  on  capital  account  to  com- 
plete the  equipment  of  the  laboratories.  These  increased 
appropriations  were  maintained  by  succeeding  govern- 
ments and  steadily  increased  until,  by  1939,  the  Council's 
annual  budget  on  current  account  was  somewhat  over 
$1,000,000.  Meanwhile,  an  even  more  striking  increase 
had  taken  place  in  the  facilities  in  Canadian  industry  itself, 
and  by  1938  it  is  estimated  that  these  comprised  upwards 
of  1,000  industrial  laboratories  for  research  testing  and  plant 
control,  with  some  2,500  professional  workers  employed  full 
time.  Similarly,  in  the  Dominion  Departments  of  Agricul- 
ture, of  Public  Works,  and  of  Mines  and  Resources  the  last 
two  decades  have  seen  the  creation  of  a  number  of  research 
and  testing  laboratories  related  to  their  special  functions 
and  duties,  all  of  which  represent  a  very  substantial  asset. 
Elsewhere  the  most  notable  addition  was  the  Ontario  Re- 
search Foundation,  which  operates  in  the  most  friendly 
relation  with  the  National  Research  Council. 

In  1938,  provision  for  a  further  large  group  of  laborator- 


482 


October,  1941     THE  ENGINEERING  JOURNAL 


ies,  to  provide  the  Council  with  additional  facilities,  par- 
ticularly for  aeronautical  engineering,  hydraulics,  and  high- 
voltage  electrical  engineering,  was  sanctioned  by  the  Govern- 
ment. Construction  was  started  in  1939,  and  is  now  ad- 
vanced to  the  point  that  in  some  cases  the  buildings  are  in 
occupation.  As  a  result  of  these  measures,  we  had  in  Canada 
at  the  outbreak  of  the  present  war,  in  physical  existence, 
the  laboratories  and  trained  staffs  competent  to  act  as  a 
nucleus  in  undertaking  the  study  of  the  problems  presented 
in  almost  every  field  of  war  requirements,  both  within  the 
sea,  land  and  air  forces  themselves,  and  also  in  the  industrial 
life  of  the  country  as  it  had  to  be  re-oriented  to  produce  the 
vast  and  complicated  supplies  needed  in  transition  from 
peace  to  war  basis. 

I  have  been  speaking  of  the  actual  research  equipment  of 
Canada,  in  the  way  of  Government  and  industrial  labora- 
tories, as  it  stood  at  the  outbreak  of  the  war  with  a  view  to 
indicating  the  very  favourable  position  in  comparison  with 
the  situation  on  the  previous  occasion  when  we  had  to  take  up 
arms  against  Germany.  But  the  adequacy  of  physical  equip- 
ment and  technical  staff  is  only  one  side  of  the  question,  and 
what  is  probably  equally  important  as  an  asset  is  the  organ- 
isation of  the  Council  itself  as  a  going  concern  and  the  in- 
timate relations  which  had  been  developed  with  every 
branch  of  science  in  Canada;  with  universities;  with  in- 
dustry; with  departments  of  the  Dominion  and  Provincial 
Governments  concerned  with  research  problems;  with  the 
great  professional  societies  in  medicine,  engineering, 
forestry,  etc.;  with  the  Canadian  Engineering  Standards 
Association  in  the  field  of  industrial  standardisation,  and 
with  many  other  organisations. 

The  National  Research  Council  consists  of  fifteen  mem- 
bers selected  for  terms  of  three  years  from  among  men 
prominent  in  scientific  work  in  Canadian  universities  or  in 
Canadian  industry.  The  Council  is  required  by  statute  to 
meet  at  least  four  times  annually  in  Ottawa.  There  is  a 
president,  appointed  by  the  Governor  in  Council  for  a 
term  of  years,  who  reports  directly  to  the  Privy  Council 
Committee  on  Scientific  and  Industrial  Research  of  which 
the  Minister  of  Trade  and  Commerce  is  the  chairman.  The 
office  of  president  is  now  filled  by  Dean  G  J.  Mackenzie, 
M.C.,  of  the  University  of  Saskatchewan,  an  eminent  civil 
engineer  who  served  with  the  Canadian  Forces  in  the  last 
war.  The  Council's  membership  is  broadly  representative 
of  all  parts  of  Canada,  and  includes  persons  qualified  to 
speak  with  authority  in  education,  science,  industry, 
business  and  finance.  Apart  from  administration  which  is 
organised  much  on  the  usual  lines  of  a  department  of 
Government,  the  staff  of  the  Research  Council  is  grouped 
in  a  number  of  divisions,  each  of  which  is  under  a  director. 

The  divisions  of  physics  and  electrical  engineering, 
chemistry,  mechanical  engineering,  including  hydraulics 
and  aeronautics,  biology  and  agriculture,  are  responsible 
for  the  direction  and  conduct  of  the  technical  work  in  the 
fields  indicated  by  their  designations.  There  is  a  section  on 
research  plans  and  publications  concerned  with  the  collec- 
tion, collation  and  issue  of  scientific  information  and  with 
the  general  development  of  co-operative  investigations 
through  committees,  etc.  There  is  also  a  section  on  codes 
and  specifications,  matters  which  are  in  the  highest  degree 
important  in  relation  to  mass  production  in  war.  Provision 
is  made  for  the  closest  co-operation  and  collaboration  be- 
tween all  branches  concerned  in  any  particular  problem. 
One  of  the  great  advantages  possessed  by  an  organisation 
such  as  the  Council's  own  laboratories,  with  their  compre- 
hensive representation  of  all  branches  of  science,  is  that 
experts  in  every  line  required  can  be  brought  together  at 
short  notice  to  study  a  problem  and  to  work  as  a  team  for 
its  solution.  This  facility  is  very  important,  for  in  most 
research  problems  related  to  industrial  or  agricultural  pro- 
duction or  processing  we  are  usually  confronted  with 
limiting  factors  of  many  kinds,  and  it  is  not  easy  to  deter- 
mine in  advance  in  which  branch  of  science  the  answer 
should  be  sought. 


Associate  Committees  and  Co-operative  Research — -Under 
the  wide  responsibilities  placed  upon  the  Council  by  Parlia- 
ment, there  is  a  duty  to  bring  about  the  best  possible  use  of 
all  the  country's  facilities  for  research,  of  which  the  Coun- 
cil's own  laboratories  now  represent  only  a  small  part.  In 
order  to  bring  to  bear  the  knowledge  of  scientific  men  in 
other  institutions  and  in  industry  and  to  correlate  the  work 
of  research  in  all  organisations  concerned,  a  number  of  so- 
called  "associate  committees"  have  been  set  up.  The 
function  of  these  committees  is  to  direct  co-operative 
research  on  the  problems  assigned  to  them;  to  settle  the 
objectives;  to  indicate  the  individuals  or  organisations 
which  should  undertake  the  several  component  parts  of  the 
inquiry;  to  receive  and  co-ordinate  the  resulting  informa- 
tion, and  to  make  it  available  to  those  who  will  turn  it  to 
advantage.  The  Council  endeavours  to  ensure  that  these 
committees  are  comprehensively  representative  of  all 
interests,  and  we  expect  them,  each  in  their  proper  sphere, 
to  form  a  national  plan  into  which  all  who  are  in  a  position 
to  contribute  information  can  fit  their  own  particular  Unes 
of  research.  The  actual  investigations  are  carried  out,  not 
only  in  the  Council's  laboratories,  but  in  the  laboratories  of 
the  various  universities,  Government  departments  and 
industrial  institutions  throughout  the  country.  I  cannot 
too  strongly  stress  the  fact  that  much  of  the  initiative  in 
these  committees  lies  with  the  outstanding  experts  from 
other  organisations  who  have  associated  themselves  with 
the  National  Research  Council  in  this  work. 

Time  does  not  permit  me  to  recite  to  you  the  long  list  of 
these  associate  committees  or  to  go  into,  in  any  detail,  the 
important  tasks  which  they  are  carrying  out  for  Canada. 
But,  in  order  to  give  some  picture  of  the  wide  range  of  work 
involved,  I  should  like,  by  way  of  illustration,  to  mention 
one  or  two  in  several  diverse  fields.  In  agriculture  I  would 
mention  the  committees  in  charge  of  grain  research  and  of 
transport  and  storage  of  food — these,  both  by  reason  of  the 
great  importance  of  the  subjects  and  also  on  account  of  the 
very  substantial  results  which  have  been  achieved  in  com- 
parison with  the  trifling  expenditures  of  money  which  have 
been  made.  In  forestry,  I  would  mention  the  committee, 
organised  in  co-operation  with  the  forest  service  of  the 
Department  of  Mines  and  Resources. 

This  Committee  has  concerned  itself  with  such  matters  as 
the  study  and  mitigation  of  forest  hazards,  through  fire, 
insects  and  other  pests,  and  the  preparation  of  a  manual 
giving  advice  as  to  the  management  of  the  "farmers' 
woodlot,"  a  most  important  source  of  raw  material.  This 
manual  is  now  in  general  use  in  the  Maritime  Province  and 
Quebec.  I  could  continue  with  examples  of  the  work  of 
many  other  associate  committees  in  the  fields  of  medicine, 
chemistry,  physics  and  engineering;  of  the  detailed  and 
exacting  work  carried  out  by  our  joint  committees  with  the 
Department  of  Finance  in  the  preparation  of  a  National 
Building  Code  for  Canada,  which  is  now,  despite  the  war,  in 
process  of  publication,  and  which  should  bring  order  into  a 
situation  which,  under  the  conflicting  jurisdiction  of 
municipality,  province  and  dominion  had  become  most 
seriously  confused  to  the  disadvantage  of  the  public.  I 
could  cite  also  the  work  on  industrial  codes  and  specifica- 
tions carried  out  by  the  Canadian  Engineering  Standards 
Association,  which  is  a  body  intimately  related  to  the 
National  Research  Council,  and  serves  Canada  as  the 
counterpart  of  the  British  Standards  Institution  in  this 
country.  * 

Encouragement  of  Research  in  Universities,  etc. — In  order 
to  make  use  of  the  facilities  for  research  which  exist  in  a 
number  of  our  Canadian  universities  and  to  encourage  their 
further  development,  the  Council,  in  the  early  years  of  its 
existence,  instituted  a  system  of  assisted  researches  through 
which  the  professors  in  charge  could  be  given  financial 
assistance  for  the  provision  of  needed  apparatus,  laboratory 
help  and  similar  out-of-pocket  expenses,  other  than  their 
own  salaries.  Applications  for  such  assistance  are  most 
sympathetically   considered   and  by  its  aid  much  useful 


THE  ENGINEERING  JOURNAL     October,  1941 


483 


work  has  been  accomplished,  of  value  both  for  the  new 
knowledge  secured  and,  perhaps  even  more  important,  for 
the  training  given  to  the  workers.  Another  aspect  of  the 
Council's  concern  with  the  training  of  research  workers  is 
represented  by  the  scholarships  which  each  year  are 
awarded  to  some  70  or  more  post-graduate  students.  These 
are  tenable  at  Canadian  universities  or,  in  special  cases, 
abroad.  Though  these  scholarships,  which  are  being  given 
year  by  year  in  increasing  numbers,  in  addition  to  provid- 
ing the  needed  supply  of  highly  trained  research  workers,  a 
deliberate  attempt  has  been  made  to  assist  the  building  up 
of  the  post-graduate  schools  in  the  Canadian  universities. 

From  what  I  have  said  about  associate  committees, 
assisted  research  and  scholarships,  I  hope  I  have  made  it 
clear  that  while  the  Council  has  itself  a  number  of  very 
well-equipped  laboratories  in  all  lines,  yet  there  has  been 
no  attempt  to  monopolise  research;  in  fact,  the  very 
opposite,  for  it  has  long  been  realised  that  for  the  safety  of 
the  nation  against  peace-time  industrial  competition,  let 
alone  to  meet  the  needs  in  war,  you  can  never  have  too  much 
research. 

Research  Information  and  International  Affiliations — In 
peace,  in  order  to  maintain  our  contact  with  research  work 
going  on  all  over  the  world,  the  Council  maintains  member- 
ship in  the  principal  International  Scientific  Conferences 
and  meetings,  arranges  for  Canadian  representation  where 
required,  and  collects  in  its  library  in  Ottawa,  for  reference, 
copies  of  all  papers,  proceedings  and  other  information  of 
importance.  This  is  made  available  as  desired  to  Canadian 
workers.  For  many  years  also  the  Council  has  maintained 
the  closest  possible  contacts  with  the  Department  of 
Scientific  and  Industrial  Research  and  the  British  Stand- 
ards Institution  here.  These  contacts  were  strengthened 
and  developed  by  the  Imperial  Conference  of  1930  and  the 
Imperial  Scientific  Conference  of  1936,  and  again  in 
August,  1939,  on  the  occasion  of  the  visit  to  England  of  a 
representative  group  of  Canadian  manufacturers,  who  had 
come  to  England  to  familiarise  themselves  with  the  needs 
of  war-time  industry,  so  that  Canadian  production  could 
be  directed  to  those  articles  which  would  be  most  required 
and  most  useful. 

War-Time  Developments — I  have  endeavoured  to  give 
you  a  brief  picture  of  the  origin  and  growth  of  the  National 
Research  Council  up  to  the  outbreak  of  the  war  in  which 
we  are  now  engaged.  Relatively  satisfactory  as  the  situation 
had  become  when  compared  with  1914,  I  have  not  claimed 
that  we  had  in  Canada  anything  which  was  in  any  sense  an 
adequate  answer  to  the  problems  of  competitive  industry 
in  peace,  and  certainly,  as  regards  war,  we  scarcely  dare,  in 
the  years  of  the  ascendency  of  the  Geneva  school  of  thought, 
to  admit  that  some  of  the  research  work  in  hand  might  even 
have  an  indirect  value  for  defence.  Apart  from  meeting  the 
problems  of  the  day  as  they  presented  themselves,  what  had 
been  aimed  at  was  the  creation  of  a  nucleus  round  which 
the  research  resources  of  the  nation  could  be  crystallized  in 
order  so  soon  as  the  real  needs  were  recognised  by  public 
opinion  and  Parliamentary  support  was  forthcoming.  That 
such  a  nucleus  was  in  fact  created  will,  I  think,  be  evident 
from  what  now  I  have  to  tell  you  with  reference  to  the  war- 
time developments  of  research  in  Canada.  In  this  I  am 
under  the  difficulty  that  no  specific  information  which 
would  be  of  value  to  the  enemy  can  be  disclosed,  so  I  have 
to  content  myself  with  a  few  illustrative  statements  which 
must  be  rather  general  in  character. 

First,  as  regards  finance.  The  funds  placed  at  the  disposal 
of  the  Council  for  the  current  year  by  votes  from  Parliament 
and  grants-in-aid  from  the  Naval,  Land  and  Air  Forces  in 
the  Department  of  National  Defence  are  some  five-fold 
greater  than  for  the  last  pre-war  year.  In  addition,  the 
Council  and  its  technical  staff  will  be  responsible  for  the 
scientific  and  technical  organisation  and  advice  in  con- 
nection with  other  projects  not  directly  administered,  which 
will  involve  about  twice  to  three  times  as  much  again. 
Further,  in  order  to  provide  some  measure  of  elasticity  in 


the  finances  of  the  Council  a  number  of  Canadian  cor- 
porations, large  and  small,  and  private  individuals  have 
joined  together  to  establish  a  trust  fund  of  well  over  a 
million  dollars,  with  more  available  if  required.  The  com- 
mittee in  charge  has  been  enjoined  by  the  donors  to  make  it 
their  business  to  ensure  that  no  worthwhile  project  of 
research,  related  to  the  war  effort  of  Canada,  which  is 
sponsored  by  the  National  Research  Council,  should  be 
delayed  or  hampered  by  the  lack  of  money.  In  this  public- 
spirited  group  the  mining  industries  of  Canada  have,  as 
usual,  been  conspicuous  for  their  generous  support  of 
research.  Another  example  of  the  assistance  received  from 
this  source  is  the  support  given  to  the  Canadian  Corps  in 
the  organisation  and  equipment  of  our  Tunnelling  Com- 
panies. One  of  these,  as  is  well  known,  is  now  at  Gibraltar 
making  effective  use  of  the  modern  machinery  presented 
by  the  Canadian  mining  industry.  The  other  Company  is 
using  similar  equipment  in  this  country. 

What  is,  in  effect,  a  further  additional  expansion  of  the 
Council's  activities  is  represented  by  Research  Enterprises, 
Limited,  a  wholly  owned  Government  corporation  which 
has  been  set  up  by  the  Canadian  Ministry  of  Supply  primar- 
ily to  produce  for  the  armed  Forces,  and  for  industry, 
inventions  and  apparatus  which  had  been  developed  in  the 
Council's  laboratories.  Already,  optical  instruments,  includ- 
ing gun  sights  and  range  finders,  radio  gear  and  similar 
articles,  are  in  production  in  the  large  new  factory  which 
has  been  erected,  and  very  shortly  the  company  will  be 
turning  out  its  own  supplies  of  optical  glass  in  quantity. 
Thus  a  small  nucleus  established  in  the  optical  and  radio 
laboratories  in  the  years  before  the  war  has  been  given 
substance  and  developed  into  a  key  industry  of  essential 
importance  for  our  war  effort.  The  Council's  metrology 
laboratories  are  another  example  of  a  small  but  effective 
nucleus  which  has  been  expanded  to  large  dimensions  to 
care  for  the  standardisation  of  the  vast  number  of  gauges 
necessary  in  the  munitions  industry. 

In  the  field  of  radiology,  special  attention  has  been  paid 
in  the  Council's  laboratories  for  many  years  to  the  examina- 
tion of  castings,  particularly  those  in  light  alloys  required 
to  carry  stress  in  aircraft  construction.  Working  with  the 
producers,  the  technique  of  making  sound  castings  had 
been  developed  before  the  war  to  a  high  degree  of  perfec- 
tion, and  the  knowledge  of  this  art  is  now  proving  of  great 
value  to  the  Canadian  aircraft  industry.  X-ray  photo- 
graphs can  be  taken  at  up  to  600  kV,  which  is  sufficient  to 
penetrate  several  inches  of  steel.  For  greater  thicknesses  a 
plentiful  supply  of  radium  is  available  by  reason  of  the  fact 
that  the  bulk  of  the  world's  new  supply  derived  from  the 
mines  at  Great  Bear  Lake  and  refined  by  the  Eldorado 
Company  at  their  Port  Hope  plant  comes  to  the  Council 
for  test  and  certification.  Turning  to  another  of  many 
fields,  I  should  like  to  mention  the  very  important  pro- 
gramme which  has  been  initiated  by  the  Committee  on 
Aviation  Medicine  under  the  chairmanship  of  the  late  Sir 
Frederick  Banting. 

In  conclusion,  I  wish  to  assure  you  that  all  this  great 
range  of  work  of  which  I  have  been  speaking  is  going  for- 
ward in  Canada  in  the  closest  sympathy  and  understanding, 
both  with  the  authorities  here  and  also  with  our  mutual 
friends  and  colleagues  in  the  United  States.  In  order  to 
help  in  the  maintenance  of  effective  contact  the  British 
Government  has  established  a  Scientific  Liaison  Office 
with  the  Council  in  Ottawa,  and  we  have  been  privileged  to 
receive  first,  Professor  Fowler,  and  more  recently,  Sir 
Lawrence  Bragg.  At  the  present  time  a  number  of  the 
senior  members  of  the  Council  are  in  England  to  familiarise 
themselves  with  the  latest  methods  and  requirements  so 
that  our  work  may  be  kept  related  to  problems  of  immediate 
practical  importance.  There  is  a  constant  flow  and  inter- 
change of  workers  and  the  various  problems  are  taken  up 
as  available  facilities  best  indicate.  Needless  to  say,  there 
is  no  delay  or  reservation  in  making  the  results  available 
for  application  and  use. 


484 


October,  1941     THE  ENGINEERING  JOURNAL 


EQUIPMENT   AND  ARMAMENT  OF  THE  ROYAL  AIR  FORCE 


LIEUT.-COL.  W.  LOCKWOOD  MARSH 
Editor  of  "Aircraft  Engineering,"  London,  Eng. 


SUMMARY — The  two  articles  which  follow  have  been  released 
by  the  censors,  and  give  some  data  regarding  new  types  of 
aeroplane  now  in  production  at  the  works  of  the  British  aircraft 
industry,  and  information  as  to  the  armament  of  some  of  them. 

Planes  of  the  R.A.F.  and  Fleet  Air  Arm 

Since  they  came  into  prominence  in  the  spring  of  1940, 
both  the  Hurricane  and  Spitfire  have  been  improved  to  give 
even  higher  performance.  A  more  powerful  Rolls-Royce 
Merlin  engine  is  installed  which  develops  some  1,250  horse- 
power. The  later  Hurricane  is  fitted  with  "stressed-skin" 
metal-covered  wings,  while  the  Spitfire,  in  the  Mark  III 
version,  has  had  22  inches  taken  off  each  end  of  the  wings — 
the  resulting  square  tips  rather  marring  the  appearance  of 
the  original  elliptical  shape — to  give  it  an  increase  in  speed 
to  a  figure  which  is  only  a  few  miles  below  400  m.p.h. 

Both  have  been  used  most  successfully  on  moonlight 
nights  in  defence  against  the  enemy  bombers  and  the  Spit- 
fire III,  at  any  rate,  is  frequently  fitted  with  a  shell-firing 
"cannon"  gun.  But  both  the  Hurricane  and  the  Spitfire  are 
due  for  replacement  by  the  new  Hawker  Tornado  and  Typhoon. 

The  Tornado  has  the  new  Rolls-Royce  Vulture  engine  of 
interesting  design,  with  24  cylinders  arranged  in  the  form 
of  an  X,  developing  something  over  2,000  horse-power.  The 
Typhoon  is  equipped  with  the  Napier  Sabre  engine  which 
produces  2,400  horse-power.  This  engine  is  a  development 
of  the  early  Rapier  and  later  Dagger  engines — the  latter 
fitted  in  the  Hereford  version  of  the  Handley  Page  bomber, 
known  as  the  Hampden  when  fitted  with  Bristol  radial 
engines.  All  these  Napier  engines  are  designed  by  Major 
F.  B.  Halford  and  are  unusual  in  that  the  cylinders  are 
arranged  in  the  shape  of  the  letter  H  with  the  crankshaft  and 
camshafts  forming,  as  it  were,  the  cross-bar  in  the  middle. 

The  Sabre  differs  from  the  Rapier  and  Dagger,  apart 
from  the  size,  in  being  liquid-cooled  instead  of  air-cooled. 
All  Rolls-Royce  engines  are,  of  course,  and  have  been  for  a 
good  number  of  years  now,  also  liquid-cooled.  The  Typhoon 
is  officially  stated  to  have  a  maximum  speed  "well  over  400 
m.p.h." — an  American  paper  says  410  m.p.h. — and  the 
Tornado's  speed  has  been  stated  by  an  American  paper 
(quoted  by  Lord  Beaverbrook)  to  be  425  m.p.h.;  but  in 
fact,  the  former  is  probably  slightly  the  faster. 

NEW  NIGHT   FIGHTERS'    RECORD 

Two  aeroplanes  in  the  twin-engined  fighter  class  have 
been  produced — the  Westland  Whirlwind  and  the  Bristol 
Beaufighter.  The  former  is  a  single  seater,  low-winged 
monoplane,  with  two  Rolls-Royce  Merlin  engines,  of  which 
no  more  details  can  be  given.  The  Beaufighter  is  known  to 
have  been  developed,  as  the  name  implies,  from  the  Bristol 
Beaufort  general-purpose  type,  with,  of  course,  a  smaller 
fuselage,  as  only  a  crew  of  two  have  to  be  accommodated. 

Equipped  as  a  long-range  day  and  night  fighter,  the 
Beaufighter  is  an  all-metal  midwing  monoplane,  powered 
by  two  Bristol-Hercules  engines  developing  1,400  h.p.  for 
the  take-off. 

This  interesting  aircraft  mounts  ten  guns,  has  a  range 
of  1,500  miles  and  flies  at  a  nominal  speed  of  330  m.p.h. 
Great  destructive  power  is  provided  by  the  four  20  mm. 
cannon  guns  in  the  fuselage  and  six  Browning  machine  guns 
in  the  wings,  while  extensive  fuel  tanks  make  the  plane 
suitable  for  long-range  raids,  escorting  bombers  on  their 
expeditions  and  carrying  out  lightning  attacks  on  enemy 
planes  raiding  Britain.  Special  hatches  under  the  fuselage 
allow  the  crew  to  make  a  safe  and  speedy  exit  when  neces- 
sary, and  other  devices  which  are  still  secret  remain  far  in 
advance  of  anything  the  Germans  have  been  able  to  develop. 
It  has  lately  been  revealed  that  Beaufighters  made  a  highly 
successful  attack  upon  aerodromes  in  Sicily  on  June  28  last, 


when  between  thirty  and  forty  enemy  aircraft  were  des- 
troyed on  the  ground  and  many  others  damaged. 

No  performance  figures  are  yet  available  for  the  Whirl- 
wind but,  like  the  Beaufighter,  it  is  intended  to  provide 
effective  fighter  protection  for  long-range  bombers,  at  a 
greater  distance  from  its  base  than  is  possible  with  the 
single-engined  type  with  its  limited  range,  and  also  for 
seeking  out  and  destroying  enemy  bombers,  such  as  the 
Focke-Wolf  Fw  200  Kurier  which  carries  out  marauding 
attacks  on  convoys  in  the  Atlantic. 

Pending  the  appearance  of  these  two  machines,  the  bulk 
of  their  work  has  been  carried  out  by  the  Bristol  Blenheim 
Mark  IV  bomber,  modified  to  act  as  a  twin-engined  fighter. 
The  Beaufighter  has  also  been  used  with  success  for  night 
protection  against  enemy  raiders;  as  has,  of  course,  the 
Merlin-engined  Boulton  Paul  Defiant  with  four-gun  power- 
operated  turret. 

An  idea  of  the  success  that  has  been  achieved  by  the 
new  night  fighting  methods  is  shown  by  the  fact  that,  in 
the  month  of  April,  50  enemy  machines  were  brought  down 
by  night  fighters  out  of  a  total  of  88  destroyed,  This  figure 
of  88,  incidentally,  compares  with  the  previous  "record"  of  46. 

NEW   FOUR-ENGINED    BOMBERS 

A  series  of  new  four-engined  bombers  are  coming  into 
service,  of  which  one — a  Stirling — made  a  remarkable  day- 
light raid  on  Emden  on  one  of  the  last  days  of  April, 
audaciously  coming  down  to  1,500  feet  from  the  ground  to 


The  "Hurricane' 


Photo  "The  Aeroplane" 


drive  the  attack  home  by  machine-gun  fire.  This  machine 
is  the  latest  product  of  Short  Brothers  of  Rochester  who 
have  hitherto  concentrated  on  a  long  line  of  successful  sea- 
planes such  as  the  Empire  flying  boats  and  Sunderland 
reconnaissance  boat,  used  by  the  Coastal  Command  of  the 
Royal  Air  Force.  It  has  been  stated  to  have  a  wing  span  of 
99  feet,  range  of  3,000  miles  and  maximum  speed  in  excess 
of  330  m.p.h. 

Handley-Page  have  brought  out  the  Halifax  as  a  suc- 
cessor to  the  Hampden,  of  which  it  may  be  considered  the 
four-engined  development. 

A  new  heavy  twin-engined  bomber  is  the  Avro  Manches- 
ter, powered  by  two  Vulture  engines — a  high  performance 
machine  of  somewhat  unusual  appearance.  According  to 
Lord  Beaverbrook  (quoting  American  papers)  it  has  a  wing- 
span  of  90  feet  and  a  speed  of  325  m.p.h. 

The  Training  Command  has  been  strengthened  by  the 
acquisition  of  the  Blackburn  Botha,  with  two  930  horse- 
power Perseus  sleeve-valve  engines,  originally  designed  as  a 
torpedo-bomber. 

The  Fleet  Air  Arm  of  the  Royal  Navy  has  now  been 


THE  ENGINEERING  JOURNAL     October,  1941 


485 


almost  completely  re-equipped  with  Perseus-engined  Black- 
burn Skua  dive-bombers  and  Roc  two-seater  fighters  and 
the  Fairey  Merlin-engined  Fulmar  two-seater  fighter  and 
Albacore  torpedo-carrying  general  reconnaissance  bomber 
with  a  Bristol  Taurus-engine. 


The  "Blenheim  IV 


Photo  "The  Aeroplane" 


Development  in  Aeroplane  Armament 
In  any  weapon  of  warfare — aeroplane,  battleship,  tank 
or  machine  gun,  apart  from  such  considerations  as  mobility 
(speed)  and  manoeuvrability,  the  final,  dominating  factor, 
when  action  is  joined,  is  fire  power. 

It  is  interesting,  therefore,  to  see  how  this  has  been  de- 
veloped by  the  two  sides  in  the  present  struggle  after  two 
years'  experience  of  combat.  In  September,  1939,  there  is 
no  doubt  whatever  that  this  dominant  importance  of  fire 
power  had  been  better  appreciated  by  the  British  than  the 
Germans;  the  credit  for  which  has  been  variously  attributed 
to  Air  Marshal  Sir  Hugh  Dowding,  Air  Officer  Commanding 
the  Fighter  Command,  to  Mr.  Mitchell,  the  designer  of  the 
Spitfire,  and  to  others.  Be  that  as  it  may,  the  two  British 
fighters,  the  Supermarine  Spitfire  and  the  Hawker  Hurri- 
cane, were  overwhelmingly  superior  in  offensive  armament 
to  those  of  any  other  nation.  Each  was  fitted  with  eight 
.303  Browning  machine  guns — four  in  each  wing — all  firing 
outside  the  disk  of  the  revolving  airscrew,  to  avoid  the 
necessity  for  interrupter  or  synchronizing  gear,  with  a  com- 
bined striking  force  of  9,600  rounds  a  minute  (1,200  rounds 
per  gun).  By  comparison,  the  German  Messerchmidt  Me 
109E,  though  fitted  for  a  20  mm.  shell  cannon  firing  through 
the  airscrew  hub,  was  actually  rarely  equipped  with  this 
but  relied  on  two  7.9  mm.  Rheinmetal-Borsig  machine  guns 
mounted  on  each  side  of  the  engine,  firing  through  the  air- 
screw disk  and  interrupted  each  time  one  of  the  three  blades 
passes  across  the  muzzles,  with  two  Oerlikon  20  mm.  cannon 
in  the  wings.  The  rate  of  fire  of  the  two  cannon  (200  rounds 
a  minute)  was,  of  course,  nothing  like  so  rapid  as  that  of 
the  machine  guns  and  this,  combined  with  the  interruption 
of  the  steady  flow  of  bullets  from  the  centrally  placed 
machine  guns,  meant  that  the  volume  of  fire  which  could 
be  brought  to  bear  at  close  quarters  in  a  short  space  of 
time  was  incomparably  less  than  that  of  the  eight  Brownings 
of  the  British  machines,  being  only  about  2,000  rounds  a 
minute — allowing  for  the  effect  of  the  interruption  on  the 
rate  of  fire  of  the  machine  guns.  The  Heinkel  He  113, 
which  was  in  any  case  not  a  success  and  was  never  used  in 
great  numbers,  was  similar  to  that  of  the  Me  109E  except 
that  instead  of  the  two  wing  cannon  it  had  one,  firing- 
through  the  airscrew  boss.  The  American  fighters,  such  as 
the  Curtiss  Mohawk,  were  originally  very  lightly  armed 
with  only  two  machine  guns,  but  for  the  Allies  have  been 
modified  to  take  two  .50  in  the  fuselage  and  four  .303  in 
the  wings;  those  mounted  in  the  fuselage  being,  like  the 
German,  interrupted  for  firing  through  the  airscrew  disk. 
Taking  two  representative  types  of  the  fighters  we  have 
mentioned — the  Spitfire  and  the  Me  109 — it  is  interesting 
to  see  how  their  armament  has  been  changed  as  the  result 
of  two  years'  experience.  The  Spitfire  V  has  two  cannon 
and  four  machine  guns — all  in  the  wings  outside  the 
airscrew  disk.  The  Me  109  F.I.  has  one  Mauser  20  mm. 


cannon  firing  through  the  airscrew  boss  and  still  the  two 
"interrupted"  machine  guns  on  the  fuselage.  The  rate  of 
fire  of  the  Spitfire  has,  therefore,  been  reduced  to  5,000 
rounds  a  minute,  and  the  weight  of  projectile  fired  per 
minute  reduced  from  270  lbs.  to  about  240  lbs.  a  minute. 
The  range  at  which  firing  can  be  started  has,  however,  been 
considerably  increased  by  the  introduction  of  cannon. 

Owing  to  the  fact  that  the  new  Mauser  cannon  fitted 
in  the  Me  109F  has  the  phenomenal,  for  a  weapon  of  this 
calibre,  rate  of  fire  of  900  rounds  a  minute,  the  total  rate 
of  fire  of  this  machine  has  theoretically  been  increased  from 
2,000  to  3,000  rounds  a  minute  and  the  weight  put  up  from 
about  180  lb.  to  some  800  lb.  a  minute.  This  figure  is  not, 
however,  in  practice  so  formidable  as  it  sounds  as,  owing  to 
the  weight  of  the  cannon,  the  aeroplane  only  carries  200 
rounds  for  it — which  are  exhausted  in  about  13  seconds. 
After  less  than  a  quarter  of  a  minute's  engagement,  there- 
fore, its  rate  of  fire  is  reduced  to  2,100  rounds  a  minute 
and  its  weight  of  fire  to  about  50  lb.  a  minute — and  even 
this  is  purely  theoretical  as  it  only  carries  500  rounds  for 
each  machine  gun,  which  are  exhausted  in  about  30  seconds. 
This  figure  is,  therefore,  the  extreme  limit  of  time  over 
which  it  can  actually  continue  firing. 

This  compares  with  the  3,000  rounds  for  each  gun  carried 
by  the  Spitfire;  giving  a  firing  period  of  2^  minutes. 

The  armament  of  the  latest  type  of  American  fighter 
to  be  supplied  to  Great  Britain — the  Bell  Airacobra — shows 
a  formidable  increase  over  earlier  U.S.  types.  This  unusually 
designed  monoplane,  the  Allison  engine  of  which  is  behind 
the  pilot  driving  the  airscrew  by  a  long  shaft  between  his 


Photo  "Real  Photographs" 

The  "Messerschmidt,"  showing  nose  of  aircraft  with 
quick-firing  cannon  firing  through  airscrew  boss. 

legs,  carries  a  37  millimetre  cannon,  two  .50  calibre  and 
four  .30  calibre  machine  guns.  The  cannon,  which  weighs 
about  110  lb.,  has  a  nominal  rate  of  fire  of  120  rounds  a 
minute,  and  30  shells  are  carried  for  it  so  that  it  can  con- 
tinue in  action  for  15  seconds.  The  .50  calibre  machine 
guns  have  a  rate  of  fire  of  750  rounds  a  minute  and  280 
rounds  are  carried  for  each  gun  ;  giving  a  firing  period  of 
22  seconds.  The  effective  range  of  these  two  guns  is  750 
feet.  The  four  .30  calibre  machine  guns  have  a  nominal 
rate  of  fire  of  1,200  rounds  per  minute  (the  same  as  those 
of  the  Spitfire)  and  1,000  rounds  is  carried  for  each  of 
them;  giving  a  firing  period  of  50  seconds,  which  is  the 
maximum  period  the  aeroplane  can  maintain  action.  It  will 
be  seen,  therefore,  that  the  British  fighters  can  continue 


486 


October,  1941     THE  ENGINEERING  JOURNAL 


an  engagement  without  having  to  break  off  for  lack  of 
ammunition  longer  than  any  of  their  contemporaries. 

Reverting  to  the  Me  109  F.I.,  it  at  first  sight  seems 
strange  that  having  produced  a  new  weapon  offering 
greatly  increased  fire  power  the  Germans  have  apparently 
failed  to  take  advantage  of  it  by  thus  limiting  its  period 
of  effectiveness.  This  is,  however,  due  to  the  necessity  they 
felt  of  at  the  same  time  improving  the  performance  of  the 
Me  109  by  enabling  it  to  operate  at  greater  heights  and 
increase  its  rate  of  climb  to  those  heights — requirements 
which  were  not  compatible  with  any  serious  alteration  in 
the  weight  of  the  armament,  with  its  ammunition,  carried 
by  the  aeroplane. 

In  the  same  way,  the  new  Spitfire  armament  has  involved 


^^^*™ 

■  ^ 

»          -^ 

1^ —       '"■' 

^^^^    ^          ^^^^^fl 

Photo  ''The  Aeroplane'' 


The  Boulton  Paul  "Defiant. 


some  sacrifice  in  rate,  and  even  weight,  of  fire  in  order  to 
start  hitting  at  a  greater  range  with  projectiles  of  increased 
striking  force.  The  cannon  and  machine  guns  now  installed 
mav  be  likened  to  the  "primary"  and  "secondary"  arma- 
ment of  the  14-in.  and  6-in.  guns  in  a  battleship;  the 
former  being  used  to  open  the  engagement  at  long  range 
and  the  latter  reserved  after  closing  in  for  "the  kill." 

Similar  armament  to  that  of  the  Spitfire  V  is  believed  to 
be  fitted  in  the  twin-engined  single-seater  Whirlwind  long- 
range  escort  fighter,  first  mentioned  in  connection  with  a 
British  raid  on  North  West  Germany  early  in  August,  when 
Whirlwinds  accompanied  a  force  of  Blenheim  bombers  as 
far  as  the  Dutch  coast  on  the  outward  journey  and  met 
them  again  in  the  same  area  on  their  return,  to  escort 
them  home. 

Turning  to  other  British  types,  the  two-seater  Boulton 
Paul  Defiant  made  a  dramatic  appearance  over  Dunkerque 
in  June,  1940,  and  swept  the  Junkers  Ju  87  dive  bombers 
out  of  the  sky  owing  to  its  heavily  armed  power-operated 
electrically-driven  North  (Boulton  Paul)  turret  fitted  with 
no  less  than  four  Browning  machine  guns.  This  armament 
enabled  it  to  come  up  on  the  beam  of  the  Junkers  and 
fire  a  broadside  into  their  unprotected  flanks,  with  a  devas- 
tatingly  surprise  effect.  At  that  time  the  Defiant  was  not 
equipped  with  fixed  guns  for  the  pilot  to  operate,  which 
meant  that  it  was  itself  vulnerable  to  attack  from  the  front. 
This  defect  was  remedied  and  it  is  now  fitted  with  forward- 
firing  machine  guns,  which  makes  it  a  most  formidable 
machine — as  it  has  proved  in  night-defensive  operations. 
The  latest  British  two-seater  fighter,  the  twin-engined 
Bristol  Beaufighters,  has  a  heavy  armament  consisting  of 
four  cannon  in  the  central  fuselage,  firing  clear  of  the  disks 
of  the  two  wing-airscrews,  and  six  Browning  machine  guns 
four  in  the  starboard  wing  and  two  in  the  port  wing.  This 
gives  it  a  total  rate  of  fire  of  7,400  rounds — or  about  420 
lb. — a  minute.  These  guns  are  all  operated  by  the  pilot, 
the  second  member  of  the  crew  being  observer-navigator 
cannon-loader,  but  it  is  hinted  that  a  power-operated  four- 
gun  turret  may  be  fitted  in  the  observer's  cockpit. 

Two-seaters  of  the  Beaufighter,  and,  to  some  extent,  the 
Defiant  type  (although  this,  being  a  single-engined  machine 
really  intended  for  night-fighting  is  not  quite  in  the  same 
class)  are  designed  for  fixing  guns  firing  forward  and  turrets 


firing  on  the  beam  and  aft,  so  as  to  equip  them  to  fight  any- 
thing they  may  encounter  when  on  the  escort  duty  for 
which  they  are  designed.  Reasonably  fast,  with  a  maximum 
speed  of  about  330  m.p.h.,  and  manoeuvrable  they  can 
meet  enemy  single-seater  fighters  with  a  greater  firing  power 
in  front,  while  also  having  four  trainable  machine  guns  in 
the  turret  for  defence,  or  offense,  against  enemy  fighters  or 
bombers. 

It  is  undoubtedly  the  electrically-operated  (Boulton  Paul) 
and  hydraulically-operated  (Fraser  Nash)  turret  which  has 
given  the  British  bombers — and  more  particularly,  perhaps, 
the  day  bombers  of  the  Blenheim  and  Wellington  class— 
their  superiority  in  effectiveness  over  those  of  other  nations. 
Prior  to  its  invention,  and  far-sighted  adoption,  all  kinds 
of  devices  such  as  retractable  fixed  turrets,  revolving  wind- 
shields and  counter-weighted  and  balanced  gun  rings  had 
been  evolved  to  overcome  the  effect  of  the  air  stream  and 
make  it  possible  for  the  gunner  to  train  his  gun  and  fire 
it  in  all  directions.  The  bombers  being  supplied  by  the 
U.S.A.  were  at  first,  where  possible,  fitted  with  turrets  on 
arrival  in  England  but  are  now  modified  to  be  so  equipped 
in  the  American  factories.  This  will  enormously  increase 
the  defensive  powers  of  these,  and  future,  types  and  make 
them  much  more  valuable  weapons.  No  other  country,  except 
Italy,  seems  to  have  made  any  serious  attempt  to  develop 
this  device,  which  gave  England  a  great  initial  advantage. 
The  Italians,  however,  have  not,  up  to  the  present,  been 
successful  in  producing  a  satisfactory  turret  and  the 
Americans  had  previously  been  content  for  lateral  defences 
to  mount  machine  guns  on  ordinary  mountings  firing 
through  windows  or  "blisters"  in  the  side  of  the  fuselage 
— a  method  which  has  been  adopted  as  a  temporary  ex- 
pedient in  at  least  one  type  of  British  bomber.  Another 
special  machine-gun  mounting  which  is  at  present  in  use 
in  Blenheims  and  Beauforts  is  designed  to  meet  the  bug- 
bear of  all  bombers — attack  from  the  rear  and  below.  This 
carries  a  rearwardly-pointing  gun  below  the  nose  of  the 
fuselage  trained  by  indirect  sighting  through  a  mirror  in 
the  gunner's  compartment.  This  is  a  modification  of  the 
ventral  retractable  turret  (not  power-operated)  at  one  time 
fitted  in  the  Whitely  and  Wellington,  and  still  found  in 
some  German  bombers.  This  indicates  that  the  problem 
of  defence  against  attack  from  this  particular  quarter  has 


The  "Spitfire" 


Photo  "The  Aeroplane" 


not  yet  been  satisfactorily  solved  and  it  will  be  interesting 
to  see  what  method  is  eventually  adopted. 

Generally,  the  tendency  undoubtedly  is  to  increase  the 
armament,  both  offensive  and  defensive,  in  bombers  as  well 
as  fighters,  which  is  going  to  set  a  nice  problem  for  the 
aeroplane  designer,  who  already  sees  the  gross  weight  of 
his  fighter,  for  instance,  approaching  five  tons.  Meanwhile, 
the  daily  sweeps  carried  out  by  the  R.A.F.  over  northern 
France  with  occasional  raids  far  into  Germany — all  made 
in  broad  daylight — -are  sufficient  proof  of  the  adequacy, 
for  immediate  purposes,  of  the  armament,  offensive  and 
defensive,  of  British  fighters  and  bombers;  particularly 
when  the  appalling  losses  suffered  by  the  Luftwaffe  when 
attempting  similar  operations  over  England  in  "The  Battle 
of  Britain"  in  September,  1940,  are  recalled. 


THE  ENGINEERING  JOURNAL     October,  1941 


487 


COORDINATION  OF  LIBERAL  ARTS  AND 
ENGINEERING  EDUCATION* 

WILLIAM  P.  TOLLEY 

President,  Allegheny  College,  Meadville,  Penn. 

An  address  delivered  at  the  Sixth  Annual  Meeting  of  the  Allegheny  Section  of  the  Society  for  the  Promotion 
of  Engineering  Education,  Pittsburgh,  Penn.,  on  October  26th,  1940. 


If  America  can  be  said  to  have  any  one  philosophy, 
certainly  it  is  that  of  pragmatism.  We  are  an  active, 
energetic  people.  We  prefer  the  man  of  action  to  the  man 
of  thought.  We  are  a  practical,  tough-minded  people.  We 
put  all  ideas  to  the  empirical  test.  We  believe  whole- 
heartedly in  education,  but  we  think  education  should  be 
of  practical  value.  We  find  it  difficult  to  appreciate  a  higher 
learning  that  liberates  the  mind  but  leaves  it  without  specific 
preparation  for  the  earning  of  a  living. 

It  is  not  surprising  that  technical  training  has  out- 
distanced liberal  culture.  It  is  not  to  be  wondered  at  that 
our  brightest  boys  are  seeking  admission  to  schools  of 
engineering  rather  than  to  colleges  of  liberal  arts.  Culture 
in  America  has  been  primarily  a  culture  of  the  physical 
sciences.  What  would  most  impress  a  visitor  from  some 
other  planet  would  be  our  great  cities,  our  gigantic  indus- 
tries, and  our  magnificent  public  works. 

There  is  no  evidence  that  the  temper  of  our  people  is 
changing.  We  shall  undoubtedly  continue  to  be  hard- 
headed  and  practical.  There  is  evidence,  however,  that  the 
practical  demands  of  our  national  life  will  bring  about 
advance  in  areas  that  have  been  neglected.  It  is  clear,  for 
example,  that  the  progress  of  the  physical  sciences  creates 
a  pressure  that  should  soon  result  in  equal  progress  for  the 
biological  and  social  sciences. 

In  his  stimulating  book  "Man,  the  Unknown,"  Dr. 
Alexis  Carrel  makes  the  observation  that  "There  is  a 
strange  disparity  between  the  sciences  of  inert  matter  and 
those  of  life.  Astronomy,  mechanics,  and  physics  are  based 
on  concepts  which  can  be  expressed,  tersely  and  elegantly, 
in  mathematical  language.  They  have  built  up  a  universe 
as  harmonious  as  the  monuments  of  ancient  Greece. .  .  . 
Such  is  not  the  position  of  biological  sciences.  Those  who 
investigate  the  phenomena  of  life  are  as  if  lost  in  an  inex- 
tricable jungle,  in  the  midst  of  a  magic  forest,  whose  count- 
less trees  unceasingly  change  their  place  and  their  shape."1 

In  this  field  "our  ignorance  is  profound.  Most  of  the 
questions  put  to  themselves  by  those  who  study  human 
beings  remain  without  answer.  Immense  regions  of  our 
inner  world  are  still  unknown. ...  It  is  quite  evident  that 
the  accomplishments  of  all  the  sciences  having  man  as  an 
object  remain  insufficient,  and  that  our  knowledge  of  our- 
selves is  still  most  rudimentary."2 

The  change  from  the  peace  and  solitude  of  the  early 
village  to  the  noisy  confusion  of  the  modern  city,  from  a 
life  of  exposure  and  hardship  to  one  of  complete  protection 
from  the  elements,  from  a  diet  of  coarse  flour  and  meat  to 
one  of  fruit,  dairy  products,  vegetables  and  sugar,  from  a 
day  of  walking  to  one  of  airplanes  and  automobiles,  from  a 
day  of  plagues  and  famines  to  one  of  sanitation  and  an 
abundant  food  supply,  have  all  had  a  profound  influence 
on  social  organization  and  the  human  system. 

Dr.  Carrel  reminds  us  that  cities  that  consist  of  "mon- 
strous edifices  and  of  dark,  narrow  streets  full  of  gasoline 
fumes,  coal  dust,  and  toxic  gases,  torn  by  the  noise  of  the 
taxicabs,  trucks,  and  trolleys,  and  thronged  ceaselessly  by 

*Reproduced  by  special  arrangement  with  the  Society  for  the  Pro- 
motion of  Engineering  Education. 

1  Man,  the  Unknown,  bv  Alexis  Carrel.  Harper  and  Brothers,  New 
York,  1935.  p.  1. 

2  Ibid.  pp.  2-3. 

3  Ibid.  p.  25. 

4  Ibid.  pp.  27-28. 
6  Ibid.  p.  29. 


great  crowds"3  obviously  have  not  been  planned  for  the 
good  of  their  inhabitants. 

"Man,"  he  says,  "should  be  the  measure  of  all.  On  the 
contrary,  he  is  a  stranger  in  the  world  that  he  has  created. 
He  has  been  incapable  of  organizing  this  world  for  himself, 
because  he  did  not  possess  a  practical  knowledge  of  his  own 
nature.  Thus,  the  enormous  advance  gained  by  the  sciences 
of  inanimate  matter  over  those  of  living  things  is  one  of  the 
greatest  catastrophes  ever  suffered  by  humanity.  The  envir- 
onment born  of  our  intelligence  and  our  inventions  is 
adjusted  neither  to  our  stature  nor  to  our  shape."4 

And  so  he  concludes  that  "since  the  natural  conditions 
of  existence  have  been  destroyed  by  modern  civilization, 
the  science  of  man  has  become  the  most  necessary  of  all 
sciences."5 

What  Dr.  Carrel  has  said  about  the  backwardness  of  the 
biological  sciences  he  might  have  also  said  about  the  cul- 
tural lag  of  the  social  sciences.  America  was  scarcely  con- 
scious that  it  had  any  social  problems  until  Jacob  Riis 
published  his  little  book  in  1890  on  "How  the  Other  Half 
Lives."  Our  cities  had  given  practically  no  thought  to  the 
problems  of  poverty  or  housing,  sweat-shops  and  child 
labor,  the  prevention  of  delinquency  and  crime,  or  of  dis- 
ease and  sanitation.  When  Jane  Addams  organized  Hull 
House  in  Chicago  in  the  fall  of  1889  there  were  no  social 
workers.  There  was  no  department  of  sociology  in  any 
American  university  at  that  time.  The  first  department  of 
sociology  established  anywhere  was  created,  with  many 
misgivings,  at  the  University  of  Chicago  in  1892,  less  than 
fifty  years  ago. 

If  the  public  is  still  ill-informed  on  social  questions,  if  we 
still  have  slums  and  child  labor,  out-moded  penal  systems 
and  police  third-degrees,  sweat-shops  and  labor  spies, 
entrenched  privilege  and  hopeless  poverty;  if  we  still  have 
soil  erosion,  dust  storms,  drought  and  floods,  it  is  because 
the  field  of  social  relations  has  not  been  under  the  scrutiny 
of  our  best  minds.  Out  attention  has  been  elsewhere.  We 
have  been  preoccupied  with  the  practical  problems  growing 
out  of  our  study  of  the  physical  sciences. 

It  should  be  noted,  however,  that  it  is  not  necessary  to 
slow  down  the  march  of  the  physical  sciences  because  other 
fields  have  not  kept  the  same  pace.  Dr.  Carrel  should  not 
feel  too  pessimistic.  In  the  long  run,  progress  in  any  one 
area  promotes  progress  in  every  related  field.  When  the 
automobile  was  first  introduced,  its  market  was  restricted 
by  inadequate  roads.  Before  the  automobile  industry  could 
thrive  it  was  necessary  to  develop  the  oil  industry,  improve 
the  quality  of  highway  and  bridge  design,  and  speed  up 
technical  progress  in  a  score  of  allied  fields.  Is  it  not  possible 
that  in  somewhat  the  same  way  the  pressure  of  mechanized 
civilization  will  force  us  into  more  and  more  research  and 
exploration  in  both  the  biological  and  the  social  sciences  ? 
Because  it  is  a  practical  problem,  our  people  will  insist  that 
we  begin  an  intensive  study  of  the  question  of  social  direc- 
tion and  control. 

This  pressure  is  already  felt  by  the  engineering  schools. 
Our  engineering  faculties  have  been  made  aware  that  it 
profits  us  nothing  to  train  our  young  men  in  physical  science 
if  their  sole  purpose  in  life  is  to  operate  a  bombing  plane 
and  destroy  enemy  cities.  Somewhere  in  the  programme  of 
education  attention  must  be  given  to  a  study  of  values  as 
well  as  facts,  to  the  problem  of  social  control  as  well  as 
technical  advance. 

The  so-called  three-two  plan  for  engineering  education 


488 


October,  1911     THE  ENGINEERING  JOURNAL 


has  been  proposed  as  partial  answer  to  this  problem.  Under 
this  plan  a  student  spends  three  years  in  a  college  of  liberal 
arts  and  two  years  in  an  engineering  college.  At  the  con- 
clusion of  the  fifth  year  he  receives  the  degree  of  Bachelor 
of  Arts  from  the  college  of  liberal  arts  and  the  Bachelor  of 
Science  in  Engineering  from  the  school  of  engineering. 

The  plan  is  not  a  Utopian  solution.  It  has  a  number  of 
disadvantages.  From  the  point  of  view  of  the  student,  it  is 
a  disadvantage  to  be  kept  in  college  an  extra  year.  If  he  is 
handicapped  financially  or  is  in  a  hurry  to  complete  his 
engineering  course,  he  may  think  of  the  additional  year  as 
time  largely  lost.  There  is  also  the  disadvantage  of  a  break 
in  the  continuity  of  his  education.  Just  as  he  is  beginning 
his  advanced  work  at  the  arts  college  and  enjoying  his  first 
experience  of  freedom  and  self-direction  he  is  pulled  up  by 
the  roots  and  transplanted  in  a  new  environment.  It  is 
possible,  moreover,  that  his  preparation  in  such  subjects 
as  Mathematics  and  Mechanical  Drawing  is  less  thorough 
in  an  arts  college  than  it  would  be  in  a  college  of  engineering. 
He  may  be  handicapped  in  engineering  subjects  as  he  com- 
petes with  students  who  have  spent  all  their  time  in  the 
engineering  school. 

There  is  a  danger,  moreover,  that  the  engineering  college 
may  lay  out  a  prescribed  course  for  the  pre-engineering 
students  in  the  arts  college  which  gives  him  little  oppor- 
tunity to  study  non-engineering  subjects.  Such  a  policy 
would,  of  course,  destroy  the  chief  reason  for  the  five-year 
plan. 

Even  the  arts  college  does  not  regard  the  plan  as  ideal. 
The  faculty  of  the  arts  college  does  not  like  students  to 
miss  the  vitally  important  senior  year.  They  complain  that 
the  programme  vocationalizes  the  arts  curriculum  and 
reduces  a  four-year  college  to  the  level  of  a  junior  college. 

On  the  whole,  however,  the  advantages  greatly  outweigh 
the  disadvantages.  The  student's  reward  for  the  extra  year 
is  a  second  degree.  By  attending  two  institutions  he  becomes 


familiar  with  two  points  of  view  in  higher  education.  These 
points  of  view  are  quite  different  and  they  are  equally 
valuable. 

If  he  takes  his  work  in  a  small  college  of  liberal  arts  it  is 
probable  that  he  enjoys  more  personal  attention  and  has  a 
closer  relationship  to  full  professors  than  would  be  the  case 
in  some  large  urban  engineering  schools.  In  the  main,  the 
laboratories  designed  and  equipped  for  undergraduate  work 
are  quite  as  well  adapted  for  the  requirements  of  pre- 
engineering  work  as  those  of  the  engineering  school.  If,  for 
any  reason,  his  exploratory  study  of  engineering  shows  that 
his  talents  do  not  lie  in  that  field  he  can  modify  his  course 
without  loss  of  time. 

It  is  an  advantage  to  the  liberal  arts  college  to  have  more 
boys  who  have  a  serious  intellectual  purpose.  The  pre- 
engineering  students  are  willing  to  work  hard.  They  have 
a  good  influence  on  other  students.  If  they  follow  syllabi  or 
programmes  outlined  by  the  engineering  school,  depart- 
mental standards  are  likely  to  be  raised.  Some  students 
who  expect  to  attend  only  three  years  may  become  so 
interested  in  their  work  that  they  complete  the  four-year 
course  before  beginning  their  engineering  studies. 

It  should  also  be  an  advantage  to  the  engineering  school. 
It  makes  it  unnecessary  to  duplicate  a  complete  arts  pro- 
gramme and  it  is  a  step  in  the  direction  of  making  engineer- 
ing a  graduate  course  of  study.  Even  if  the  methods  of  the 
engineering  school  are  not  followed  in  all  of  the  pre-engineer- 
ing work  it  is  still  true  that  students  are  a  year  older, 
have  had  a  wider  educational  background,  and  are  more 
mature. 

In  the  beginning  the  advantage  of  the  new  plan  may  not 
be  self-evident.  If,  however,  it  has  sufficient  trial  it  may 
mark  the  beginning  of  a  new  era  in  engineering  education, 
when  the  mind  disciplined  in  science  will  also  be  disciplined 
in  arts.  It  will  be  a  happy  day  when  the  engineer  is  broadly 
educated  as  well  as  technically  trained. 


DISCUSSION 


WILLIAM  R.  WORK* 

Dr.  Tolley  has  presented  strong  arguments  for  inclusion 
of  a  social-humanistic  programme  in  the  education  of 
engineers.  He  has  described  a  plan  by  means  of  which 
there  can  be  co-operation  between  liberal  arts  colleges  and 
engineering  colleges  to  secure  this  result. 

The  Carnegie  Institute  of  Technology  has  this  plan  now 
in  operation.  Arrangements  have  been  made  not  only  with 
Allegheny  College,  but  five  others,  Washington  &  Jefferson, 
Denison,  Albion,  Geneva,  and  Westminster. 

The  novelty  in  the  plan  is  not  in  the  transference  of 
students  from  a  liberal  arts  college  to  an  engineering 
institution.  That  has  always  taken  place.  We  have  had 
many  students,  who  after  one,  two,  three,  or  four  years  at 
a  liberal  arts  college,  had  then  entered  on  a  programme  in 
our  engineering  college. 

The  novelty  consists  rather  in  devising  a  planned  pro- 
gramme to  conserve  the  student's  time  through  a  conscious 
effort  to  arrange  courses  of  study  in  the  earlier  collegiate 
years  so  that  a  smooth  transfer  can  be  made  to  the  engineer- 
ing college. 

A  student  who  follows  the  three  year  pre-engineering  pro- 
gramme in  the  liberal  arts  college  may  then  enter  on  the 
engineering  school  as  a  regular  Junior.  All  prerequisites  for 
the  technical  courses  will  have  been  met  and  there  will  be 
no  necessity  for  schedule  irregularities  of  any  kind. 

The  late  Mr.  Alan  Bright,  Registrar  here  at  Carnegie  for 

*Professor  and  Head  of  the  Department  of  Electrical  Engineering, 
Carnegie  Institute  of  Technology. 


many  years,  studying  certain  statistics  in  his  office,  became 
impressed  with  the  fact  that  a  large  number  of  students 
had  had  some  liberal  arts  training.  Further,  he  found  that 
as  a  group  these  men  had  done  very  well;  they  had  scholastic 
records  distinctly  above  the  average.  In  fact,  in  the  par- 
ticular year  when  Mr.  Bright  made  these  studies,  it  hap- 
pened that  the  Electrical  Engineering  Senior  Class  had  two 
men  in  it  who  had  come  to  us  as  transfer  students. 
At  graduation  they  ranked  respectively  as  No.  1  and 
No.  3. 

About  that  time  President  Tolley  had  the  idea  that  maybe 
some  arrangement  could  be  made  whereby  pre-engineering 
work  in  liberal  arts  colleges  could  be  co-ordinated  with  a 
curriculum  in  engineering;  this  was  the  genesis  of  the  3-2 
plan  which  was  worked  out  first  with  Allegheny  College  and 
later  with  the  five  other  colleges  mentioned  earlier. 

Under  the  3-2  plan,  as  we  see  it,  neither  the  liberal  arts 
college  nor  the  engineering  school  gives  up  any  rights  or 
loses  independence  in  any  degree.  We  are  not  insisting  that 
any  liberal  arts  college  must  agree  to  work  only  with 
Carnegie.  Any  college  may  make  similar  arrangements  with 
any  other  technical  school.  In  fact,  several  of  them  have 
done  so. 

Since  the  3-2  plan  is  so  young,  we  have  admitted  but 
few  students  under  it  and  none  have  graduated.  Neverthe- 
less we  sincerely  believe  it  will  prove  to  be  a  forward  step 
in  education. 

Possibly  at  some  future  session,  when  we  have  accumu- 
lated data  based  on  several  years  experience  with  the  plan, 
we  will  be  able  to  discuss  the  actual  results  achieved. 


THE  ENGINEERING  JOURNAL     October,  1941 


PIG  IRON  CONSERVATION  IN  GRAY  IRON  FOUNDRIES 

Report  of  an  investigation  made  in  the  Ore  Dressing  and  Metallurgical  Laboratories  of  the 
Department  of  Mines  and  Resources,  Ottawa,  Ont. 


NOTE — The  investigation  which  resulted  in  this  report  was 
carried  by  the  Department  of  Mines  and  Resources  as  a  means 
of  helping  small  foundries  conserve  pig  iron  in  the  present 
emergency.  The  information  contained  in  the  report  is  in- 
tended in  particular  for  small  foundries  in  small  towns  scat- 
tered across  the  country  which  possibly  melt  a  few  tons  a 
day,  but  which  are  using  35  to  40  per  cent  pig  iron  in  their 
cupola  charges.  If  the  use  of  the  pig  iron  could  be  reduced 
even  by  as  little  as  five  per  cent,  a  considerable  saving  in  the 
aggregate  would  be  effected. 

At  the  request  of  the  Department,  the  editor  is  pleased  to 
reproduce  this  report  in  the  hope  that  it  may  help  conserve 
supplies.  Copies  of  the  report  may  be  obtained  from  the  Chief, 
Bureau  of  Mines,  Mines  and  Geology  Branch,  Department  of 
Mines  and  Resources,  Ottawa,  Ont. 

During  the  present  emergency,  an  increasing  shortage 
of  pig  iron  will  be  encountered  by  gray  iron  foundry  oper- 
ators. This  may  be  alleviated  to  some  extent  by  substi- 
tuting scrap  iron  for  part  of  the  pig  iron  requirements. 
The  accepted  practice  in  many  gray  iron  foundries  is  to 
use  pig  iron  and  foundry  returns  with  possibly  small  amounts 
of  foreign  scrap  iron  in  making  the  mixtures  for  melting 
in  their  cupolas.  Foreign  or  outside  scrap  iron  is  used  to 
describe  material  which  is  purchased  from  outside  sources 
and  which  was  not  originally  cast  in  that  particular  foundry. 
It  is  so  named  in  comparison  with  domestic  or  "own"  scrap, 
better  known  as  foundry  returns,  which  is  that  particular 
foundry's  own  product  consisting  of  gates,  sprues,  risers, 
shrink  bobs  or  heads,  over  iron  or  gangway  pig,  defective 
castings,  etc.,  all  a  necessary  part  of  a  previous  melting 
operation. 

Present  Use  of  Scrap  Iron  and  Steel 

The  use  of  large  amounts  of  foreign  scrap,  both  iron  and 
steel,  in  cupola  mixtures,  as  high  at  times  as  60  per  cent 
of  the  total  charge,  has  been  the  general  practice  for  quite 
a  long  time  in  the  large,  continuous-operating  foundries  of 
the  so-called  "production"  type  which  require  metal  made 
and  held  to  strict  specifications  at  all  times.  This  is  made 
possible  by  very  close  supervision  and  control  at  all  stages 
of  the  process.  In  smaller  foundries  with  considerably  less 
supervision  available,  it  would  hardly  be  advisable  to  try 
to  duplicate  this  practice.  However,  it  can  be  done  on  a 
smaller  scale  which,  with  careful  attention  to  the  various 
details  of  the  melting  process,  should  yield  satisfactory 
results. 

It  should  be  stated  at  the  outset,  however,  that  condi- 
tions vary  not  only  from  one  foundry  to  another  making 
similar  castings,  but  vary  from  time  to  time  in  the  same 
shop.  This  calls  for  considerable  application  of  common 
sense.  The  following  remarks  concern  general  conditions, 
not  any  one  particular  instance,  to  serve  as  a  guide  in  the 
utilization  of  scrap. 

The  use  of  various  classifications  of  steel  scrap  in  gray 
iron  foundries  melting  iron  for  various  applications  requir- 
ing superior  physical  qualities,  usually  known  as  "semi- 
steel"  has  been  common  practice  for  many  years.  The 
success  of  this  operation  has  been  mainly  due  to  the  close 
attention  given  to  all  foundry  operations  generally  and  the 
melting  practice  in  particular.  However,  by  application  of 
the  same  careful  attention  to  the  details  of  operation,  satis- 
factory iron  for  ordinary  castings  is  being  made,  using 
considerable  percentages  of  foreign  scrap  iron  to  replace 
part  of  the  pig  iron  in  the  charge. 

Preparations  for  Use  of  Scrap 

Every  gray  iron  foundry  operator  knows  what  consti- 
tutes good  melting  practice  in  a  cupola.  A  foundry  cupola 
given  reasonable  care  and  attention,  with  charges  of  pig 


iron,  foundry  returns  with  or  without  some  foreign  scrap 
in  the  mixture  and  a  reasonably  good  grade  of  coke  will 
produce  an  iron  that  will  be  satisfactory  enough  for  the 
intended  purpose.  The  substitution  of  part  of  the  pig  iron 
by  foreign  scrap  will  entail  somewhat  closer  attention  to 
the  various  details  involved.  Before  commencing  the  sub- 
stitution of  scrap,  it  would  be  beneficial  to  check  the  various 
phases  involved  in  cupola  operation  in  order  to  obtain 
maximum  efficiency  in  the  melting  operation. 

The  physical  characteristics  of  a  cupola,  the  tuyere  area 
and  ratio,  the  height  of  tuyeres  about  the  bottom  plate, 
and  their  type  are  usually  determined  over  a  considerable 
period  of  time,  and  for  the  present  purpose  should  not  be 
changed,  unless  found  necessary  for  increasing  the  holding 
capacity  of  the  crucible,  tank  or  well  that  receives  the  metal 
when  it  is  melting  down. 

The  preparation  of  the  cupola  for  the  day's  heat  or  cast 
should  be  conscientiously  done  with  the  proper  care  given 
to  the  chipping  out,  patching,  the  repair  or  replacing  of 
tap  hole  and  slag  hole  areas,  and  putting  in  the  sand 
bottom. 

After  lighting  up  the  cupola,  special  attention  should  be 
given  to  the  burning  in  of  the  first  coke  bed  and  obtaining 
the  proper  height  of  the  second  coke  bed  before  starting 
to  charge  the  materials  for  melting.  The  proper  height  of 
bed  for  best  melting  conditions  has  to  be  determined  by 
experience.  When  this  height  has  been  determined,  it  should 
be  strictly  adhered  to.  Commencing  operations  with  the 
coke  bed  properly  burnt  in  and  of  prescribed  height  is  one 
of  the  most  important  considerations  of  efficient  cupola 
operation  regardless  of  the  length  of  time  metal  is  required, 
whether  it  be  for  one  hour  or  eighteen. 

The  weight  of  each  cupola  charge,  (the  term  used  to 
describe  the  mixture  of  various  materials  to  be  melted  to- 
gether simultaneously),  is  usually  determined  by  the  cross 
sectional  area  of  the  cupola,  with  certain  variations  to  meet 
particular  conditions.  It  is  important  that  the  size  of  the 
various  materials  used  be  of  the  proper  proportion  to  the 
cross-sectional  area  of  the  cupola  in  order  to  obtain  uniform 
melting  conditions  and  a  homogeneous  molten  iron.  Other 
very  essential  details  are  the  accuracy  of  the  weighing,  the 
proper  sequence  of  placing  in  the  cupola,  and  the  spreading 
of  the  materials  evenly.  The  same  care  is  also  required  in 
the  weighing  and  placing  in  the  cupola  of  the  coke  required 
to  replenish  the  bed  coke  for  melting  the  following 
charge. 

One  other  important  point  to  be  considered  is  that  of 
fluxing  or  "slagging"  of  the  cupola,  to  remove  the  refuse 
which  accumulates  from  the  ash  of  the  coke,  the  rust  of 
the  pig  iron  and  scrap,  and  the  burnt  sand  that  adheres  to 
the  foundry  returns  by  the  addition  of  limestone  on  top 
of  each  coke  charge.  The  "tapping-out"  of  the  slag  is  as 
an  essential  operation  as  the  "tapping-out"  of  the  iron  if 
smooth  running  cupola  operation  is  to  be  insured. 

One  final  point  is  uniformity  of  blast  pressure,  which, 
once  determined  for  a  desired  melting  rate  of  iron  should 
be  maintained,  although  slowing  down  is  not  as  hazardous 
as  speeding  up  which  causes  all  kinds  of  trouble. 

Classifications  of  Gray  Iron  Foundry  Scrap 

In  contemplating  either  the  substitution  of  foreign  scrap 
for  part  of  the  pig  iron  or  increasing  the  amount  being 
used  at  present,  consideration  must  be  given  to  the  kind 
of  iron  required  for  the  general  class  of  castings  being  made. 
The  American  Institute  of  Scrap  Iron  and  Steel  have  a 
standard  classification  of  scrap  which  is  followed  as  a  basis 
by  the  purchasers  of  large  amounts,  and  may  serve  as  a 


490 


October,  1941     THE  ENGINEERING  JOURNAL 


guide  for  those  whose  requirements  will  not  be  so  great. 
For  smaller  foundries,  consideration  should  be  given  to  the 
kind  and  amount  available  in  local  scrap  yards.  The  scrap 
classifications  as  given  in  Simplified  Practice  Recommenda- 
tion R-58-36  of  the  U.S.  Department  of  Commerce,  1940, 
for  Gray  Iron  Foundries  are  as  follows: 

58.  No.  1  Machinery  Cupola  Scrap — Clean  machinery 
cast-iron  scrap.  Must  be  cupola  size,  not  over  24  by  30 
inches  in  dimensions,  and  no  piece  to  weigh  over  150  pounds. 

59.  No.  1  Machinery  Breakable  Scrap — Clean  machinery 
cast-iron  scrap,  weighing  over  150  pounds,  and  which  can 
be  easily  broken  by  an  ordinary  drop  into  cupola  size. 

60.  No.  1  Standard  Cupola  Scrap — Clean  cast-iron  scrap, 
such  as  columns,  pipes,  plates,  and  castings  of  miscellaneous 
nature,  but  free  from  stove  plate  and  agricultural  scrap. 
Must  be  cupola  size,  not  over  24  by  30  inches  in  dimensions, 
and  no  piece  to  weigh  over  150  pounds.  Must  be  free  from 
foreign  material. 

61.  No.  1  Standard  Breakable  Scrap — Clean  cast-iron 
scrap,  such  as  columns,  pipes,  plates,  and  castings  of  mis- 
cellaneous nature,  weighing  over  150  pounds,  and  which 
can  be  broken  by  an  ordinary  drop  into  cupola  size. 

62.  Burnt  Cast  Scrap — Burnt  cast-iron  scrap,  such  as 
grate  bars,  stove  parts,  and  any  miscellaneous  burnt  scrap. 

63.  Stove  Plate  Scrap — Clean  cast-iron  stove  plate.  Must 
be  free  from  malleable  and  steel  parts,  window  weights, 
plow  points,  grates,  burnt  iron,  etc. 

64.  Agricultural  Scrap — Cast-iron  parts  of  agricultural 
machinery,  including  plow  points.  Must  be  free  from  steel, 
malleable,  and  full-chilled  iron. 

65.  Cast-iron  Car  Wheels — Cast-iron  car  and  locomotive 
wheels. 

66.  Brake  Shoes — Driving  and  car  brake  shoes  of  all 
types,  exception  composition-filled  shoes. 

67.  No.  1  Radiator  Scrap — Broken  radiator  castings, 
cupola  size,  with  all  steel  parts  removed.  Must  be  free 
from  excessive  scale,  rust,  and  corrosion. 

68.  No.  2  Radiator  Scrap — Unbroken  radiator  castings. 
Must  be  free  from  excessive  scale,  rust,  and  corrosion. 

69.  No.  1  Malleable  Scrap — Malleable  parts  of  automo- 
biles, railroad  cars,  and  miscellaneous  malleable  castings. 
Must  be  free  from  steel  and  cast-iron  parts. 

70.  No.  2  Malleable  Scrap — Malleable  parts  of  agricul- 
tural implements  and  other  miscellaneous  malleable  cast- 
ings. Must  be  free  from  steel  and  cast-iron  parts.  May  in- 
clude No.  2  rail  steel,  cropped  rail  ends  under  three  feet 
long,  50-pound  and  over  standard  section. 

These  specifications  are  given  as  a  guide  only.  For  found- 
ries operating  with  small  diameter  cupolas,  the  dimensions 
given  would  probably  be  too  large  and  also  too  heavy. 
Classes  62,  65,  and  66  should  not  be  considered  by  the 
average  shop  and  Classes  69  and  70  only  in  special  cases. 

Selection  of  Class  of  Scrap 

The  selection  of  the  scrap  to  be  used  for  any  particular 
type  of  iron  requires  a  certain  amount  of  judgement.  For 
example,  it  would  not  be  advisable  for  a  foundry  melting 
iron  for  casting  into  small,  light,  easily  machineable  castings 
to  endeavour  to  use  heavy  machinery  cast  scrap  or  scrapped 
automobile  cylinder  blocks  or  heads  for  the  reason  that 
the  heavy  machinery  castings  are  usually  made  of  an  iron 
with  a  silicon  content  of  1.25  to  1.75  per  cent,  and  the 
automotive  scrap,  although  containing  satisfactory  amounts 
of  silicon,  as  a  rule  contains  appreciable  amounts  of  alloys, 
nickel,  chromium,  copper,  etc.  In  this  case,  it  would  be 
better  to  commence  the  use  of  scrap  by  using  stove  plate 
scrap,  (No.  63)  which  in  addition  to  clean  stove  plate  usually 
contains  other  scrap  parts  of  various  small  articles,  sewing 
machines,  lawn  mowers,  kitchen  pumps,  flat  irons,  etc.  This 
material  is  usually  made  from  iron  with  a  minimum  silicon 
content  of  2.25  per  cent  and  in  addition  with  a  fairly  high 
phosphorus  content,  usually  well  above  0.50  per  cent.  Scrap 
of  this  classification  can  be  used  in  substitution  for  part  of 


the  pig  iron  of  the  grade  known  as  "Foundry."  For  found- 
ries engaged  in  making  a  heavier  class  of  work,  considera- 
tion can  be  given  to  the  other  grades  of  scrap,  and  for 
those  requiring  a  superior  grade,  stove  plate  scrap  should 
not  be  considered. 

Suggested  Method  for  Commencing  Use  of  Scrap 

In  commencing  the  use  of  scrap  in  the  cupola  mixtures, 
it  is  best  to  begin  with  the  replacement  of  a  small  amount 
of  the  pig  iron  content,  possibly  two  or  three  per  cent. 
This  amount  can  be  increased  at  regular  intervals  of  two 
or  three  operating  days  until  such  time  as  the  maximum 
usable  amount  is  reached.  The  highest  possible  yield  of 
good,  satisfactory  castings  is  the  desire  of  every  foundry 
operator.  The  greatest  percentage  of  scrap  that  can  be  used 
in  the  cupola  mixture  without  affecting  this  yield  can  be 
considered  the  maximum  usable  amount  under  that  par- 
ticular foundry's  conditions.  It  is  not  possible  to  replace 
all  of  the  pig  iron  in  the  mixture  but  it  is  possible  in  many 
cases,  with  careful  attention  to  details  previously  mentioned, 
to  replace  part  of  it,  the  amount  varying — as  conditions 
vary — in  different  foundries.  It  should  also  be  remembered 
that  the  percentage  of  scrap  in  the  cupola  mixture  as  de- 
cided upon  in  any  particular  foundry  may  have  to  be  chang- 
ed from  time  to  time,  and  at  times  it  may  even  be  necessary 
to  return  to  the  mixture  previously  used. 

Percentages  of  pig  iron  used  in  cupola  mixtures  vary 
from  foundries  casting  individual  cast  piston  rings  which 
at  times  require  70  per  cent  down  to  foundries  using  10 
per  cent  or  less  of  specially  made  grades  of  pig  iron. 

Calculating  Cupola  Mixtures  Using  Scrap 

In  calculating  the  mixture,  it  may  be  necessary,  especially 
if  the  scrap  to  be  used  is  small  and  light,  to  allow  for  a 
slightly  greater  oxidation  loss  of  the  silicon  and  the  man- 
ganese contents.  If  considerable  silicon  and  manganese  are 
required  in  the  base  cupola  mixture  as  calculated,  and  it 
is  not  possible  to  obtain  these  contents  from  the  material 
on  hand,  it  is  possible  to  increase  these  amounts  by  the 
addition  of  ferro-silicon  and  ferro-manganese.  These  ferro- 
alloys may  be  conveniently  added  in  the  form  of  briquettes 
which  are  made  to  contain  a  definite  weight  of  the  desired 
alloy.  Since  the  sulphur  content  of  the  scrap  is  higher  than 
that  of  pig  iron,  it  is  essential  that,  as  previously  men- 
tioned, the  cupola  be  kept  properly  fluxed.  Careful  obser- 
vation of  the  results  obtained  will  establish  precedents  to 
follow. 

Control  of  Molten  Metal 

The  character  of  the  molten  metal  tapped  from  the  cupola 
is  usually  observed  by  some  manner  of  test.  This  consists 
of  taking  a  small  amount  of  the  iron  from  the  cupola  stream 
and  pouring  it  in  some  form  of  a  wedge,  step  bar  or  other 
shape  made  in  either  a  green  sand  or  dry  sand  mould,  and 
may  or  may  not  be  cast  against  a  chill.  These  allow  for 
very  rapid  cooling  and  may  be  quickly  broken  for  visual 
inspection.  It  is  important  that  a  standard  routine  be  care- 
fully followed  to  eliminate  variations  due  to  temperature, 
time,  etc.  Experience  will  tell  the  condition  of  the  iron  and 
if  any  corrections  are  necessary,  the  requisite  action  can 
be  carried  out  immediately. 

The  test  pieces  in  most  general  use  in  the  automotive 
foundries,  who  have  developed  the  control  of  the  metal  by 
chill  tests  to  quite  a  high  degree,  are  the  triangular  wedge 
and  the  "key-hole."  The  former  test  piece  is  in  the  form 
of  a  triangle  approximately  ^  x  ^8  x  ^  in.  and  about  four 
inches  in  height,  cast  vertically  in  a  dry  sand  core.  This  is 
about  the  fastest  test  possible,  as  it  can  be  poured,  cooled, 
quenched,  broken  and  inspected  in  much  less  than  a  minute. 
The  "key-hole"  test,  so  named  from  its  resemblance  to  a 
key-hole  in  an  ordinary  door  lock,  is  approximately  1%  in. 
in  its  overall  long  dimension,  1  in.  at  the  widest  part  with 
the  key  way  portion  3^2  in.  to  ^8  in.  wide  and  about  four 
inches  in  height,  cast  vertically  in  a  dry  sand  core,  with  the 


THE  ENGINEERING  JOURNAL     October,  1941 


491 


key  way  bottom  closed  by  placing  the  core  against  a  metal 
chill.  This  test  piece  requires  a  little  more  time  before  it 
may  be  cooled  and  quenched,  but  with  experience  yields 
considerable  information  regarding  the  character  of  the 
metal.  The  utility  of  these  tests  for  rapid  control  purposes 
can  be  readily  seen,  as  the  most  rapid  chemical  analyses  in 
specially  set-up  control  laboratories  require  considerable 
time  before  results  are  available.  However,  the  information 
on  these  two  test  pieces  is  offered  as  a  suggested  method, 
not  a  recommendation  to  replace  the  particular  control  tests 
that  may  now  be  in  use. 

The  test  pieces  give  a  good  indication  of  the  operating 
conditions  in  the  cupola,  in  addition  to  information  on  the 


characteristics  of  the  metal.  From  observations  of  the  depth 
of  chill  on  test  pieces,  corrective  measures  may  be  imme- 
diately taken  if  such  are  required. 

Need  for  Pig  Iron  Conservation 

In  normal  times,  the  economy  that  might  be  obtained 
by  substitution  of  foreign  scrap  for  part  of  the  pig  iron  in 
a  cupola  charge  probably  might  not  be  worth  the  extra 
effort  and  vigilance  required  to  maintain  consistently  a 
uniformly  satisfactory  product.  In  view  of  the  seriousness 
of  the  pig  iron  supply  at  the  present  time,  however,  any 
assistance  in  even  partially  relieving  this  situation  would 
be  well  worth  the  extra  exertion  required. 


Abstracts  of  Current  Literature 


120-KVA  FLASH  BUTT-WELDING  MACHINE 

From  Engineering,  (London),  July,  1941 

Under  present  conditions,  it  is  particularly  important 
that  no  material  should  be  scrapped  when  a  simple  repair 
with  the  minimum  of  new  material  will  produce  or  reclaim  a 
serviceable  article.  Welding  processes  have  been  used  in  a 
variety  of  ways  with  this  object  in  view,  and  the  welding 
machine  described  below  merits  attention  for  its  utility  in 
this  direction.  Flash  butt-welding  machines  can  make 
homogeneous  joints  in  rolled-steel  sections  or  tubes  and  are 
both  quick  and  reliable  in  operation.  No  special  machines 
are  required  for  the  preparation  of  the  work  prior  to  weld- 
ing; neither  are  there  any  expensive  finishing  processes. 

Briefly,  flash  butt-welding  is  a  process  of  welding  by 
bringing  together  the  ends  of  two  parts  carrying  a  heavy 
current  and  separating  them  several  times.  One  of  the  two 
parts  is  held  in  fixed  jaws  and  the  other  in  movable  jaws. 
The  current  is  switched  on  and  the  two  surfaces  to  be 
welded  are  brought  together  by  the  movable  jaws.  Current 
flows  through  the  joint  and  causes  it  to  heat  up,  but  when 
heated  to  redness  the  bars  are  separated  again  and  the 
partly-joined  surfaces  are  torn  apart.  This  butting  and 
separating  procedure  is  repeated  several  times,  so  that  all 
projections  and  impurities  are  burned  away  and  the  faces 
of  the  joint  are  brought  up  to  a  bright  red  heat  uniformly 
over  their  whole  area.  At  this  stage,  the  flashing  operation 
is  started  by  separating  the  surfaces  once  again  and  bringing 
them  together  slowly  so  that  a  continuous  flash  is  produced 
from  the  joint.  This  flashing  is  repeated  until  a  predeter- 
mined amount  has  been  burned  off  the  ends  of  both  bars 
and  the  two  surfaces  are  then  pressed  together,  or  up-set, 
under  a  high  pressure  and  the  welding  current  switched  off. 

THE  COST  OF  ABSENTEEISM  DUE 
TO  ILLNESS 

By  Kingsley  Roberts  and  Martin  W.  Brown 

From  Advanced  Management,  April-June,  1941 
Absenteeism  due  to  illness  is  costing  industry  more  than 
$60  per  employee  per  year.  It  is  costing  the  employees 
more. 

On  any  given  day,  among  every  thousand  employees, 
twenty  are,  productively  speaking,  non-effective;  many 
more  are  only  partially  effective.  Strikes  in  1940  resulted 
in  a  loss  of  about  two  hours  per  worker  per  year.  Absen- 
teeism due  to  illness,  which  never  makes  the  headlines,  re- 
sulted in  a  loss  of  approximately  eight  days  per  worker. 
The  toll  of  illness  has  been  estimated  as  400,000,000  man- 
days  per  year.  Absenteeism  due  to  illness,  in  effect,  has 
closed  more  than  a  thousand  factories  each  employing  a 
thousand  workers. 

Sickness  levies  an  indirect  tax  on  industry.  It  causes 
turnover  of  personnel,  transfer  to  new  work,  and  increases 
the  cost  of  employee  training.  For  every  absent  employee, 
there  are  those  in  poor  health  at  work.  And  this  drags 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


down  the  level  of  production.  The  psychological  hazard 
of  insecurity,  the  fear  of  illness  and  its  consequent  cost, 
breaks  in  on  the  concentration  of  the  employee  and  affects 
his  work. 

The  cost  to  industry  of  absenteeism  due  to  illness  runs 
into  billions  of  dollars  annually.  The  cost  of  the  partially 
effective  employee  is  incalculable.  There  is  grave  danger 
that  industry  will  become  complacent  over  the  success  of 
industrial  medical  services  for  the  prevention  and  control 
of  occupational  injuries  and  diseases  and  will  be  blinded  to 
the  fact  that  they  have  under  cultivation  not  a  farm  but 
a  flowerpot.  Occupational  injuries  and  diseases  cause  less 
than  10  per  cent  of  absenteeism  due  to  illness.  They  con- 
stitute less  than  10  per  cent  of  the  problem.  In  the  present 
situation,  the  90  per  cent  of  absenteeism  due  to  non- 
industrial  illness  must  be  the  concern  of  responsible  man- 
agement. 

ALUMINIUM  WORKS  IN  AUSTRALIA 

From  Engineering  (London),  August,  1941 

A  work  for  the  production  of  rolled  plate,  sheet  and  strip, 
forging  billets,  and  extruded  bar,  rod,  tubing  and  structural 
shapes  of  aluminium  and  aluminium  alloys,  has  recently 
commenced  operations  at  Granville,  New  South  Wales.  It 
is  the  property  of  Messrs.  Australian  Aluminium  Company 
Proprietary,  Limited,  a  firm  established  in  February,  1939, 
and  jointly  owned  by  Messrs.  The  British  Aluminium 
Company,  Limited;  Aluminium  Limited  of  Canada;  and 
The  Electrolytic  Zinc  Company  of  Australasia,  Limited. 
It  is  stated  in  Tye  Commonwealth  Engineer  that  virgin 
ingots  of  aluminium  are  imported  from  Canada  and  that 
all  the  alloys  required  are  made  up  at  Granville.  In  addition 
to  wrought  material,  the  new  works  also  produces  foundry 
casting  ingots  of  various  grades.  The  works  includes  a 
forge  shop  as  well  as  rolling-mill  and  extrusion  shops.  The 
latter  is  equipped  with  a  3,000-ton  extrusion  press  in  which 
the  forging  billets,  as  well  as  extruded  bars,  rods,  etc.,  are 
to  be  produced.  The  forging  billets  are  to  be  used  in  the 
manufacture  of  aircraft  propeller  blades,  aero-engine  crank- 
cases  and  pistons.  The  forging  department,  the  construc- 
tion and  equipment  of  which  is  now  practically  completed, 
contains  a  35,000-lb.  compressed-air  hammer.  Another 
material  to  be  produced  in  the  new  works  is  Alclad,  which, 
as  is  well  known,  consists  of  sheets  of  Duralumin  coated 
with  pure  aluminium.  It  was  anticipated  that  the  works 
would  commence  production  in  May,  1940,  but  difficulties 
in  obtaining  equipment  led  to  a  delay  of  some  twelve 
months;  finally,  the  necessary  plant  was  obtained  from  the 
United  States.  After  the  conclusion  of  hostilities  aluminium 
foil  and  other  materials  not  made  under  war  conditions  will 
be  produced. 


492 


October,  1941     THE  ENGINEERING  JOURNAL 


200-TON  REINFORCED-CONCRETE  BARGES 

From  Engineering  (London),  August,  1941 

In  a  recent  issue  of  Engineering,  reference  was  made  to 
the  200-tons  deadweight  reinforced-concrete  barges,  many 
of  them  of  precast-slab  construction,  which  have  been  built 
during  the  past  twelve  months  or  so  to  the  order  of  the 
Admiralty.  The  brief  particulars  then  given  can  now  be 
supplemented  by  illustrations,  Figs.  1  and  2,  which  show, 
the  method  of  construction  and  the  finished  barge,  ready 
for  launching,  and  provided  with  the  necessary  wooden 
fenders  and  equipment  of  deck  fittings.  It  will  be  seen  that 
the  type  illustrated  does  not  differ  greatly  from  the  con- 
ventional steel  Thames  barge  ;  although  it  may  be  observed 
that  even  so  unpromising  an  underwater  form  as  that 
shown  can  be  improved  to  an  appreciable  extent  by  careful 
design,  as  was  demonstrated  by  the  tests,  in  the  William 
Froude  Tank,  described  in  a  paper  read  in  1930  by  Dr.  G. 
S.  Baker  and  Miss  E.  M.  Keary  before  the  Institution  of 


Fig.  1 


Fig.  2 

Naval  Architects.  There  is  reason  to  suppose  that  the 
experimental  work  there  summarised  had  some  influence  on 
the  eventual  design  of  the  new  concrete  barges. 

The  decision  of  the  Admiralty  to  turn  once  again  to 
reinforced  concrete  as  a  shipbuilding  material  caused  con- 
siderable surprise  when  their  intention  was  realised,  rather 
more  than  a  year  ago,  for  the  concrete-ship  programme  of 
the  last  war  was  by  no  means  an  unqualified  success.  That 
scheme  was  mooted  in  1917,  though  it  was  not  adopted 
until  the  end  of  that  year.  Possibly  it  was  launched  on  too 
ambitious  a  scale,  and  at  so  late  a  stage  in  the  war  that  the 
man-power  then  available  was  of  an  even  lower  grade  of 
average  skill  than  was  contemplated  by  the  sponsors  of  the 
proposal.  At  all  events,  according  to  the  Official  History  of 
the  War,  only  one  1,000  ton  barge  had  been  completed  by 
the  end  of  October,  1918,  although  eight  small  shipyards 
were  either  laid  out  or  adapted  for  the  purpose,  and  over 
200  orders  had  been  placed.  Some  of  the  vessels  were  sub- 
sequently completed,  and  several  tugs  and  at  least  one  con- 


crete coaster,  the  Armistice,  eventually  passed  into  private 
ownership  and  were  operated  commercially  with  a  certain 
amount  of  success.  They  were  not  notably  popular,  how- 
ever, especially  among  the  repairers  into  whose  hands  they 
came  periodically  for  survey  and  overhaul.  There  seems 
little  reason  to  suppose  that  the  present  revival  of  the 
reinforced-concrete  barge  will  outlast  the  period  of  the  war, 
or  that  this  method  of  construction  will  ever  be  able  to 
compete  successfully  with  steel  under  normal  conditions. 

CHEMICAL  JOINT  SEALING  AND 
SOIL  SOLIDIFICATION 

By  C.  Martin  Riedel,  Civil  Engineer,  Chicago,  111. 

From  Engineering  News-Record,  August  14th,  1941 

Chemical  solidification  of  loose  soils,  dry  or  wet,  and 
sealing  of  joints  in  leaky  masonry  have  been  practised  suc- 
cessfully in  Europe  for  some  years.  One  of  the  promising 
methods  is  the  Joosten  process,  patented  in  this  and  other 
countries  by  Dr.  Hugo  Joosten,  Dutch  mining  engineer. 
During  the  past  three  or  four  years  the  writer,  representing 
Dr.  Joosten  in  this  country,  has  conducted  numerous  ex- 
periments and  tests  on  this  process  in  both  laboratory  and 
field,  in  collaboration  with  the  Philadelphia  Quartz  Co., 
and  the  Solvay  Sales  Corp.  Results  of  these  tests  indicate 
the  chemical  solidification  process  is  adaptable  to  many 
problems  encountered  in  this  country  in  permanently  con- 
solidating troublesome  soils  encountered  in  foundation 
excavation  and  tunneling;  also  that  it  is  satisfactory  for 
sealing  leaky  joints  and  cracks  in  concrete  and  masonry 
walls  and  in  tunnel  lining. 

The  Joosten  process  is  simple.  It  consists  of  consecutive 
applications,  under  pressure,  of  two  chemicals  into  the 
ground  or  joint  to  be  treated:  (1)  a  commercial  grade  of 
silicate  of  soda,  with  certain  other  chemicals,  diluted  to 
the  required  specific  gravity,  followed  by  (2)  a  strong  solu- 
tion of  calcium  chloride.  The  composition  and  strength  of 
the  two  chemicals  and  the  proportions  used,  as  well  as  the 
method  of  application,  are  covered  by  the  patents.  Several 
instances  have  come  to  my  notice  recently  where  the  chemi- 
cal process  has  been  unsuccessful,  but  such  cases  are  no 
doubt  due  to  improper  strength  or  proportions  of  the  two 
chemicals.  As  far  as  the  author  knows  no  application  of 
the  Joosten  process  has  proved  unsuccessful  when  prepared 
and  conducted  correctly. 

Unlike  cement  grout  which,  for  fear  of  disrupting  the 
mass  or  separating  the  cement  and  water,  cannot  be  forced 
into  all  the  fine  pores  and  cracks  of  the  material  being 
treated,  the  chemicals  reach  into  and  fill  all  voids  rapidly 
with  an  impervious  gel  that  forms  as  soon  as  the  two 
chemicals  come  into  contact.  This  instantaneous  action  of 
the  gel,  together  with  its  steady  binding  force,  is  another 
advantage  over  slow-setting  cement  grout. 

Just  recently  the  author  sealed  several  badly-leaking 
joints  and  fissures  in  a  section  of  the  Chicago  Freight  Tunnel 
to  demonstrate  the  effectiveness  of  the  chemical  process  for 
such  purposes.  The  section  treated  was  a  stub  off  the 
Franklin  St.  tunnel,  41  ft.  below  the  surface  and  V/2  blocks 
east  of  the  Chicago  River.  This  stub  formerly  led  to  a 
warehouse,  now  abandoned,  and  a  concrete  bulkhead  had 
been  placed  6  ft.  from  the  tunnel  line  to  create  a  telephone 
chamber  in  the  old  stub  section.  Considerable  water  was 
coming  through  cracks,  seams,  joints  and  even  through 
porous,  disintegrated  areas  in  the  old  concrete  lining. 

All  leaks  were  effectively  stopped  by  simply  drilling  14 
holes  into  the  worst  spots  and  applying  chemicals  by  the 
Joosten  process.  Equipment  used  included  a  small  electric- 
drive  air  compressor,  a  pneumatic  rock  drill  with  l^-in. 
bit,  two  small  electric  force  pumps  for  handling  the  chemi- 
cals, powered  by  a  six-volt  automobile  battery,  copper 
tubing  from  the  pumps  to  a  Siamese  connection  leading 
to  a  special  rubber  expanding  sleeve  wedged  into  the  drill 
hole,  and  two  five-gal.  cans  containing  the  chemicals. 


THE  ENGINEERING  JOURNAL     October,  1941 


493 


THE  DESTRUCTION  OF  UNEXPLODED  SHELLS 
AND  AERIAL  BOMBS 

By  L.  G.  Fraser,  B.E.,  A.M.I.E.  Aust. 

From  Journal  of  the  Institution  of  Engineers  Australia,  July,  1941. 

Most  shells  and  bombs  contain  high  explosive,  which, 
also,  is  usually  employed  to  destroy  them  if  they  are  found 
unexploded. 

Explosives  are  unstable  solids  or  liquids  which  on  applica- 
tion of  a  suitable  stimulus  can  be  converted  to  more  stable 
gaseous  substances  in  a  very  short  interval  of  time,  with 
the  liberation  of  much  heat.  The  change  in  volume  from 
solid  to  gas  is  of  the  order  of  10,000  times  for  a  "free" 
explosion.  There  are  two  ways  in  which  explosives  may 
change  their  state  of  being — first  by  the  relatively  slow 
process  of  burning  and,  second,  by  the  rapid  process  of 
detonation.  This  constitutes  the  division  between  "low"  and 
"high"  explosives. 

In  detonation  a  wave,  set  up  by  shock  or  sudden  heating, 
runs  throughout  the  whole  bulk  of  the  explosive,  decom- 
posing each  molecule  almost  instantaneously.  An  explosive 
may  detonate  in  sympathy  with  another  charge  which  has 
been  fired,  due  to  transmission  of  the  shock  of  detonation 
through  the  air,  water  or  earth. 

With  the  high  explosive  the  detonation  and  shattering 
are  so  sudden  that  the  inertia  of  the  air  is  sufficient  tamping 
and  an  intense  local  effect  is  produced  on  whatever  is  in 
contact  with  the  charge. 

There  is  no  such  thing  as  a  "dud"  shell.  After  a  shell  has 
been  projected  all  of  the  safety  devices  incorporated  in  the 
fuse  are  put  out  of  action  and  the  shell  is  armed  and  remains 
so. 

The  amount  of  high  explosive  in  a  shell  is  usually  from 
10  per  cent  to  12  per  cent  of  the  weight  of  the  shell  and 
it  is  necessary  to  use  an  intermediary  or  exploder  in  order 
to  build  up  a  detonating  wave  of  sufficient  intensity  to 
detonate  the  large  mass  of  the  shell  filling. 

The  fuse  contains  the  first  two  steps  in  the  train  of 
detonation,  and  may  be  designed  to  operate  on  impact,  on 
graze,  or  at  any  point  in  the  trajectory.  Safety  devices  are 
incorporated  in  the  fuse  to  ensure  safety  in  transport  and 
storage,  but  once  the  shell  has  left  the  gun  these  cease  to 
function  and  the  shell  is  "live." 

An  unexploded  shell  should  be  treated  with  great  caution. 
It  should  be  exploded  as  it  lies  or  very  gently  handled  if  it 
is  necessary  to  remove  it  to  a  more  suitable  place. 

There  are  four  types  of  aerial  bomb;  general-purpose, 
semi-armour  piercing,  armour  piercing  and  anti-submarine. 

General-purpose  bombs  are  made  up  to  500  lb.  in  weight 
and  is  the  type  of  bomb  most  commonly  used  against 
civilian  objectives.  A  500  lb.  general-purpose  bomb  is  7  ft. 
in  length  and  1  ft.  6  in.  in  diameter.  Its  destructive  effect 
is  very  great  and  if  dropped  from  an  aeroplane  flying  at  200 
m.p.h.  at  10,000  ft.  would  penetrate,  if  of  the  delayed  action 
type,  2  ft.  6  in.  into  reinforced  concrete  or  up  to  25  ft.  into 
earth  before  exploding. 

The  method  of  dealing  with  an  unexploded  bomb  depends 
on  its  location  and  accessibility.  If  it  is  set  for  delayed 
action,  which  is  most  likely  the  case,  it  may  explode  at  any 
time  up  to  seven  days  after  falling,  and  it  is  officially 
recommended  that  an  unexploded  bomb  should  not  be 
touched  during  that  period. 

The  most  effective  type  of  incendiary  bomb  is  that  known 
as  the  electron  bomb.  It  consists  of  a  cylindrical  case  9  in. 
in  length  and  about  2  in.  external  diameter,  with  walls 
about  Y%  in.  in  thickness.  The  case  is  made  of  electron 
metal,  a  magnesium  alloy  containing  96  per  cent  of  mag- 
nesium alloyed  with  aluminium,  zinc  and  manganese.  Its 
filling  consists  of  a  primary  composition  (barium  peroxide 
and  aluminium)  and  thermit.  The  principal  incendiary 
agent,  however,  is  the  magnesium  alloy  case  and  the  pur- 
pose of  the  filling  is  to  raise  the  case  to  ignition  temperature. 
One  large  bomber  can  carry  from  1,000  to  2,000  incendiary 


bombs  of  this  type,  which  are  released  in  groups  of  ten  or 
twenty.  It  is  estimated,  however,  that  only  about  8  per 
cent  of  the  bombs  released  actually  cause  fires. 

LARGE  TANKERS 

From  Trade  and  Engineering,  September,  1941 

Although  there  are  now  about  150  ocean-going  tankers 
on  order  in  American  yards,  totalling  between  1,400,000 
tons  and  1,500,000  tons  gross,  it  is  generally  believed  that, 
when  the  war  ends,  there  will  be  a  great  shortage  of  such 
vessels.  Before  the  war  a  considerable  volume  of  motor 
tanker  tonnage  was  being  built  in  Scandinavian  yards,  and 
even  under  present  conditions  it  is  understood  that  impor- 
tant numbers  of  oil-carrying  ships  are  being  constructed 
for  Norwegian,  Swedish,  and  Danish  owners. 

In  most  instances  they  are  designed  for  speeds  higher 
than  those  which  were  common  before  the  war.  At  the 
Kockums  works  at  Malmo  a  vessel  of  16,250  tons  dead- 
weight, the  Malmohus,  was  lately  completed  for  the  Trelle- 
borgs  S.S.  Company,  and  a  sister  ship  has  been  launched 
and  is  no  doubt  approaching  completion,  if  she  has  not 
already  run  trials.  The  length  is  500  ft.  with  a  beam  of  63 
ft.,  and  an  eight-cylinder  double-acting  two-stroke  engine 
of  5,500  b.h.p.  gives  a  service  speed  of  14^  knots.  A  third 
similar  ship  for  the  Svea  S.S.  Company,  of  Stockholm,  has 
also  been  launched,  while  two  even  larger  tankers,  the 
Julius  and  the  R.  Stenersen,  are  fitting  out  at  the  Gotaver- 
ken  shipyard  at  Gothenburg.  These  are  stated  to  be  larger 
than  any  vessels  yet  built  in  Scandinavian  yards,  being 
540  ft.  in  length  with  a  beam  of  66  ft.,  and  having  a  dead- 
weight capacity  of  16,800  tons  on  a  draught  of  29  ft.  10  in. 
The  propelling  engine  is  a  Gotaverken  two-stroke  unit, 
developing  7,000  i.h.p.,  and  the  service  speed  is  14  knots 
with  the  vessel  fully  laden. 

All  the  tankers  in  question  are  wholly  welded,  and  the 
R.  Stenersen  and  her  sister  ship  are  constructed  to  a  new 
design  in  which  the  longitudinal  and  transverse  bulkheads 
are  corrugated.  It  is  claimed  that  the  new  construction 
increases  the  oil  cargo  capacity  by  300  tons.  The  fact  that 
all  these  new  ships,  as  well  as  at  least  90  per  cent  of  those 
building  in  America,  are  designed  for  a  speed  of  14  knots 
or  over  will  no  doubt  have  a  marked  influence  on  ocean  oil 
transport  after  the  war. 

SWEDISH  ALUMINIUM 

From  Civil  Engineering  and  Public  Works  Review, 
(London),  August,  1941 

In  view  of  the  important  part  that  aluminium  plays  in 
modern  engineering  construction,  the  steps  being  taken  in 
Sweden  to  develop  its  own  sources  of  that  metal  are  of  con- 
siderable interest  to  engineers  in  this  country. 

The  Swedish  Aluminium  Co.  plans  to  begin  construction 
soon  of  its  new  plant  for  the  production  of  alumina  from 
andalusite.  In  peace  time  the  plant  will  be  capable  of  pro- 
ducing 6,000  metric  tons  of  alumina  from  bauxite  annually, 
and  in  war  time  about  4,000  tons  from  domestic  andalusite. 
The  site  of  the  plant  has  not  been  decided  upon,  but  as 
access  to  low-cost  electric  power  is  necessary  it  will  prob- 
ably be  in  Northern  Sweden.  Negotiations  have  been  con- 
ducted for  its  location  at  Kubikenborg,  near  Sundavall,  in 
Northern  Sweden,  or  at  the  deepwater  harbour  at  Oavlo, 
also  in  Northern  Sweden.  At  Kubilenborg  ground  drillings 
and  other  investigations  show  that  the  water  supply  appar- 
ently is  not  adequate,  but  it  is  believed  that  an  adequate 
water  supply  can  be  provided.  Andalusite  is  an  excellent 
substitute  for  bauxite,  and  has  an  average  alumina  content 
of  50  per  cent.,  compared  with  60  for  bauxite.  However, 
andalusite  contains  large  quantities  of  silica,  which  is  diffi- 
cult and  expensive  to  remove.  The  Norwegian  parent  com- 
pany has  been  successful  in  removing  the  silica  by  using 
the  same  method  as  for  bauxite,  with  certain  modifications. 
This  new  process  is  considerably  more  expensive. 


494 


October,  1941     THE  ENGINEERING  JOURNAL 


COMMENT 

By  Ordway  Tead 

From  Advanced  Management,  April-June,  1941 

Morale  is  the  total  attitude  resulting  from  the  mobilizing 
of  energy,  interest  and  initiative  in  enthusiastic  and  effective 
support  of  some  project  or  aim.  Morale  may  arise  or  be 
striven  for  at  numerous  levels  and  for  diverse  ends.  Defense 
is  one  major  goal  for  which  a  high  morale  is  wisely  being 
sought  today  among  the  industrial  workers  engaged  in 
defense  production. 

Industrial  managers  on  the  whole  believe  in  and  try  to 
assure  high  morale  among  the  upper  supervisory  staffs  of 
their  companies.  Those  efforts  of  personal  acquaintance, 
friendliness,  exchange  of  information,  the  proffer  of  praise 
where  praise  is  merited — all  contribute  in  a  natural,  almost 
spontaneous  way  to  good  morale  at  the  executive  levels. 
The  entire  defense  programme  will  thrive  if  the  morale  of 
managers  can  be  taken  as  representative  of  the  morale 
of  all  workers.  But  that  such  an  assumption  is  valid  is 
open  to  grave  doubt  on  the  part  of  anyone  at  all  close  to 
the  sentiment  and  attitude  of  the  rank  and  file  in  our 
defense  factories.  This  is  not  to  impute  lack  of  patriotism 
to  the  workers.  This  is  not  to  conclude  that  all  the  news- 
paper alarms  about  strikes  are  to  be  taken  as  seriously 
as  the  headlines  intimate.  In  fact,  the  strike  record,  com- 
paratively with  1917  is  phenomenally  low. 

Rather,  the  crucial  point  is  that  the  goal  of  defense — 
which  may  at  any  moment  become  a  goal  of  offense  and 
positive  military  victory — is  not  the  kind  of  goal  which 
the  American  worker  takes  to  his  heart  without  some  specific 
morale-building  efforts  taking  place. 

Let  any  who  entertain  doubts  on  this  score  re-examine 
the  history  of  industrial  relations  and  of  industrial  morale- 
cultivating  programmes  in  1917-18,  when  the  gradual  change 
in  total  attitude  was  tremendous,  countrywide  and  unified 
to  an  unprecedented  degree.  Nor  did  this  change  arrive 
by  chance.  It  came  about  by  plan  and  might  have  come 
earlier  had  the  need  for  the  plan  and  the  elements  of  a 
wise  plan  been  widely  recognized  earlier.  My  purpose  here 
is  not  to  set  forth  the  "how"  but  rather  the  "why"  of 
this  problem  as  managers  confront  it.  And  the  "why"  has 
to  do  with  human  desires  and  motives.  How  do  we  stir 
individuals  into  sustained  effort  toward  a  goal,  is  a  ques- 
tion to  be  answered  only  as  we  know  about  basic  drives, 
the  mechanisms  of  substitute  release,  the  effects  of  shared 
joint  experience,  the  consequences  of  frustrations  and  the 
impact  of  personalities  upon  one  another. 

Indeed,  I  sometimes  think  that  the  big  function  of  man- 
agement itself,  in  so  far  as  it  is  the  task  of  personal,  super- 
visory direction,  has  to  be  radically  redefined  to  be  seen 
in  its  true  character.  For,  on  its  personal  side,  manage- 
ment is  the  continuing  effort  to  bring  the  deep  satisfac- 
tion of  associated,  co-operative  experience  to  a  group  of 
persons  bound  together  by  ties  of  a  responsibility  having 
to  be  jointly  assumed.  Management  is  the  summons  to 
a  sense  of  community  and  common  striving  among  indi- 
viduals who  would  rather  be  led  to  achieve  than  be  left 
to  atrophy.  Management  is  the  guidance  of  that  subtle 
reality,  a  collective  will  to  do  because  to  do  is  to  be  and  to 
register  as  alive. 

If  managers  could  once  begin  to  grasp  in  its  deeper 
meaning  that  familiar  truth  that  "man  is  a  social  animal", 
they  would  see  that  to  provide  an  experience  on  the  job 
which  is  an  experience  of  happy  sociality,  is  in  reality  the 
big  executive  job.  If  we  could  assure  among  workers  a 
warm,  sensitive,  secure  awareness  of  social  belonging,  the 
entire  outward  expression  of  this  awareness  would  become 
attentiveness  to  the  creative  activity  of  production.  People's 
will  to  work  has  been  vastly  underrated — and  chiefly  be- 
cause the  social  inducements  to  work  have  been  so  fright- 
fully lacking.  And  high  among  those  social  inducements  is 
or  can  be  the  sense  of  each  worker  that  he  belongs  to  a 
purposeful  and  friendly  gang.  He  wants  and  deeply  needs 
to  be  "a  regular  guy  in  a  regular  bunch  of  fellers". 


Do  managers  try  in  the  factory — and  especially  in  the 
tensions  of  the  defense  drive — to  provide  conditions  of 
happy  sociality,  of  communal  sense,  of  wholeness  and  unity 
of  drive  in  common  with  others  who  are  like-minded  and 
like-feeling  ? 

If  we  do  not  attend  to  the  provisions  of  these  total  atti- 
tudes toward  the  corporate  and  the  national  task,  we  are 
working  against  tremendous  odds  of  psychic  resistance  and 
friction.  Never  yet,  in  the  working  of  the  machine  economy, 
I  venture  to  say,  have  we  shown  what  we  could  do  toward 
abundance  of  output,  if  we  were  collectively  wise  enough 
to  summon  people's  communal  sense  into  satisfying  being. 

MOTION  PICTURE  ENGINEERING 

From  Trade  &  Engineering  (London),  July,  1941 

Although  the  use  of  the  motion  picture  may  not  as  yet 
have  been  fully  exploited  in  this  country  as  a  means  of 
either  propaganda  or  education,  cinematography  will  be 
closely  wrapped  up  with  the  reorganization  of  industry  and 
the  training  of  employees  after  the  war.  As  it  is,  the  im- 
mensity of  its  scope  in  the  field  of  entertainment  has  had 
an  inevitable  reaction  on  many  branches  of  engineering 
and  physical  research,  both  of  which  have  benefited  by 
the  adoption  of  scientific  developments  worked  out  initially 
for  motion-picture  purposes. 

Cinematography  is  finding  increased  application  in  fields 
outside  entertainment.  Thus  specially  designed  cameras  are 
being  used  for  the  study  of  high-speed  machinery  and 
mechanical  problems.  Improvements  in  sound  reproduction 
with  16mm.  or  substandard  film  and  in  the  portability  of 
the  apparatus  have  made  it  possible  for  salesmen  or  trade 
representatives  to  carry  about  equipment  which  will  both 
demonstrate  the  articles  concerned  and  provide  suitable 
sales  talk.  This  development  has  been  utilized  on  a  wide 
scale  in  America,  where  the  mere  magnitude  of  business 
and  the  distances  involved  in  travelling  justify  the  expense. 

Important  changes  in  design  have  been  seen  in  the  newer 
motion-picture  cameras,  sound  equipment,  projection  ap- 
paratus, and  the  theatre  itself.  Admirable  projection,  in 
daylight,  can  be  made  with  travelling  theatres;  a  recent 
instance  is  the  Thornycroft  mobile  truck  of  the  Ministry 
of  Information,  which  carries  a  powerful  arc  projector 
throwing  pictures  on  a  translucent  screen  in  the  rear,  and 
is  fitted  with  direct  and  alternating  current  generators  for 
the  lamp  and  the  sound  equipment  respectively. 

The  modern  studio  partakes  more  of  the  nature  of  an 
engineering  shop  than  a  stage.  The  complicated  lighting  of 
a  set  may  demand  a  score  or  more  of  electricians  to  control 
the  heavy  lighting  units  on  the  floor  and  in  the  galleries; 
electricians,  sound  engineers  and  lighting  experts  may,  in- 
deed, completely  outnumber  the  artists  and  photographers. 
Mechanical  handling  devices  have  added  to  the  compli- 
cation of  the  newer  studios.  In  one  of  these  the  stage  floor 
can  be  made  to  disappear  at  a  touch,  leaving  a  full-sized 
swimming  pool  in  view,  complete  with  glass  sides  and  with 
lighting  equipment  which  enables  all  kinds  of  under-water 
performances  and  illusions  to  be  photographed.  Among  the 
acoustical  problems  of  the  studio  efficient  but  completely 
soundless  ventilating  machinery  has  involved  much  arduous 
work. 

A  noiseless  camera  of  recent  design  employs  controlled 
hydraulic  resistance  in  overcoming  noise  from  friction  when 
tilting  or  panning  while  following  the  action  on  the  set.  It 
is  only  one  of  innumerable  improvements  in  construction. 
More  conspicuous  are  the  elaborate  trucks  on  which  the 
modern  camera  is  mounted  and  manipulated  by  its  crew 
of  two  or  three  standing  or  sitting  on  the  platforms.  A 
novel  feature  in  the  engineering  field  is  a  massively  con- 
structed camera  taking  2,000  pictures  a  second,  with  an 
electric  spark  of  pre-arranged  frequency  recorded  on  the 
edge  of  the  film  for  timing  purposes;  this  has  proved  of 
value  in  studying  problems  connected  with  aeroplane 
engines. 


THE  ENGINEERING  JOURNAL     October,  1941 


495 


From  Month  to  Month 


THE  PLAGUE  OF  QUESTIONNAIRES 

Everywhere  one  turns  these  days  he  faces  a  questionnaire. 
It  may  be  issued  by  a  governmental  department,  a  com- 
mercial organization,  a  social  body,  a  service  club,  a 
charity,  a  professional  society  or  a  voluntary  group. 
Unfortunately,  such  forms  are  too  frequently  received  with 
criticism  and  expressions  of  annoyance.  Some  persons  even 
take  time  to  express  their  feelings  in  withering  communica- 
tions intended,  no  doubt,  to  crush  the  responsible  parties  so 
that  they  cannot  rise  to  repeat  the  offence. 

Let  us  look  at  this  questionnaire  business  for  a  moment — ■ 
quietly,  thoughtfully  and  rationally.  In  the  first  place,  what 
is  the  purpose  of  such  an  inquiry  ?  Usually  it  is  intended  to 
bring  to  some  well-meaning  body  information  upon  which 
some  plans  for  the  common  good  can  be  based.  Invariably, 
these  plans  are  in  the  interest  of  the  individual  himself  as 
part  of  a  group,  and  yet  his  reaction  may  be  that  he  is 
doing  a  favour  to  the  inquirer.  Either  the  purpose  of  these 
questionnaires  is  misunderstood,  or  we  have  reached  a  stage 
of  disinterestedness  in  national  affairs. 

The  experience  of  the  Wartime  Bureau  of  Technical 
Personnel  has  been  illuminating.  A  prompt,  courteous 
return  has  been  received  from  most  prominent  engineers, 
and  the  criticisms  have  come  mostly  from  those  whose 
records  leave  something  to  be  desired  in  professional  attain- 
ment. Too  great  a  percentage  has  not  made  any  return  at  all. 

It  looks  as  if  the  questionnaire  approach  to  a  problem 
were  here  to  stay,  at  least  for  the  duration.  There  appears 
to  be  no  better  way  to  get  certain  necessary  information. 
It  would  be  wise,  therefore,  to  accept  it,  and  work  with, 
rather  than  against  it.  After  all,  it  does  not  demand  much 
of  the  individual,  and  it  may  be  the  basis  of  a  real  con- 
tribution to  the  war  effort.  It  should  be  kept  in  mind  that 
the  sacrifice  necessary  to  complete  the  form  is  nothing 
compared  with  that  made  by  the  individuals  initiating  the 
inquiry,  and  yet  all  the  time  and  thought  spent  by  them 
will  be  wasted  if  an  insufficient  number  of  completed  forms 
are  returned.  Your  co-operation  may  be  of  considerable 
assistance  to  someone  else  in  a  worth  while  effort  to  aid  the 
national  cause. 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Monthly  Bulletin 

The  activities  of  the  Bureau  have  now  entered  a  new 
phase.  At  the  suggestion  of  Sir  Lawrence  Bragg,  British 
Research  liaison  (  fficer,  and  C.  J.  Mackenzie,  acting 
president  of  the  National  Research  Council,  a  register  is 
being  set  up  to  cover  research  and  science  workers  through- 
out Canada. 

Believing  that  personnel  service  is  best  rendered  to  any 
one  group  by  someone  from  within  that  group,  the  Bureau 
has  secured  the  co-operation  of  Dr.  David  A.  Keys,  Pro- 
fessor of  Physics  at  McGill  University,  who  is  eminently 
fitted  for  the  work.  McGill  University  has  done  much  for 
the  war  effort  by  loaning  its  facilities  and  its  staff.  This  is 
but  another  example  of  its  whole-heartedness  in  all  things 
that  have  to  do  with  the  national  emergency. 

Dr.  Keys  is  already  at  work  on  matters  of  procedure, 
and  it  is  expected  that  shortly  forms  will  be  ready  for  dis- 
tribution to  all  persons  who  come  within  this  group.  Basic- 
ally, the  mailing  list  will  be  made  up  of  those  who  hold 
master  degrees  or  higher.  It  is  evident  that  such  a  list 
will  include  many  names  that  were  canvassed  in  the  first 
list  of  the  Bureau,  but  it  is  hoped  this  new  form  will  be 
received  with  equal  approval  as  naturally  it  contains  several 
questions  not  asked  previously.  It  affords  a  better  oppor- 
tunity to  such  persons  to  describe  their  .training  and  ex- 
perience. 

It  has  been  proved  with  startling  emphasis  that  research 
work  has  a  tremendous  influence  on  a  country's  effort  in 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


time  of  emergency.  It  may  be  a  long  time  after  the  war 
before  the  whole  story  can  be  told,  but  already  it  is  apparent 
in  many  places  that  great  things  have  been  done  by  the 
Empire's  research  groups.  This  is  particularly  true  in  Can- 
ada. Leadership  has  been  given  by  the  National  Research 
Council,  excellently  supported  by  the  universities,  indus- 
trial organizations  and  provincial  groups.  This  portion  of 
the  Empire's  effort  will  bring  great  credit  to  Canadian 
workers  and  Canadian  institutions,  and  should  be  the  gate- 
way to  even  greater  things  after  the  war.  It  is  to  utilize  all 
persons  who  have  had  any  research  training  that  this  new 
register  is  to  be  established.  The  proposal  has  the  support 
of  many  of  those  scientists  who  are  closest  to  the  needs 
of  the  country. 

CORRESPONDENCE 

A  Suggestion  for  the  Conservation  of  Fuel, 
Money,  and  Man-power 

605  Victoria  Avenue, 
Victoria,  B.C. 
The  Editor, 

The  Engineering  Journal, 
Montreal,  Que. 

Dear  Sir, 

Certain  orders  have  been  issued  by  the  Department  of 
Transport,  from  the  office  of  the  Oil  Controller,  regarding 
the  conservation  of  gasoline  and  other  liquid  fuels,  regulat- 
ing hours  of  sale,  cutting  out  credit  sales,  etc.,  without 
regard  to  the  regulation  of  transportation  required  in  our 
daily  life. 

It  appears  that  a  much  greater  percentage  of  conservation 
in  cities,  could  be  accomplished  if  commodity  deliveries 
were  regulated,  and  truck  and  delivery  runs  were  made 
illegal  outside  of  defined  areas,  naturally  in  the  location  of 
the  vendor  or  vendors,  of  essential  and  generally  used 
articles. 

Assuming  that  all  standard  retail  articles  are  the  same 
price  at  all  distributors  for  that  article,  as  they  should  be, 
then  an  area  dependent  on  his  clientele  should  be  set  for 
each  distributor: — 

(1)  The  distributor  will  then  distribute  his  goods  in  that 
area  and  no  other. 

(2)  No  other  distributor  will  be  allowed  to  deliver  similar 
goods  in  that  area. 

There  are  various  commodities  and  goods  such  as  milk, 
bread,  gasoline,  etc.,  of  which  the  price  and  delivery  can 
be  and  is  controlled,  and,  while  the  matter  requires  con- 
sideration and  deliberation  and  a  lot  of  ground  work  before 
a  working  basis  can  be  arrived  at,  the  saving  in  mileage  and 
therefore  in  gasoline  and  diesel  fuel,  would  be  enormous. 

(a)  It  can  safely  be  said  that  25  per  cent  of  the  motored 
delivery  vehicles  would  not  be  required,  and  their  non- 
use  would  release  the  fuel  and  do  away  with  the  repairs 
they  at  present  have  to  be  supplied  with. 

(b)  The  man-power  would  also  be  reduced  in  releasing 
the  drivers  of  these  trucks  and  the  service  men  who  cater 
to  their  needs,  for  the  more  essential  war  duties. 

(c)  The  workmen,  tools  and  material  necessary  in  manu- 
facturing these  vehicles  would  also  be  diverted  to  war 
effort. 

(d)  There  would  be  added  expedition  in  the  delivery  of 
goods  at  a  lower  mileage  delivery  cost. 


496 


October,  1941     THE  ENGINEERING  JOURNAL 


(e)  Fresher  comestibles  would  be  supplied  than  are  avail- 
able under  present  conditions,  and  this  would  lead  to 
better  relations  and  satisfaction  to  those  concerned. 

(f)  The  release  of  actual  money  is  shown  as  not  being 
expended  on  fuel  and  wages  for  labour. 

It  was  noted  on  August  25th  in  an  actual  check  up  made 
in  the  city  of  Vancouver,  B.C.,  between  the  hours  of  8  a.m. 
and  9  a.m.,  that  eighteen  milk  delivery  trucks  (all  motor) 
were  operating  in  four  blocks  on  one  street.  These  vehicles 
were  owned  by  seven  different  firms  whose  headquarters 
were  situated  miles  apart.  This  instance  gives  one  food  for 
thought  in  these  days  of  exploration  into  avenues  of  con- 
servation of  fuel,  money  and  man-power. 

Taking  Vancouver  as  one  instance,  where,  as  in  other 
large  cities,  milk,  bread,  gasoline,  fuel  oil,  and  other  com- 
modities are  all  in  the  hands  of  comparatively  few  firms, 
as  distributors,  it  is  not  outside  the  bounds  of  realism  to 
suggest  that  even  the  distribution  between  wholesalers, 
jobbers  and  retailers,  can  be  controlled  and  reduced  to  a 
minimum.  In  the  first  instance,  it  might  be  arranged 
through  an  interchange  of  customers  and  that,  while  only 
the  entering  edge  of  the  wedge,  could  be  evidently  carried 
out  quite  amicably  as,  commodity  prices  being  the  same, 
no  cash  would  be  involved. 

Naturally  an  undertaking  of  this  nature  would  have  to 
be  put  in  operation  and  carried  on  as  a  Government 
measure,  and  would  entail  considerable  census,  mapping 
and  statistical  work,  besides  personal  contact  with  all 
interested  parties,  but  the  cure  would  certainly  pay  for  the 
treatment.  It  is  not  an  impossible,  although  an  intriguing 
situation,  and  it  is  not  even  improbable  that  steps  will  have 
to  be  taken  and  regulations  made  and  carried  out,  in  this 
respect,  before  long. 

As  the  route  from  initial  distributor  to  retailer  would  be 
shortened,  there  would  be,  as  before  stated,  a  curtailment 
of  mileage,  fuel  and  time.  There  would  naturally  follow  a 
lower  delivery  cost  and  thus  a  saving  in  the  delivered  cost 
of  the  article  made  up  from  these  savings  which,  the  price 
of  the  commodity  being  pegged,  would  not  be  absorbed  by 
the  distributor  or  the  retailer,  but  would  be  passed  back  to 
the  producer  and  forward  to  the  customer.  In  this  manner 
the  farmer,  for  instance,  would  get  an  enhanced  value  for 
his  product  and  the  customer  better  goods,  being  fresher, 
at  a  lower  cost. 

Similarly  in  the  case  of  fuel  distributors  and  retailers, 
the  same  applies  and  these  savings  in  both  cases  would 
further  release  a  considerable  amount  of  money,  which  at 
the  moment  is  unnecessarily  and  wastefully  tied  up,  as  the 
producer  and  the  customer  would  have  this  extra  cash  to 
use. 

The  saving  to  the  country  at  large  would  of  course 
center  principally  in  the  fuel,  the  man-power  and  the  time 
released  by  this  set  up  and  secondarily  in  the  added  cash 
in  circulation  in  the  hands  of  the  producer  and  consumer. 

While  possibly  the  above  thought  may  savour  somewhat 
of  dictatorship,  if  we,  as  Canadians,  are  at  "total  war" 
then  it  behooves  us  to  bear  in  mind  that  we  must  pay  for 
this  war  and  how  better  than  by  starting  at  the  root  and 
cutting  out  the  non  essentials  of  our  social  life,  rather  than 
starving  the  fruitful  branches  of  war  effort. 

(Signed)  Jas.  H.  Blake,  m.e.i.c. 

MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  September  13th,  1941,  at  ten- 
thirty  a.m. 

Present:  President  C.  J.  Mackenzie  in  the  chair;  Past- 
President  J.  B.  Challies;  Vice-Presidents  K.  M.  Cameron 
and  McNeely  DuBose;  Councillors  J.  H.  Fregeau,  J.  G. 
Hall,  H.  Massue,  C.  K.  McLeod,  B.  R.  Perry,  G.  M.  Pitts, 
J.  A.  Vance,  and  the  General  Secretary. 

Out  of  the  discussion  of  the  Sir  John  Kennedy  Medal 
ballot,  a  proposal  was  made  that  some  change  in  the  regu- 


lations should  be  brought  about  whereby  it  would  not  be 
necessary  to  have  a  unanimous  vote  before  an  honorary 
membership  be  awarded.  It  was  pointed  out  by  the  presi- 
dent that  it  was  an  extremely  difficult  process  to  obtain 
an  absolutely  unanimous  opinion  on  any  nomination  for 
this  honour.  The  meeting  was  of  the  opinion  that  some 
changes  could  be  made  to  advantage,  and  the  general  sec- 
retary was  instructed  to  discuss  this  matter  with  Mr. 
Durley  so  that  a  definite  proposal  might  be  submitted  to 
a  later  meeting. 

Mr.  Challies,  chairman  of  the  Committee  on  Professional 
Interests,  reported  that  in  New  Brunswick  an  agreement 
had  been  approved  of  in  principle.  It  had  been  submitted 
to  the  Institute's  lawyers  and  certain  changes  which  they 
had  proposed  had  seemed  less  acceptable  to  the  Associa- 
tion than  the  original  wording.  Mr.  Challies  suggested  that 
Mr.  Kirby,  the  secretary  of  the  Provincial  Association, 
might  be  able  to  come  to  Montreal  to  discuss  this  matter 
with  him  and  the  General  Secretary.  It  was  agreed  that  an 
effort  should  be  made  to  have  Mr.  Kirby  come  to  Montreal. 

In  Manitoba  Mr.  Challies  reported  that  the  situation 
was  favourable.  He  hoped  that  during  the  proposed  visit 
of  the  president  and  the  general  secretary  to  Winnipeg 
some  further  progress  might  be  made. 

The  general  secretary  reported  figures  for  the  changes 
in  membership  due  to  the  workings  of  the  co-operative 
agreement  in  the  Province  of  Alberta.  It  was  suggested 
that  the  president  go  into  these  matters  with  the  Associa- 
tion and  with  the  branches  when  he  is  in  Alberta. 

The  general  secretary  read  a  report  from  the  Institute's 
committee  on  A.R.P.  in  which  it  was  recommended  that 
the  Institute  combine  with  other  interested  societies  to  form 
a  joint  technical  committee  which  could  co-operate  on  en- 
gineering matters  with  the  Federal  organization  for  A.R.P. 
This  was  in  accordance  with  a  suggestion  made  by  Dr. 
Glidden,  the  general  controller  of  A.R.P.  work. 

Council  felt  that  Mr.  Munro's  proposal  should  be  ac- 
cepted, and  to  that  end  it  was  suggested  that  the  National 
Research  Council  might  call  a  meeting  in  Ottawa  inviting 
representatives  from  all  appropriate  societies.  This  was 
agreed  to  and  the  general  secretary  was  instructed  to  make 
this  request  of  the  Research  Council. 

Mr.  Pitts  reported  that  the  architects  were  naturally  in- 
terested in  this  work  and  was  confident  that  they  would 
be  glad  to  co-operate  through  the  medium  of  such  a  com- 
mittee. He  agreed  to  bring  the  matter  to  the  attention  of 
the  executive  committee  of  the  Royal  Architectural  Insti- 
tute of  Canada  at  its  next  meeting. 

The  president  indicated  that  in  home  defence  work  there 
were  many  matters  requiring  consideration  by  engineers 
and  scientists.  He  thought  it  desirable  that  a  meeting  be 
called  so  that  the  matter  could  be  discussed  by  all  inter- 
ested parties  in  all  its  aspects.  He  pointed  out  that  the 
Institute  was  not  interested  in  the  ordinary  phases  of  A.R.P. 
work,  but  principally  those  phases  dealing  with  explosions, 
both  from  the  angle  of  reducing  the  amount  of  damage 
done  and  methods  of  quick  repair  after  attack.  It  was 
thought  that  organizations  or  individuals  interested  in  pub- 
lic utilities,  public  works,  architecture,  chemicals  and  gases 
should  be  brought  together  for  deliberations  on  this  subject. 

In  the  absence  of  the  chairman  of  the  Finance  Com- 
mittee, the  general  secretary  presented  the  reports  of  two 
meetings,  one  held  on  July  22nd,  and  the  other  on  Sep- 
tember 12th.  The  financial  statement  to  the  end  of  August 
had  been  examined  and  approved,  the  situation  between 
normal  income  and  expenditure  being  slightly  better  than 
at  the  same  time  last  year. 

The  Finance  Committee  recommended  that  Council 
approve  of  some  method  by  which  recognition  might  be 
made  of  professional  engineers  from  other  countries  who 
are  now  working  in  Canada;  these  were  principally  English 
and  Polish.  The  committee  thought  something  should  be 
worked  out  whereby  all  such  persons  would  be  given  the 
privileges  of  branch  meetings  and  perhaps  also  the  Journal. 


THE  ENGINEERING  JOURNAL     October,  1941 


497 


In  this  latter  case  some  special  consideration  might  be  made 
whereby  actual  costs  would  be  met.  These  people  might  be 
known  as  "Guest  Members"  or  some  other  appropriate  term. 

The  general  secretary  read  a  letter  from  the  secretary  of 
the  Institution  of  Electrical  Engineers  in  which  this  pro- 
posal was  received  very  cordially,  and  it  was  suggested 
that  if  the  Institute  extended  these  privileges  to  the  English 
members,  the  English  institutions  would  like  to  have  an 
opportunity  to  reciprocate  towards  those  members  of  the 
Institute  who  are  now  in  the  Old  Country. 

It  was  the  unanimous  opinion  of  the  meeting  that  every- 
thing possible  should  be  done  to  make  pleasant  the  stay  of 
these  people  in  Canada.  Council  was  willing  to  approve 
of  any  definite  proposals  which  were  acceptable  to  the 
Finance  Committee.  It  was  stated  specifically  and  em- 
phatically that  the  arrangement  to  be  worked  out  should 
be  such  that  it  would  be  possible  for  every  such  visiting 
engineer  to  participate  in  all  Institute  activities.  The  sec- 
retary was  instructed  to  obtain  from  the  English  Insti- 
tutions the  names  of  any  of  their  members  in  this  country, 
and  also  to  obtain  a  similar  list  from  the  members  of  the 
Polish  Engineers'  Association.  He  was  instructed  to  com- 
municate with  each  branch  as  soon  as  the  plan  was  formu- 
lated, so  they  might  get  in  touch  with  any  members  of 
this  group  who  might  be  in  their  branch  area. 

The  general  secretary  reported  that  contributions  had 
been  received  from  thirteen  Institute  branches  but  that 
twelve  had  not  yet  completed  their  campaign.  It  was  ex- 
pected in  these  latter  cases  that  the  matter  would  be  re- 
opened after  the  fall  season  commenced,  and  that  satis- 
factory results  would  be  obtained  in  each  case.  The  secre- 
tary was  instructed  to  write  a  letter  to  each  of  the  branches 
in  this  latter  group  reporting  on  the  results  to  date  and 
asking  for  their  co-operation. 

The  president  gave  a  brief  outline  of  his  proposed  visit 
to  the  western  branches.  He  was  leaving  Ottawa  on  Satur- 
day, September  20th,  and  would  stop  at  the  Lakehead 
Branch,  Winnipeg,  Regina,  Calgary,  Vancouver  and 
Edmonton.  He  regretted  that  the  urgency  of  business  of 
the  Research  Council  made  it  impossible  for  him  to  take 
in  other  branches  such  as  Lethbridge  and  Victoria.  Due  to 
the  pressure  of  these  other  business  affairs  it  is  necessary 
for  him  to  make  the  trip  within  the  minimum  length  of 
time.  He  said  that  he  would  be  pleased  to  have  any  other 
members  of  Council  accompany  him  who  could  do  so.  Vice- 
President  Cameron  announced  that  he  expected  to  go  with 
him  at  least  as  far  as  Winnipeg.  The  general  secretary  re- 
ported that  due  to  further  developments  in  the  activities 
of  the  Wartime  Bureau  of  Technical  Personnel  at  Ottawa, 
it  was  necessary  for  him  to  be  in  Ottawa  on  certain  dates 
so  that  he  would  only  be  able  to  be  present  at  the  Lake- 
head  and  the  Winnipeg  branches. 

Councillor  Perry  presented  a  final  report  on  the  repairs 
to  the  building  foundations.  This  report  showed  that  the 
work  had  all  been  completed  and  paid  for,  and  appeared 
to  be  very  satisfactory.  Councillor  Vance  said  that  it  was 
readily  evident  that  Mr.  Perry  had  done  a  real  service 
for  the  Institute  in  carrying  out  this  work  as  chairman  of 
the  committee.  He  moved  that  a  motion  be  recorded  on 
the  minutes  of  Council  indicating  Council's  gratitude  to 
Mr.  Perry  for  his  fine  service.  Council  unanimously  agreed 
to  this  proposal,  after  which  the  president  called  attention 
to  the  time  which  it  had  been  necessary  for  Mr.  Perry  to 
devote  to  this  work  as  head  of  the  committee,  for  all  of 
which  he  received  absolutely  no  remuneration.  Accordingly, 
it  was  moved  and  seconded  that  the  Council  of  the  Institute 
wishes  to  record  its  appreciation  of  the  splendid  service 
which  has  been  rendered  by  Councillor  Brian  Perry,  as 
chairman  of  the  House  Committee,  in  supervising  the  engi- 
neering work  associated  with  the  underpinning  of  the  Head- 
quarters' building.  His  careful  planning -and  consideration 
for  Institute  finances  have  done  a  great  deal  towards  pro- 
ducing an  extremely  satisfactory  piece  of  work  at  a  mini- 
mum cost. 


The  report  of  the  Nominating  Committee  was  presented 
by  the  general  secretary,  who  reported  that  all  nominees 
were  in  good  standing,  and  that  a  written  acceptance  of 
nomination  had  been  received  from  each  nominee.  Accord- 
ingly, it  was  unanimously  RESOLVED  that  the  list  of 
nominees  for  officers  for  the  year  1942,  as  submitted  by  the 
Nominating  Committee,  be  accepted  and  approved. 

The  president  indicated  his  desire  that  Dean  C.  R. 
Young,  presidential  nominee,  be  invited  to  all  Council 
meetings  for  the  balance  of  his  term  of  office,  and  that 
minutes  of  all  meetings  be  sent  to  him  so  that  he  might 
have  an  opportunity  to  familiarize  himself  in  detail  with 
the  affairs  of  the  Institute  before  actually  coming  into  office. 
This  was  unanimously  approved. 

The  general  secretary  read  a  report  from  Mr.  Harry 
Bennett,  chairman  of  the  Institute's  Committee  on  the 
Training  and  Welfare  of  the  Young  Engineer.  This  report 
outlined  the  work  that  had  been  done  by  the  committee  in 
preparing  the  manuscript  of  a  booklet  to  be  distributed 
among  high  school  or  secondary  school  pupils  who  might 
be  contemplating  proceeding  to  college  to  take  up  engi- 
neering. Mr.  Bennett  also  submitted  a  copy  of  the  manu- 
script for  the  approval  of  Council.  The  report  included  a 
statement  of  quotations  which  had  been  received  for  the 
printing,  as  well  as  recommendations  as  to  quantity  and 
distribution.  It  was  agreed  that  Mr.  Bennett's  proposal 
for  the  manuscript  itself,  as  well  as  his  recommendations 
as  to  price,  quantity  and  distribution  be  accepted  by 
Council,  subject  to  approval  of  the  Publication  Committee. 

The  general  secretary  reported  briefly  on  the  activities 
of  the  Wartime  Bureau  of  Technical  Personnel,  emphasizing 
particularly  that  at  the  request  of  the  National  Research 
Council  and  Sir  Lawrence  Bragg,  the  liaison  officer  between 
the  British  research  organizations  and  the  National  Re- 
search Council,  the  Bureau  was  undertaking  a  register  of 
research  workers  and  scientific  personnel.  It  had  been 
arranged  that  Doctor  David  A.  Keys,  Professor  of  Physics 
at  McGill  University,  would  head  up  this  department  of 
the  Bureau's  activities.  His  time  had  been  made  available 
by  McGill  University,  although  it  was  not  expected  that 
it  would  require  his  whole  time,  except  perhaps  in  the 
organization  stage. 

The  general  secretary  read  a  letter  from  the  National 
Construction  Council  in  which  the  co-operation  of  the 
Institute  was  asked  in  making  surveys  to  determine  what 
work  might  be  planned  for  attention  immediately  after  the 
war.  It  was  reported  that  the  Council  had  had  a  meeting 
of  its  executive  and  had  gone  into  the  subject  in  detail,  the 
outcome  of  which  had  been  that  two  resolutions  were 
passed.  The  Council  of  the  Institute  was  asked  whether 
or  not  it  could  support  these  resolutions.  After  consider- 
able discussion,  in  which  it  was  clearly  expressed  that 
Council  felt  that  after-war  conditions  could  not  be  met  by 
sectional  planning  but  must  be  considered  on  a  national 
basis,  the  general  secretary  was  instructed  to  send  copies 
of  the  National  Construction  Council's  communication  to 
all  councillors  so  that  they  might  prepare  for  a  fuller  dis- 
cussion at  subsequent  meetings. 

The  general  secretary  read  a  communication  from  this 
organization  which  dealt  with  economic  and  social  plan- 
ning for  the  post-war  period.  Council  agreed  that  this  mat- 
ter, too,  should  be  considered  on  a  national  rather  than  on 
a  sectional  basis,  and  that  these  proposals  should  come  up 
for  discussion  when  the  National  Construction  Council's 
communications  were  again  before  Council. 

A  number  of  applications  were  considered  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 11 

Juniors 4 

Affiliate 1 

Transfers 
Junior  to  Member 2 


498 


October,  1941     THE  ENGINEERING  JOURNAL 


Student  to  Member 4 

Student  to  Junior 9 

Vice-President  Cameron  suggested  that  it  would  be  a 
good  idea  to  hold  a  regional  meeting  of  Council  in  Quebec 
City.  This  met  with  unanimous  approval.  The  President 
stated  that  he  would  very  much  like  to  have  an  oppor- 
tunity to  visit  that  branch.  It  was  thought  that  the  October 
meeting  might  be  arranged  in  that  city,  and  the  selection 
of  an  actual  date  was  left  with  the  President. 

The  Council  rose  at  one-thirty  p.m. 

LIST  OF  NOMINEES  FOR  OFFICERS 

The  report  of  the  Nominating  Committee  was  presented 
to  and  accepted  by  Council  at  the  meeting  held  on  Sep- 
tember 13th,  1941.  It  is  published  herewith  for  the  inform- 
ation of  all  corporate  members  as  provided  by  Sections  19 
and  40  of  the  By-laws. 

List  of  Nominees  for  Officers  for  1942  as  Proposed 
by  the  Nominating  Committee 

President C.  R.  Young Toronto 

Vice-Pre  sidents  : 
*Zone  "B"  {Province  of 

Ontario) J.  L.  Lang 

*Zone  "C"  (Province  of 

Quebec) H.  Cimon  . 

*Zone  "D"  (Maritime 

Provinces) G.  G.  Murdoch Saint  John 

Councillors: 

^Victoria  Branch E.  W.  Izard. . 

jLethbridge  Branch J.  Haimes .  .  . 

\Calgary  Branch S.  G.  Coultis. 

^Winnipeg  Branch J.  W.  Sanger . 


Sault  Ste.  Marie 
Quebec 


^Sault  Ste.  Marie  Branch . 

jHamilton  Branch 

^Niagara  Peninsula  Branch . 


A.  E.  Pickering 

.W.J.  W.  Reid 

.P.  E.  Buss 

W.  R.  Manock 

A.  W.  F.  McQueen .  . 

\Ottawa  Branch T.  A.  McElhanney.  .  . 

^Toronto  Branch Nicol  MacNicol 

^Peterborough  Branch H.  R.  Sills 

\Montreal  Branch J.  E.  Armstrong 

R.  E.  Heartz 

jQuebec  Branch E.  D.  Gray-Donald . . 

]Moncton  Branch G.  L.  Dickson 

jCape  Breton  Branch F.  W.  Gray 


.  Victoria 
.  Lethbridge 
.  Calgary 
.  Winnipeg 
.  Sault  Ste.  Marie 
.  Hamilton 
Thorold 

.Fort  Erie  North 
.  Niagara  Falls 
.  Ottawa 
.  Toronto 
.  Peterborough 
.  Montreal 
.  Montreal 
.  Quebec 
.  Moncton 
. Sydney 


*One  vice-president  to  be  elected  for  two  years. 

tOne  councillor  to  be  elected  for  two  years. 

JTwo  councillors  to  be  elected  for  three  years  each. 


ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  September  13th,  1941,  the  fol- 
lowing elections  and  transfers  were  effected: 

Members 

Alton,  Jack,  (Regent  St.  Polytechnic),  designing  engr.,  Canadian 
Bridge  Co.  Ltd.,  Walkerville,"  Ont. 

Bullick,  Clarence  John,  b.a.sc,  (Univ.  of  Toronto),  asst  engr., 
Tropical  Oil  Company,  Barranca  Bermeja,  Colombia,  S.A. 

Dufort,  Cleophas  Leroux,  b.a.sc,  ce.,  (Ecole  Polytechnique),  Regis- 
trar, Corpn.  of  Prof.  Engineers  of  Quebec,  354  St.  Catherine  St. 
East,  Montreal,  Que. 

Estabrooks,  Donald  Steeves,  B.Eng.  (Civil),  (N-S.  Tech.  Coll.), 
records  engr.,  Price  Bros.  &  Co.  Ltd.,  Riverbend,  Que. 

Middleton,  John,  (Tech.  Coll.,  Greenock),  asst.  engr.,  office  of  the 
engineer-in-chief,  Naval  Service  Headquarters,  Ottawa,  Ont. 

Scheunert,  Hans,  Mech.  Engr.  (Frankhausen  Engrg.  Coll.),  produc- 
tion engr.,  aircraft  divn.,  Canadian  Car  &  Foundry  Co.  Ltd.,  Fort 
William,  Ont. 

Spriggs,  William,  b.sc.  (E.E.),  (McGill  Univ.),  elec.  design  engr., 
Shawinigan  Engineering  Company,  Montreal,  Que. 

Stickney,  William  Ralph,  b.a.sc  (Chem.),  (Univ.  of  Toronto),  weld- 
ing engr.,  Canadian  Bridge  Co.  Ltd.,  Walkerville,  Ont. 

Warnock,  Samuel,  b.a.sc.  (Elec),  (Univ.  of  B.C.),  A/C  Inspector, 
No.  15  Technical  Detachment,  R.C.A.F.,  Winnipeg,  Man. 


Williams,  Ralph  Emerson,  b.a.sc.  (Univ.  of  Toronto),  asst.  engr., 
Defence  Industries  Limited,  Winnipeg,  Man. 

Wrigley,  Frederick  Richardson  Gordon,  (City  and  Guilds  of  London 
Inst.),  elec.  engrg.  dept.,  Aluminum  Company  of  Canada, Montreal, 
Que. 

J  uniors 

Dembicki,  Steve,  B.sc.  (Univ.  of  Alta.),  M.Eng.  (McGill  Univ.), 
metallurgist,  Defence  Industries  Limited,  Verdun,  Que. 

Estabrook,  James  Pierce,  B.sc.  (Chem.),  (Queen's  Univ.),  junior 
chemist,  Price  Bros.  &  Co.  Ltd.,  Riverbend,  Que. 

Gorowski,  Charles  S.,  b.sc.  (Elec),  (Univ.  of  Man.),  engr.,  Canadian 
Associated  Aircraft  Ltd.,  Montreal,  Que. 

MacKenzie.  Ian  Donald,  b.sc.  (Queen's  Univ.),  asst.  geologist, 
Shawinigan  Engineering  Company,  Shawinigan  Falls,  Que. 

Affiliate 
Matthews,  Clifford  Bruce,  asst.  to  the  city  engr.,  Belleville,  Ont. 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Kent,  William  Leslie,  b.sc.  (Civil),  (Univ.  of  Alta.),  engr.,  Stuart 
Cameron  &  Co.  Ltd.,  Lang  Bay,  B.C. 

Pask,  Arthur  Henry,  b.sc.  (Elec),  (Univ.  of  Man.),  project  engr., 
Canadian  Industries  Limited,  Windsor,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Akin,  Thomas  Bernard  Jr.,  Pilot  Officer,  R.C.A.F.,  b.sc.  (Civil), 
(N.S.  Tech.  Coll.),  School  of  Aeronautical  Engineering,  4895  de 
Bullion  St.,  Montreal,  Que. 

Baldwin,  William  Alanson,  b.sc.  (Elec),  (McGill  Univ.),  supt.,  High 
Falls  Generating  Station,  Maclaren  Quebec  Power  Co.  via  Buck- 
ingham, Que. 

Howard,  Henry  Mervyn,  b.a.sc.  (Mining),  (Univ.  of  Toronto), 
metallurgical  sales  engr.,  E.  Long  Limited,  Orillia,  Ont. 

Purves,  William  Franklin,  B.Eng.  (Elec),  (McGill  Univ.),  elec.  engr., 
Schick  Dry  Shaver  Inc.,  Stamford,  Conn. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Dunn,  James  Rankin,  b.a.sc  (Elec),  (Univ.  of  Toronto),  Sub-Lieut., 
R.C.N.V.R.,  Halifax,  N.S. 

Goodspeed,  Herbert  Newcombe,  b.sc.  (Elec),  (Univ.  of  N.B.),  elec- 
trician, International  Nickel  Co.  Ltd.,  Sudbury,  Ont. 

Howard,  Albert  Warren,  b.a.sc.  (Univ.  of  Toronto),  asst.  elec.  engr., 
Montreal  Engineering  Co.  Ltd.,  Montreal,  Que. 

Mackie,  George  Arthur,  b.sc.  (Elec),  (Univ.  of  N.B.),  Lieut.,  1st 
Brighton  Fortress  (E  &  M)  Coy.,  R.C.E.  (A.F.),  Saint  John,  N.B. 

Miller,  Lindsay,  B.Eng.  (Mech.),  (McGill  Univ.),  dftsman.,  Aluminum 
Co.  of  Canada,  Kingston,  Ont. 

Monaghan,  Cecil,  b.sc.  (Elec),  (Univ.  of  Alta.),  senior  engrg.  clerk, 
elec.  light  and  power  dept.,  City  of  Edmonton,  Alta. 

Myers,  Gordon  Alexander,  B.Eng.  (Elec),  (N.S.  Tech.  Coll.),  res.  engr. 
and  acting  mgr.,  Colas  Nfld.  Ltd.,  Clarenceville,  Nfld. 

McKibbin,  Kenneth  Holdsworth,  b.sc.  (Mech.),  (Queen's  Univ.) 
Major,  Dist.  Ordnance  Mech.  Engr.,  Mil.  Dist.  No.  3,  Kingston, 
Ont. 

Wong,  Henry  Goe,  B.Eng.  (McGill  Univ.),  dftsman.,  Federal  Aircraft 
Ltd.,  Montreal,  Que. 

Students  Admitted 

Abbott,  Hugh  Martin,  (Univ.  of  B.C.),  5930  Granville  St.,  Vancouver, 
B.C. 

Berry,  William  Murray,  (Univ.  of  Man.),  241  Harbison  Ave.,  Win- 
nipeg, Man. 

Coupe,  Herbert  Ferguson,  b.a.sc.  (Univ.  of  Toronto),  Saguenay  Inn, 
Arvida,  Que. 

Estabrook,  Howard  A.,  b.sc.  (Queen's  Univ.),  Saguenay  Inn,  Arvida, 
Que. 

Frost,  Paul  Joseph,  (Univ.  of  B.C.),  4261-12th  Ave.  W.,  Vancouver, 
B.C. 

Hurley,  James  J.,  (Univ.  of  Toronto),  17  Lindsay  Ave.,  Toronto,  Ont. 

Jagger,  Paul  S.,  (Univ.  of  B.C.),  1259  Gordon  Ave.,  Hollyburn,  B.C. 

Kingsmill,  Hugh  Anthony  Gault,  b.a.sc.  (Univ.  of  Toronto), 
Saguenay  Inn.,  Arvida,    Que. 

Miron,  Jacques,  (Ecole  Polytechnique),  340  DeLanaudiere,  Joliette, 
Que. 

Moore,  William  Alan,  b.a.sc.  (Univ.  of  Toronto),  17  Roxborough 
Drive,  Toronto,  Ont. 

McEown,   Wilbert   Ross,   inspr.,   Dept.    of   Trade   and   Commerce, 

Winnipeg,  Man. 
Ouellette,   Robert   Pascal,    (McGill   Univ.),    5363   Duquette   Ave., 

Montreal,  Que. 


THE  ENGINEERING  JOURNAL     October,  1941 


499 


Personals 


Lt.-Col.  A.  R.  Sprenger,  m.e.i.c,  is  at  present  engaged 
in  the  supervision  of  shipyard  extensions  with  the  Wartime 
Merchant  Shipping  Limited. 

John  C.  Oliver,  m.e.i.c,  Registrar  of  the  Association  of 
Professional  Engineers  of  British  Columbia,  has  joined  up 
for  overseas  service  and  his  Council  has  given  him  indefinite 
leave  of  absence.  Previous  to  taking  the  position  as  registrar 
of  the  Association  in  1938,  he  had  been  for  several  years 
assistant  city  engineer  at  Vancouver. 

A.  D.  Créer,  m.e.i.c,  has  been  appointed  Registrar  of  the 
Association  of  Professional  Engineers  of  British  Columbia, 
replacing  John  C.  Oliver  for  the  duration  of  the  war.  Mr. 
Créer,  who  has  been  in  private  practice  in  Vancouver  as 
a  consulting  engineer  for  several  years,  was  at  one  time 
chairman  of  the  Vancouver  Branch  of  the  Institute. 

Capt.  A.  C.  Rayment,  m.e.i.c,  has  joined  the  staff  of  the 
Department  of  Munitions  and  Supply,  Arsenals  Branch,  as 
technical  officer.  He  has  had  a  varied  and  extensive  engi- 
neering experience  in  Canada,  Britain  and  Australia.  Since 
the  beginning  of  the  present  war,  he  has  been  active  in 
instructional  military  work. 

S.  D.  Lash,  m.e.i.c,  has  joined  the  engineering  staff  of 
Queen's  University  as  Lecturer  in  civil  engineering.  Mr. 
Lash,  who  is  an  honour  graduate  of  the  City  and  Guilds 
Engineering  College,  London,  England,  and  a  Ph.D.  of  the 
University  of  Birmingham,  came  to  Canada  in  1929  as 
draftsman  with  the  Northern  Electric  Company  of  Mont- 
real, and  later  was  employed  with  the  Dominion  Reinforcing 
Steel  Company  Limited,  Montreal.  In  1930,  he  went  to 
Vancouver  as  a  structural  detailer  with  the  British  Columbia 
Electric  Railway  Company  Limited.  From  1931  to  1933  he 
did  post  graduate  work  at  the  University  of  Birmingham, 
England,  and  from  1933  to  1935  he  worked  as  a  research 
assistant  with  the  Steel  Structures  Research  Committee  in 
England.  Returning  to  Canada  in  1935,  he  was  instructor 
in  civil  engineering  at  the  University  of  British  Columbia 
until  1938,  when  he  joined  the  National  Research  Council 
at  Ottawa  as  a  junior  engineer.  Lately  Dr.  Lash  has  been 
acting  secretary  of  the  National  Building  Code  project  with 
the  National  Research  Council.  He  is  a  frequent  contributor 
to  The  Engineering  Journal. 

Lt.-Col.  John  Handley,  m.e.i.c,  is  now  on  active  service 
with  the  Royal  Canadian  Engineers  and  is  at  present  Second 
in  Command  of  the  Third  Battalion  at  Noranda,  Que. 

L.  G.  Scott,  m.e.i.c,  has  been  transferred  by  the  Hudson's 
Bay  Company  from  Winnipeg,  Man.,  to  Vancouver,  B.C. 

Flying  Officer  K.  Y.  Lochhead,  m.e.i.c,  has  completed 
his  course  at  the  School  of  Aeronautical  Engineering,  Royal 
Canadian  Air  Force,  Montreal,  and  has  been  posted  as 
Station  Engineer  Officer  at  Alliford  Bay,  B.C. 

Jean  Bouchard,  m.e.i.c,  is  at  present  employed  as  field 
engineer  with  A.  Janin  and  Company  at  Gaspé,  Que.  Lately 
he  had  been  employed  as  assistant  district  engineer  for  the 
Civil  Aviation  Division  of  the  Department  of  Transport. 

W.  G.  Dyer,  m.e.i.c,  has  been  appointed  division  engineer 
with  the  Canadian  Pacific  Railway  Company  at  Moose 
Jaw,  Sask.  He  was  previously  located  at  Lanigan,  Sask. 
He  has  been  with  the  Canadian  Pacific  Railway  Company 
ever  since  his  graduation  from  the  University  of  Saskatche- 
wan in  1925. 

C.  H.  McL.  Burns,  m.e.i.c,  has  recently  been  appointed 
assistant  to  the  manager  of  munitions  of  Otis-Fensom 
Elevator  Company  Limited,  at  Hamilton,  Ont. 

R.  K.  Williams,  m.e.i.c,  has  severed  his  connection  with 
the  Geo.  S.  May  Company,  and  has  accepted  a  position 
with  Stevenson  and  Kellogg  Limited,  Toronto. 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


W.  F.  Campbell,  m.e.i.c,  is  now  employed  with  the 
Aluminum  Company  of  Canada,  Limited,  at  Arvida,  Que. 
He  was  previously  acting  county  engineer  for  the  County  of 
Holdimand  at  Cayuga,  Ont. 

Victor  Michie,  M.e.i.c,  who  is  inspecting  engineer  with  the 
Department  of  Munitions  and  Supply  is  temporarily  located 
in  Newfoundland.  Mr.  Michie  is  the  chairman  of  the  Win- 
nipeg Branch  of  the  Institute. 

Eric  Grant,  m.e.i.c,  has  joined  the  Royal  Canadian  Air 
Force  and  is  located  at  Halifax  with  the  Works  and  Build- 
ings Department.  For  the  past  two  and  a  half  years  he 
was  employed  with  the  Canadian  National  Railways  on 
design  and  drafting  work  for  the  Montreal  terminal  station. 

J.  S.  Cooper,  m.e.i.c,  is  now  on  active  service  with  the 
Royal  Canadian  Navy  and  is  attached  to  the  Engineer-in- 
Chief's  Division  at  Naval  Service  Headquarters,  Ottawa. 
He  had  lately  been  employed  as  an  inspector  of  tanks  with 
the  Inspection  Board  of  the  United  Kingdom  and  Canada. 
Previously  he  was  connected  with  the  Wabi  Iron  Works 
Limited,  at  New  Liskeard,  Ont. 

D.  B.  Rees,  m.e.i.c,  has  been  promoted  from  Flying  Officer 
to  Flight  Lieutenant  in  the  Royal  Canadian  Air  Force.  He 
is  at  present  stationed  with  No.  4  Air  Training  Command 
at  Regina. 

A.  M.  Paull,  m.e.i.c,  has  left  the  Department  of  Public 
Works,  Highways  Branch,  of  Alberta,  and  has  been  ap- 
pointed a  temporary  Flying  Officer  with  the  Works  and 
Buildings  Department  of  the  Royal  Canadian  Air  Force 
at  Edmonton. 

J.  A.  Reynolds,  m.e.i.c,  has  joined  the  staff  of  the  Depart- 
ment of  Munitions  and  Supply,  Directorate  of  Engineering. 
He  was  previously  employed  as  an  aircraft  inspector  at 
Belleville,  Ont, 

G.  R.  Treggett,  jr.E.i.c,  has  severed  his  connection  with 
the  Montreal  Tramways  Company  to  accept  a  position 
with  the  Coca-Cola  Company  of  Canada  Limited  at 
Montreal. 

Squadron  Leader  A.  D.  Nesbitt,  S.E.I.C,  has  recently 
received  the  Distinguished  Flying  Cross  for  his  leadership 
and  devotion  to  duty  with  the  Royal  Canadian  Air  Force 
in  England.  The  citation  of  the  Air  Ministry  states  that 
"on  a  particular  occasion  in  December,  1940,  Nesbitt  led 
a  section  of  aircraft  over  the  sea  for  two  hours  without 
wireless  assistance  in  extremely  adverse  weather  conditions. 
The  visibility  was  practically  nil.  His  judgment  enabled  the 
section  eventually  to  land  safely — although  their  petrol  was 
practically  exhausted — without  loss  to  personnel.  Nesbitt 
has  destroyed  two  enemy  aircraft."  Squadron  Leader 
Nesbitt  has  been  in  the  thick  of  the  fighting  over  Britain 
for  the  past  fifteen  months. 

D.  L.  Rigsby,  S.E.I.C,  employed  with  the  British  Air  Com- 
mission, has  been  transferred  to  Consolidated  Aircraft 
Corporation  at  San  Diego,  Calif. 

R.  J.  Brydges,  s.E.l.c,  has  recently  been  transferred  by 
the  Northern  Electric  Company  Limited  from  Montreal 
to  Winnipeg.  He  was  graduated  from  the  University  of 
Manitoba  in  1938  and  took  a  two-year  apprenticeship  course 
with  A.  Reyrolle  &  Company  Limited,  England.  Upon  his 
return  to  Canada  in  1940,  he  joined  the  staff  of  the  Northern 
Electric  Company  Limited  in  the  Power  Apparatus  Division 
at  Montreal. 

H.  W.  Colditz,  s.E.i.c,  is  now  employed  with  the  Beth- 
lehem Steel  Company,  Shipbuilding  Division,  on  Staten 


500 


October,  1941     THE  ENGINEERING  JOURNAL 


Island,  New  York.  He  was  graduated  from  McGill  Univer- 
sity last  spring. 

Jean  Lacombe,  s.E.l.c,  is  now  employed  with  the 
Dominion  Bridge  Company  Limited  in  the  plate  and  tank 
department  at  Lachine,  Que.  Lately  he  had  been  on  the 
staff  of  the  Quebec  North  Shore  Paper  Company  at  Baie 
Comeau,  Que. 

W.  B.  Mclntyre,  Affl.E.i.c,  who  was  employed  with  the 
Canadian  National  Railways  at  Toronto,  has  been  trans- 
ferred to  Regina,  Sask. 

VISITORS  TO  HEADQUARTERS 

T.  FouUces,  m.e.i.c,  Plant  Engineer,  J.  R.  Booth  Co.  Ltd., 
Ottawa,  Ont.,  on  August  22nd. 

R.  R.  Oulton,  jr.E.i.c,  Canadian  Broadcasting  Corpora- 
tion, Sackville,  N.B.,  on  August  26th. 

F.  S.  Small,  m.e.i.c,  Fraser  Brace  Co.  Ltd.,  Montreal, 
on  August  27th. 

N.  Beaton,  m.e.i.c,  Powell  River,  B.C.,  on  August  29th. 
J.  W.  Thompson,  m.e.i.c,  Debert  Aerodrome,  Debert, 
N.S.,  on  August  29th. 

G.  B.  Batanoff,  s.e.i.c,  Blaine  Lake,  Sask.,  on  August 
30th. 

Geoffrey  Stead,  m.e.i.c,  Saint  John,  N.B.,  on  September 
8th. 

Jean  Flahault,  s.e.i.c,  Aluminum  Company  of  Canada, 
Arvida,  Que.,  on  September  10th. 

K.  M.  Cameron,  m.e.i.c,  Chief  Engineer,  Department  of 
Public  Works,  Ottawa,  Ont.,  on  September  13th. 
R.   M.  Hardy,  m.e.i.c,   Professor  of  Civil  Engineering, 
University  of  Alberta,  Edmonton,  Alta.,  Chairman  Edmon- 
ton Branch,  on  September  15th. 

J.  L.  Balleny,  m.e.i.c,  Canadian  General  Electric  Co.  Ltd., 
Toronto,  Ont.,  on  September  17th. 

Mrs.  F.  A.  Gaby,  wife  of  Past-President  Gaby,  Toronto, 
Ont.,  on  October  4th. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the.  relatives  of 
those  whose  passing  is  recorded  here. 

Lionel  Coke-Hill,  m.e.i.c,  died  on  July  7th,  1941,  in 
England,  as  the  result  of  an  accident.  He  was  born  at 
Derby,  England,  on  February  25th,  1872,  and  received  his 
education  at  the  local  technical  college,  at  the  same  time 
serving  an  apprenticeship  in  his  father's  office,  the  late 
A.  Coke-Hill,  architect. 

From  1893  to  1902  he  was  employed  as  a  draftsman  and 
an  inspection  engineer  in  the  engineering  department  of 
Bass  &  Company,  Brewers,  Burton-on-Trent,  England.  He 
came  to  Canada  in  1903  and  was  employed  for  a  few  months 
with  the  Bell  Telephone  Company  as  draftsman  and  in- 
spector of  building  construction  in  Montreal.  In  1904  he 
joined  the  staff  of  J.  A.  Jamieson,  grain  elevator  engineer, 
as  a  draftsman  on  concrete  and  steel  elevator  construction. 
He  went  to  the  United  States  in  1906  on  similar  work  with 
the  Macdonald  Engineering  Company  at  Chicago.  The  fol- 
lowing year  joined  the  staff  of  John  S.  Metcalf  Company, 
in  their  Chicago  office,  and  remained  with  this  firm  for  a 
number  of  years.  From  1908  until  1914  he  was  in  Montreal 
as  a  designing  engineer  on  Harbour  Commissioners  of  Mont- 
real and  Canadian  Pacific  Railway  elevators  and  many  other 
plants  of  similar  character.  From  1914  to  1919  he  travelled 
extensively  in  England,  Siberia,  Russia  and  France  as 
European  manager  and  engineer  for  the  Metcalf  Company. 
During  the  year  1919  to  1920  he  was  in  charge  of  the 
company's  business  and  construction  of  elevators  at  Buenos 
Aires,  Argentine.  He  later  returned  to  Montreal  and  became 
chief  engineer  and  director  of  the  company.  For  the  past 


few  years  he  had  lived  at  Mickleover,  Derby,  England. 
Mr.  Coke-Hill  joined  the  Institute  as  a  Member  in  1922. 

Frederick  George  Cross,  m.e.i.c,  died  at  his  home  at 
Lethbridge,  Alta.,  on  September  9th,  1941,  after  a  long 
illness.  He  was  born  at  Exeter,  Devonshire,  England,  on 
September  2nd,  1881,  and  received  his  education  in  the 
local  schools,  and  in  London. 

He  came  to  Canada  in  1906  and  entered  the  service  of 
the  Irrigation  Department  of  the  Canadian  Pacific  Railway 
Company  on  August  1st,  1907,  at  Calgary;  from  1907  to 
1914  he  was  engaged  on  location  and  construction  of  the 
irrigation  systems,  from  rodman  to  general  inspector,  super- 
vising concrete,  steel  and  timber  construction  up  to  the 
time  of  his  enlistment  for  overseas  service  in  the  last  war. 
He  served  with  the  Canadian  Railway  Troops  in  France 
from  1915  to  the  termination  of  the  war,  retiring  with  the 
rank  of  Major.  In  1919,  Major  Cross  returned  to  the  service 
of  the  Canadian  Pacific  Railway  Company  as  canal  super- 
intendent at  Brooks,  Alta.  In  1925  he  was  promoted  to 
assistant  superintendent  of  operation  and  maintenance  of 
the  Company's  Lethbridge  irrigation  project,  which  position 
he  held  up  to  the  time  of  his  death. 


F.  G.  Cross,  M.E.I.C. 

The  late  Mr.  Cross  was  one  of  Canada's  leading  artists 
and  his  works  hang  in  many  parts  of  the  world.  At  the 
early  age  of  sixteen  he  exhibited  two  oil  paintings  in  the 
Royal  West  of  England  Academy.  During  early  construc- 
tion days  in  Alberta  he  spent  many  evenings  drawing  and 
sketching  animals  on  the  range.  Following  the  war  he  won 
a  dual  competition  for  a  war  memorial  and  record  of  service 
conducted  by  The  Engineering  Institute  of  Canada.  Both 
bronzes  are  erected  in  the  Institute's  headquarters  at  Mont- 
real. Paintings  of  the  deceased  are  included  in  Canada's 
first  water  colour  collection  to  Scotland  in  1932-33.  They 
are  represented  in  Canada's  collections  to  the  Southern 
Dominions  (Johannesburg  Exposition).  Some  of  his  art  was 
included  in  Canada's  exhibition  of  paintings  sent  to  London 
for  the  coronation  of  King  George  VI. 

Some  of  Mr.  Cross'  works  hang  in  Birmingham  city's  art 
gallery  and  many  of  his  pictures  are  in  private  collections. 
He  was  a  member  of  the  Canadian  Society  of  Painters  in 
Water  Colours,  of  whom  there  are  only  thirty-one  in 
Canada.  In  1937  he  was  honoured  in  his  election  by  the 
Council  of  the  Royal  Canadian  Academy  as  an  associate 
member. 

Mr.  Cross  joined  the  Institute  as  an  Associate  Member 
in  1912  and  he  was  transferred  to  Member  in  1932. 

Alexander  Scott  Dawson,  m.e.i.c,  died  on  August  8th, 
1941,  at  Guelph,  Ont.  He  was  born  at  Pictou,  N.S.,  on 
September  6th,  1871,  and  received  his  education  at  McGill 
University,  Montreal,  where  he  was  graduated  in  1894. 
For  three  years  after  graduation  he  worked  as  assistant 


THE  ENGINEERING  JOURNAL     October,  1941 


501 


engineer  with  the  Metropolitan  Water  Works  Department 
at  Boston,  Mass.  In  1899  he  joined  the  Canadian  Pacific 
Railway  Company  as  assistant  engineer  at  Winnipeg.  In 
1903  he  became  division  engineer  at  Calgary,  Alta.  A  year 
later  he  was  made  division  engineer  of  the  Company's  irri- 
gation department  at  Calgary,  and  in  1907  he  became  assist- 
ant chief  engineer  of  the  same  department,  later  becoming 
chief  engineer.  In  this  capacity  he  had  direct  charge  of  the 
construction  and  operation  of  all  the  larger  irrigation  enter- 
prises of  the  Company  in  Alberta.  Since  his  retirement  in 
1932,  he  had  lived  in  eastern  Canada. 


A.  S.  Dawson,  M.E.I.C. 

Mr.  Dawson  joined  the  Institute  as  a  Student  in  1889 
and  he  was  transferred  to  Associate  Member  in  1895.  He 
became  a  Member  in  1909  and  was  granted  Life  Member- 
ship in  1932.  He  was  a  charter  member  of  the  Calgary 
Branch  of  the  Institute  and  was  chairman  of  its  Executive 
Committee  in  1917.  He  was  a  vice-president  of  the  Institute 
for  1925-1926. 

Herbert  Samuel  Holt,  ll.d.,  d.c.l.,  M.E.I.C,  died  at  his 
home  in  Montreal,  on  September  28th,  1941,  after  a  month's 
illness.  He  was  born  at  Geashill,  King's  County,  Ireland, 
on  February  12th,  1856.  He  was  educated  at  Albert  Train- 
ing Institute  at  Glasnerin,  near  Dublin.  Upon  receiving  his 
diploma  in  engineering,  land  surveying  and  drafting,  he 
came  to  Canada  in  September,  1873  and  until  December 
was  employed  as  assistant  to  the  engineer  of  the  Toronto 
Water  Works.  From  then  until  May  1874  he  was  assistant 
engineer  and  transitman  on  a  topographical  survey  for  the 
Credit  Valley  Railway,  and  following  this  became  transit- 
man  and  assistant  engineer  on  the  Victoria  Railway.  In 
the  next  year,  he  was  division  engineer  on  the  Lake  Simcoe 
Junction  Railway,  and  he  later  returned  to  the  Credit 
Valley  Railway  as  engineer  in  charge  of  track,  buildings, 
and  bridges  on  93  miles.  When  engaged  on  this  work,  Mr. 
Holt  formed  a  friendship  that  was  to  have  important 
developments.  He  met  William  (later  Sir  William)  Mac- 
kenzie, and  obtained  a  timber  contract  from  him.  In  years 
to  come  these  two  men  along  with  Donald  (later  Sir  Donald) 
Mann,  were  associated  in  railway  construction,  public 
utility  and  other  enterprises. 

Mr.  Holt's  reputation  as  a  railroad  constructor  was 
firmly  established  by  the  Credit  Valley  contract  and  when 
in  the  middle  80's  James  Ross,  father  of  J.  K.  L.  Ross, 
took  over  the  task  of  building  parts  of  the  Prairie  and 
British  Columbia  sections  of  the  Canadian  Pacific  Railway, 
his  young  superintendent  was  placed  in  charge  of  the  work. 
Mr.  Holt  later  went  into  the  contracting  business  for  him- 
self and  under  his  direction  stretches  -of  the  C.P.R.  in 
Quebec,  Maine  and  New  Brunswick  were  built.  Mr.  Holt 
was  one  of  the  group  who  witnessed  the  historic  ceremony 
of  the  driving  of  the  last  spike  in  the  C.P.R.  transcon- 


tinental line  by  Sir  Donald  Smith,  subsequently  Lord 
Strathcona  and  Mount  Royal. 

Mr.  Holt  also  constructed  railways  in  the  United  States 
and  was  a  pioneer  railroader  in  South  America.  He  built  a 
line  over  the  Andes,  after  covering  the  whole  ground  with 
a  surveying  party  on  mule  back. 

He  came  to  Montreal  in  1901  and  interested  himself  in 
the  Montreal  Gas  Company.  Then  began  the  series  of 
developments  and  mergers  which  resulted  in  the  Montreal 
Light,  Heat  and  Power  Consolidated. 

In  1908  Mr.  Holt  became  president  of  the  Royal  Bank 
of  Canada,  which  by  absorbing  such  banks  as  the  Union, 
the  Traders,  Northern  Crown  and  Quebec,  and  acquiring 
the  West  Indian  branches  of  the  Colonial  Bank  of  England, 
had  widely  extended  its  operations. 

Mr.  Holt  received  the  honour  of  knighthood  in  1915  for 
services  to  Great  Britain  during  the  Great  War,  when  he 
made  a  survey  of  the  war  zone  railways  in  France. 

In  recent  years  Sir  Herbert  had  relinquished  the  pre- 
sidency of  the  Montreal  Light,  Heat  and  Power  Consoli- 
dated and  of  the  Royal  Bank  of  Canada,  acting  in  each 
case  as  chairman  of  the  board.  He  was  director  of  a  great 
number  of  companies  as  well  as  a  governor  of  McGill 
University  and  president  of  the  Royal  Victoria  Hospital  in 
Montreal. 


Sir  Herbert  S.  Holt,  M.E.I.C. 

Sir  Herbert  was  one  of  the  senior  members  of  the  Insti- 
tute, having  joined  as  an  Associate  Member  in  1889  and 
transferred  to  Member  in  December  of  the  same  year. 

Earlier  this  year  he  was  amongst  the  eight  initial  recipi- 
ents of  the  Julian  C.  Smith  Medal  of  the  Institute  granted 
"for  achievement  in  the  development  of  Canada."  It  had 
not  been  possible  for  Sir  Herbert  to  be  present  at  the 
annual  meeting  of  the  Institute  last  winter  in  Hamilton 
when  these  medals  were  presented,  and  it  had  been  hoped 
that  a  special  presentation  could  have  been  arranged  this  fall. 

It  may  be  appropriate  to  recall  the  citation  which  was 
read  by  the  late  General  Sir  Arthur  Currie  when  he  con- 
ferred upon  Sir  Herbert  the  honorary  degree  of  LL.D.,  in 
1927:  "A  leader  endowed  with  strength  for  great  responsi- 
bilities; clear  sighted  guide  of  many  nationally  important 
undertakings,  who  has  devoted  his  organizing  talents  to 
Canadian  industry;  a  believer  in  word  and  deed  in  Canadian 
capital  for  Canadian  development;  a  citizen  of  firm  faith 
in  Canada's  resources  who  has  administered  with  broad 
vision  a  great  many  Canadian  enterprises." 

Robert  Fitzgerald  Uniacke,  M.E.I.C,  died  suddenly  at 
Toronto  on  August  25th,  1941.  He  was  born  at  Sydney, 
Cape  Breton,  on  April  10th,  1858,  and  obtained  his  educa- 
tion at  King's  College,  now  affiliated  with  Dalhousie  Uni- 
versity. He  began  his  engineering  career  in  1880  when  he 
was  employed  by  the  Nova  Scotia  Government  on  the  con- 
struction of  the  Western  Counties  Railway.  The  same  year 


502 


October,  1941     THE  ENGINEERING  JOURNAL 


he  went  to  the  United  States  to  work  on  the  location  and 
construction  of  New  York  West  Shore  and  Buffalo  Railroad. 
From  January,  1881,  to  October,  1883,  he  acted  as  assistant 
engineer  on  the  construction  of  the  Genesee  Company  divi- 
sion near  Buffalo.  He  then  returned  to  Canada  and  was 
engaged  by  the  Nova  Scotia  Government  as  resident  engi- 
neer on  the  Nova  Scotia  and  Atlantic  Railroad.  A  few 
years  later  he  was  employed  with  the  Dominion  Bridge 
Company  in  Montreal  and  the  King  Bridge  Company  in 
Cleveland.  In  1904  he  returned  from  Cleveland  to  become 
bridge  engineer  with  the  old  National  Transcontinental 
Railway  and,  during  his  ten  years'  association  with  the 
railroad,  was  responsible  for  all  its  bridges  east  of  Winnipeg. 
Severing  his  connection  with  the  railway  in  1914,  he  was 


appointed  chief  penitentiaries  engineer  in  the  Department 
of  Justice  at  Ottawa,  and  remained  in  this  position  until 
his  retirement  in  1926. 

Two  years  before  his  retirement,  he  was  awarded  the 
Gzowski  medal  by  the  Institute  in  recognition  of  a  paper 
he  had  prepared  on  the  Salmon  River  viaduct  in  Quebec. 
During  recent  years  he  had  lived  abroad,  returning  to 
Canada  in  1940. 

Mr.  Uniacke  was  one  of  the  oldest  members  of  the 
Institute,  having  joined  as  a  Member  the  year  of  its  incor- 
poration as  the  Canadian  Society  of  Civil  Engineers  in  1887. 
He  acted  as  chairman  of  the  Ottawa  Branch  for  several 
years  and  was  a  councillor  of  the  Institute  from  1914  to 
1916.  He  had  been  made  a  Life  Member  in  1926. 


News  of  the  Branches 


QUEBEC  BRANCH 

Paul  Vincent,  m.e.i.c.     -     Secretary-Treasurer 

Le  premier  tournoi  annuel  de  golf  de  la  section  de  Québec, 
disputé  sur  les  terrains  du  Royal  Quebec  Golf  Club  à  Bois- 
chatel,  le  15  septembre  1941,  a  été  couronné  d'un  remarqua- 
ble succès,  en  dépit  de  la  mauvaise  température.  Le  brillant 
soleil  du  début  de  l'après-midi  fit  place,  vers  les  4  heures, 
à  une  pluie  torrentielle  qui  cependant  ne  réussit  pas  à  dé- 
courager les  joueurs.  Les  dames  en  particulier,  qui  avaient 
été  invitées  à  prendre  part  au  tournoi,  firent  preuve  d'un  ex- 
cellent esprit  sportif,  et  continuèrent  la  partie  jusqu'à  la  fin. 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


Entre  le  dix -huitième  et  le  dix-neuvième.  M. M.  Lionel  Bizier, 
L.  C.  Dupuis,  P. -A.  Dupuis,  le  champion,  et  Lucien  Martin. 

La  coupe  donnée  par  la  maison  Geo.  T.  Davie  &  Sons, 
fut  gagnée  par  P.  A.  Dupuis  du  Ministère  des  Travaux 
Publics  qui  enregistra  le  meilleur  score  brut.  Le  vainqueur 
devra  défendre  avec  succès  son  titre  pendant  deux  autres 
années  consécutives,  pour  que  la  coupe  emblématique  du 
championnat  reste  en  sa  possession  définitivement.  Le  "run- 
ner up"  fut  Lionel  Bizier,  du  Port  de  Québec,  qui  enregistra 
deux  coups  de  plus  que  le  champion. 

Pour  le  meilleur  score  net,  la  palme  revient  à  Gustave 
St-Jacques,  de  la  Régie  des  Services  Publics.  Huet  Massue, 
de  Montréal,  le  suivit  de  près. 

Chez  les  dames,  Mademoiselle  Charlotte  Dupuis,  fille  du 
président  de  la  section  de  Québec  de  l'Institut,  enregistra 
le  meilleur  score  brut,  tandis  que  le  crédit  pour  le  meilleur 
score  net  revient  à  Madame  Léo  Roy. 


De  nombreux  prix  de  valeur,  gracieusement  offerts  par 
différentes  maisons  de  commerce  de  Québec,  furent  dis- 
tribués aux  vainqueurs  à  l'issue  des  matches. 

Au  diner  qui  suivit,  dans  le  chalet  du  club,  le  président 
L.  C.  Dupuis  avait  avec  lui  à  la  table  d'honneur,  Hector 
Cimon,  vice-président  de  l'Institut  choisi  pour  l'an  prochain, 
et  Huet  Massue,  de  Montréal,  conseiller  de  l'Institut. 

Le  diner  fut  suivi  d'une  danse  dans  les  salons  du  club. 

Tous  ceux  qui  ont  pris  part  à  cette  fête,  s'accordent  pour 
reconnaître  son  succès,  et  se  promettent  d'y  revenir  l'an 
prochain. 


Êm 


Parmi  ceux  qui  ont  bravé  la  pluie,  M. M.  Edouard  Gaudette, 

Ludger  Gagnon,  Joachim  des  Rivières  Tessier,  Huet  Massue  et 

Hector  Cimon. 


Groupe  des  golfeurs  après  le  tournoi.  Assis  de  g.  à  d.:  M. M. 
Huet  Massue,  de  Montréal;  L.  C.  Dupuis,  président  de  la  Sec- 
tion de  Québec;  Louis  Trudel,  de  Montréal;  Hector  Cimon, 
Adhémar  Laframboise  et  Paul  Vincent,  secrétaire  de  la  Section, 
tous  trois  de  Québec. 


THE  ENGINEERING  JOURNAL     October,  1941 


503 


News  of  Other  Societies 


ECPD  ANNOUNCE  ANNUAL  MEETING   IN  NEW 
YORK  CITY  ON  OCTOBER  30,  1941 

The  annual  meeting  of  the  Engineers'  Council  for  Profes- 
sional Development,  although  last  year  held  in  Pittsburgh, 
will  this  fall  again  return  to  its  customary  meeting  place 
in  New  York  City.  The  date  selected,  Thursday,  October 
30,  follows  immediately  the  yearly  sessions  of  the  National 
Council  of  State  Boards  of  Engineering  Examiners,  which 
are  also  scheduled  for  New  York  on  the  three  preceding 
days,  October  27-29. 

Although  these  two  organizations  are  not  meeting 
jointly,  nevertheless  it  is  expected  that  there  will  be  a 
generous  overlapping  of  attendance,  and  the  focus  for  joint 
attendance  is  the  annual  banquet  of  the  National  Council 
of  State  Boards  of  Engineering  Examiners  on  Tuesday 
evening.  Similarly,  the  annual  dinner  of  ECPD  on  Thurs- 
day evening  is  expected  to  attract  many  of  those  who  are 
delegates  to  the  earlier  convention. 

Three  sessions  of  the  ECPD  meeting  are  in  prospect  for 
Thursday.  In  the  forenoon  reports  from  various  committees 
will  be  received  and  discussed.  Following  lunch  there  will  be 
an  executive  session,  devoted  to  accrediting  and  similar 
confidential  features  of  the  work.  At  dinner  the  programme 
will  be  attuned  to  the  special  professional  problems  incident 
to  the  present  national  emergency. 

The  fine  work  being  done  by  ECPD  should  be  a  matter 
of  pride  and  interest  to  all  engineers.  Those  interested  are 
encouraged  to  attend  the  public  meetings  including  the 
dinner  at  the  Engineers'  Club.  Sessions  will  be  held  at  the 
Engineering  Societies  Building.  The  chairman  of  ECPD  is 
Robert  E.  Doherty,  president  of  the  Carnegie  Institute  of 
Technology,  and  for  1940-41  George  T.  Seabury,  secretary 
of  the  American  Society  of  Civil  Engineers,  is  secretary. 

ANNUAL  CONVENTION,  CANADIAN  INSTITUTE 
OF  SEWAGE  AND  SANITATION 

The  Annual  Convention  of  the  Canadian  Institute  on 
Sewage  and  Sanitation  will  be  held  at  the  Walper  House, 
Kitchener,  Ont.,  on  October  16th  and  17th.  The  programme 
will  consist  of  four  written  papers  and  four  guided  discus- 
sions, Municipal  plumbing,  by-laws,  treatment  of  activated 
sludge,  refuse  collection  and  salvage  of  wastes,  and  treat- 
ment by  sprinkling  filters  will  be  among  the  subjects  dis- 
cussed; while  the  written  papers  will  deal  with  sludge  dis- 
posal, laboratory  control  in  sewage  treatment,  the  Grand 
River  Conservation  Project,  and  the  cleaning  and  main- 
tenance of  sewers.  A  large  attendance  is  expected. 

POST-WAR  CONSTRUCTION  PROGRAMME 

The  minutes,  recently  issued,  of  the  annual  meeting  of 
the  National  Construction  Council  of  Canada,  held  at 
Toronto  on  May  29th,  carry  interesting  news  to  the  con- 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


struction  industry.  The  Council  has  appointed  a  standing 
committee  to  study  and  make  plans  for  a  post-war  pro- 
gramme of  construction  along  the  lines  of  the  recommend- 
ations made  at  the  Government  sponsored  Conference  of 
Building  Trades  Employers  and  Employees,  held  at 
Ottawa  last  winter.  These  recommendations  are  as  follows: 

1.  Extension  of  the  present  Federal  Housing  Act  and  the 
broadening  of  its  provisions  to  include  opportunities  for 
those  in  business  to  secure  the  same  measures  of  assistance 
as  other  citizens. 

2.  Re-inauguration  of  the  Home  Improvement  Plan  and 
the  broadening  of  this  measure  to  include  opportunities  for 
small  business  men  to  secure  assistance  for  necessary 
extensions. 

3.  A  slum  clearance  programme  and  development  of 
modern  housing  and  town  schemes,  planning  landscaping 
and  garden  home  plans,  and  playground  and  park  improve- 
ments. 

4.  Large  scale  development  for  the  utilization  of  water 
power  for  the  creation  of  electrical  energy  compatible  with 
increased  demands  and  modern  development. 

5.  Reforestation. 

6.  Continuation  and  extension  of  the  Prairie  Farm  Re- 
habilitation Scheme. 

7.  Highway  development,  to  be  progressively  continued, 
that  access  may  be  provided  to  the  national  scenic  beauties 
of  Canada  with  the  object  of  encouraging  tourist  traffic  now 
recognized  to  be  an  important  national  asset. 

8.  Diversion  and  conservation  of  waters  for  a  greater 
use  of  our  lakes  and  rivers  as  a  means  of  pure  water  supply. 

9.  Construction  of  sewage  disposal  plants  for  preventing 
the  contamination  of  our  lakes  and  rivers. 

10.  In  the  interests  of  health  and  sanitation,  provision 
should  be  made  to  meet  the  requirements  of  numerous 
municipalities  in  Canada  which  lack  the  facilities  of  procur- 
ing a  fresh  water  supply  and  proper  disposal  of  sewage. 

1 1 .  Extension  to  farmers  of  the  advantages  of  science,  by 
the  installation  of  modern  methods  of  sanitation  and 
electrical  energy. 

12.  Grade  crossing  elimination. 

13.  In  co-operation  with  provincial  and  municipal 
authorities,  undertake  a  survey  of  possible  requirements  of 
public  buildings  and  schools  and  the  establishment  of  a 
system  of  modernization. 

14.  To  provide  measures  of  protection  for  health,  we 
suggest  extensive  development  of  a  system  of  public  baths 
and  swimming  pools  and  other  recreation  facilities. 


SEPTEMBER  JOURNALS   REQUIRED 

There  has  heen  an  unusual  demand  for  extra  copies  of  the 
September,  1941,  issue  of  The  Engineering  Journal  and  it 
would  be  appreciated  if  members  who  do  not  retain  their 
copies  would  return  them  to  Headquarters,  at  2050  Mansfield 
Street,  Montreal,  Que. 


504 


October,  1941     THE  ENGINEERING  JOURNAL 


Library  Notes 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS  • 

Aerosphere  : 

Edited  by  Glenn  D.  Angle.  Including 
modern  aircraft,  modem  airciaft  engines, 
aircraft  statistics,  buyer's  guide.  New  York, 
Aircraft  publications,  1941-  8%  x  11%  in. 

Design  of  Modern  Steel  Structures: 

By  Linton  E.  Grinter.  New  York,  Mac- 
Millan  Company,  1941.  6x9)4,  in.  $5.00. 

Elements   of  Engineering   Thermodyna- 
mics: 

By  James  A .  M  oyer,  J .  P.  Calderwood  and 
Audrey  A.  Potter.  6th  éd.,  rewritten.  New 
York,  John  Wiley  &  Sons,  1941.  9\i  x 
6  in.  $2.50. 

Experiments  upon  the  Flow  of  Water  in 
Pipes  and  Pipe  Fittings: 

By  John  R.  Freeman.  New  York,  Amer- 
ican Society  of  Mechanical  Engineers, 
1941.  11%  x9\i  in. 

Handbook  of  Chemistry: 

Compiled  and  edited  by  Norbert  A .  Lange; 
a  reference  volume  for  all  requiring  ready 
access  to  chemical  and  physical  data  used 
in  laboratory  work  and  manufacturing. 
Sandusky,  Handbook  Publishers,  Inc., 
1941.  5Y2x  8  in. 

Metal  Processing: 

By  Orlan  William  Boston.  New  York, 
John  Wiley  &  Sons,  Inc.,  1941.  6  x  9% 
in.  $5.00. 

REPORTS 

American  Society  of  Mechanical  Engin- 
eers: 

Sixty-year  index  to  A.S.M.E.  technical 
papers,  1880-1989.  New  York,  1941. 

American  Society  for  Testing  Materials: 

Symposium  on  Colour — its  specification  and 
use  in  evaluating  the  appearance  of 
materials.  Philadelphia,  American  So- 
ciety for  Testing  Materials,  1941- 

British  Standards  Institution — Specifica- 
tions: 

Silver  solder  (grades,  A,  B  and  C),  revised 
June,  1941  ;  brass  tubes,  tubes  for  screwed 
glands  and  screwed  glands  for  condensers, 
revised  February,  1941;  H  aid  drawn 
phosphor  bronze  wire,  1941;  Naval  brass 
die  castings,  October,  1940;  Brass  cravity 
die-castings,  November,  1940;  Cast  brass 
bars  (suitable  for  forging)  and  forgings, 
March,  1941  ;  Leaded  bronze  ingots;  leaded 
bronze  castings.  Nos.  206,  378,  384,  920, 
932,  944,  960,  961,  962,  963,  964,  965. 

Canada — Dominion  Bureau  of  Statistics: 

Libraries  in  Canada,  1938-40.  Ottawa, 
1941. 

Canadian    Engineering    Standards  Asso- 
ciation— Specifica  tions  : 

Canadian  Electrical  Code,  part  2 — Con- 
struction and  test  of  all-asbestos  and 
asbestos  varnished  cambric  insulated  wires 
and  cables.  Ottawa,  May,  1941. 

Electrochemical  Society — Preprints  : 

Rochelle  copper  plating;  Deposition  poten- 
tials of  cobalt  nickel,  and  copper  from 
chloride  and  bromide  solutions;  Contamin- 
ation and  electrolytic  and  cleaning  of  cold 
rolled  steel;  Solvent  effect  on  semiquinone 
redox  equilibria,  effect  of  forming  temper- 
ature on  lead  storage  battery  anodes;  iron 
deposition;    acid   zinc    plating;    insoluble 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


anodes  in  the  electrolysis  of  zinc  sulfate 
containing  chlorine  in  solution. 

National  Council  of  State  Boards  of  En- 
gineering Examiners: 

Digest  of  state  laws  governing  the  practice  of 
professional  engineering  and  land  survey- 
ing. Columbia,  April,  1941- 

Ontario,  Department  of  Mines 

Forty-ninth  annual  report,  volume  49, 
pt.  1,  1940.  Toronto,  1941. 

Quebec,  Professional  Engineers  of 
Quebec: 

Official  list  of  members  of  the  Corporation 
of  professional  engineers  of  Quebec,  June, 
1941. 

Quebec,  Statistical  Year  Book: 

Statistical  year  book.  Quebec,  1940. 
Quebec,  1941. 

United  States  Department  of  the  Interior 
— Bureau  of  Mines — Bulletin: 

Contributions  to  the  data  on  theoretical 
metallurgy;  Petroleum  and  natural-gas 
fields  in  Wyoming.  Bulletins,  434,  418. 

United  States  Department  of  Commerce 
— Building  Materials  and  Structures: 

Structural  and  heat-transfer  properties  of 
"U.S.S.  Panelbilt".  Prefabricated  sheet- 
steel  constructions  for  walls,  partitions  and 
roofs.  BMS74. 

PROCEEDINGS 

Highway  Research  Board: 

Proceedings  twentieth  annual  meeting, 
1940.  Washington,  1941. 

National  Asphalt  Conference: 

Proceedings  of  the  thirteenth  National 
Asphalt  Conference,  Dallas,  Texas,  1940. 

Society  for  the  Promotion  of  Engineering 
Education: 

Proceedings  of  the  sixth  annual  meeting  of 
the  Allegheny  section.  Pittsburgh,  Carnegie 
Institute  of  Technology,  1940. 

BOOK  NOTES 

The  following  notes  on  new  books  ap- 
pear here  through  the  courtesy  of  the 
Engineering  Societies  Library  of  New 
York.  As  yet  the  books  are  not  in  the 
Institute  Library,  but  inquiries  will  be 
welcomed  at  headquarters,  or  may  be 
sent  direct  to  the  publishers. 

ACCOUNTING  FOR  ENGINEERS 

By  J .  R.  Bangs  and  C.  R.  Hanselman. 
International     Textbook     Co.,     Scranton, 
Pa.,  1941-  582  pp.,  Mus.,  diagrs.,  charts, 
tables,  9]/2  x  6  in.,  fabrikoid,  $4.00. 
The    subject    material    of    this    textbook, 
which  is  amplified  by  many  diagrams,  tables 
and    examples,    is    divided    into    five    major 
sections:  theory  of  debit  and  credit;  proced- 
ure at  end  of  fiscal  period;  accounting  prac- 
tice; accounting  applications;  and  costs.  The 
method  of  presentation  permits  the  use  of  the 
book  as  a  general  text  in  basic  accounting 
principles.   Sample   financial  statements   are 
appended. 

(The)  AUTOMOBILE  INDUSTRY,  the 
the  Coming  of  Age  of  Capitalism's 
Favorite  Child 

By  E.   D.   Kennedy.    Reynal    &    Hitch- 
cock, New   York,    1941.   333    pp.,    tables 
9x6  in.,  cloth,  $3.50. 
Once  more  the  genesis,  development  and 


current  trends  of  the  automobile  industry  are 
presented  as  a  shining  example  of  American 
industrial  progress.  Full  of  facts  and  figures, 
the  separate  chapters  picture  in  strict  chrono- 
logical order  the  achievements  and  vicissi- 
tudes which  have  attended  the  making  and 
selling  of  automobiles  through  the  last  five 
decades. 

BETTER  FOREMANSHIP  . 

By  G.  Gardiner.  2  ed.  McGraw-Hill  Book 
Co.,  New  York,  1941.  836  pp.,  tables,  8x5 
in.,  cloth,  $2.50. 
In  a  direct,  practical  question-and-answer 
treatment    this    book    presents    modern    in- 
dustrial management  for  foremen.  The  sub- 
jects covered  were  chosen  to  give  the  foreman 
help  both  with  fundamental  functions  and 
practices  of  foremanship  and  with  the  new 
problems   resulting  from   recent   changes  in 
working  conditions,   labor  relations  and  in- 
dustrial methods. 

(The)  DESIGN  OF  MANUFACTURING 
ENTERPRISES,  a  Study  in  Applied 
Industrial  Economics 

By  W.  Rautenstrauch.  Pitman  Publishing 

Corp.,  New  York  and  Chicago,  1941-  298 

pp.,  Mus.,  diagrs.,  charts,  tables,  9%  x  6 

in.,  cloth,  $3.50. 

Profitable    operation    of    large    and    small 

manufacturing    businesses    is    dependent    on 

their   efficient   economic   design.    This   book 

makes  available  the  principles  and  methods 

of  the  economics  of  manufacture  taken  from 

practical  experience  in  the  designing  of  new, 

or  the  redesigning  of  existing  businesses  for 

improved  operating  characteristics.  The  first 

part  of  the  text  deals  with  business  as  a 

whole;   the  second,   with   selected   problems 

from  both  process  and  mechanical  industries. 

DESIGN  OF  MODERN  STEEL  STRUC- 
TURES 

By  L.  E.  Grinter.  Macmillan  Co.,  New 
York,  1941.  452  pp.,  Mus.,  diagrs.,  charts, 
tables,  9l/i  x  6  in.,  cloth,  $5.00. 
This  book  and  Vol.  I  of  the  author's 
"Theory  of  Modern  Steel  Structures"  are  in- 
tended to  furnish  the  requisite  material  for 
undergraduate  courses  in  statically  determin- 
ate structures.  A  somewhat  novel  arrange- 
ment presents  first  the  chapters  on  riveted, 
welded  and  other  connections.  Then  follow 
chapters  on  tension  and  compression  mem- 
bers, beams  and  girders,  and  stress  determin- 
ations. Design  procedures  for  roofs,  truss 
bridges,  buildings  and  continuous  beams  end 
the  book,  with  the  exception  of  a  section 
giving  abbreviated  specifications  issued  by 
various   engineering   associations. 

DIRECTORY  OF  MICROFILM  SOUR- 
CES    including     Photostat     Service, 

Compiled  by  R.  C.  Cibella.  Special  Libra- 
ries Association,  New  York,  1941-  56  pp., 
diagrs.,  10  x  7  in.,  paper,  $0.75. 
The  main  section  in  this  timely  directory  is 
ah  alphabetical  list  of  more  than  two  hundred 
libraries   and  commercial  firms  which   offer 
microfilm,    photograph    and    photostat    ser- 
vices. Microfilm  collections  are  also  indicated, 
and  a  geographical  index  to  the  list  is  pro- 
vided.   The    reproduction    of    sample    order 
forms  from  many  of  these  sources  adds  a 
practical  touch. 

ELECTRO-PLATING  AND  ANODISING 

By  J .  Rosslyn.  Chemical  Publishing  Co., 
Brooklyn,  N.Y.,  1941.  224  PP-,  Mus., 
diagrs.,  charts,  tables,  9  x  5l/2  in.,  cloth, 
$2.50. 
General  principles  and  industrial  processes 
for  gold,   silver,   nickel,    copper,    chromium, 


THE  ENGINEERING  JOURNAL     October,  1941 


505 


cadmium  and  zinc  plating  are  covered.  Sep- 
arate chapters  deal  with  a  number  of 
specialized  applications  of  electrodeposition 
such  as  in  the  printing  industry,  the  hardware 
trade,  etc.  The  final  chapter  is  devoted  to 
anodising  and  aluminum  plating. 

EMULSIONS  AND  FOAMS 

By  S.  Berkman  and  G.  Egloff.  Reinhold 
Publishing  Corp.,  New  York,  1941.  591 
■pp.,  Mus.,  diagrs.,  charts,  tables,  9]4  x  6 
in.,  cloth,  $8.50. 
The  importance  of  emulsions  and  foams  in 
many  industries,  particularly  the  oil  industry, 
has  led  to  progressive  development  in  their 
control.     This    monograph    begins    with    a 
detailed  treatment  of  the  theory  of  emulsions 
and  foams,  continues  with  several  chapters 
dealing   with   the    practical   knowledge    and 
application  of  these  states  of  matter,  and  con- 
cludes with  a  description  of  the  laboratory 
methods  used  in  the  examination  of  emulsions. 
The  bibliographies  aie  extensive. 

FRASER   AND   JONES'   MOTOR   VEHI- 
CLES AND  THEIR  ENGINES 

By  N.  G.  Shidle  and  T.  A.  Bissell    with 
the  assistance  of  T .  Francis.  5  ed.  D.  Van 
Nostrand  Co.,  New  York,  1941.  339  pp., 
illus.,  diagrs.,  chaits,  tables, 9x6 in.,  cloth, 
$2.50. 
This  book  is  designed  to  give  a  clear  know- 
ledge of  the  theory  of  operation  and  main- 
tenance of  modern  automobiles  to  beginning 
students.    Current   design   and   practice   are 
emphasized,  and  for  practical  purposes  most 
chapters  contain  information  on  likely  troub- 
les,   their    reasons    and    common    remedies. 
The    descriptive    material    is     confined    to 
examples  from  the  passenger -car  field,  but  a 
considerable  portion  of  this  and  the  whole 
final  chapter  are  applicable  to  motor  trucks. 

GAS-LIFT  PRINCIPLES  AND  PRAC- 
TICES 

By   S.    F.    Shaw.    Gulf  Publishing   Co., 
Houston,    Texas,    1939.    156   pp.,    illus., 
diagrs.,  charts,  tables,  9  x  5]/>  in.,  lea., 
$3.00. 
The  first  half  of  this  book  is  devoted  to  the 
history,  principles  and  operation  of  gas-lift 
and  its  equipment,  including  a  considerable 
amount   of   gas-lift   performance   data.    The 
later  chapters  cover  compressor  plant  instal- 
lations and  examples  of  actual  gas-lift  practice 
in  various  fields  both  domestic  and  foreign. 

HANDLING  AND  STOWAGE  OF  CARGO 

By  A.   G.   Ford.   International   Textbook 
Co.,  Scranton,  Pa.,  1941-  213  pp.,  illus., 
diagrs.,  charts,  tables,  8]/>  x  5  in.,  cloth, 
$2.25. 
Efficient  modern  methods  for  packing  and 
arranging  commodities  in  a  vessel  for  trans- 
portation by  sea  are  described  for  the  use  of 
those    engaged    in    directing,    handling    or 
arranging  for  such  shipments.  Review  ques- 
tions accompany  each  chapter,  and  practical 
arithmetical  examples  are  included. 

Imperial  Institute,  Plant  and  Animal 
Products  Department 

CHICLE,  JELUTONG  AND  ALLIED  MA- 
TERIALS (  reprinted  from  the  Bul- 
letin of  the  Imperial  Institute) 

By  E.  H.  G.  Smith.  Imperial  Institute, 

London,  1940.  22  pp.,  tables,  9\4  x  6  in., 

paper,  Is.  (obtainable  from  British  Library 

of   Information,    620    Fifth    Ave.,    New 

York,  $0.30). 

A  reprint  from  the  Bulletin  of  the  Imperial 

Institute,  this  pamphlet  deals  with  the  botany 

collection  and   preparation,   production  and 

economics  of  chicle,  jelutong  and  other  similar 

substances  used  as  a  base  for  chewing  gum. 

A  list  of  references  to  other  publications  is 

included. 

INTRODUCTION  TO  GEOLOGY 

By  E.  B.  Brenson  and  W.  A.  Tarr.  2  ed. 
McGraw-Hill  Book  Co.,  New   York  and 


London,  1941.  482  pp.,  illus.,  diagrs., 
charts,  maps,  tables,  9  x  6  in.,  cloth,  $3.75. 

Intended  as  a  general  text  for  students  not 
majoring  in  geology  as  well  as  for  those  who 
are,  this  book  avoids  technicalities  in  present- 
ing the  outstanding  principles  of  the  subject. 
The  fundamentals  of  both  physical  and 
historical  geology  are  covered.  Over  four 
hundred  photographs,  maps  and  diagrams 
aid  the  beginning  student  in  understanding 
the  text. 

(The)      MANAGERIAL      REVOLUTION, 
What  Is  Happening  in  the  World 

By  J .  Burnham.  John  Day  Co.,  New 
York,  1941.  285  pp.,  8\4  x  5)4  in.,  cloth, 
$2.50. 

The  author  submits  the  thesis  that  the 
running  of  the  world  is  coming  under  the 
control  of  "managers,"  "managers"  being 
defined  as  those  who  direct  activities  and  do 
not  come  within  either  the  capitalist-owner  or 
the  labor  group.  Reasons  are  advanced  to 
show  why  the  capitalist  regime  is  doomed, 
and  why  socialism  will  not  be  the  displacing 
system. 

MATHEMATICAL  TABLES 

By  H.  B.  Dwight.  McGraw-Hill  Book  Co., 
New  York,  1941.  231  pp.,  tables,  9)4  x  6 
in.,  cloth,  $2.50. 

The  values  of  both  natural  functions  and 
logarithms  of  trigonometric  functions  are 
given  to  four  or  five  places  of  decimals  in 
hundredths  of  degrees  rather  than  minutes  and 
seconds.  Exponential,  hyperbolic  and  other 
commonly  used  functions  are  also  included. 
Tabular  differences  are  included  wheiever 
desirable. 

METAL  PROCESSING 

By  0.  W.  Boston.  John  Wiley  &  Sons, 
New  York;  Chapman  &  Hall,  London, 
1941-  630  pp.,  illus.,  diagrs.,  charts, 
tables,  9]/2  *  6  in.,  cloth,  $5.00. 

This  volume  constitutes  a  revision  of  the 
author's  "Engineering  Shop  Practice"  con- 
solidated with  more  recent  data.  All  steps 
involved  in  designing  for  production  are 
covered  briefly  in  the  first  chapter;  manufac- 
turing drawing,  analysis  and  form  of  material 
used,  operations  and  equipment  desired,  and 
plant  layout.  Subsequent  chapters  treat  in 
detail  the  various  classes  of  machines  and 
processes  and  other  factors  dependent  upon 
conditions  of  quantity  and  quality.  A  biblio- 
graphy accompanies  each  chapter. 

MODERN  HIGHER  PLANE  GEOMETRY 

By  A.  S.  Winsor.  Christopher  Publishing 
House,  Boston,  Mass.,  1941-  214  PP-, 
diagrs.,  8  x  5)4  in.,  cloth,  $2.25. 

A  résumé  of  some  of  the  more  familiar  and 
important  ideas  in  high  school  geometry  is 
given  in  the  first  chapter.  The  author  then 
presents,  in  the  standard  theorem,  proof  and 
exercise  manner,  certain  advanced  geometrical 
concepts  concerning  loci,  harmonic  ranges, 
polars,  etc.  Important  features  are  a  complete 
treatment  of  analysis  and  a  discussion  of  the 
escribed  circles  of  a  triangle. 

MODERN     METALLURGY     FOR     EN- 
GINEERS 

By  F.  T.  Sisco.  Pitman  Publishing  Coip., 
New  York  and  Chicago,  1941.  426  pp., 
illus.,  diagis.,  charts,  tables,  9Y2  x  6  in., 
cloth,  $4.50. 
This  concise  study  of  recent  developments 
in  ferrous  and  non-ferrous  metallurgy  pro- 
vides essential  data  on  the  engineering  pro- 
perties of  metallic   materials,   the   variables 
affecting  these  properties,  and  their  signifi- 
ance  to  engineers.  The  relation  between  con- 
stitution   and    structure    of    materials    and 
properties  is  briefly  shown  in  an  elementary 
discussion  of  fundamental  modern  concepts 
of  physical  metallurgy.  Review  questions  and 
a  bibliography  are  appended. 


OIL  BOOM,  the  Story  of  Spindletop, 
Burkburnett,  Mexia,  Smackover, 
Desdemona,  and  Ranger 

By  B.  House.  Caxton  Printers,  Caldwell, 

Idaho,  1941-  194  PP-,  illus.,  9)4  x  6  in., 

cloth,  $3.00. 

The   oil   fields   of    1'exas,    Oklahoma   and 

Arkansas   in    their   early    days   presented   a 

frenzied  scene.  The  author  has  put  into  his 

book  the  personalities,  boom  town  activity, 

fantastic    profits    and    sad    disillusion ments 

which    contributed    to    this    brief    phase    of 

American  history. 

(The)  PHOTOCHEMISTRY  OF  GASES 
(American  Chemical  Society  Mono- 
graph No.  86) 

By   W.   A.  Noyes  and  P.  A.   Leighton. 
Reinhold   Publishing   Corp.,    New    York, 
1941-    475    pp.,    illus.,    diagrs.,    charts, 
tables,  9}4x6  in.,  cloth,  $10.00. 
Photochemistry,  the  study  of  the  effects 
produced  on  chemical  systems  by  the  action 
of  electromagnetic  radiations,  is  a  progressing 
field.  One  portion,  that  of  reactions  in  the  gas 
phase,  is  considered  in  this  monograph.  The 
early    chapters    define    the    work,    describe 
experimental  techniques  and  present  a  survey 
of  spectroscopy.  Photochemical  kinetics  and 
the  reactions  following  absorption  by  various 
atoms  and  molecules  are  discussed.   A  con- 
siderable amount  of  photochemical  data  in 
tabulai  form  is  given  in  appendices,  and  there 
is  a  large  bibliography. 

PLANE  FACTS  FOR  AIRPLANE  AND 
ENGINE  MECHANICS 

By  B.  A.  Kutakoff.  Military  Book  Co., 
New  York,  1941.  241  pp.,  illus.,  diagrs., 
charts,  tables,  8x5  in.,  cloth,  $1.75. 
This    practical    manual   for    airplane   and 
engine  mechanics  piesents  the  latest  design 
and  manufacturing  practice  in  order  to  give 
an  understanding  of  the  structure  of  planes 
and  engines.  Maintenance  and  repair  are  also 
covered,  and  an  extensive  question  and  answer 
system  facilitates  review.  The  material  con- 
forms  to   Civil   Aeronautics   Administration 
regulations  and  practices. 

PRINCIPLES  OF  MAGNAFLUX  IN- 
SPECTION 

By  F.  B.  Doane.  Magnaflux  Corp.,  Chi- 
cago, 1940.  133  pp.,  illus.,  diagrs.,  charts, 
tables,  9l  x  6  ™~.  cloth,  $2.50. 
This  description  of  magnaflux  inspection 
methods    covers    equipment,    processes,    the 
inspection    medium,    detectible    defects,    de- 
magnetization and  the  evaluation  of  indica- 
tions. There  is  a  separate  chapter  on  weld 
inspection.  Basic  physical  principles  are  dis- 
cussed briefly,  and  there  is  a  bibliography. 

REINFORCED  CONCRETE  CHIMNEYS 

By  C.  P.  Taylor  and  L.  Turner.  Concrete 
Publications,  Ltd.,  London,  1940.  66  pp., 
illus.,   diagrs.,   charts,   maps,   tables,  9)4 
x  6  in.,  cardboard,  $3.50  (obtainable  from 
Engineers  Book  Shop,  168  East  46th  St., 
New  York). 
This  practical  manual  deals  with  the  design 
of  reinforced  concrete  chimneys  in   accord- 
ance with  modern  British  practice.  Standard 
types  are  described,  design  data  are  given  for 
all  important  factors,  and  there  is  a  chapter 
dealing  with  flue  openings,  linings,  bands  and 
other  specific  features.   Special  attention  is 
paid    to    the    scientific    calculation    of    the 
stresses  caused  by  hot  gases. 

RUNNING  A  MACHINE  SHOP 

By    F.    H.    Colvin   and    F.    A.    Stanley. 
McGraw-Hill  Book  Co.,  New  York  and 
London,    1941.    449   pp.,   illus.,    diagrs., 
charts,  tables,  9l/2  x  6  in.,  cloth,  $3.50. 
A  practical  manual  which  gives  owners  and 
managers  of  machine  shops  valuable  pointers 
for  more  efficient  and  profitable  operation.  It 
covers  everything  from  shop  layout  to  in- 
spection   methods — equipment,    routing   and 
work  handling,  estimating,  training  of  work- 


506 


October,  1941     THE  ENGINEERING  JOURNAL 


ers,  etc.  Methods  and  suggestions  have  been 
taken  from  the  practice  of  leading  shops  of  all 
types  and  sizes. 

SAMPLING  AND  CHEMICAL  ANALYSIS 
OF  CAST  FERROUS  METALS  (Spe- 
cial Publication  No.  7,  March,  1941) 

By  E.  T.  Austin.  British  Cast  lion  Re- 
search   Association,    Birmingham,    Eng- 
land, rev.  and  enl.  ed.  llfi  pp.,  diagrs., 
tables,  10  x  6  in.,  linen,  apply. 
This  manual  has  been  prepared  for  the  use  of 
chemists  and  metallurgists  in  works  and  other 
laboratories.  Sampling  procedure  and  general 
laboratory    technique    are    described,     and 
detailed  directions  are  given  for  the  analysis 
of  pig  iron,  plain,  malleable  and  alloy  cast 
irons,    and   ferro-alloys.    Brief   references   to 
theory  are  included. 

SCIENCE  EXPERIENCES  WITH  TEN- 
CENT  STORE  EQUIPMENT 

By  C.  J.  Lynde.  International  Textbook 
Co.,  Scranton,  Pa.,  1941-  256  pp.,  illus., 
diagrs.,   charts,  tables,   8x5  in.,   cloth, 
$1.60. 
As  indicated  by  the  title,  this  small  book 
contains   a  selection   of  simple   experiments 
based    on    scientific    principles.    This    third 
volume  of  a  series  designed  primarily  for  high 
school  classes  deals  with  sound,  light,  electri- 
city   and    magnetism.    Explanations    of    the 
effects  are  given  at  the  back  of  the  book. 

SURFACE  TENSION  AND  THE  SPREAD- 
ING OF  LIQUIDS  (Cambridge  Phy- 
sical Tracts) 

By  R.  S.  Burdon.  University  Press,  Cam- 
bridge,   England;    Macmillan    Co.,    New 
York,  1940.  85  pp.,  illus.,  diagrs.,  charts, 
tables,  9x/ô.  x  5}/i  in.,  paper,  $1.75. 
This  latest  addition  to  a  series  of  author- 
itative accounts  of  topical  physical  subjects 
discusses  the  general  conditions  affecting  the 
spreading  of  liquids,  and  gives  some  account 
of     various     investigations     based    on     the 
phenomena  of  spreading.  In  the  last  chapter 
dealing  with  liquids  on  the  surface  of  solids, 
certain  technical  aspects  are  considered. 

TEXTBOOK  OF  SOUND 

By  A.   B.   Wood.   Macmillan   Co.,   New 
York,   1941-   2  rev.   ed.   578  pp.,   illus., 
diagrs.,  charts,  tables,  9  x  5Y%  in.,  cloth, 
$6.50. 
Subtitled   "an   account  of  the  physics  of 
vibrations   with  special   reference   to   recent 
theoretical     and     technical     developments," 
this  text  treats  of  vibrations  of  all  frequencies, 
audible  or  otherwise.  Vibrating  systems  and 
sources  of  sound  are  thoroughly  covered,  fol- 
lowing a  section  on  vibration  theory.  Sound 
transmission  and  the  reception,  transforma- 
tion and  measurement  of  sound  energy  are 
discussed.  The  final  section  deals  with  various 
important  technical  applications. 

(The)  THEORY  OF  RATE  PROCESSES 

By  S.  Glasstone,  K.  J.  Laidler  and  H. 

Eyring.    McGraw-Hill    Book    Co.,    New 

York  and  London,  1941-  611  pp.,  diagrs., 

charts,  tables,  9x6  in.,  cloth,  $6.00. 

This  book  describes  the  development  and 

application  of  a  general  theory  of  the  kinetics 

of  physical  and  chemical  processes,  usually 

known  as  the  "theory  of  absolute  reaction 

rates."  The  fundamental  bases  are  explained, 

and    homogeneous    and    heterogeneous    gas 

reactions,    reactions    in    solution,    fiscosity, 

diffusion,  and  electrochemical  phenomena  are 

considered  in  terms  of  the  theory. 


TRAINING  WORKERS  AND  SUPER- 
VISORS 

By  C.  Reitell.  Ronald  Press  Co.,  New 
York,  1941.  182  pp.,  tables,  charts,  8Y2  x 
5y>  in.,  cloth,  $1.50. 

This  volume  of  training  procedures  is 
designed  for  executives  of  plant  organizations 
which  are  undergoing  rapid  expansion.  The 
first  part  deals  with  the  principles  and 
methods  for  selecting  men  employees.  The 
succeeding  sections  cover  specific  training 
methods  for  quality  and  quantity  production 
and  the  problems  of  human  relations.  There 
is  a  list  of  selected  references. 

AMOS  EATON,  Scientist  and  Educator, 
1776-1842 

By  E.  M.  McAllister.  University  of  Penn- 
sylvania Press,  Phila.,  1941-  587  pp., 
illus.,  9Y2x6  in.,  cloth,  $5.00. 

Amos  Eaton,  the  founder,  with  the  backing 
of  Stephen  Van  Rensselaer,  of  what  is  now 
Rensselaer  Polytechnic  Institute,  lived  an 
eventful  life.  This  exceedingly  well-document- 
ed biography  describes  his  early  life,  his  ill- 
starred  business  and  legal  career,  his  note- 
worthy ventures  into  the  natural  sciences, 
particularly  geology,  and  his  final  success  as 
an  educator. 

AUDELS  MACHINISTS  AND  TOOL 
MAKERS  HANDY  BOOK 

By  F.  D.  Graham.  Theodore  Audel  &  Co., 
New  York,  1941.  Section  A,  1,126  pp., 
Section  B,  98  pp.,  Section  C,  300  pp., 
Section  D,  42  pp.,  Section  E,  10  pp.,  illus., 
diagrs.,  charts,  tables,  7x5  in.,  cloth,  $4-00. 

The  purpose  of  this  book  is  to  provide  a 
complete  course  of  study  for  those  desiring 
to  become  machinsts,  and  to  help  machinists 
become  tool  makers.  In  considering  each 
machine,  the  author  first  explains  how  it 
works,  then  describes  its  construction,  and 
finally  gives  detailed  instructions  for  all 
machining  operations.  Blueprint  reading, 
shop  mathematics  and  other  useful  topics  are 
included.  The  book  is  profusely  illustrated. 

AUDELS  NEW  ELECTRIC  SCIENCE 
DICTIONARY 

By  F.  D.  Graham.  Theodore  Audel  &  Co., 
New  York,  1933,  reprinted  1939.  525  pp., 
7x5  in.,  cloth,  $2.00. 

Over  nine  thousand  words,  terms  and 
phrases  used  in  theoretical  and  applied  elec- 
tricity are  defined  in  this  dictionary.  Numer- 
ous terms  in  related  and  independent  subjects 
have  been  included  to  increase  the  utility  of 
the  work,  and  extended  explanations  are  given 
for  the  more  important  entries. 

CHEMISTRY  OF  PULP  AND  PAPER 
MAKING 

By  E.  Sutermeister.  3  ed.  John  Wiley  & 
Sons,  New  York,  1941-  529  pp.,  illus., 
diagrs.,  charts,  tables,  9x/i  x  6  in.,  cloth, 
$6.50. 

The  important  materials  and  processes  in 
pulp  and  paper  making  are  discussed  with  the 
object  of  giving  all  details  which  the  chemist 
should  have  to  understand  the  methods  of 
manufacture.  The  mechanical  features  are 
subordinated  to  the  chemical,  and  common 
methods  of  analysis,  available  elsewhere,  are 
minimized  in  favor  of  more  specialized  mater- 
ial. Separate  chapters  are  devoted  to  paper 
testing  and  printing.  There  are  chapter  bib- 
liographies. 


CIVIL  PROTECTION,  the  Application  of 
the  Civil  Defence  Act  and  Other 
Government  Requirements  for  Air 
Raid  Shelters,  etc. 

By  F.  J .  Samuely  and  C.  W.  Hamann.  The 
Architectural  Press,  45  The  Avenue, 
Cheam,  Surrey,  England,  1939.  168  pp., 
diagrs.,  charts,  tables,  13  x  9  in.,  cloth, 
8s.  6d. 

This  practical  manual  presents  an  analysis 
and  explanation  of  the  British  Government 
standards  for  the  protection  of  civilians  as 
required  by  the  Civil  Defence  Act,  and  as  set 
out  in  the  publications  of  the  several  Ministers. 
All  phases  of  the  design  and  construction  of 
air-raid  precaution  works,  including  the  action 
and  effects  of  bombs,  are  discussed,  with 
numerous  suggestions  and  recommendations. 
Architectural  details  are  shown  for  all  con- 
struction work. 

DEVELOPMENT  OF  THE  SCIENCES, 
2nd  series 

By   0.    Ore,   F.    Schlesinger   and   others, 
edited  by  L.  L.  Woodruff.  Yale  University 
Press,  New  Haven,  1941.  336  pp.,  wood- 
cuts, diagrs.,  9l/2  x  6  in.,  cloth,  $3.00. 
This  second  series  of  published  lectures  (the 
first  series  appeared  in  1923)  comprises  dis- 
cussions by  eight  Yale  scientists  representing 
the  fields  of  mathematics,  astronomy,  chem- 
istry,  physics,   geology,  biology,   psychology 
and  medicine.  Each  of  the  first  seven  lectures 
traces  the  development  of  basic  sciences  from 
their  beginnings  to  the  most  recent  results. 
The  last  lecture  shows  the  interdependence  of 
these  various  sciences  as  illustrated  by  specific 
examples   in   the   history   of   medicine.    The 
chapter  bibliographies  are  brought  together 
at  the  end  of  the  book. 

FIRE-HAZARD  PROPERTIES  OF 
CERTAIN  FLAMMABLE  LIQUIDS 
GASES  AND  VOLATILE  SOLIDS 

Compiled  by  Committee  on  Flammable 
Liquids  of  the  National  Fire  Protection 
Association.  Revised  ed.,  1941-  National 
Fire  Protection  Association,  60  Battery- 
march  St.,  Boston.  48  pp.,  tables,  9x6  in., 
paper,  25c. 

Over  four  hundred  flammable  liquids,  gases 
and  volatile  solids  are  included  in  the  table 
of  data  compiled  in  this  pamphlet.  In  addition 
to  the  information  upon  fire-hazard  properties 
there  is  also  a  column  indicating  the  proper 
extinguishing  agent  for  each  material. 

MINING  ENGINEERS'  HANDBOOK, 
2  Vols. 

By  R.  Peele,  with  the  collaboration  of  J.  A. 
Church.  3  ed.  John  Wiley  &  Sons,  New 
York,   1941-   Paged  in  sections,   diagrs., 
charts,  tables,  9  x  5l/2  in.,  lea.,  $15.00. 
The  long-awaited  new  edition   of   Peele's 
Mining  Engineers'  Handbook  appears  in  two 
volumes,  owing  to  the  great  expansion  of  the 
work.  The  extensive  revision  throughout  the 
text  includes  new  sections  on  petroleum  pro- 
duction   and    geophysical    prospecting,    and 
much  information  concerning  new  methods 
and  devices  in  mining  practice.  The  compre- 
hensive character  of  the  book  is  retained  and 
is  evidenced  by  the  large  amount  of  useful 
data    on    machinery,    power    plant,    electric 
transmission,    structural   design    and   metal- 
lurgy, for  which  the  mining  engineer  often 
has  need.  A  bibliography  accompanies  each 
section,  and  both  volumes  contain  the  com- 
plete index. 


THE  ENGINEERING  JOURNAL     October,  1941 


507 


PRELIMINARY   NOTICE 


of  Applications  for  Admission  and  for  Transfer 


September  29th,  1941. 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate. - 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  cor  'dered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider   the   applications   herein   described   at 
the  November  meeting. 

L.  Austin  Wright,  General  Secretary. 


♦The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  or  engineering, 
after  the  candidate  has  attained  the  age  of  twenty -seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  Bchool 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  clasB  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

FARSTAD— CHARLES,  of  Grand'Mere,  Que.  Born  at  Meskanaw,  Sask.,  Oct.  24th 
1914;Educ.:B.Eng.  (Mech.),  Univ.  of  Sask.  1941;  1938  (summer)  chainman,  rodman 
and  instr'man.  on  survey  for  Cons.  Mining  &  Smelting  Co.  at  Kimberley,  B.C.; 
1940  (summer),  constrn.  and  mtce.  of  large  saw  mill  at  Wynndel,  B.C.;  May  1941 
to  date,  asst.  engr.,  mech.  dept.,  Laurentide  Divn.,  Consolidated  Paper  Corpn.  Ltd., 
Grand'Mere,  Quebec. 

References:  I.  M.  Fraser,  C.  J.  Mackenzie,  W.  E.  Lovell,  H.  G.  Timmis,  E.  E. 
Wheatley,  V.  Jepsen. 

FRASER— JOHN  HUGH,  of  Sydney,  N.S.  Born  at  Hopewell,  N.S.;  Sept.  6th, 
1881;  Educ.:  Mech.  Engrg.,  I.C.S.;  1896-1900,  machinist  apprentice;  1900-02, 
machinist;  with  the  Dominion  Steel  &  Coal  Corporation,  Steel  Divn.,  as  follows: 
1902-04,  foreman,  coke  ovens  and  coal  washer;  1905-15,  master  mechanic,  mills; 
1915-20,  asst.  supt.  ;  1920-30,  mech.  supt,  and  1930  to  date,  general  supt. 

References:  W.  S.  Wilson,  I.  P.  Macnab,  I.  W.  Buckley,  S.  C.  Mifflen,  A.  P. 
Theuerkauf. 

HARGREAVES— WELSFORD  THOMAS,  of  Hillsboro,  N.B.  Born  at  Hillsboro, 
March  10th,  1909;  Educ:  1927-28,  Univ.  of  N.B.,  first  year  elect'l.  (not  completed); 
with  N.B.  Dept.  of  Highways  as  follows:  1928-31,  rodman,  chainman,  1931-32, 
rodman,  chainman  and  instr'man.,  1936-37,  rodman  and  instr'man.,  1937-39, 
instr'man.,  1939-40,  senior  instr'man;  1940-41,  asst.  engr.  and  instr'man.  on  aero- 
drome constrn.;  1940-41,  senior  instr'man.  on  surveys  for  airport  site;  at  present, 
asst.  engr.  and  senior  instr'man.  on  constrn.  of  aerodrome. 

References:  W.  J.  Lawson,  W.  B.  Akerley,  W.  D.  G.  Stratton. 

KEY-JONES— GILBERT,  of  Calgary,  Alta.  Born  at  Bray,  Co.  Dublin,  Ireland, 
May  25th,  1887  ;  Educ.  :  1903-06,  Leeds  Polytechnic  and  University.  1907-08,  Durham 
Univ.;  private  tuition;  1908-12,  asst.  dftsman.,  patent  engrg.  office;  1912-22,  elec. 
and  mech.  contracting,  Kamloops,  B.C.,  incl.  design  and  installn.  of  irrigation  pro- 
jects, small  power  projects,  trans,  lines,  city  distribution  services,  etc.;  1922-23, 
machine  shop  foreman;  1923-25,  contracting  in  Medicine  Hat,  Alta.;  1925-28,  with 
International  Coal  &  Coke  Co.,  Coleman,  Alta.,  in  complete  charge  of  rebldg.  of 
power  house  and  substation  to  own  design;  1928,  East  Kootenay  Power  Co.  Ltd., 
in  charge  of  installn.  of  arresters  and  control  room  equipment  at  Sentinal;  1928, 
Western  Canadian  Collieries,  Blairmore,  electrifying  Bellevue  mine;  1928-31,  W.  R. 
Halpenny  Ltd.  (Later  Riverside  Ironworks),  Calgary,  in  charge  of  all  engrg.  work- 
1931-33,  Calgary  Iron  &  Foundry  Ltd.;  1933-36,  The  Key  Agencies;  1936-37,  asst.' 
estimator  and  engr.,  Prfoision  Machine  &  Foundry  Ltd.;  1937  to  date,  manager  and 
owner,  The  Key  Agencies,  engrg.  services  and  supplies,  electrical,  mechanical,  steam 
and  refrigeration.  District  Engineer  for  the  Dearborn  Chemical  Co.  Ltd.,  and  the 
Nilter  Mfg.  Co.,  Consltg.  Engr.  to  the  United  Fur  Growers  of  Canada  Ltd. 

References:  G.  H.  Thompson,  J.  S.  Neil,  H.  B.  LeBourveau,  J.  McMillan,  J.  T. 
Watson,  A.  Higgins,  J.  Haddin. 

MANN— NEVILLE  WHITNEY  DAVIS,  of  Howland,  Me.  Born  at  Strathadam, 
N.B.,March  17th,  1913;  Educ:  B.Sc.  (CE.),  Univ.  of  N.B.,  1937;  1937-40,  instr'man. 
and  junior  engr.,  Dept.  of  Highways  of  N.B.;  1940-41,  civil  dftsman.,  and  at  present 
junior  engr.,  R.C.A.F.  works  and  bldg.  divn.,  Dept.  of  National  Defence,  Gander, 
Nfld. 

References:  C.  L.  Kenney,  K.  R.  Chestnut. 

McMULLIN,  MATTHEW,  of  129  Dorchester  St.,  Sydney,  N.S.  Born  at  Sydney, 
Dec.  16th,  1918;  Educ:  Passed  N.S.  Govt.  Exam,  for  Prov.  Land  Surveyors  License, 
1939;  1936-39,  rodman,  chainman  and  instr'man.,  Dept.  of  Highways  of  N.S.; 
1939-40,  employed  by  Dept.  of  National  Defence  at  Sydney  Harbour;  April  1940  to 
Jan.  1941,  inspr.  on  constrn.,  H.M.S.  Dockyard,  Sydney,  for  architects  dept.,  Dept. 
of  Public  Works;  1941  (Jan. -June),  field  engr.,  Dominion  Steel  &  Coal  Company, 
Sydney,  N.S.;  June  1941  to  date,  junior  engr.,  Dept.  of  National  Defence,  Gander, 
Nfld.       ■ 

References:  J.  A.  MacLeod,  W.  S.  Wilson,  F.  A.  Crawley,  K.  R.  Chetsnut,  M.  F. 
Cossitt,  S.  C.  Mifflen,  A.  B.  Blanchard. 

McNEIL— JOHN  NEVVSON,  of  172  N.  High  St.,  Port  Arthur,  Ont.  Born  at 
Lindsay,  Ont.,  Dec.  12th,  1903;  Educ:  B.Sc.  (Civil),  Univ.  of  Man.,  1927;  1925-26 
(summers),  instr'man.,  Chicago,  Mil.  &  No.  Shore  Rly.,  and  Windes  &  Marsh, 
munie  engrs.;  1933-38,  constrn.  engr.,  Canada  Packers  Ltd.,  Winnipeg  and  Edmon- 
ton; 1938-39,  constrn.  engr.,  new  Swift  plant  at  Winnipeg,  for  Bird  Constrn.  Co.; 
1939-40,  mech.  engr.,  Swift  Canadian  Co.  Ltd.,  Winnipeg;  1927-31  and  1940  to 
date,  with  C.  D.  Howe  Co.  Ltd.,  Port  Arthur,  Ont.,  as  field  engr.  and  engr.  in  charge 
of  various  projects  incl.  Toronto  terminal,  Canada  Steamships  Terminal  at  Kingston, 
and  govt,  elevator  at  Churchill,  Man.  At  present,  engr.  in  charge  of  field  constrn. 
work  on  Distress  Grain  Storage,  Port  Arthur. 

References:  J.  M.  Fleming,  B.  A.  Culpeper,  A.  L.  Pierce,  C.  V.  Antenbring 

WHITELEY— FREDERICK  BRYAN,  of  Belleville,  Ont.  Born  at  Georgetown, 
British  Guiana,  Feb.  10th,  1902;  Educ:  I.C.S.,  Civil  Engr.,  R.P.E.  of  Ontario; 
1921-24,  chainman,  rodman,  T.  &  N.  O.  Rly.;  1924-25,  dftsman.  and  surveyor, 
Lorrain  Con.  Mines.  South  Lorrain,  Ont.;  1925-29,  chief  of  party  and  res.  engr., 
Wayagamack  Pulp  &  Paper  Co.,  Three  Rivers,  Que.,  i-c  boundary  line  and  topog'l. 
surveys,  road  and  dam  location,  supervn.  of  road,  dam  and  bridge  constrn.;  1929-40, 
instr'man.  i-c  of  surveys,  constrn.  of  roads  and  bridges,  Dept.  of  Highways  of 
Ontario;  1940  to  date,  res.  engr.,  i/o  airport  constrn.  and  surveys,  Dept.  of  Transport. 

References:  A.  A.  Wickenden,  F.  C.  Jewett,  W.  H.  Riehl,  F.  B.  Goedike,  A.  A. 
Smith. 

WOOD— WELLS  ARTHUR,  of  139  Brock  Ave.  South,  Montreal  West,  Que- 
Born  at  Victoria,  B.C.,  Sept.  18th,  1910;  Educ:  B.A.Sc,  Univ.  of  B.C.,  1932;  R.P.E. 
of  B.C.;  1934-36,  civilian  dftsman.,  Dept.  of  National  Defence,  Esquimalt,  B.C.; 
1937-38,  dftsman.,  and  1938-40,  junior  engr.  and  designer,  Pumps  and  Power  Ltd., 
Vancouver,  B.C.;  1940-41,  mech.  dftsman.,  Defence  Industries  Ltd.,  May  1941  to 
date,  engr.  in  charge  of  design  and  of  the  engrg.  dept.,  Harrington  Tool  &  Die  Co. 
Ltd.,  Lachine,  Que. 

References:  J.  G.  D'Aoust,  J.  C.  Oliver,  H.  P.  Archibald,  M.  C.  Nesbitt,  A.  Peebles, 
R.  Black. 

FOR  TRANSFER  FROM  STUDENT 

FURANNA— ANTHONY  LOUIS,  of  732  Wellington  St.,  London,  Ont.  Born  at 
London,  May  17th,  1915;  Educ:  B.Sc,  Queen's  Univ.,  1939;  1935-39  (summers), 
electrician,  London  Public  Utilities  Commn.;  1939-40,  demonstrator,  elec.  engrg.. 
Queen's  Univ.;  April  1941  to  date,  engrg.  dept.,  London  Public  Utilities  Commission, 
London,  Ont.  (St.  1939). 

References:  E.  V.  Buchanan,  V.  A.  McKillop,  R.  W.  Garrett,  F.  C.  Ball,  D.  M. 
Jemmett. 

LAIRD— ALAN  DOUGLAS  KENNETH,  of  Winnipeg,  Man.  Born  at  Victoria, 
B.C.,  Aug.  8th,  1914;  Educ:  B.A.Sc.  (Mech.),  Univ.  of  B.C.,  1940;  1940-41,  with 
Defence  Industries  Ltd.  and  Fraser  Brace  Engrg.  Co.  Ltd.;  at  present,  material 
clerk  for  the  latter  company  at  Winnipeg.  (St.  1940). 

References:  J.  N.  Finlayson,  H.  J.  MacLeod,  G.  R.  Stephen,  C.  H.  Jackson,  C. 
R.  Bown,  A.  Peebles. 

LECAVALIER— JEAN  PAUL,  of  61  St.  John  Street,  Quebec,  Que.  Born  at 
Montreal,  April  12th,  1914;  Educ:  B.A.Sc,  CE.,  Ecole  Polytechnique,  Montreal, 
1937;  1932-37  (summers),  geol.  surveying,  Quebec  Bureau  of  Mines;  1938,  demon- 
strator, Ecole  Polytechnique.  With  Quebec  Roads  Dept.  as  follows:  1937,  chief  of 
party  for  locating  and  constructing;  1938-39,  res.  engr.,  1939  to  date,  asst.  district 
engr.,  Eastern  Townships  District.  (St.  1936). 

References:  E.  Gohier,  A.  Circe,  A.  Frigon,  A.  Gratton,  A.  Morissette. 


508 


October,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

EXPERIENCED  MECHANICAL  DESIGNING 
DRAUGHTSMAN  for  general  mechanical  work  and 
industrial  piping.  Apply  Box  No.  2375-V. 

EXPERIENCED  ARCHITECTURAL  DRAUGHTS- 
MEN required  by  large  industrial  concern  for  their 
Montreal  office.  Apply  Box  No.  2376-V. 

JUNIOR  CHEMICAL  OR  METALLURGICAL 
ENGINEER  for  work  in  plant  installation  and 
operation.  Required  immediately.  Apply  Box  No. 
2400-V. 

STRUCTURAL  AND  CONCRETE  DRAUGHTS- 
MEN for  industrial  plant  design.  Apply  Box  No. 
2401-V. 

TIME  AND  MOTION  STUDY:  Opportunity  for  man 
who  can  prove  his  ability  in  setting  of  wage  incen- 
tive standards,  methods  analysis,  and  plant  layout. 
Give  experience  in  detail.  Address  reply  to  Box 
No.  2439-V. 

JUNIOR  RESEARCH  METALLURGIST  required 
immediately,  with  one  to  five  years  experience. 
Apply  Box  No.  2440-V. 

MECHANICAL  GRADUATE  ENGINEER,  with 
machine  shop  experience,  required  for  work  in  South 
America  on  important  war  contract.  Apply  Box 
No.  2441 -V. 

SALES  ENGINEER  with  excellent  technical  or  in- 
dustrial qualifications,  for  work  largely  in  the 
electrical  industry.  This  is  a  splendid  opportunity 
for  a  good  man.  Employment  will  be  permanent. 
State  training,  experience  and  other  qualifications. 
Apply  Box  No.  2451 -V. 

YOUNG  ENGINEER  wanted  for  newly  opened  Cana- 
dian office  in  Montreal,  by  a  British  company  of 
furnace  engineers,  with  headquarters  in  England  and 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


a  branch  in  the  U.S.A.  Position  with  good  prospects. 
Essential  that  applicants  be  good  draughtsmen  and 
desirable  that  they  have  shop  experience.  They  must 
be  willing  to  travel  in  Canada  and  the  U.S.A.  Apply 
Box  No.  2452-V. 

SITUATIONS  WANTED 

ELECTRICAL  ENGINEER,  b.sc.  in  electrical  engin- 
eering, age  43,  married,  available  on  two  weeks 
notice.  Fifteen  years  experience  in  electrical  work. 
Including  electrical  installations  of  all  kinds  in  hydro- 
electric plants  and  sub-stations.  Maintenance  and 
operation  of  hydro-electric  plants.  Electrical  mainte- 
nance and  installations  in  pulp  and  paper  mill. 
Considerable  experience  on  relays  and  meters-.  At 
present  employed,  but  desires  change.  Apply  Box 
No.  636-W. 

GRADUATE  CIVIL  ENGINEER,  m.e.i.c,  15  years 
engineering  on  this  continent  and  five  years  over- 
seas. Experienced  in  design  and  construction  of 
dams,  hydro-electric  and  industrial  plants.  Field 
engineer  for  construction  on  dams  and  transmission 
lines,  considerable  experience  in  concrete  work. 
Desires  position  preferably  as  field  engineer  or  con- 
struction superintendent.  Apply  Box  No.  1527 -W. 

ELECTRICAL  ENGINEER,  Age  32  with  the  follow- 
ing experience — Eight  years  field  work  in  general 
construction,  supervision,   estimating  and   ordering 


materials.  At  present  employed  in  general  construc- 
tion but  wants  to  enter  the  electrical  field.  Apply 
Box  No.  1992-W. 

CIVIL  ENGINEER,  b.a.sc,  jr.E.i.c,  age  29, 
married.  Two  years  city  engineer,  five  years  experi- 
ence in  highway  work,  including  surveying,  location, 
construction,  estimating  and  inspection.  Apply  Box 
No.  2409-W. 

ELECTRICAL  ENGINEER,  b.e.,  in  electrical  en- 
gineering, McGill  Univereity,  Age  24,  married, 
available  on  two  weeks  notice.  Undergraduate 
experience,  cable  testing  and  cathode  ray  oseillo- 
graphy.  Since  graduation,  five  months  on  construc- 
tion of  large  and  small  electrical  equipment  in  plant 
and  sub-station.  One  year  operating  electrical 
engineer  in  medium  size  central  steam  station 
paralleled  with  large  Hydro  system.  At  present 
employed,  but  is  interested  in  research  or  teaching. 
Associate  member  of  the  American  Institute  of 
Electrical  Engineers.  Apply  to  Box  No.  2419-W. 

FOR  SALE 

Transit,  Buff  and  Buff  Mfg.  Five-inch  circle,  brass 
telescope  and  sliding  leg  tripod.  One  nick  in  the  ver- 
tical half-circle,  but  no  other  damage.  Thirty-year 
old  instrument,  but  not  much  used.  Would  sell  for 
$225.00.  Apply  Box  No.  45-S. 


RESEARCH  IN  WOOD  AIDING  WAR  EFFORT 

Research  on  wood  products  is  playing  an  important  part 
in  Canada's  war  effort,  reports  the  Forest  Products  Labora- 
tories of  the  Department  of  Mines  and  Resources.  Ordin- 
arily the  manufacture  and  use  of  wood  are  associated  with 
peacetime  activities  rather  than  with  destructive  warfare, 
but  research  work  carried  out  in  the  past  two  years  reveal 
that  wood  is  a  vital  material  for  a  wide  range  of  war  pur- 
poses. 

Many  and  varied  are  the  uses  to  which  wood  i  ^eing  put 
during  the  present  conflict,  and  technical  problems  in  con- 
nection with  its  utilization  have  involved  extensive  labora- 
tory investigation.  The  facilities  of  the  laboratories  have 
been  utilized  in  planning  the  construction  of  wooden  aero- 
dromes and  military  camps;  in  the  fire-retardant  treatment 
of  wood  and  plywood  for  military  and  naval  retirements, 
and  in  the  preservative  treatment  of  timbers.  Research  has 
made  possible  amendments  to  United  Kingdom  specifica- 
tions for  wood  used  in  war  equipment  built  in  Canada  so  as 
to  permit  using  Canadian  species  as  far  as  practicable  in- 
stead of  imported  timber. 

Problems  relating  to  the  design  and  testing  of  shipping 
containers  of  wood,  fibreboard,  corrugated  board,  and  ply- 
wood for  the  consignment  of  munitions,  foodstuffs  and 
equipment,  and  the  use  of  Canadian  species  of  wood  and 
plywood  in  the  construction  of  aircraft,  pontoons,  life-rafts, 
and  boats  have  been  dealt  with.  Investigations  have  been 
made  of  types  of  glue  required  for  different  purposes,  such 
as  waterproof  resin  glues  used  in  plywood  for  house  siding, 
concrete  forms,  collapsible  boats,  ships'  sheathing,  aero- 
plane covering,  and  other  exposed  uses.  The  seasoning  of 
timber  for  specific  purposes  calling  for  accurate  control  of 
moisture,  as  in  the  case  of  wooden  airscrews,  and  the  use  of 
resinbonded,  compressed  plywood  to  replace  metal  for 
certain  structural  parts  of  war  equipment  have  also  received 
attention. 

Wood  is  also  used  in  the  manufacture  of  pulp  for  cartridge 
wrappers  and  of  gun  cotton,  smokeless  powders,  photo- 
graphic film,  collodion  and  celluloid  plastics.  Wood  flour  is 
used  in  the  manufacture  of  dynamite  for  construction  and 
demolition  work.  Producer-gas  from  wood  or  charcoal  may 


be  used  as  a  fuel  for  internal  combustion  engines  to  curtail 
importation  of  gasoline  and  diesel  oil.  Charcoal  from  Cana- 
dian hardwoods  is  being  used  extensively  in  the  manufacture 
of  certain  alloys  used  principally  in  the  construction  of 
aircraft. 

Wood  is  being  put  to  numerous  other  uses  to  serve  the 
war  effort,  and  many  of  the  lessons  learned  from  the  present 
emergency  indicate  important  fields  for  further  exploration 
under  more  favourable  circumstances. 

SHEET  GLASS  NOW  MADE  IN  CANADA 

When  the  German  hammer  smashed  at  the  Lowlands, 
the  glass  industry — like  many  others — became  a  refugee. 
The  glassmakers  sailed  to  Canada,  bringing  with  them  their 
ancient  heritage,  and  European  skill  was  wedded  to  the 
Dominion's  resources  to  create  a  new  industry  in  this 
country.  Early  this  summer  the  only  glass  factory  in  the 
Dominion  at  present  producing  window  and  heavy  drawn 
glass  in  sheet  form  was  opened  by  the  Industrial  Glass 
Works  Company  Limited  in  the  Town  of  St.  Laurent  on  the 
outskirts  of  Montreal. 

The  actual  process  of  manufacturing  glass  is  as  strange 
and  wonderful  as  any  tale  of  mediaeval  alchemists  searching 
for  gold  in  bubling  cauldrons.  A  group  of  raw  materials, 
such  as  silica  sand,  salt  cake,  soda  ash,  limestone  and 
cullet  (broken  or  waste  glass) ,  is  transformed  from  a  molten 
mass  into  a  thin,  transparent  sheet  which  withstands  the 
corrosive  effects  of  the  elements  and  at  the  same  time 
permits  the  passage  of  light.  Patient  research  and  chemical 
analysis  in  the  control  of  processes  and  raw  materials  have 
made  possible  the  mass  production  of  modern  window  glass, 
virtually  free  from  flaws  and  distortion,  according  to  an 
article  by  Vic  Baker  in  the  September  issue  of  C-I-L  Oval. 

In  view  of  the  fact  that  before  the  war  Canada  imported 
more  than  seventy  per  cent,  of  its  window  glass  from  Bel- 
gium, the  transfer  of  this  industry  is  a  distinct  gain  for 
Canadian  industry  as  a  whole.  Two  hundred  Canadian 
workers — all  trained  in  the  past  few  months  by  skilled  Bel- 
gian craftsmen — will  contribute  much  in  their  production 
output  to  the  wartime  domestic  needs  of  Canadian  homes, 
factories  and  the  construction  trade  in  general. 


THE  ENGINEERING  JOURNAL     October,  1941 


509 


Industrial  News 


SURGE  ABSORBERS 

Presenting  a  comprehensive  description  of 
Ferranti  Surge  Absorbers  and  "Ferr-Anti- 
Surge"  Transformers,  bulletin  No.  704,  issued 
by  Ferranti  Electric  Limited,  Mount  Dennis, 
Toronto,  9,  Ont.,  contains  13  pages  devoted 
to  the  presentation  of  details  and  oscillograms 
of  a  series  of  tests  made  with  the  "Ferranti 
Surge  Generator."  The  application  of  this 
equipment  is  described  and  a  great  deal  of 
other  valuable  information  is  included  together 
with  numerous  installation  and  other  illus- 
trations. 
VENTILATING  EQUIPMENT 

Catalogue,  Form  No.  A  30029C,  40  pp., 
entitled  "New  Modern  Ventilation  and  Com- 
fort Cooling,"  was  recently  issued  by  Can- 
adian General  Electric  Co.,  Ltd.,  Toronto, 
Ont.  Divided  into  two  parts:  1,  Catalogue 
Section,  and  2,  Application  Guide  Section; 
this  book  features  commercial,  industrial  and 
residential  equipment  manufactured  by  Can- 
adian Sirocco  Co.  Ltd.,  and  distributed  by  the 
above  company.  A  wide  variety  of  equipment 
is  illustrated  and  described,  accompanied  by 
dimensional  drawings  and  tables  of  capacities. 

PLANT  ENLARGEMENT 

Seiberling  Rubber  Co.  of  Canada  Ltd.,  is 
building  a  large  modern  addition  to  its  plant 
in  Toronto.  The  addition  will  incorporate 
many  innovations  in  factory  design  and  will 
be  used  to  manufacture  tires,  tubes,  and 
various  other  rubber  items  for  consumer  and 
defense  demands. 

NEW  CHEMICAL  PROJECT 

A  new  division  of  Dominion  Rubber  Com- 
pany, to  be  known  as  Naugatuck  Chemicals 
Ltd.,  is  announced  by  Paul  C.  Jones,  Presi- 
dent of  the  Company.  The  project  will  occupy 
enlarged  and  renovated  buildings  at  the  for- 
mer site  of  the  Elmira  rubber  factory  in 
Elmira,  Ont.,  a  few  miles  north  of  Kitchener. 
Operating  in  liaison  with  the  parent  organiza- 
tion, the  Naugatuck  Chemicals  Division  of 
United  States  Rubber  Co.,  the  new  company 
will  produce  aniline  oil,  required  in  the  war 
effort,  and  accelerators  and  other  chemicals 
important  to  the  industry,  which,  Mr.  Jones 
points  out,  will  make  Canada  virtually  inde- 
pendent of  the  importation  of  vital  and  stra- 
tegic chemicals  for  the  rubber  industry. 

SYRENS  AND  SOUND  INSTRUMENTS 

Burlec  Limited,  Toronto  13,  Ont.,  has  been 
appointed  by  Carters  of  Nelson,  Lancashire, 
England,  to  manufacture  their  complete  line 
of  Syrens  and  Sound  Instruments,  including 
both  horizontal  and  vertical  types  in  a  wide 
range  from  2  to  10  h.p.,  and  in  25-  and  60- 
cycle  units.  This  line  of  syrens,  which  has 
been  approved  by  the  Minister  of  Home 
Security  in  England,  will  soon  be  in  produc- 
tion in  Canada. 

B.C.  REPRESENTATIVE  APPOINTED 

Horton  Steel  Works  Limited,  Fort  Erie, 
Ont.,  has  announced  the  appointment  of 
Gordon  N.  Russell,  Pacific  Bldg.,  Vancouver, 
B.C.,  as  representative  in  British  Columbia. 
The  Company  manufactures  tanks  and  steel 
plate  work  and  has  sales  offices  in  Toronto 
and  Montreal  and  has  been  represented  in 
the  Middle  West  for  many  years  by  Mumford- 
Medland  Limited  at  Winnipeg,  Man. 

PLANT  EXTENSION  AND  NEW 
BRANCH  OFFICE 

An  extension  to  the  factory  of  Chatham 
Malleable  &  Steel  Products  Limited,  in  Chat- 
ham, Ont.,  which  will  cover  a  considerable 
area,  will  provide  facilities  to  meet  increasing 
production  demands  for  the  Company's  pro- 
ducts among  which  are  the  "Chatco  Heat- 
Speed  Unit  Heaters"  and  "Chatco  Heat-Speed 
Convectors"  for  apartments,  offices,  and 
homes,  and  a  wide  range  of  steel  stampings. 
The  Company  has  also  opened  a  branch  office 
at  901  Royal  Bank  Bldg.,  Winnipeg,  Man. 


Industrial      development  —  new    products  —  changes 
in     personnel    —   special     events    —    trade     literature 


BLOWERS 

Ilg  Electric  Ventilating  Co.,  Chicago,  111., 
has  issued  a  64-page  "Catalogue  and  Engin- 
eering Data  Book,"  which  features  Ilg's  four 
lines  of  direct-connected  and  belted  blowers, 
plus  the  two  lines  of  volume  blowers — the 
construction  of  the  Ilg-built  motor — advant- 
ages of  the  Ilg-patented  "variable  air  con- 
troller and  floated  drive" — and  the  complete 
group  of  marine  blowers.  Uses  of  each  type, 
characteristic  curves,  dimensions  and  per- 
formance data  are  included.  This  is  sup- 
plemented by  fan  performance  laws,  an 
altitide  table,  air  friction  and  duct  graphs, 
sample  specifications  and  a  chart  of  universal 
discharge  arrangements. 

CONTROLLER  FOR  TEMPERATURES 
AND  PRESSURES 

A  folder  No.  77-3-25,  entitled  "Busy  Hands 
do  not  Always  Indicate  Efficiency,"  has  been 
issued  by  Minneapolis-Honeywell  Regulator 
Co.  Ltd.  Toronto,  Ont.  It  describes  the 
"Brown  Non-Indicating  Controller  for  Tem- 
peratures and  Pressures,"  with  photos  and 
descriptive  sectional  drawing  illustrating  the 
principal  features.  Details  of  installation  and 
a  list  of  typical  applications  are  given. 

DEAERATORS 

A  new  deaeration  catalogue,  Publication 
No.  3005,  36  pages,  recently  issued  by  the 
Cochrane  Corp.,  Philadelphia,  Pa.,  presents  a 
comprehensive  treatment  of  tray-type  daear- 
ators,  atomizing  deaerators,  deaerating  hot 
water  generators,  and  cold  water  deaerators 
in  one  publication.  A  section  devoted  to  flow 
diagrams,  photographs  of  the  actual  units 
described,  and  an  appendix  on  corrosion 
control  and  pH  control  are  included.  Also 
included  are  line  diagrams  of  operating 
features  and  cross-sectional  photographs 
which  sections  are  devoted  to  special  designs, 
metering  deaerators,  recording  systems  and 
accessory  equipment. 

DUST  COLLECTORS 

Pangborn  Corporation,  Hagerstown,  Md., 
has  issued  a  6-page  bulletin  No.  907.  Under 
the  title  "Unit  Type  Dust  Collectors,"  the 
company's  new  line  of  this  type  of  collector  is 
thoroughly  described  and  illustrated.  Details 
of  construction  and  recommended  applica- 
tions are  given.  Designated  as  Type  "CD-I," 
there  are  4  sizes  of  these  units. 

HOISTING  EQUIPMENT 

The  Yale  &  Towne  Mfg.  Co.,  Canadian 
Div.,  St.  Catharines,  Ont.,  has  issued  a  44- 
page  catalogue  No.  25-C.  This  comprehensive 
illustrated  catalogue  of  Yale  hoisting  equip- 
ment— differential  screw  gear  and  spur-gear 
chain  hoists,  and  electric  hoists — contains 
detailed  descriptions,  illustrations  and  speci- 
fications. Dimensional  drawings  and  tables  of 
dimensions,  information  and  prices  are  also 
included. 

INSULATING    MATERIALS    SPECIFI- 
CATIONS 

"Specifications  for  Donnacona  Insula- 
tion in  All  Types  of  Construction,"  is  the 
title  of  a  68-page  book  recently  issued  by 
Alexander  Murray  &  Co.  Ltd.  Montreal, 
Que.,  which  contains  specifications,  detail 
drawings  and  photographs  covering  the  many 
applications  of  Donnacona  insulating  mate- 
rials. These  are  segregated  into  four  main 
classifications — panel  board,  plaster  base, 
roof  insulation,  and  decorative  specialties.  The 
specialties  include  sound  absorbing  tile, 
"Hardboard"  and  "Modernité"  products.  A 
final  section  is  devoted  to  painting  specifi- 
cations. 


ENLARGEMENT  OF  LEASIDE  PLANT 

Canadian  Aircraft  Instruments  and  Acces- 
sories Ltd.,  Leaside  (Toronto),  are  erecting 
additions  to  their  present  plant.  This  com- 
pany is  manufacturing  lines  in  association 
with  Self-Priming  Pump  and  Engineering 
Co.  Ltd.,  Slough,  England,  and  Korect 
Depth  Gauge  Co.  Ltd.,  Croydon,  England. 

HEAD  OFFICE  MOVED  TO  TORONTO 

Dairy  Corporation  of  Canada  Limited  has 
moved  the  head  office  of  the  company  from 
Winnipeg  to  Toronto  where  the  address  is 
now  80  King  St.  West. 

MAGNETIC  CHUCK  WITH  POWER 
PACK 

A  2-page  leaflet  issued  by  Osborne  Electric 
Co.  Ltd.,  Toronto,  Ont.,  describes,  with 
illustrations,  the  Osborne  "Magnetic  Chuck," 
and  "Hole  Magnetic  Chuck,"  designed  to 
speed  up  production  in  the  machine  shop  or 
tool  room.  Each  is  supplied  with  a  "Power 
Pack"  to  convert  A.C.  to  D.C.,  so  that  it  can 
be  plugged  into  any  110-v.,  A.C,  lighting 
circuit.  The  "Hole  Chuck"  is  especially 
designed  for  grinding  punches  and  dies. 

MAGNETIC    PULLEYS    AND    SEPARA- 
TOR UNITS 

The  16-page  catalogue  of  The  Stearns 
Magnetic  Mfg.  Co.,  Milwaukee,  Wis.,  pro- 
vides a  comprehensive  reference  on  the 
subject  of  magnetic  pulleys  and  magnetic 
pulley  separator  units,  with  descriptive 
matter,  illustrations,  specifications,  applica- 
tions and  other  data. 

NEW  CARBOLOY  PLANT  IN  TORONTO 

Moving  into  a  new  four-storey  factory  on 
Lansdowne  Ave.,  Toronto,  The  Carboloy 
Div.  of  Canadian  General  Electric  Co., 
Limited,  has  now  completed  its  expansion 
programme  designed  to  appreciably  increase 
production  capacity.  This  plant  is  devoted 
entirely  to  the  manufacture  of  Carboloy 
which  was  previously  manufactured  at  the 
company's  Ward  Street  Works.  Carboloy  is 
being  used  for  machining  shells,  gun  parts  and 
other  munitions  at  greatly  increased  machin- 
ing speeds.  An  interesting  feature  of  the  new 
plant  is  the  installation  of  fluorescent  lighting 
throughout. 

UNIT  HEATERS 

The  advantages  of  unit  heaters  over 
radiators  and  steam  coils  for  heating  the 
"vital  zone"  where  people  work,  shop  or  play, 
are  presented  in  a  colourful  manner  by  the 
Ilg  Electric  Ventilating  Co.,  Chicago,  111.,  in 
their  36-page  catalogue  No.  141.  The  con- 
struction of  these  heaters  is  fully  illustrated 
and  described,  followed  by  illustrations  and 
data  on  Ilg's  four  lines  of  unit  heater  models. 
Engineering  data,  illustrations  showing  the 
proper  location  of  units  in  various  types  of 
buildings,  piping  diagrams,  etc.,  are  also 
included,  together  with  a  "check-chart" 
comparing  the  Ilg  product  with  other  unit 
heaters  on  the  basis  of  eleven  essential 
features. 

VIBRO-INSULATORS 

A  12-page  booklet,  Catalogue  Section  7900, 
issued  by  The  B.  F.  Goodrich  Rubber  Co., 
Akron,  Ohio,  features  the  company's  Vibro- 
Insulators,  devices  of  metal  and  rubber  for 
the  isolating  of  vibration  in  machinery. 
Illustrated  with  installation  pictures  and 
engineer's  drawings,  it  gives  all  pertinent 
information  about  each  type.  The  selection 
of  mountings  and  their  application  to  various 
equipment;  methods  of  mounting,  and  other 
fundamental   data,    are   included. 


510 


October,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL,  NOVEMBER  1941 


NUMBER  11 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


L.  AUSTIN  WRIGHT,  m.e.i.c. 
Editor 


N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 


PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c,  Chairman 

R.  DeL.  FRENCH,  m.e.i.c,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c. 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.e.i.c. 


Price  50  cents  a  copy.  $3.00  a  year:  in  Canada. 
British  Possessions.  United  States  and  Mexico. 
$4.50  a  year  in  Foreign  Countries.  To  members 
and  Affiliates.  25  cents  a  copy,  $2.00  a  year. 
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Second  Class  Matter. 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions    expressed    in     the    following    pages. 


NEW    BRIDGE    NEAR    MOUNT    BELOEIL,   QUE.    (Description    p.    550) 
{Photo  Dominion  Bridge  Co.  Ltd.)    ....... 

PROPERTIES  OF  HEAT  INSULATING  MATERIALS 

E.  A.  Allcut,  M.E.I.C 

SOME  PROBLEMS  IN  AIRCRAFT  PRODUCTION 

J.  I.  Carmichael,  S.E.I.C.  ........ 

SALT,  ITS  PRODUCTION  AND  USES 

A.  H.  Pask,  M.E.I.C 


POWER  INDUSTRY 

G.  A.  Gaherty,  M.E.I.C 

STRESSES  IN  DRILL  STEEL 

Flt.-Lieut.  L.  O.  Cooper,  M.E.I.C 

ALTERNATIVES  FOR  ALUMINUM  PAINT 

John  Grieve,  M.E.I.C.        ...... 

DISCUSSION  OF  GAUGES  FOR  MASS  PRODUCTION 

ABSTRACTS  OF  CURRENT  LITERATURE 

FROM  MONTH  TO  MONTH 

PERSONALS    .... 

Visitors  to  Headquarters  . 
Obituaries 

NEWS  OF  THE  BRANCHES 

LIBRARY  NOTES  . 

PRELIMINARY  NOTICE 

EMPLOYMENT  SERVICE 

INDUSTRIAL  NEWS 


Cover 

514 

524 

529 

531 

534 

536 
537 
541 
548 
552 

555 
560 
564 
565 
566 


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MEMBERS  OF  COUNCIL 


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GENERAL  SECRETARY 

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*For  1941         tFor  1941-42         {For  1941-42-43 


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C.  K.  McLEOD,  Chairman 

R.  D«L.  FRENCH,  Vice-chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w. e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 

LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
L.  L.  BOLTON 
A.  E.  CAMERON 
G.  E.  COLE 
V.  DOLMAGE 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 
R.  E.  GILMORE 
E.  VIENS 

C.  R.  WHITTEMORE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 


MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Provinces) 
H.  N.  Ruttan  Prize 

A.  L.  CARRUTHERS,  Chairman 
J.  M.  CAMPBELL 
H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 
John  Galbraith  Prize 

K.  M.  CAMERON,  Chairman 
W.  H.  MUNRO 
J.  H.  PARKIN 

Zone  C  (Province  of  Quebec) 

Phelps  Johnston  Prize  (English) 

McN.  DcBOSE,  Chairman 
C.  K.  McLEOD 
H.  J.  VENNES 

Ernest  Marceau  Prize  (French) 

deG.  BEAUBIEN,  Chairman 
J.  H.  FREGEAU 
A.  LARIVIERE 

Zone  D  (Maritime  Provinces) 
Martin  Murphy  Prize 

W.  S.  WILSON,  Chairman 
I.  W.  BUCKLEY 

S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 

J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 

R.  W.  ANGUS 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 


RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,   Vice-Chairman 
G.  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY.  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A   GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


512 


November,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,    GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 
J.  B.  DOWLER 
A.  H.  PASK 
(Ex-Officio),  J.  F.  BRIDGE 

E.  M.  KREBSER 
J.  CLARK  KEITH 
Stc.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 


Chairman, 

Vice-Chair., 

Executive, 


Sec.-Treas., 


J.  B.  deHART 
H.  J.  McEWEN 
F.  J.  HEUPERMAN 
T.  D.  STANLEY 
J.  W.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOESE 
J.  HADDIN 

j.  McMillan 

P.  F.  PEE  LE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.A.  MacLEOD 

Executive,     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ez-Officio),  I.  W.  BUCKLEY 

W.  S.  WILSON 
Ses.-Treas.,  S.  C.  MIFFLEN, 

60  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 


Chairman, 

Viee-Chair., 

Executive, 


(Ez-Officio), 
See.-Treae., 


HALIFAX 

Chairman, 

Executive, 


(Ez-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ez-Officio), 
Sec.-Trea:, 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ez-Officio), 
Sse.-Treas.. 


LAKEHEAD 

Chairman, 

Vice-Chair., 

Executive, 


(Ez-Officio), 
Sec.-Treas., 


R.  M.  HARDY 

D.  A.  HANSEN 

J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 
J.  GARRETT 

E.  NELSON 

F.  R.  BURFIELD, 
Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 

S.  L.  FULTZ 

J.  A.  MacKAY 

A.  E.  CAMERON 

A.  E.  FLYNN 

D.  G.  DUNBAR 

J.  F.  F.  MACKENZIE 

P.  A.  LOVETT 

G.  F.  BENNETT 

C.  SCRYMGEOUR 
S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 

W.  A.  T.  GILMOUR 
S.  SHUPE 

C.  H.  HUTTON  T.  S.  GLOVER 
H.  A.  COOCH  A.  C.  MACNAB 
ALEX.  LOVE  W.  L.  McFAUL 
A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 

T.  A.  McGINNIS 
P.  ROY 
V.  R.  DAVIES 
K.  H.  McKIBBIN 
K.  M.  WINSLOW 

A.  H.  MUNRO 
G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 

B.  A.  CULPEPER 
MISS  E.  M.  G.  MacGILL 

E.  J.  DAVIES 
J.  I.  CARMICHAEL 
S.  E.  FLOOK 
S.  T.  McCAVOUR 
R.  B.  CHANDLER 
W.  H.  SMALL 

C.  D.  MACKINTOSH 
,H.  G.  O'LEARY 

J.  M.  FLEMING 
W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd., 
Port  Arthur,  Ont. 

LETHBRIDGE 

Chairman,  C.  S.  DONALDSON 

Viee-Chair. ,W.  MELDRUM 

Executive,     R.  F.  P.  BOWMAN  G.  S.  BROWN 

N.  H.  BRADLEY 

C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Trea».,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


E.  R.  EVANS 

E.  B.  MARTIN 

G.  E.  SMITH 


LONDON 

Chairman,     R.  W.  GARRETT 
Vice-Chair.,  F.  T.  JULIAN 
Executive,      V.  A.  McKILLOP 
F.  C.  BALL 

F.  BELL 

T.  L.  McMANAMNA 
R.  S.  CHARLES 

(Ex-Officio), H.  F.  BENNETT 

J.  A.  VANCE 
Sec.  Treas.,  H.   G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 
MONCTON 

Chairman,  F.  O.  CONDON 
Vice-Chair.,  H.  J.  CRUDGE 
Executive,      B.  E.  BAYNE 

G.  L.  DICKSON 
T.  H.  DICKSON 
R.  H.  EMMERSON 

(Ex-Officio),  H.  W.  McKIEL 
Sec.-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
Vice-Chair..  J.   A.  LALONDE 
Executive,      E.  V.  GAGE 

P.  E.  POITRAS 

I.  S.  PATTERSON 

J.  B.  STIRLING 

J.  M.  CRAWFORD 

J.  COMEAU 
(Ex-Officio),  J.  B.  CHALLIES 

deG.  BEAUBIEN 

J.  G.  HALL 

H.  MASSUE 

C.  K.  McLEOD 
B.  R.  PERRY 
G.  M.  PITTS 
H.  J.  VENNES 

Sec.  Treas.,  L.  A.  DUCHASTEL 
40  Kelvin  Avenue, 

Outremont,  Que 

NIAGARA  PENINSULA 

Chairman,     A.  L.  McPHAIL 
Vice-Chair.,  C.  G.  CLINE 
Executive,      L.  J.  RUSSELL 

J.  H.  TUCK 

A.  C.  BLUE 

G.  F.  VOLLMER 

G.  E.  GRIFFITHS 

D.  W.  BRACKEN 
L.  L.  GISBORNE 

(Ez-Officio),  W.  R.  MANOCK 
See.-Treas.,  J.  H.  INGS, 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 


OTTAWA 

Chairman 
Executive 


T.  A.  McELHANNEY 
J.  H.  IRVINE 
W.  G.  C.  GLIDDON 
A.  A.  SWINNERTON 
W.  H.  NORRISH 
R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 
J.  H.  PARKIN 
W.  H.  MUNRO 
Sec.-Treas.,  R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,    J.  CAMERON 

Executive,     A.  J.  GIRDWOOD  I.  F.  McRAE 

J.  W.  PIERCE •  F.  R.  POPE 

(Ex-Officio), R.  L.  DOBBIN 
H.  R.  SILLS 
A.  L.  MALBY 
Sec.-Treas.,  D.  J.  EMERY, 

589  King  Street, 

Peterborough,  Ont- 
QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE      G.  MOLLEUR 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  263-A,  Parliament  Bldgs., 
Quebec,  Que. 
SAGUENAY 

Chairman,     N.  F.  McCAGHEY 
Vice-Chair.,  R.  H.  RIMMER 
Executive,      B.  BAUMAN 
G.  B.  MOXON 
A.  I.  CUNNINGHAM 
W.  J.  THOMSON 
(Ex-Officio),  McN.  DuBOSE 

M.  G.  SAUNDERS 
J.  W.  WARD 
Sec.-Treas.,  D.  S.  ESTABROOKS, 

Price  Bros.  &  Co.  Ltd., 
Riverbend,  Que. 


J.  M.  MITCHELL 
G.  RINFRET 
H.  J.  WARD 
H.  K.  WYMAN 


SAINT  JOHN 

Chairman,     F.  A.  PATRIQUEN 
Vice-Chair.,  D.  R.  SMITH 
Executive,      A.  O.  WOLFF 

H.  P.  LINGLEY 

W.  B.  AKERLEY 
(Ex-Officio),  J.  P.  MOONEY 

H.  F.  MORRISEY 
Sec.-Treas.,  V.  S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B. 

ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 
Executive,      A.  C.  ABBOTT 
R.  DORION 
V.  JEPSEN 
J.  JOYAL 
H.  O.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 

J.  H.  FREGEAU 
Sec-Treas.,  C.  G.  deTONNANCOUR 
Engineering  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 

SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 

b.  russell 

g.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 
See.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 

SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 
Vice-Chair.,  L.  R.  BROWN 
Executive,      R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 
(Ex-Officio),  J.  L.  LANG 

A.  E.  PICKERING 
Sec.-Trea».,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont 

TORONTO 

Chairman,     H.  E.  BRANDON 
Vice-Chair.,  W.  S.  WILSON 
Executive,      F.  J.  BLAIR 

W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C.  E.  SISSON 
Sec.-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont 
VANCOUVER 


Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 
Executive,     T.  E.  PRICE 

J.  R.  GRANT 

W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas.,  T.  V.  BERRY, 

3007 -36th  Ave.  W., 

Vancouver,  B.C. 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


VICTORIA 

Chairman, 
Vice-Chair. 
Executive, 


(Ez-Officio), 
Sec.-Treas., 

WINNIPEG 


G.  M.  IRWIN 

A.  S.  G.  MUSGRAVE 

J.  H.  BLAKE 

E.  DAVIS 

A.  L.  FORD 

P.  T.  O'GRADY 

E.  W.  IZARD 

A.  L.  CARRUTHERS 

K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C: 


Chairman,     V.  MICHIE 
Vice-Chair.,  D.  M.  STEPHENS 
Executive,      C.  V.  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 

J.  W.  SANGER 
Sec-Treas.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL     November,  1941 


513 


PROPERTIES  OF  HEAT  INSULATING  MATERIALS 

E.  A.  ALLCUT,  m.e.i.c. 
Professor  of  Mechanical  Engineering,  University  of  Toronto,  Toronto,  Ont. 


SUMMARY — A  discussion  of  the  character  of  heat  insulating 
materials,  the  difficulties  in  determining  their  relative  value 
experimentally,  the  effect  of  air  spaces  and  surface  resistance 
and  the  possibility  of  saving  fuel  by  taking  advantage  of  solar 
radiation  and  heat  stored  in  the  structure  of  the  building 
itself.  Mr.  Hamly  contributes  an  appendix  describing  his 
microscopic  examination  of  a  number  of  insulating  materials. 

Although  insulating  materials  have  been  commonly  used 
for  many  years  on  hot  and  cold  surfaces  such  as  those  of 
steam  piping  and  refrigerators,  only  recently  has  con- 
siderable attention  been  paid  to  the  advantages  of  insula- 
tion in  building  construction.  This  change  has  been  due, 
largely,  to  the  ever  rising  cost  of  fuel,  which  has  made  the 
saving  to  the  average  consumer  commensurate  with  the 
extra  capital  cost  of  the  installation.  As  the  more  easily 
accessible  sources  of  fuel  supply  become  exhausted,  the  cost 
of  working  the  remainder  will  continue  to  rise,  and  it  is 
therefore  probable  that  the  tendency  toward  the  use  of  heat 
insulation  will  increase  correspondingly.  The  cost  of  insulat- 
ing materials,  their  useful  life,  or  rate  of  depreciation,  and 
the  expense  of  placing  and  maintaining  economic  quantities 
of  them  in  the  most  advantageous  positions,  must  inevitably 
become  more  important  as  time  goes  on,  and  therefore  it  is 
pertinent  at  this  stage  to  give  some  consideration  to  the 
physical  and  thermal  properties  of  those  materials  that  are 
now  used  or  are  likely  to  become  available  for  this  purpose. 
This,  of  course,  is  a  large  subject  and  much  of  it  has  been, 
or  is  being  dealt  with  elsewhere;  the  present  paper  is  but  a 
brief  outline  of  some  of  its  aspects,  indicating  more  par- 
ticularly some  of  the  work  done  at  the  University  of 
Toronto.  Attempts  have  been  made  to  ascertain  the  effects 
produced  by  variables,  either  in  the  materials  themselves 
or  in  the  conditions  under  which  they  operate,  for  the  pur- 
pose of  indicating  what  characteristics  are  desirable  and 
how  they  may  best  be  combined  to  form  effective  heat 
barriers. 

Physical  Structure 

In  most  insulating  materials  the  primary  object  is  to 
make  the  most  efficient  use  of  still  air.  The  latter  is  the  real 
insulator  because  its  conductivity  is  relatively  low,  (k  =  0. 17) 


r 
< 
J 

I 

L 
°) 

r  o 

0  J 

J 

u 

G 


Al<^     Cci_l_i        SHOwr-t       Bi_>Kcr<» 

Fig.   1 — Possible  structural  arrangements  of  insulating 
materials. 

as  compared  with  that  of  the  associated  substances  which 
are  employed  to  prevent  air  motion  and  to  reduce  radiation 
losses.  The  spaces  between  the  fibres  or  granules  are  air 
cells  which  may  or  may  not  be  inter-connected,  and  there- 
fore the  arrangement  of  the  solid  material  relative  to  the 
air  is  important.  In  metallurgical  work,  the  micro  and 
macro-structure  of  metals  indicate  definite  physical  proper- 
ties, and  it  is  reasonable  to  suppose  that  a  study  of  the 
structure  of  heat  insulating  materials  along  similar  lines 


may  produce  comparable  results.  As  a  first  approach,  cer- 
tain typical  arrangements  of  material  might  be  classified 
roughly  as  follows: — 

(A)  Fibrous  materials  with  the  fibres  arranged  at  right 
angles  to  the  direction  of  heat  flow.  Variables,  diameter 
and  length  of  fibres,  density  and  uniformity  of  struc- 
ture. (Fig.  1A). 

(B)  Fibrous  materials  in  which  some  of  the  fibres  lie 
parallel  to  the  direction  of  heat  flow,  so  that  a  con- 
siderable proportion  of  the  heat  is  conducted  along  the 
fibres.  Variables  as  in  (A)  and  orientation  of  fibres. 
(Fig.  IB). 


Fig.  2 — Actual  structure  microscopically  enlarged.  A — Sec- 
tional view  of  fibre  board  showing  laminar  structure;  B — Indi- 
vidual fibres  of  rock  wool  (parallel  arrangement)  ;  C — Section 
of  rock  wool  batt  taken  across  fibres;  D — Fibres  of  wood  bark 
(random  arrangement);  E — Section  of  cork  (cellular  arrange- 
ment) ;  F — Enlarged  view  of  cork  cell. 

(C)  Fibrous  materials  with  fibres  arranged  in  "lattice" 
form,  so  that  the  transmission  of  heat  is  facilitated  by 
the  existence  of  numerous  points  of  contact  where  the 
fibres  cross.  Variables  as  in  (A).  (Fig.  1C). 

(D)  Fibrous  materials  with  fibres  arranged  in  a  haphazard 
or  random  manner.  Variables  as  in  (B).  (Fig.  ID). 

(E)  Granular  materials  with  air  surrounding  solid  granules. 
Variables,  size,  weight  and  form  of  granules,  relative 
volumes  occupied  by  air  and  solid.  (Fig.  IE). 

(F)  Cellular  materials  where  the  air  cells  are  not  connected 
together  but  are  surrounded  by  a  solid  sheath.  Vari- 
ables, size  and  shape  of  air  cells,  thickness  of  solid 
barrier.  (Fig.  IF). 


514 


November,  1941     THE  ENGINEERING  JOURNAL 


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:>                  -^                    S                 1-2               1*6               2   O               2-*              2-8 

F"iT  c^jctc     oiftcbc  r«cc     /»c«o33      Matc«i«  l_       LbVSq.  Ft. 

\ 

i-o  Le/50  rv 

--4-— _ 

1 

I        1 

6  8  IO  12  14  16  18  2o 

Fig.  3 — Leakage  of  air  through  rock  wool  4  inches  thick. 

In  all  of  the  above,  the  conductivity  of  the  solid  material 
concerned  is  a  controlling  factor,  and  in  some  instances  its 
emissivity  and  specific  heat  may  also  be  important.  Com- 
mon examples  of  these  structures  are  glass  wool  or  rock 
wool  batts  and  fibre  boards  (Type  A),  loose  rock  wool 
(Type  D)  and  cork  (Type  F),  of  which  photographs  are 
given  in  Fig.  2. 

In  structures  A  to  E,  air  can  either  pass  through  the 
material  or  can  circulate  within  it,  and  the  amount  of  heat 
transmitted  in  this  manner  from  the  hot  to  the  cold  side 
of  the  material  depends  on  the  number  of  air  cells  present, 
their  sizes  and  their  inter-connections.  This  factor  was 
investigated  by  passing  air  through  specimens  of  various 
materials  of  different  thicknesses  and  measuring  the  volume 
of  air  passing  through  the  material  at  each  pressure  differ- 
ence.® A  characteristic  example  is  given  in  Fig.  3,  which 
refers  to  rock  wool,  four  inches  thick  and  packed  to 
different  densities.  The  air  leakage  through  this  and  all 
other  samples  of  loose  fibrous  materials  was  found  to  be 
directly  proportional  to  the  pressure  difference  across  the 
specimen,  and  to  fall  rapidly  with  increasing  density  over 
the  range  of  densities  generally  used  in  practice.  Figure  4 
consists  of  a  set  of  similar  curves  for  fibreboards  of  different 
densities  and  thicknesses.  This  shows  that  the  thickness  of 
such  boards  has  little  or  no  influence  on  their  permeability, 
as  the  curves  arrange  themselves  in  order  of  density.  It  is 
probable,  therefore,  that  the  resistance  offered  by  the  sur- 
faces of  the  material  to  air  penetration  is  greater  than  that 
of  the  interior.  This  difference  also  appears  to  have  some 
influence  on  the  temperature  gradient  through  the  material® 
The  application  of  a  thin  sheet  of  aluminium  foil  to  one 
surface  makes  the  fibreboard  impenetrable  at  air  pressures 
up  to  35  lb.  per  sq.  ft.,  and  has  the  additional  advantage  of 
reducing  the  emissivity  of  the  surface.  Some  protection 
also,  is  given  by  applying  two  or  three  coats  of  aluminium 
paint  to  one  surface,  the  air  leakage  being  then  reduced  to 
about  25  per  cent  of  that  for  the  bare  board.® 

A  further  observation  is  the  greater  "conductivity"  of 
large  specimens  of  packed  fibrous  materials  as  compared 
with  small  ones  of  the  same  density.  It  is  possible  that  these 
differences  may  be  produced  by  the  circulation  of  air 
through  the  air  cells  and  communicating  channels,  and  in 


that  event,  such  differences  should  be  definitely  related  to 
the  structural  arrangement  of  the  material.  Experiments 
made  on  large  specimens,  sub-divided  horizontally  and  ver- 
tically by  thin  partitions,  gave  substantial  reductions  of 
heat  transmission  as  compared  with  the  individual  speci- 
mens, and  thus  provided  some  evidence  confirmatory  of  this 
theory.®  Also,  cellular  structures  (Type  F)  in  which  there 
is  little  or  no  connection  between  the  air  cells,  seem  to  be 
free  from  this  "scale  effect." 

A  microscopic  study  of  some  of  the  common  fibrous 
materials  used  for  insulating  purposes  was  made  by  Dr. 
D.  H.  Hamly,  and  the  results  are  analysed  in  Appendix  I 
and  Figs.  14  and  15.  There  is  evidently  a  very  wide  variation 
in  fibre  diameters  and  in  their  distribution.  Thus,  the  curve 
for  loose  rock  wool  (B)  is  tall  and  thin,  indicating  small 
fibres  of  relatively  uniform  diameters,  while  that  for  spun 
rock  wool  (C)  shows  large  diameters  with  a  wide  range  of 
variation.  The  term  "mode"  (Fig.  14)  refers  to  the  most 
frequently  recurring  diameter,  while  "median"  is  the 
average  diameter.  "Limits"  are  the  smallest  and  largest 
diameters  of  75  per  cent  of  the  fibres. 

An  experimental  study  of  heat  transfer  was  also  made 
with  the  apparatus  illustrated  in  Fig.  5.  This  consisted  of 
two  hollow  glass  cells,  each  8  inches  square  with  walls  about 
x/±  inch  thick,  which  could  be  evacuated  and  tested  for  heat 
transmission  in  a  guarded  hot  plate.  Tests  were  made  with 
different  vacua  inside  the  cells  down  to  a  minimum  absolute 
pressure  of  0.2  inches  of  mercury.  The  results  obtained  were 
consistent  down  to  a  pressure  of  1.5  inches  of  mercury,  and 
then  became  somewhat  scattered  at  lower  pressures,  prob- 
ably indicating  some  variation  in  convection  at  low  air 
densities.  The  tests  were  then  repeated  with  sheets  of  thin 
aluminium  foil  on  the  hot  and  cold  sides  of  the  air  cell  to 
cut  off  about  95  per  cent  of  the  radiant  heat  loss,  and  the 
results  are  shown  diagrammatically  in  Fig.  6.  The  lines 
"A"  and  "B"  refer  to  the  results  obtained  with  and  without 
the  radiant  heat  shields,  and  therefore  the  difference 
between  them  probably  indicates  the  amount  of  radiant 
heat  that  travels  across  the  cell  when  its  hot  and  cold  sides 
are  at  115  and  65  deg.  F.,  respectively.  Curves  C,  D,  E  and 
F  were  obtained  when  the  tests  were  repeated  under  the 
same  conditions  with  the  hollow  spaces  filled,  successively, 
with  the  following  materials: — 

Conductivity 
Density      B.T.U./sq.  ft/°F/ 
Curve  Material  Ib./cu.ft.         inch  per  hour 


c 

Exfoliated  vermiculite 

Puffed  wheat 

8.5 
3.6 

0.47 

E 
F 

Expanding  blanket 

Nodulated  rock  wool 

3.1 
8.0 

0.29 
0.27 

Fig.  4 — Leakage  of  air  through  fibreboards  of  different  densities 
and  thicknesses. 


THE  ENGINEERING  JOURNAL     November,  1941 


515 


Similar  experiements  were  also  made  on  glass  wool  at  a 
density  of  3  lb.  per  cubic  foot,  but  the  results  obtained  were 
somewhat  erratic.  The  other  materials  give  no  indication  of 
change  in  heat  transmission  as  the  air  density  is  decreased, 
and  therefore  it  is  reasonable  to  infer  that  there  is  very 
little  heat  transmitted  by  convection  in  specimens  of  this 

CrWAKDCD 

Hot    Puatc 


would  be  tj  t3  t4  t2  instead  of  the  assumed  line  tt  t2 

I3—I4 


U 
< 

t 

0 

J 
0 

u 


J 

J 
u 
U 

*    1 
< 

J 

j 

VI 

U 

( 
< 

1  — 

Mahomctek 


Fig.  5 — Hollow  glass  cells  for  studying  methods  of  heat  transfer. 


size.  Experiments  made  on  these  materials  with  and  without 
radiant  heat  shields  gave  the  same  results,  and  therefore» 
radiation  also  is  apparently  negligible,  so  that  conduction 
seems  to  be  the  only  active  agent  concerned.  The  slope  of 
curves  A  and  B  indicates  the  increasing  importance  of  con- 
vection inside  the  cells  as  the  air  density  increases. 

Conductivity  and  Conductance 

For  practical  purposes,  the  insulating  values  of  the  differ- 
ent materials  are  compared  by  means  of  their  respective 
"conductivities."  These  are  generally  obtained  by  measur- 
ing the  heat  transmitted  from  the  hot  to  the  cold  surface 
in  a  guarded  hot  plate,  and  calculating  therefrom,  the  con- 
ductance (C),  which  is  the  heat  transmitted  through  one 
square  foot  of  the  material,  per  degree  temperature  differ- 
ence per  hour.  The  conductance  is  multiplied  by  the  thick- 
ness of  the  material  to  give  the  "conductivity"  (k)  per  inch, 
and  the  procedure  implies  that  neither  the  thickness  nor 
the  temperature  difference  across  the  specimen  affect  the 
value  of  the  "conductivity"  obtained  in  this  manner.  If 
this  were  the  true  conductivity,  the  above  assumptions 
would  be  correct,  as  the  true  conductivity  is  a  property  of 
the  material  and  is  independent  of  its  size  and  shape.  In 
the  author's  experience,  however,  conductivities  obtained 
from  test  results  on  thick  and  thin  specimens,  respectively, 
may  differ  considerably.  A  series  of  tests  made  on  thin 
fibreboards  (J/£  inch  thick)  varying  both  the  areas  of  the 
specimens  and  the  temperature  difference  between  the  hot 
and  cold  sides,  gave  both  a  constant  value  for  the  "con- 
ductivity" at  a  fixed  mean  temperature,  and  the  same  rate 
of  increase  as  the  mean  temperature  was  raised.  When 
these  tests  were  repeated  on  thicker  samples,  however,  it 
was  found  that  the  "conductivity"  increased  both  with  the 
temperature  difference  and  with  the  thickness.® 

Temperature  gradients  were  obtained  by  placing  thermo- 
couples inside  some  of  the  materials,  and,  while  these 
ultimately  indicated  a  straight  line  relationship,  there  was, 
in  some  instances,  an  abrupt  change  of  temperature  at  each 
of  the  surfaces.  Thus,  in  Fig.  7,  the  temperature  gradient 


true  conductivity  is  represented  by 


value 


X 


X 


The 

instead  of  the 


obtained  from  the  hot  plate  test  made  in  the 


usual  way.  In  one  material,  having  an  apparent  conduct- 
ivity of  1.0,  the  temperature  changes  at  the  two  surfaces 
were  each  found  to  be  about  3  deg.  F.  Therefore,  if  ti  —  t2 

'  40 
is  40  deg.  F.,  the  true  conductivity  would  be  1.0  x  —  =  1. 175. 

34 

This  superficial  resistance,  which  has  already  been 
remarked  in  connection  with  air  infiltration,  is  important 
when  the  variation  of  "conductivity"  at  different  thick- 
nesses is  being  investigated.  Consider  two  specimens  of 
thicknesses  X  and  Y,  respectively,  (Fig.  7)  and  let  the  true 
conductivities  of  the  two  materials  be  the  same.   Then 

t  —t       t 1—t1 

— y —  =       v  4  .     But    the    apparent    temperature    gradi- 
ents obtained  from  the  hot  plate  tests  will  be,  respectively, 
'      2  and  '  v  2  ,  and  if  the  surface  resistances  in  both 

cases  are  equal,  it  is  evident  that  the  temperature  gradient 
for  the  thin  specimens  will  be  greater  than  that  for  the 
thick  specimens.  That  is,  the  measured  "conductivities"  of 
the  two  specimens  of  the  same  material  will  be  different. 

Results  of  this  kind  obtained  on  fibreboards  were  reported 
independently  by  four  different  laboratories,  and  it  was 


08  — 


0-7    — 


O6  - 


OS   - 


I    O  •<"*  - 


0  3  — 


0  2  - 


Ol   — 


Fig.    6 — Heat    transmission     through    various 
varying  vacua. 


JO 


materials    with 


found  that  when  the  resistances  (R  =  ^)  were  plotted  against 

thicknesses  (Material  "A"  Fig.  8)  a  straight  line  was 
obtained  which  did  not  pass  through  the  origin.  This 
implies  the  existence  of  a  resistance  when  the  thickness  is 
zero,  which  can  only  be  due  to  surface  resistance.  The 
"conductivities"  calculated  from  this  curve  vary  from  0.37 
for  half-inch  boards  to  0.44  for  two-inch  boards,  a  difference 
of  16  per  cent.  A  similar  pair  of  curves  for  a  high  tempera- 


516 


November,  1911     THE  ENGINEERING  JOURNAL 


ture  insulation  (Material  B)  is  also  given  in  Fig.  8  and 
shows  still  greater  differences.  It  seems  evident  that  the 
property  described  as  A;  =  C  X  thickness  is  not  the  true  con- 
ductivity of  the  material,  that  it  does  not  remain  constant 
and  therefore  that  it  should  be  discarded  in  favour  of  "con- 
ductance," as  the  latter  must  be  used  in  any  case,  for  the 
calculation  of  heat  transmission.  Alternatively,  a  different 


Fig.  7 — Influence  of  thickness  on  temperature  gradient 
through  material. 

and  less  misleading  name  might  be  adopted  for  "k",  pos- 
sibly "apparent  conductivity." 

Density 

Some  aspects  of  this  property  have  already  been  con- 
sidered, and  the  following  refers  only  to  its  influence  on 
heat  transmission.  In  general,  the  lower  the  density,  the 
greater  is  the  percentage  of  air  present,  and  therefore  the 
lower  the  "conductivity"  will  be.  This,  however,  is  only 
partially  true,  as,  if  the  density  of  fibrous  materials  is 
decreased  below  a  certain  value,  the  rate  of  heat  trans- 
mission will  again  increase.®  This  is  illustrated  by  the 
curves  in  Fig.  9.  It  has  been  suggested  that  the  increased 
heat  transmission  at  reduced  densities  is  due  to  the  greater 
influence  of  radiation,  but  the  author's  investigations  do 
not  confirm  this,  indicating  rather  that  the  higher  loss  is 
due  to  increased  inter-communication  between  the  air  cells 
as  the  density  decreases.  This  factor  may  be  important  with 
materials  such  as  glass  wool,  which  are  sometimes  used  at 
very  low  densities  (1.5  to  3  lb.  per  cu.  ft.).  The  influence 
of  density  on  air  infiltration  is  very  marked  and  it  seems 
likely  that  the  increased  mobility  of  the  air  within  the 
material  has  an  appreciable  effect  on  the  transmission  of 
heat,  particularly  in  large  specimens. 

The  fact  that  glass  and  mineral  wools,  which  are  com- 
posed of  similar  fibres,  similarly  arranged  (but  of  different 
diameters)  give  substantially  the  same  "conductivities"  at 
widely  differing  densities,  was  somewhat  difficult  to  under- 
stand until  the  influence  of  "shot"  was  taken  into  account. 
Table  3  in  Appendix  I  indicates  that,  in  the  samples  ex- 
amined, "shot"  or  beads  of  siliceous  material,  account  for 
23.9  to  54.1  per  cent  of  the  weight  of  rock  or  slag  wools, 
and  only  1.5  per  cent  of  the  weight  of  glass  wool.  These 
beads  or  nodules  (Fig.  10)  are  included  in  the  weights  from 
which  the  densities  are  calculated,  but  probably  have  no 
appreciable  influence  on  heat  transfer.  Consequently,  the 
weights  of  actual  fibrous  material  present  in  the  two  kinds 
of  material  are  not  necessarily  so  widely  divergent  as  their 
respective  densities  suggest.  The  amount  of  "shot"  present 
also  may  be  quite  important  in  transportation  work  where 
useless  weight  must  be  kept  at  a  minimum  value.  It  is  not 
claimed  that  the  figures  given  above  are  average  values, 
but  they  are  an  approximate  indication  of  the  nature  of 
the  differences  between  these  two  materials. 

Another  physical  factor,  allied  to  density,  is  the  com- 
pressibility of  the  material.  Fluffy  materials  can  be  com- 
pressed almost  to  any  desired  extent  for  transportation, 
inspection  and  testing  purposes  and,  whatever  method  may 


be  employed  for  measuring  the  thickness  of  the  material, 
some  slight  degree  of  compression  must  be  used  in  the 
measuring  process.  Another  aspect  of  compressibility  is  the 
packing  of  powdered  or  other  material  into  an  enclosed 
space  where  the  weight  of  superincumbent  material  com- 
pressed the  lower  layers  and  causes  voids  to  form  elsewhere, 
which  may  seriously  affect  the  heat  flow.  The  tests  illus- 
trated by  Fig.  11  and  summarized  in  Table  1  were  made 
with  a  constant  weight  of  each  material  which  was  com- 
pressed progressively  and  tested  for  heat  transmission  at 
each  thickness.  The  conductance,  "conductivity"  and  den- 
sity are  indicated  by  C,  k,  and  D,  respectively. 

TABLE  1 
Thickness 

ins 1.5    1.25      1.0      .75        .5  .215 

Blanket         C     .195    .235    .305    .472    .785    BTU/sq.ft./°F/hr. 
Material        k     .292    .294    .305    .336    .392    BTU/sq.ft./°F/in/hr. 
D   2.97  3.56  4.45   5.94  8.91    lbs./cu.ft. 

Rock  C    214    .241    .330    .525  

Wool  k     267    .241    .248    .262  

D    4.92   6.15     8.2    12.3  

Glass  C    .206    .222    .271    .330    .514  1.269 

Wool  k     .309    .278    .271    .247    .257  .273 

D    1.63   1.95   2.44   3.26  4.89  11.38 

Referring  again  to  Fig.  9,  the  heavier  constructional 
materials  have  "conductivities"  which  increase  in  a  fairly 
uniform  manner  with  density  and,  in  most  cases,  are 
reasonably  consistent  with  the  properties  of  the  lighter 
materials.® 

Figure  12  is  a  compilation  of  test  results  obtained  in 
different  laboratories  for  concretes  of  varying  compositions 


I     '4 


_ 

^^ 

V 

( 

r/ 

# 

*/ 

SÏ 

/      1               X_ A 

« 

gy 

A^ 

/ 

>^y- 

J 

0 

•5 

h 

A 

2    <H 

U 

ft! 
i 


"  I  o  ZO  3°  -*° 

Fig.   8 — Influence  of  thickness  on  resistance  and 
"conductivity" 

and  their  "conductivities"  are  apparently  grouped  round 
the  dotted  line  shown.  Most  of  the  tabulations  of  con- 
ductivity in  papers  and  books  of  references®  give  a  charac- 
teristic "conductivity"  of  12  B.T.U.  per  sq.  ft.  per  deg.  F. 
per  inch  per  hour  for  a  typical  concrete  weighing  140  lb. 
per  cu.  ft.  This  is  a  value  considerably  higher  than  any 
obtained  by  the  author,  and  from  the  curve  it  would  appear 
that  a  figure  of  6  to  8  would  be  more  reasonable. 

Moisture  Absorption 

It  is  generally  assumed  that  the  conductance  of  insulating 
material  varies  directly  with  the  percentage  of  moisture 
present,  though  this  is  difficult  to  prove  because,  in  the 
process  of  testing,  moisture  is  driven  away  from  the  hot 
side  and  toward  the  cold  side  of  the  specimen.  This  factor 
was  investigated  by  testing  a  specimen  V/i  inches  thick, 
composed  of  2  inch  and  \}/i  inch  fibre  boards  arranged  in 
series.  The  mean  density  of  the  sample  remained  practically 
constant  during  the  test,  but  the  boards  nearest  the  hot 


THE  ENGINEERING  JOURNAL     November,  1941 


517 


plate  lost  weight  and  those  nearest  the  cold  plate  gained 
weight.  This  effect  would  not  have  been  detected  if 
the  specimen  had  been  made  in  one  piece,  as  is  usually 
the  case. 

Some  materials  such  as  cork,  glass  wool  and  mineral 
wools,  absorb  little  or  no  water,  but  others,  such  as  fibre 
boards,  are  hygroscopic.  Experiments  made  on  fibre  boards 
of  various  thicknesses  indicated  that,  with  geometrically 
similar  specimens  exposed  to  air  at  65  deg.  F.  and  a  relative 


0  oz 


20  30  -*o 

Dcr-si-rv  1_B  ►«    Co  Ft 


Fig.  9 — Influence  of  density  on  "conductivity" 

humidity  of  85-90  per  cent,  the  weight  of  moisture  absorbed 
per  cubic  inch  was  practically  constant  for  all  thicknesses  ' 
The  moisture  content  was  raised  from  an  initial  value  of 
4-6  per  cent  to  a  final  value  of  15-19  per  cent  by  weight. 

Whether  the  solid  substance  is  hygroscopic  or  not,  any 
material  containing  voids  to  which  the  air  has  access  by 
infiltration,  may  be  cooled  below  the  dew  point,  and  excess 
moisture  will  then  be  deposited,  causing  considerable  loss 
and  inconvenience,  particularly  if  the  temperature  is  below 
32  deg.  F.,  so  that  the  water  freezes  inside  the  material. 
In  such  circumstances,  it  is  submitted  that  the  criterion  of 
the  permeability  of  the  material  is  not  difference  of  vapour 
pressure  only,  as  is  generally  assumed,  but  is  the  total 
difference  of  pressure  on  the  two  sides  of  the  material.  Such 
infiltration  should  be  prevented,  wherever  possible,  by 
placing  an  impermeable  barrier  on  the  warm  side  of  the 
insulation.®© 

Am  Spaces  and  Surface  Resistance  ' 

The  small  air  cells  that  provide  most  of  the  insulating 
value  of  fibrous  and  other  similar  materials  may  be  sup- 
plemented or  replaced  by  hollow  forms  of  construction. 
The  effectiveness  of  the  air  spaces  thus  formed,  depends  on 
their  dimensions  and  upon  whether  or  not  the  parallel 
spaces  through  which  the  heat  passes  are  protected  from 
radiation  by  coverings  or  coatings  of  low  emissivity,  such 
as  aluminium,  copper  or  iron.  The  properties  of  these  air 
spaces  have  been  investigated  by  Rowley,®  Queer,® 
Wilkes®  and  others,  and  their  observations  will  not  be 
repeated  here,  but  some  results  obtained  at  Toronto  may 
be  of  interest. 

Tables  giving  the  conductances  of  air  spaces  are  usually 
based  on  the  Minnesota  experiments,®  which  gave  a  con- 
stant conductance  at  constant  mean  temperature  for  spaces 
more  than  one  inch  wide.  Some  experiments  made  by  the 
author  on  air  spaces  24  inches  square  and  3^  inches  wide, 
give  considerably  lower  conductances  than  those  obtained 
on  similar  air  spaces  one  inch  wide,  when  tested  under  the 


same  conditions.  It  appears  that  there  may  possibly  be 
some  exceptions  to  the  general  assumption. 

The  advantage  of  filling  hollow  tiles  with  finely  divided 
material  is  illustrated  by  tests  made  on  wall  sections  5  feet 
high  by  4  feet  wide,  in  which  the  heat  transmitted  (air  to 
air)  through  8  inch  hollow  concrete  blocks,  was  reduced  by 
15  to  30  per  cent  when  the  air  spaces  inside  the  blocks  were 
filled  with  gravel  or  sawdust.  Similar  experiments  made 
on  a  4-inch  hollow  tile  in  a  24-inch  hot  plate,  gave  a  con- 
ductance of  0.447  B.T.U.,  but  when  the  centre  was  filled 
with  sand  the  conductance  was  0.376  B.T.U.,  a  reduction 
of  about  16  per  cent.  Large  air  spaces  may  be  relatively 
poor  insulators,  but  they  are  economical  in  material. 

The  reduction  of  heat  transmission  across  air  spaces  by 
using  coverings  of  low  emissivity  is  well  known,  amounting 
to  about  58  per  cent  with  air  spaces  more  than  one  inch 
wide.  Where  this  method  of  protection  is  impracticable, 
metallic  paint  may  be  used  with  advantage.  A  roof  slabf 
one  inch  thick,  was  tested  in  conjunction  with  an  air  space 
two  inches  wide,  the  conductance  being  0.77  B.T.U.  When 
the  surface  of  the  slab  next  to  the  air  was  painted  with 
aluminium  paint,  the  conductance  was  0.545  B.T.U. ,  a 
reduction  of  nearly  30  per  cent. 

The  effectiveness  of  bright  metallic  surfaces  as  inulsators 
depends  on  the  retention  of  their  initial  emissivity.  Tests 
made  by  Wilkes®  and  Edwards®  indicate  that,  in  the  case 
of  aluminium,  this  is  not  seriously  increased  by  ordinary 
conditions  of  use  or  by  very  thin  protective  coatings  of 
lacquer.  On  the  other  hand,  if  the  surface  is  exposed  to 
dust  or  corrosion,  considerable  increases  of  heat  transmission 
may  result.  A  test  made  at  Toronto  on  an  air  space  divided 
vertically  by  a  partition  having  one  bright  side,  gave  an 
increased  conductance  of  13  per  cent  when  the  bright  sur- 
face was  obscured  by  a  very  thin  dust  film.  It  was  also 
found  that  a  slightly  better  result  was  obtained  with  the 


Fig.  10 — Photograph  of  "■shot"  found  in  mineral  wool 

metal  foil  facing  the  hot  side  of  the  apparatus  than  when 
facing  the  cold  side. 

Thin  air  spaces  can  sometimes  be  employed  advantage- 
ously. Some  difficulties  were  experienced  with  condensation 
of  moisture  on  the  outside  of  tanks  made  of  plastic  material 
having  a  conductance  of  3.59  B.T.U.  per  sq.  ft.  per  deg.  F. 
per  hour.  The  addition  of  an  air  space  1/16  inch  thick,  faced 


518 


November,  1941     THE  ENGINEERING  JOURNAL 


Fig.  11 — Conductances  and  "conductivities"  of  materials  when 
progressively  compressed 

by  a  bright  metallic  wall,  gave  a  conductance  of  1.50 
B.T.U.,  a  reduction  of  58  per  cent.  The  thickness  of  the 
air  space  was  then  increased  to  Y%  mcn  and  this  arrange- 
ment gave  a  conductance  of  1.10  B.T.U.,  being  a  reduction 
of  69  per  cent  from  the  original  value. 

The  amount  of  heat  lost  from  a  steam  pipe  depends  on 
the  quantity  of  heat  that  is  transmitted  to  the  air  from  the 
outer  surface  of  the  insulation,  and  this  factor  has  also 
received  some  preliminary  stud}'.  The  apparatus  used  is 
shown  diagrammatically  in  Fig.  13.  Temperature  readings 
were  taken  by  thermocouples  at  various  points  on  the  cir- 
cumference both  of  the  metal  and  of  the  insulation,  and  the 
results  given  in  Table  2  are  averages  for  each  material  and 
set  of  conditions.  These  figures  are  approximate  only,  as 
the  work  is  incomplete  at  the  time  of  writing,  but  they 

TABLE  2 


Temperatures 

°F. 

BTU 

lost 

Wind 

Per- 

centage 

Material 

Outside 

Outside 
Surface 
of  Insu- 
lation 

Differ- 
ence 

per  hour 
per 

Velo- 
city 

Increase 
of  Heat 

Surface 

between 

sq.  ft. 

miles 

Loss 

of  Pipe 

Surface 
and  Air 

Pipe 
Surface 

per  hour 

due  to 
Wind 

85% 

430 

127 

40 

106 

0 

VA 

Magnesia 

432 

92 

12 

115 

20 

with 

Canvas 

520 

142 

58 

145 

0 

Covering. 

519 

103 

16 

156 

15 

7V2 

Thickness 

XYi  ins. 

640 

160 

76 

196 

0 

640 

108 

22 

212 

15 

8 

85% 

499 

167 

79 

119 

0 

Magnesia 

490 

99 

15 

138 

15 

16 

with 

Metallic 

623 

200 

105 

164 

0 

Foil 

617 

108 

18 

187 

15 

14 

Covering. 

Thickness 

950 

285 

188 

350 

0 

1 H  ins. 

946 

118 

34 

388 

15 

11 

Spun 

628 

131 

56 

157 

0 

Rock 

630 

85 

9 

163 

15 

4 

Wool 

Iron  Cover 

829 

183 

100 

258 

0 

with 

829 

87 

17 

274 

15 

6 

Aluminium 

Paint, 

980 

200 

132 

370 

0 

Thickness 

981 

98 

21 

384 

15 

4 

2  ins. 

indicate  that  the  heat  losses  from  an  8-inch  steam  pipe, 
insulated  in  various  ways  to  give  an  outside  diameter  of  1 1 
inches,  are  increased  from  4  to  16  per  cent  by  exposure  to 
a  wind  of  15  to  20  miles  per  hour.  Covering  the  outside  of 
the  V/i  inch  magnesia  lagging  by  metallic  foil  reduced  the 
heat  loss  in  still  air  by  about  12  per  cent,  and  in  a  15  m.p.h. 
wind  by  about  6  per  cent,  with  pipe  temperatures  between 
500  and  600  deg.  F.  Both  copper  and  aluminium  coverings 
were  tried  and  the  same  results  were  obtained  for  each  of 
these  metals. 

Heat  Transmission  Calculations 

The  kind  and  thickness  of  insulation  required  for  pipes  or 
structures  are  calculated  from  the  conductances  of  the 
various  materials.  Unfortunately,  the  methods  of  testing, 
sizes  and  thicknesses  of  specimens  and  temperatures  to  be 
used  have  not,  as  yet,  been  standardized,  although  this 


Conc«ETca 

mmm     Cclu  Conc*c-rr 

„ 

• 

•  •  .     HAVo<rc 

***    Cinpen.    Co~cmc*c 

ooo     S-»«o   ~-x>   û*.*>-ci. 

o   no     LiMCiTOH.t 

0 

© 

•  , 

„ 

a 

^- 

o 

--« 

• 

* 

* 

^    --" 

* 

^-- 

- ") 

eo 


90  ioo 

Si  T  f    _     l_B    « 


Fig.   12 — "Conductivities"  of  concretes  of  various  densities 

question  is  now  being  considered  by  a  committee  of  the 
American  Society  for  Testing  Materials.  There  is  some 
hope,  therefore,  that  figures  comparable  with  each  other 
will  ultimately  be  obtained  for  the  different  materials  that 
are  now  available.  In  the  meantime,  invalid  comparisons 
are  continually  being  made  in  advertising  literature,  sales 
letters  and  technical  books,  in  which  the  fact  is  not  dis- 
closed that  the  figures  quoted  were  obtained  with  different 
test  conditions.  The  difficulty  of  applying  such  figures  in 
practice  is  increased  when  thick  sections  are  used  and  when 


«,o-.  O  —  ■ 


S<r»~-  f-.-i       l-»_^«.. 


Fig.  13 — Diagram  of  apparatus  for  testing  steam  pipe 
insulation 

the  material  is  exposed  to  variable  temperatures.  The  inside 
of  a  building  may  be  kept  at  a  fairly  constant  temperature 
but,  in  the  heating  season,  the  outside  is  subjected  to  tem- 
perature changes  between  night  and  day,  and  also  to  those 
due  to  the  action  of  the  sun  and  wind.  As  a  consequence  of 
these  fluctuations,  the  actual  temperature  gradient  through 
the  wall  section  is  never  straight,  and  therefore  the  assump- 
tions upon  which  the  heat  transmission  calculations  are 
made  may  be  quite  different  from  the  actual  operating 
conditions.  Tests  made  both  at  Illinois®  and  Toronto  show 
that  thermal  equilibrium  is  seldom  obtained  in  the  wall  of 


THE  ENGINEERING  JOURNAL     November,  1941 


519 


an  average  building,  and  therefore  considerable  discrepan- 
cies are  liable  to  exist  between  the  calculated  and  measured 
rates  of  heat  transfer. 

This  "time  lag"  may  be  usefully  employed,  however,  in 
evening  out  the  temperature  curve  and  in  the  alternate 
storing  and  returning  of  heat,®  thus  producing  the  effect 
of  a  "thermal  flywheel."  For  this  purpose,  considerable 
thicknesses  of  material  are  used  and  their  thermal  capacities 
may  then  be  as  important  as  their  heat  transmissive  proper- 
ties. Several  buildings  have  been  designed  and  erected  in 
Canada  which  incorporate  this  principle.  These  include  a 
hospital  in  Prince  Edward  Island,  where  the  thickness  of 
insulation  was  10  inches,  and  capacity  of  the  heating  plant 
provided  was  less  than  half  of  that  required  for  similar 
hospitals  using  ordinary  construction.  This  installation  was 
a  forced  hot  water  system  and  the  actual  temperature  of 
the  water,  which  had  been  estimated  to  be  200-220  deg.  F., 
with  an  outside  temperature  of  20  deg.  F.,  below  zero,  was 
only  130  deg.  F.,  under  those  conditions.  The  water  tem- 
perature during  most  of  the  winter  1933-34  was  110-112 
deg.  F.  A  study  of  solar  radiation  enabled  substantial 
reductions  to  be  made  in  the  size  of  radiators  on  the  south- 
east side  of  the  building,  and  it  was  found  that  the  time  lag 
between  the  atmospheric  temperature  change,  and  the 
corresponding  change  of  water  temperature,  was  3  to 
4  days. 

Several  unheated  packing  sheds  and  other  buildings  for 
storage  purposes  have  been  built  by  a  Toronto  architect, 
Mr.  James  Govan,  in  which  temperatures  above  30  deg.  F. 
have  been  maintained  consistently,  in  spite  of  the 
fact  that  the  outdoor  temperatures  frequently  fall  to 
zero  or  lower.® 

A  more  recent  case  is  the  new  pavilion  of  the  Toronto 
Western  Hospital,  which  is  described  in  Appendix  III.  This 
consists  of  an  addition  of  1,300,000  cu.  ft.  of  new  building 
to  an  existing  hospital  having  a  volume  of  1,800,000  cu.  ft. 


es 

I 

u 

t 

U 

(L 


D  IO 

3 

u 

Ik 


Cc«vC 

Fï&«e     DiArtcTt** 

1    Ro<« 

Mooc 

PlfO'^M 

LlrllTS 

-l-^-l 

8 

1   3 

2    O 

O  9  — "»  o 

r 

r 

2  O 

2  5 

11-55 

A 

5   5 

7  8 

42-172 

e: 

+  O 

e,  -i 

2  ■»-  ISO 

Mi 

C 

5  8 

II    5 

.4  O-  2-J  O 

,        1    L. 

l               / 

V 

V 

\i 

\     Wo©i_ 

—      V 

£»-' 

<J      Wooi_ 

' 

^ 

ârivi   Kock    Woot. 

— i — ^=— ; = 

IO  IS  20  2.5  30 

F~lB.n.C      Dl*"ETEH5       _      MM/|Oeo 


J? 


Fig.  14 — Frequency  curves  for  fibrous  insulating  materials 

New  heating  boilers  were  installed  having  efficiencies  of 
about  70  per  cent,  as  compared  with  about  55  per  cent  for 
the  original  installation.  The  thickness  of  insulation  em- 
ployed was  approximately  10  inches  and  the  records  show 
that  the  additional  1,300,000  cu.  ft.  of  space  is  apparently 
being  heated  with  little  or  no  addition  to  the  coal  consump- 
tion. 

These  examples  of  practical  application  indicate  that 
much  more  could  be  done,  than  is  generally  being  done,  in 
the  matter  of  reducing  heating  costs. 


T  _    Sea.  Ft 


Fig.  15 — Contact  coefficients  and  surface  areas 

Acknowledgment 

The  author  wishes  to  acknowledge  the  assistance  given 
during  these  investigations  by  Messrs.  D.  H.  Hamly,  ph.d., 
F.  G.  Ewens,  M.A.Sc,  R.  J.  Birss,  b.a.sc,  and  W.  A.  Wallace, 
B.A.Sc,  all  of  whom  took  part  in  the  experimental  work  at 
various  times. 

J. 1st  of  References 

©Bulletin  No.  158,  School  of  Engineering  Research,  University  of 
Toronto,  1939. 

©Thermal  Conductivity  of  Insulating  Materials,  (Allcut  &  Ewens), 
Canadian  Journal  of  Research,  1939. 

©  Bulletin  No.  149,  School  of  Engineering  Research,  University  of 
Toronto,  1937. 

®  Heat  Transmission  of  Insulating  Materials,  A.S.R.E.  Report,  1924. 

(  taide  of  the  A.SJI.V.E,  1941  and  Trans.  A.S.H.V.E.  1932. 

©Condensation  in  Walls  and  Attics,  (Teesdale),  Forest  Products 
Laboratory,  Madison,  Wis. 

©  Condensation  within  Walls,  (Rowley,  Algren  &  Lund),  Healing' 
Piping  and  Air  Conditioning,  January  1938. 

©  Thermal  Conductivity  of  Building  Materials,  (Rowley  &  Algren), 
Bulletin  No.  12,  Engineering  Experiment  Station,  University  of  Min- 
nesota. 

»  Importance  of  Radiation  in  Heat  Transfer  through  Air  Spares, 
(Queer),  Trans.  A.S.H.V.E.,  1932. 

®  Radiation  and  Convection  Across  Air  Spaces  in  Frame  Construc- 
tion, (Wilkes  &  Peterson),  Healing,  Piping  and  Air  Conditioning, 
August  1937. 

u)  Thermal  Test  Coefficients  of  Aluminium  Insulation  for  Buildings, 
(Wilkes,  Hechler  &  Queer),  Heating,  Piping  and  Air  Conditioning, 
January  1940. 

@  Some  Reflection  and  Radiation  Characteristics  of  Aluminium, 
(Taylor  &  Edwards),  Trans.  A.S.H.V.E.,  1939. 

®  Studv  of  Summer  Cooling  in  the  Research  Residence  for  the  Summer 
of  1938,  (Kratz,  Konzo,  Fahnestock  &  Broderick),  Trans.  A.S.H.V.E., 
1939. 

@  Effect  of  Heat  Storage  on  Heat  Transfer  through  Walls,  (Alford, 
Ryan  &  Urban),  Trans.  A.S.H.V.E.,  1939. 

©Some  Observations  on  Heating  Practice,  (J.  Govan),  Heating, 
Piping  and  Air  Conditioning,  November  1932. 


520 


November.   I9il     THE  ENGINEERING  JOURNAL 


APPENDIX  I 

MICROSCOPIC  MENSURATION  OF  FIBROUS 
MATERIALS 

By  D.  H.  HAMLY 

The  volume  of  air  moving  at  low  rates  varies  approxi- 
mately in  inverse  proportion  to  the  area  of  the  surfaces  in 
contact  with  the  air.  as  shown  by  experiments  with  capillary 
tubes  of  various  lengths.  An  estimate  of  the  surface  area  of 
fibrous  materials  can  be  obtained  by  calculation  from  the 
fibre  diameters  on  the  assumption  that  in  a  sample  of  suit- 
able size  both  the  diameters  and  the  relative  numbers  of 
the  various  diameters  will  be  fairly  represented.  Variations 
in  fibre  characteristics,  such  as  changes  in  diameter  along  a 
length,  or  shape,  or  fibre  twinning  occur,  but  these  are  of 
little  consequence  and  no  statistical  record  was  made  of 
them.  Variations  in  fibre  length  also  occur  within  a  sample, 
but  these  differences  did  not  appear  to  be  of  sufficient 
importance  to  invalidate  the  calculations  for  a  given  sample. 
However  great  differences  of  length  appeared  in  the  insulat- 
ing wools  made  by  different  manufacturers,  there  appeared 
to  be  no  relationship  between  fibre  length  and  conductivity 
other  than  that  lower  packing  densities  are  possible  with 
the  longer  fibred  wools. 

The  method  employed  to  determine  the  area  constant  for 
different  insulating  wools  was  as  follows.  After  the  scale  of 
the  microscope  ocular  had  been  calibrated  for  objects  in  air, 
ten  small  samples  were  selected  from  different  parts  of  an 
approximately  one  lb.  mass  of  bulk  fibre  chosen  as  repre- 
sentative of  the  material.  The  small  samples  were  carefully 
spread  out  on  microscopic  slides  and  held  in  place  with 
cover  slips.  Ten  fibres  from  each  slide  were  measured  using 
a  45x  (Leitz  No.  7)  objective  and  a  6x  (Spencer  scaled) 
ocular.  Each  fibre  was  chosen  deliberately  and  without  pre- 
judice from  a  new  part  of  the  held.  Thus,  one  hundred 
measurements  were  made  from  each  kind  of  material,  and 
tabulated  as  shown  in  Table  3,  where  the  measurements 
and  calculations  for  ten  fibres  from  one  sample  are  shown. 

From  the  diameter  dimensions  obtained  for  100  fibres,  a 
frequency  table  (Table  4)  was  constructed. 

Table  5  shows  the  total  surface  areas  reported  for 
materials  A,  B,  C,  D,  E  and  F,  obtained  according  to  the 
above  plan. 

Figure  14  shows  the  frequency  curves  for  diameters  of 
the  same  materials.  From  these  curves  were  obtained  both 
the  mode  diameter,  a  dimension  which  indicates  the  fineness 
and  the  packing  capacity  of  the  material,  and  the  median 
diameter  for  75  per  cent  of  the  fibres,  disregarding  12.5  per 
cent  of  the  smallest  and  12.5  per  cent  of  the  largest  fibres, 
indicating  the  texture  and  general  appearance  of  the 
material. 


Specific  Gravity,  Packing  Density  and  Shot 
Percentage 

In  making  use  of  the  surface  area  values  obtained  from 
the  foregoing  work,  several  factors  have  to  be  taken  into 
consideration,  chiefly  specific  gravity,  packing  density,  and 
shot  percentage. 

Specific  Gravity  must  be  used  in  calculating  the  other 
values,  and  was  determined  according  to  the  following 
method.  Xylol  was  used  for  immersion,  since  much  of  the 
material  is  slightly  oily  and  not  readily  wetted  with  water. 

(a)  The  specific  gravity  of  a  quantity  of  xylol  was  deter- 
mined, using  a  100  cc.  volumetric  flask  at  72  deg.  F. 
This  temperature  was  used  in  all  determinations  of 
volume  and  weight. 


' 

rABLE  3  (Material  F, 

Lot  5) 

Fibre 

Readings 

Differ- 
ence 

MOcK 
0  0324 

Diameter 

No. 

High 

Low 

in  mi  era 

1 

175 

7 

168 

0.0324 

5.6 

2 

97 

40 

57 

" 

1.8 

3 

89 

65 

24 

" 

0.8 

4 

239 

25 

214 

" 

7.0 

5 

349 

34 

315 

" 

10.2 

6 

65 

20 

45 

" 

1.5 

7 

74 

13 

63 

" 

2.0 

8 

104 

88 

16 

" 

0.5 

9 

128 

81 

41 

" 

13 

10 

170 

90 

80 

2.6 

MOcK  =  Ocular  calibration  constant. 

(b)  The  net  weight  of  a  mass  of  bulk  fibre  placed  in  the 
volumetric  flask  was  obtained. 

(c)  Xylol  was  added  to  cover  the  fibre.  The  air  originally 
trapped  in  the  interstices  of  the  fibre  was  removed 
by  repeated  use  of  reduced  pressure  and  by  holding 
the  flask  at  122  deg.  F.  for  some  hours  with  the 
stopper  in  place. 

(d)  The  temperature  was  then  reduced  to  72  deg.  F.  and 
volume  adjusted  to  100  cc.  The  total  weight  of  this 
quantity  of  fibre  and  xylol  was  then  obtained. 

(e)  The  specific  gravity  of  the  fibre  was  then  calculated 
in  terms  of  xylol  and  of  water.  The  results  are  given 
in  Table  5. 

Packing  Density  governs  the  surface  area  per  unit  volume, 

si  1  Pi  *1  C*f* 

but  the  presence  of  shot  reduced  the  — -. —  -  ratio  in  the 

volume 

bulk  fibre  and  thus  its  efficiency  as  an  insulator.   Shot, 

prematurely  solidified  masses,  are  shown  by  the  microscope 

to  vary  greatly  in  shape;  horseshoes  or  hairpins  of  very 

heavy  fibres,  dumbbells  of  various  sizes,  spelterlike  masses, 


TABLE  4  (Material  F) 


Frequency 
/ 

Fibre  End  Area 

Length 

5" 

Surface  Area  Factors  per  Pound 

Class 

Diameter 

d+0 . 5 

Area 
a 

Class  Area 
of 

Circum- 
ference 
c 

Class 
Circum- 
ference 
cf 

Total 
Surface 

Area 
Lxcf  =  ats 

1 

2 

3 

4 

5 

6 

7 

8 

1 
2 
3 
4 
5 
6 
7 
8 
9 
10 

32 
2.5 
23 

6 
7 
4 

1 
0 

1 
1 

0.78 
3.14 
7.07 
12.6 
19.6 
28.3 
38.7 
.50 . 2 
63.7 
78.5 

24.9 
79 .  .5 

163  0 
75.6 

137  2 

113  2 
38.7 
0.0 
63.7 
78.5 
2cf 

774.3 

1.425xl02 
7.74xl0-6 

1.84xl07 
cm. 

3  14 

6.28 
9.42 
12.56 
15.70 
18.84 
22  3 
25.4 
28.6 
31  4 
cf 

101.8 

157.0 

216.5 

75.4 

109.9 

75.3 

22.2 

0  0 

28.6 

31.4 

2  cf 

818.1 

1 . 84xl07 

X 

8.1 9x10- 2 

1.46xl06 
sq.  cm. 

1.46xl06 

9.29xl02 

1.57xl03 

sq.  ft. 

Dimensions  in  columns  1,  6  and  7  in  micra,  and  in  columns  3  and  4  in  sq.  micra. 


THE  ENGINEERING  JOURNAL     November,  1941 


521 


FABLE  5— CHARACTERISTICS  OF  CERTAIN  INSULATING  WOOLS 

Material 

Properties 

Air 
Vol- 
ume 

Shot 

Fibre 

Bulk 

Fibre 

Size — Micra 

Surface  Area 

Re- 

Spec- 

Wgt. 
per 

Ratio 
at 

Con- 

Sur- 
face 

Pack- 

Con- 

frac- 

ific 

cu. 

Pack- 

% 

% 

Limits 

tact 

Area 

in 
sq.  ft. 
per  lb. 

ing 

in 

ducti- 

Type 

Description 

Colour 

tive 

Grav- 

ft. 

ing 

Shape 

Pre- 

Pre- 

Mode 

Median 

for 

Coeffi- 

in 

Den- 

sq. ft. 

vity 

Index 

ity 

in 

Den- 

sent 

sent 

75% 

cient 

sq.  ft. 

sity  lb.; 

per 

w 

lbs. 

sity 

per  lb. 

CU.    ft. 

cu.  ft. 

1 

2 

3 

4 

5 

6 

7      1 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

Glass 

A  Long,  clean,  white 

Trans- 

Hair- 

Wool 

fibreB,   springy   to 
the  touch 

parent 

1.53 

2.42 

151 

0.990 

pins 

1.5 

98.5 

5.5 

7.8 

4.2-17.2 

12.6 

519 

512 

1.5 

768 

0.27 

Rock 

B  Very   soft   greyish 

Trans- 

Hairy 

Wool 

masses — Bhot  con- 
spicuous 

lucent 
to  grey 

1.62 

2.71 

169 

0.942 

shot 

54.1 

45.9 

1.3 

2.0 

0.9-  4.0 

1270.0 

26900 

1235 

10.0 

12350 

0.27 

Rock 

C  Long,    clean,    de- 

Trans- 

Coarse. 

Wool 

cidedly   greenish 
masses    of    stiffish 
fibres 

parent 
to  green 

1.62 

2.86 

179 

0.983 

hairy  to 

chain 

shot 

23.9 

76.1 

5.8 

11.5 

4.0-23.0 

13.3 

3830 

291 

3.0 

873 

0.25 

Rock 

D  Very  soft,  greyish- 

Trans- 

Coarse, 

Wool 

green  masses  with 
conspicuous  shot 

lucent 
to  grey 

1.63 

2.68 

166 

0.940 

hairy  to 

chain 

shot 

46.5 

53.5 

... 

Slag 

E  Soft   masses   of 

Trans- 

Hairy 

Wool 

dirty  to  dark  grey 
fibres.    Shot    con- 
spicuous 

lucent 
to  dark 
grey- 

1.63 

2.71 

169 

0.942 

to 

chain 

shot 

47.1 

52.9 

4.0 

6.1 

2.4-13.0 

137.0 

410 

217 

10.0 

2170 

0.27 

Slag 

F  Very    dark    fibres 

Dark 

Hairy  to 

Wool 

soft  to  touch.  Shot 
conspicuous 

grey 

1.70 

3.14 

196 

0.960 

chain 
shot 

32.6 

67.4 

2.0 

2.5 

1.1-  5.5 

652.0 

1570 

1060 

8.0 

8480 

0.27 

and  more  or  less  globular  shapes  with  many  projections 
from  which  fibres  have  been  broken,  may  be  seen  in  photo- 
micrographs (Fig.  10).  To  determine  the  surface  area  in  a 
sample  of  material,  it  is  necessary  to  determine  the  relative 
amount  of  shot  present. 

Shot  percentage  determination  is  practical,  for  there  are 
few  fibres  larger  in  diameter  than  50  n,  and  relatively  few 
shot  which  will  pass  through  a  Tyler  screen  with  spaces  of 
88  ii  between  the  wires.  However,  the  use  of  screens  for 
shot  separation  is  difficult  and  slow,  because  the  shot  pro- 
jections catch  in  the  wires  of  the  screen.  Water  separation 
proved  satisfactory  and  rapid  when  the  fibre  was  first 
broken  down  by  rubbing  between  pieces  of  cork  carpet. 

A  mass  of  about  80  cc.  of  bulk  fibre  was  weighed  in  a 
tared  beaker,  rubbed  to  a  powder  between  cork,  care- 
fully transferred  to  a  300  cc.  beaker  and  wetted  with  95 
per  cent  alcohol  to  insure  thorough  wetting  with  water. 
The  beaker  was  then  placed  in  a  2  by  10  by  12  in.  tray  and 
the  mixture  vigorously  stirred  with  water  flowing  from  a 
small  rubber  hose.  A  rapid  overflow  of  water  from  the 
beaker  was  allowed  as  long  as  the  fine  broken  fibre  appeared 
to  wash  over  without  carrying  shot  with  it.  In  the  meantime 
the  tray  filled  with  water  and  with  carried  over  material. 
Most  of  the  fine  fibre  washed  away,  leaving  the  coarser 
fibre  and  shot,  which  was  then  separated  by  careful  panning, 
checked  by  microscopic  examination.  The  shot  from  the 
tray  was  then  added  to  that  in  the  beaker,  and  the  whole 
carefully  washed  with  distilled  water.  This  was  poured  off 
and  replaced  with  15  or  20  cc.  of  95  per  cent  alcohol.  The 


operation  was  completed  by  pouring  off  the  surplus,  evapor- 
ating to  dryness,  and  weighing  at  room  temperature. 

An  estimate  of  the  surface  area  of  shot  can  be  based  on 
the  size  of  the  opening  through  which  the  shot  can  pass. 
By  assuming  that  "the  average  shot"  of  various  sizes  in  a 
material  are  similar,  and  that  all  bear  the  same  surface 
relationship  to  the  surface  of  a  sphere  capable  of  passing 
through   the   same   aperture,   a   series   of   calculations   of 

Sll  Vi  *}  OP 

— -. — —  ratios  were  made  for  material  "F",  as  shown  in 
volume 

Table  6.  By  assuming  further  that  the  ratio  of  hypothetical 
shot  surface  to  sphere  surface  of  the  same  passing  diameter 
is  as  1:1,  the  relative  importance  of  the  shot  can  be  deter- 
mined. The  net  result  of  the  computation  shown  is  that  the 
shot  in  this  material  possesses  1  200  of  the  surface  area  of 
the  fibre.  However,  the  ratio  is  actually  smaller,  for  the 
surface  area  of  irregularly  shaped  shot  of  the  same  weight 
is  greater  than  that  of  spheres  of  a  size  capable  of  passing 
through  the  same  aperture. 

Fibre  Arrangement 

In  evaluating  the  insulating  importance  of  fibres  with 
particular  reference  to  transference  of  heat  by  moving  air, 
some  consideration  must  also  be  given  to  the  arrangement 
of  surfaces  and  the  amount  of  conductance  present.  Table 
5  shows  that,  even  after  allowance  has  been  made  for  shot 
present,  the  surface  area  of  the  finer  fibred  wools  is  much 
greater  than  that  of  the  coarser.  However,  the  coarser  and 
longer   fibred    wools   permit   lower   density    packing   and 


TABLE  6 
Shot  Size  and  Surface  Area  of  Shot  for  Material  F 


Size  and 

Use  of  Screen 

(Tyler) 

Hypothetical 

Shot 

Diameter 

Shot 
Size 

% 

Shot  and 

Fibre 

% 

By  Weight 

Surface/ Volume 
Constant 

4r2     _  3  _  6 

4/3r3   ~~  r  ~  d 

S  V 
Const,  over 

%  s.s. 

Relative 

Importance 

% 

1 

2 

3 

4 

5 

6 

7 

Over    589 
"       295 
"       147 
"         88 

Thro     88 

900 
450 
225 
100 
50 

8 
33 
38 
20 

1 

2.8 

11.5 

13  3 

7.0 

0.4 

0  0067 
0  0134 
0  027 
0.60 
0.12 

2.6 

0  02 
0.15 

0  36 
0  42 
0.05 

169  0 

170  0 

0  01 
0  09 
0.2 
0.25 
0  03 

Shot 
Fibre 
Bulk  Fibre 

100 

35.0 

65.0 

100.0 

99  42 
100  0 

Dimensions  in  micra. 


522 


November,   1941     THE  ENGINEERING  JOURNAL 


TABLE  7 


Factors  Governing  Coal  Consumption 


1933-1934 


1939-1940 


Remarks 


1.  Total  volume  of  building . 1,813,000  cu.  ft. 

2.  Increase  in  volume  of  building  (1935) 

3.  Coal  consumed  from  October  to  April  inclusive 1,592  tons  at 

14,400  BTU  per  lb. 

4.  Increase  in  equal  heat  value  coal  for  7  months  period .... 

5.  Patient-days  during  7  months 60,789 

6.  Increase  in  patient-days  during  7  months  period 

7.  Estimated  coal  consumed  in   1939-40  for  heating  water, 

cooking  and  sterilizing 

8.  Estimated  coal  consumed  for  heating  water,  cooking  and 

sterilizing  in  7  months  period  due  to  increase  of  41,633 
patient-days 

9.  Actual  increase  in  coal  consumed  for  all  purposes,  including 

heating 

10.  Degree-days 7744 


3,693,000  cu.  ft. 

1,880,000  cu.  ft. 

1,922  tons  at 

14,100  BTU  per  lb. 

=  1,882  tons  at 

14,400  BTU  per  lb. 

=  290  tons 

102,422 

41,633 

0.00708  tons  per 

patient-day 

(calculated) 

295  tons 

290  tons 

7411 


Checked  against  July  and  August 
consumption  and  against  results 
at  other  hospitals. 

Calculated  on  basis  of  Item  7. 

On  basis  of  BTU  value  per  lb. 
equal  to  coal  used  in  1933-1934 


arrangement  at  right  angles  to  the  path  of  circulating  air, 
as  well  as  to  the  direction  of  the  radiant  heat. 

Volume  of  Circulating  Air 

Though  the  transference  of  heat  is  directly  related  to  the 
volume  of  the  air  circulating  within  the  space  partially 
filled  by  the  insulating  material,  the  limits  imposed  are  not 
great  even  for  packing  densities  of  1.5  to  10  lb.  per  cubic 
foot. 

For  material  "A",  sp.  gr.  2.-42  packed  1.5  lb.  per  cu.  ft., 

the  volume  of  air  per  cu.  ft.  is  — 'nr   '      ,     '   =  0.990  cu.  ft. 

62.5  x  2.42 

For  material  "B",  sp.  gr.  2.71,  packed  10  lb.  per  cu.  ft., 

the  volume  of  air  per  cu.  ft.  is      *    , — '-^-=z —  =  0.942  cu.  ft. 
F  62.5  x  2.71 

Thus,  the  circulating  air  in  material  "B"  is  only  5  per 

cent  lower  than  in  material  "A",  although  the  mass  of  the 

bulk  fibre  is  730  per  cent  greater.  This  factor  is  of  minor 

importance  compared  to  the  changes  in  the  surface  area 

and  in  the  contact  constant. 

The  Contact  Coefficient 

In  the  conductance  of  heat  across  a  space  filled  with 
fibrous  insulating  material  the  number  of  points  of  contact 
between  fibres  is  the  determining  factor.  The  fine  fibres  of 
such  materials  as  "B"  obviously  make  far  more  contacts 
per  unit  volume  than  the  much  coarser  fibres  of  such 
materials  as  "C".  It  may  be  assumed  that  the  number  of 
contacts  is  proportional  to  the  packing  density  at  any  space 
filling  density.  The  "contact  coefficient,"  the  relative  num- 
ber of  contacts  for  a  given  material  at  a  given  packing- 
density,  is  derived  as  follows: 

The  number  of  contacts  in  a  given  cross-section  of 
material  is  proportional  to  the  unit  area  divided  by  the 
cross-sectional  area  of  a  single  fibre  of  median  diameter, 
multiplied  by  the  number  of  contacts  per  fibre  (assumed  to 
be  4),  and  by  the  packing  density  in  lb.  per  cu.  ft.  (P.D.). 
In  the  following  expression  the  unit  area  is  1  mm2. 


1mm*  X  4  X  P.D.        1  X  106  X  4 


X  P.D. 


The  constants  of  the  above  expression  give  rather  large 
values  and  are  reduced  by  104: 


16  X  10* 

TT    X    W4 


X 


P.D. 


509  X 


P.D. 


509  =  Contact  constant 
P.D.  =  Packing  density  in  lb.  per  cu.  ft. 

an,*  =  Median  fibre  diameter  in  micra. 


HI.    VI. 

1000 


Conclusion 

Figure  15  shows  clearly  that  the  contact  coefficients  and 
the  surface  area  for  materials  A,  B,  C,  D,  E  and  F  are 
related.  This  figure  was  obtained  by  plotting  the  values 
found  in  columns  14  and  18  of  Table  5  on  loglog  paper. 
This  significant  relationship  does  not  appear  when  values 
uncorrected  for  the  presence  of  shot  and  for  packing  density 
are  employed. 

The  variation  in  the  reported  conductivity  for  the 
insulating  materials  samples  is  very  small,  being  0.27  to 
0.25,  as  shown  in  Table  5,  column  19,  and  the  presumption 
is  that  transference  and  conductance  are  related,  unless  it 
can  be  shown  that  there  is  a  significant  variation  in  the 
other  factor,  radiation. 

APPENDIX  II 

THE  EFFECT  OF  ADDING  LIME  TO  SAWDUST 

Sawdust,  being  abundant  and  cheap,  has  been  used 
extensively  in  some  localities  as  an  insulating  material.  It 
is  necessary,  in  many  instances,  to  mix  this  with  about  10 
per  cent  of  slaked  lime  to  avoid  the  effects  of  moisture  and 
vermin.  The  following  results  were  obtained  on  the  hot 
plate  apparatus  at  the  University  of  Toronto,  when  saw- 
dust made  of  mixed  woods  was  tested,  first  alone,  and  then 
mixed  with  lime,  in  the  above  proportions.  The  sawdust 
was  first  dried  at  215  deg.  F.,  about  50  per  cent  of  the 
weight  being  lost  in  the  process.  During  the  test  the  weight 
of  the  sawdust  sample  increased  by  3  per  cent,  due  to  the 
re-absorption  of  moisture,  while  that  of  the  sawdust-lime 
mixture  increased  by  9  per  cent. 

Sawdust  mixed 

Material Sawdust     with  10%  lime 

Density:  lb/cu.  ft 9.03  9.03 

Mean  Temperature:  *F 84 . 7  82 . 9 

Conductance  of  Specimen 

1  inch  thick: 

BTU/sq.  ft/°F/hour 0.309  0.319 

The  addition  of  lime,  therefore,  increases  the  heat  trans- 
mission of  dry  sawdust  by  about  3  or  4  per  cent. 

APPENDIX  III 

THE  USE  OF  THICK  INSULATION 

The  new  pavilion  and  other  additions  made  to  the 
Toronto  Western  Hospital  in  1935  increased  the  volume  to 
be  heated  by  over  100  per  cent.  Moreover,  the  new  pavilion 
is  fourteen  storeys  high  and  has  large  exposed  surfaces,  and 
also  considerable  additional  steam-using  equipment  was 
supplied.  Table  7  gives  a  comparison  of  coal  consumptions 
for  the  heating  season  of  1933-34  and  1939-40,  respectively. 

Thus,  the  increase  in  coal  consumed  by  the  additional 
steam  using  equipment  was  estimated  to  be  295  tons.  The 
total  difference  in  coal  consumption  (on  a  B.T.U.  basis) 


THE  ENGINEERING  JOURNAL     November,  1941 


523 


was  290  tons,  so  that  the  extra  cost  of  heating  the  additions 
to  the  original  building  and  the  new  pavilion  is  practically 
nothing.  A  considerable  error  in  the  above  estimate  would 
not  materially  affect  this  comparison. 

This  economy  is  attributed  to: — 

(1)  The  use  of  new  and  more  efficient  heating  plant.  This 
might  account  for  about  10  or  15  per  cent  of  the 
difference. 

(2)  The  use  of  thick  insulation  in  walls  and  roof.  The  walls 
consisted  of  a  brick  or  stone  veneer  (4  to  6  inches 
thick)  backed  by  834  inches  of  special  Haydite  blocks 
(65  lb.  per  cu.  ft.).  Behind  this  were  asphalt  and  V/2 
to  2  inches  of  cork  (3  inches  in  some  places).  The  roof 
was  a  concrete  slab,  3  inches  thick,  topped  with  2 
inches  of  cork  plus  felt  and  gravel.  Below  this  was  an 
air  space  and  hung  ceiling. 

(3)  Double  glazing,  weatherstripping  and  caulking  of  prac- 
tically all  windows. 


(4)  The  orientation  of  the  new  pavilion  to  get  the  maxi- 
mum benefit  from  winter  sunlight. 

The  use  of  wood  shavings  (6  to  8  inches  thick),  proper 
orientation  and  ventilation  has  enabled  hog  testing  stations 
for  the  Dominion  Government  to  be  kept  at  a  constant 
temperature  of  50  deg.  F.  with  a  very  small  fuel  cost.  These 
buildings  are  in  various  parts  of  Canada  from  Alberta  to 
Quebec,  and  the  outside  temperatures  are  frequently  as 
low  as  —50  deg.  F.  The  regulation  of  temperature  is  neces- 
sary for  the  elimination  of  surrounding  conditions  when 
measuring  the  inherited  characteristics  of  pigs,  as,  when 
the  temperature  of  the  farm  building  is  lowered,  it  is  reason- 
able to  assume  that  increased  food  consumption  is  necessary 
to  maintain  body  temperature,  and  therefore  the  amount 
of  food  required  to  produce  100  lb.  of  pork  varies  accord- 
ingly. The  buildings  were,  therefore,  designed  to  eliminate 
this  variable  and  have  proved  satisfactory  for  that  purpose. 

The  author  is  indebted  for  this  information  to  Mr.  James 
Govan  (Toronto  architect)  and  Mr.  J.  G.  Lefebvre  of  the 
Department  of  Agriculture,  Dominion  of  Canada. 


SOME  PROBLEMS  IN  AIRCRAFT  PRODUCTION 

J.  I.  CARMICHAEL,  s.e.i.c. 
Paper  presented  before  the  Lakehead  Branch  of  the  Engineering  Institute  of  Canada,  on  January  15th,  1941. 


An  industry  exists  to  make,  sell  and  collect  payment  for 
its  products;  thus  its  basic  problems  are  to  purchase  the 
required  material,  to  find  suitable  sources  of  labour,  to 
obtain  equipment  for  production,  to  develop  and  maintain 
the  necessary  organization,  to  design  and  manufacture  the 
product  and  finally,  to  market  the  product  and  finance 
the  manufacturing  operations.  At  present,  the  market  is 
boundless,  while  the  production  capacity  is  definitely 
limited.  Thus  marketing  and  financing  presents  no  serious 
problem  to  Canada's  aircraft  industry. 

Organizing,  designing  and  manufacturing  are  internal 
problems  while  the  remainder  are  external  and  are  not 
under  the  control  of  the  aircraft  manufacturer,  and  for 
this  reason  have  become  critical  under  the  present  wartime 
industrial  conditions.  It  is  felt  that  the  secondary  indus- 
tries of  supply  are  not  fully  aware  of  their  responsibilities 
to  Canada's  aircraft  manufacturing  programme.  As  the 
industry  is  more  dependent  upon  these  industries  than 
ever  before,  some  aircraft  production  problems  will  be 
presented  so  that  the  development  of  more  efficient  rela- 
tionships may  be  aided. 

Effects  Of  Design 

The  requirement  that  a  product  be  designed  for  the  most 
efficient  performance  is,  in  most  industries,  less  important 
than  its  production  at  lowest  cost,  usually  from  standard- 
ized materials  and  processes.  In  the  aircraft  industry  the 
opposite  condition  exists,  as  the  designer  must  make  every 
effort  to  obtain  highest  possible  performance  and  cannot 


1  The  theory  underlying  semi-monocoque  design  is  that  the  stress 
is  all  carried  in  a  thin  skin,  usually  light  gauge  metal,  which  is 
internally  supported  by  stringers,  bulkheads,  etc. 

2  Semi-monocoque  construction  is  the  result  of  limitations  imposed 
upon  fiull-monocoque  by  the  lack  of  satisfactory  materials  and 
manufacturing  processes.  Full-monocoque  construction  has  the  skin 
carry  the  load  free  from  any  internal  support.  The  so-called  "plastic" 
airplane  is  of  this  type;  the  components  would  be  molded  in  one 
piece  usually  with  the  application  of  heat  and  pressure.  Materials 
such  as  phenolic-resin-bonded  plywood  have  been  successful  in  re- 
cent experiments;  further  progress  is  limited'  by  the  size  of  the 
component  which  can  be  turned  out,  the  extremely  high  cost  of 
equipment  and  also  by  the  fact  that  research  is  not  yet  completed. 


make  concessions  to  cost  or  ease  of  production  if  they 
affect  performance. 

Aircraft  components  must  be  given  special  shapes  and 
arrangements  in  order  to  obtain  highest  aerodynamic  and 
operational  efficiencies.  These  involve  various  design  pro- 
cedures, specialized  types  of  construction,  large  numbers 
of  parts  and  special  forms  of  material,  which  require  many 
difficult  manufacturing  processes.  When  the  basic  design 
has  been  established  the  reduction  of  weight  affords  the 
best  opportunity  for  improving  performance.  This  re- 
quires the  use  of  specialized  material  specifications  whose 
variations  must  be  held  within  narrow  limits;  very  low 
manufacturing  tolerances  and  exceptionally  high  stan- 
dards of  workmanship  must  be  specified;  and  inspection 
must  be  extremely  critical  to  insure  strict  adherence  to 
these  requirements. 

The  types  of  construction  most  commonly  used  are 
welded  tubular,  bolted  tube  and  gusset  and  semi- 
monocoque;  each  has  special  applications  but  the  choice 
usually  depends  upon  which  is  most  adaptable  to  available 
material  and  production  capacity.  Semi-monocoque1  is 
the  most  common  type  as  it  allows  the  use  of  easier  and 
faster  production  methods  and  materials  which  have  been 
standardized  to  a  much  greater  extent  than  for  other 
types. 

Much  effort  is  being  spent  upon  the  development  of  a 
full-monocoque2  type  of  construction  ;  when  this  is  accom- 
plished, aircraft  will  be  produced  much  more  rapidly  and 
cheaply  than  by  any  method  now  in  use;  indeed  the 
present  aircraft  industry  will  be  revolutionized. 

Most  designs  provide  for  interchangeability  between 
major  components  and  between  many  detail  parts.  This 
provision  does  not  affect  performance  and  is  the  most 
important  contribution  of  the  design  towards  aiding  shop 
fabrication  and  assembly  and  maintenance  in  the  field. 
This  is  done  by  specifying  low  tolerances  on  common 
dimensions  of  matching  parts  which  are  to  be  interchange- 
able, and  by  building  this  accuracy  into  their  jigs,  tools 
and  fixtures.  The  first  part  is  made  in  conjunction  with 
its  tools  of  which  there  are  usually  two  or  more,  and  is 
then  offered  up  to  its  next  assembly  to  check  its  inter- 


524 


November,  1941     THE  ENGINEERING  JOURNAL 


changeability.  When  the  tools  are  thus  cross-referenced, 
parts  and  components  may  be  placed  in  production  with 
complete  assurance  that  they  will  be  interchangeable. 
This  is  done  with  as  many  parts  as  possible  in  order  that 
the  work  of  fitting  and  otherwise  completing  on  assembly 
may  be  kept  to  a  minimum.  Establishing  interchange- 
abilities  is  a  costly  procedure  and  cannot  be  done  on  all 
parts  for  practical  and  economical  reasons,  but  it  is  a 
distinct  aid  to  production  and  thus  is  developed  wherever 
possible. 

The  Hawker  "  Hurricane,"  now  in  quantity  production 
at  the  Fort  William  Plant  of  the  Canadian  Car  &  Foundry 
Company,  presents  unusually  difficult  production  prob- 
lems because  it  is  a  mixture  of  several  types  of  construc- 
tion. The  wings  are  of  the  stressed  skin  type  and  require 
approximately  forty  per  cent,  of  the  total  productive 
man-hours  for  the  aircraft;  the  remainder  of  the  structure 
is  bolted  tube  and  gusset  construction  with  minor  applica- 
tions of  many  other  types  of  construction  such  as  welded 
assemblies,  wood  fairings,  etc.  There  are  about  six 
thousand  parts  required  in  quantities  of  one  or  more  per 
aircraft;  these  include  six  hundred  proprietary  parts,  eight 
hundred  machined  parts,  three  thousand  three  hundred 
detail  fabricated  parts,  which  are  assembled  into  twelve 
hundred  sub-assemblies  and  are  later  incorporated  into 
one  hundred  main  assemblies. 

In  addition  there  are  three  thousand  standard  details 
which  are  required  in  large  quantities,  so  that  the  total 
number  of  items  on  the  airframe  probably  exceeds  sixty 
thousand.  Machined  and  detail  fabricated  parts  may  be 
made  from  one  of  twenty-five  types  of  construction,  from 
thirty  material  specifications  which  are  required  in  ten 
different  forms.  During  their  manufacture  these  parts 
undergo  several  of  sixty  fabricating  processes  and  are 
completed  by  passing  through  one  or  more  of  twenty  fin- 
ishing processes. 

From  the  foregoing  it  will  be  seen  that  the  aircraft  is 
composed  of  numerous  intricate  parts  and  that  each  of 
these  must  be  designed  for  highest  efficiency;  the  efforts 
to  reduce  weight  cause  additional  complication  by  requir- 
ing great  accuracy  in  design  and  construction  ;  the  designer 
then  has  no  choice  but  to  treat  each  problem  as  a  partic- 
ular case  with  its  own  special  solution.  This  latter  condi- 
tion produces  a  lack  of  standardization  in  all  details  which 
is  a  most  serious  problem  from  the  various  view  points  of 
material  purchasing,  labour  and  equipment  supply,  plant 
layout,  production  control  and  economy,  and  speed  of 
manufacture. 

There  is  a  growing  tendency  to  give  greater  consideration 
to  production  problems  and  in  many  cases  changes  are 
being  made  which  have  little  effect  on  performance  but 
which  greatly  aid  production.  The  majority  of  these  prob- 
lems will  not  be  solved  effectively  until  new  methods  of 
design  and  manufacture  are  introduced  which  will  permit 
highest  performance  and  at  the  same  time  allow  lowest 
costs  and  much  higher  rates  of  production. 

Labour  Supply 

Rapidity  of  industrial  expansion  is  limited  by  the  rate 
at  which  new  personnel  can  be  absorbed,  new  equipment 
can  be  set  in  operation  and  material  can  be  procured  for 
production.  These  are  external  problems  among  which  the 
problems  of  labour  supply  are  most  easily  solved  by  the 
manufacturer,  despite  the  fact  that  there  has  been  no  gen- 
eral industrial  training  programme  in  Canada  for  many 
years  and  that  today  the  aircraft  industry  is  confronted 
by  labour  shortages. 

One  of  the  most  important  effects  of  the  design  is  to 
specify  extremely  high  standards  of  workmanship  over  a 
variety  of  very  difficult  fabricating  operations.  In  addi- 
tion, the  numerous  types  of  construction  and  large  num- 
ber of  parts  require  that  each  workman  be  possessed  of 


more  than  one  skill  and  thus  it  is  impossible  to  set  un- 
trained men  and  women  at  producing  aircraft  parts.  Men 
and  women  with  no  industrial  background  must  be  given 
instruction  in  the  fundamentals  of  aircraft  shop  practice 
before  they  can  be  put  to  work.   This  delays  expansion. 

Many  government-supported  industrial  training  schools 
are  giving  assistance  but  their  graduates  come  to  the  air- 
craft factories  relatively  unskilled.  These  graduates  usu- 
ally spend  another  six  weeks  in  company  training  classes 
or  in  the  shop  under  close  supervision  before  they  are  con- 
sidered capable  of  performing  simple  tasks.  After  an  addi- 
tional four  months  they  generally  develop  to  a  point  where 
they  can  act  with  initiative  and  produce  good  work. 

The  possibility  of  absorbing  large  numbers  of  women 
workers  is  being  explored;  while  actual  numbers  are  un- 
known, one  manufacturer  has  been  able  to  employ  women 
to  the  extent  of  approximately  fifteen  per  cent  of  the  total 
staff.  It  is  estimated  that  this  could  be  increased  to  thirty 
per  cent,  if  necessary.  This  is  being  done  for  many  reas- 
ons; women  are  not  liable  for  military  service;  most  male 
workmen  are  already  employed,  thus  women  represent  a 
relatively  untapped  labour  reserve;  many  tasks  are  more 
suitable  for  women  either  because  of  the  delicate  touch 
required  or  the  monotony  involved.  Women  are  most 
readily  adaptable  to  tasks  such  as  stamping,  welding,  sub- 
assembly, detail  inspection,  rivetting,  etc.,  but  there  are 
few  tasks  they  cannot  perform  satisfactorily  if  sufficient 
traning  is  provided. 

Most  factories  have  been  able  to  cope  with  the  labour 
situation  as  outlined  above,  but  their  rates  of  expansion 
have  been  limited  and  production  efficiencies  have  been 
lowered.  If  larger  contracts  were  placed,  manufacturing 
procedures  could  be  reduced  to  their  simplest  elements 
and  allow  the  use  of  less  skilled  workmen. 

Material  Supply 

The  aircraft  industry  is  finding  the  location  and  main- 
tenance of  adequate  sources  of  raw  materials  and  propri- 
etary articles  to  be  a  difficult  external  problem.  The 
complexity  of  the  design  and  general  market  conditions 
combine  to  make  this  so. 

Previous  to  the  outbreak  of  war,  nearly  all  commercial 
aircraft  manufacturers  in  Canada  had  experience  with  the 
production  of  American  designs  and  were  using  material 
made  to  American  specifications;  for  this  reason  little 
thought  was  given  to  the  expansion  of  the  production  capa- 
cities of  existing  suppliers  or  to  the  development  of  new 
sources  of  material  to  British  specifications.  Despite  the 
fact  that  it  was  difficult  for  the  manufacturers,  the  first 
war  contracts  were  given  for  the  production  of  aircraft,  of 
British  design.  No  sources  were  available  in  Canada  for 
most  of  the  material  required,  thus  the  manufacturers 
were  forced  to  import  their  requirements  from  England. 
About  six  months  later  an  export  embargo  was  placed  on 
these  items  and  the  development  of  Canadian  sources  for 
these  materials  became  vitally  important,  in  order  to 
avoid  stopping  the  various  programmes  before  they  were 
fairly  started. 

This  situation  would  not  have  arisen  if  a  vigorous  pro- 
gramme had  been  previously  undertaken  to  develop  the 
Canadian  sources  of  supply.  If  this  had  been  done,  the 
supply  industries  would  have  had  a  chance  to  solve  the 
numerous  practical  and  technical  problems  of  producing 
these  new  materials;  stocks  of  basic  raw  materials  would 
have  been  accumulated  and  most  important,  the  capacities 
of  the  supply  industries  would  have  been  surveyed,  co- 
ordinated and  if  necessary,  developed.  This  was  not  done 
until  the  manufacturers  were  forced,  for  their  own  pro- 
tection, to  develop  their  own  sources. 

These  sources  were  found  among  industries  whose  pro- 
ducts, experience  and  equipment  indicated  that  they  would 
be  capable  of  manufacturing  and  supplying  the  necessary 


THE  ENGINEERING  JOURNAL     November,  1941 


525 


materials.  The  purchasing,  engineering  and  planning  staffs 
of  the  aircraft  factories  made  direct  contacts  with  the  key 
personnel  of  these  supply  industries;  in  this  way  they 
transmitted  directly  the  necessary  technical  data  and 
supervised  the  operations  and  progress  made.  When  the 
supplier  proved  his  ability  to  produce,  the  British  Air 
Commission  placed  him  on  their  approved  list;  from  this 
time  he  was  responsible  to  them  and  was  considered  to  be 
a  standard  supplier  of  the  particular  item  he  had  devel- 
oped and  was  able  to  supply  it  to  the  whole  industry. 

Sources  had  to  be  developed  for  both  raw  material 
and  proprietary  parts.  The  former  presented  many  diffi- 
culties because  the  materials  were  new  and  their  specifi- 
cations were  much  more  rigid  than  anything  previously 
produced.  In  the  case  of  proprietary  parts,  the  difficulties 
were  mainly  in  the  working  of  such  materials.  For  nuts, 
bolts,  rivets,  forgings,  castings,  etc.,  the  working  character- 
istics of  the  new  materials  could  be  learned  only  by  ex- 
perience and  this  caused  many  unforeseen  delays.  For 
example  a  bolt  manufacturer  found  he  could  not  manip- 
ulate a  certain  alloy  steel  until  he  had  developed  new 
tools  and  fabricating  procedures;  a  forging  manufacturer 
had  never  before  produced  aluminum  alloy  forgings  and 
found  that  he  had  to  procure  more  powerful  presses,  re- 
design his  dies,  and  develop  completely  new  techniques  of 
forging  and  heat  treatment. 

There  were  many  items  of  raw  materials  and  proprietary 
parts  for  which  sources  could  not  be  developed  economic- 
ally in  Canada.  Such  items  are  special  alloy  steels, 
radiators,  tie  rods,  instruments,  etc.,  in  these  cases  Ameri- 
can substitutes  were  readily  adaptable  or  development 
could  be  more  easily  completed  by  firms  working  on 
American  equivalents  and  for  this  reason  they  were  pur- 
chased in  the  United  States. 

While  this  method  of  development  has  presented 
obstacles  to  Canada's  aircraft  production,  it  has  advan- 
tages in  that  the  direct  contact  was  the  best  possible 
condition  for  rapid  development  and  it  ensured  that 
priorities  would  be  established  and  delivery  promises 
would  be  met.  The  great  disadvantage  was  that  the  in- 
dustry was  unprepared  and  the  manufacturers  were  often 
forced  to  duplicate  each  others'  efforts  to  develop  sources 
and  in  many  cases  entered  into  competition  with  one 
another.  This  caused  the  wasteful  use  of  what  capacities 
were  available  and  developed  some  sources  which  would 
have  been  more  effective  producing  something  else. 

The  continuously  expanding  aircraft  industry  will  soon 
absorb  the  capacities  of  all  sources  now  developed,  and  a 
serious  situation  will  result  if  additional  expansion  is  not 
undertaken  immediately.  There  is  a  lack  of  co-ordination 
among  the  suppliers,  particularly  in  the  case  of  machined 
parts;  this  has  caused  inefficient  production  but  may  be 
eliminated  by  the  setting  up  of  a  central  control  agency 
which  would  determine  priorities,  allocate  capacities  and 
control  and  co-ordinate  deliveries. 

The  existing  severe  specifications  and  lack  of  standard- 
ization of  material  present  many  problems  which  can  only 
be  solved  by  considering  production  as  well  as  perform- 
ance. If  American  rather  than  English  types  could  be 
produced  in  Canada,  these  problems  would  be  less  pressing, 
owing  to  the  fewer  materials  required  and  the  greater 
production  capacities  available. 

Subcontracts 

The  problems  of  finding  extra  space  and  new  equipment 
are  also  of  importance.  They  are  caused  by  conditions 
outside  the  industry  and  are  becoming  the  major  obstacles 
to  rapid  expansion.  The  construction  of  new  buildings  and 
the  purchase  of  new  equipment  such  as  salt  baths,  presses 
and  machine  tools  are  requisites  for  expanded  operation 
but  market  conditions  present  many  delays. 

The  manufacturer  finds  the  only  solution  is  to  approach 


well  established  industries  in  other  fields  and  endeavour 
to  make  use  of  their  production  capacities  for  the  manu- 
facture of  aircraft  parts  or  components  on  a  subcontract 
basis.  Such  an  arrangement  is  made  only  when  the  sub- 
contractor is  experienced  in  the  commercial  production  of 
parts  similar  to  those  required;  this  is  mutually  satisfac- 
tory, as  the  manufacturer  obtains  some  additional  capacity 
and  the  subcontractor  has  an  opportunity  to  aid  the  war 
effort  and  keep  his  organization  operating  efficiently. 

Items  which  may  be  subcontracted  most  effectively  are 
machined  parts,  and  wood  and  sheet  metal  assemblies  and 
details.  Machined  parts  are  most  important  as  they  may 
be  put  into  production  immediately  in  numerous  indus- 
tries whose  experience  and  equipment  is  readily  adaptable  ; 
there  is  much  more  commercial  productive  capacity  avail- 
able; their  production  time  is  the  major  part  of  all  work 
subcontracted;  the  tooling  programme  of  the  manufac- 
turer is  relieved  considerably  when  the  subcontractor 
makes  his  own  tools;  the  existing  machine  capacity  is 
reserved  for  the  main  contractor's  tooling  programme; 
and  development  and  control  of  subcontracted  machined 
parts  is  easier  providing  sufficient  capacity  has  been  found. 

There  are  relatively  few  aircraft  on  which  wood  details 
and  assemblies  involve  a  large  proportion  of  the  work; 
where  these  do  occur,  they  may  be  successfully  subcon- 
tracted to  commercial  woodworking  firms  and  thus  present 
few  problems.  Sheet  metal  assemblies  and  details  may  be 
successfully  subcontracted  either  to  other  aircraft  manu- 
facturers or  to  commercial  industries  which  produce  simi- 
lar articles.  When  parts  or  components  of  this  type  are 
sublet,  the  subcontractor  must  possess  experience  and 
equipment  which  are  readily  adaptable  to  their  manu- 
facture, after  a  minimum  of  instruction;  this  shortens  the 
development  period  and  assures  the  success  of  the  under- 
taking. As  there  is  a  relatively  small  amount  of  suitable 
commercial  capacity  available,  this  type  of  work  can  not 
be  subcontracted  as  extensively  or  as  successfully  as 
machined  parts. 

It  would  be  of  great  assistance  to  the  aircraft  industry 
if  suitable  sources  were  available  for  subcontract  work; 
this  is  not  the  case  and  each  manufacturer  usually  finds 
that  he  must  undertake  the  development  of  his  subcon- 
tractors in  exactly  the  same  way  as  he  developed  his 
sources  of  raw  material,  i.e.  by  personal  contact  and  close 
supervision  of  the  progress  made.  An  ideal  situation  would 
exist  if  subcontractors  could  accept  orders,  drawings  and 
relevant  data  from  the  main  contractor  and  then  proceed 
to  buy  material,  develop  tools  and  methods  and  finally 
to  deliver  the  parts  ordered  on  the  dates  specified.  This 
is  impossible  at  present  as  subcontractors  are  generally 
inexperienced  with  the  materials  and  manufacturing  pro- 
cesses required,  have  not  the  same  access  to  markets  or 
priorities  as  the  main  contractor  and  do  not  realize  fully 
their  responsibilities  to  the  main  programme.  Thus  the 
manufacturer  must  supervise  and  control  all  operations 
and  usually  must  train  the  subcontractor  in  fundamental 
aircraft  shop  practice;  in  addition  he  must  supply  all 
material,  special  tools  and  manufacturing  data  and  the 
first  parts  submitted  must  be  checked  very  carefully  be- 
fore allowing  production  to  proceed.  This  is  slow  and 
laborious  for  the  manufacturer  but  when  the  development 
period  has  been  completed,  the  subcontractor  usually  gives 
complete  satisfaction. 

In  the  case  of  machined  parts  these  requirements  may 
be  relaxed  if  the  subcontractor  has  sufficient  experience, 
but  sheet  metal  parts  and  assemblies  will  always  require 
close  attention.  If  an  experienced  subcontractor  is  cap- 
able of  making  and  cross-referencing  tools  and  detail  parts 
and  can  manufacture  a  complete  assembly,  the  problem 
is  eased  considerably  as  a  check  need  be  made  only  on 
the  assembly  and  not  on  its  component  parts. 

It    is   indispensable   that   manufacturers    and    subcon- 


526 


November,  19 tl     THE  ENGINEERING  JOURNAL 


tractors  realize  their  mutual  obligations.  The  manufac- 
turer must  give  all  help  necessary  and  must  allow  a 
reasonable  time  before  requesting  deliveries  and  during 
this  time  he  must  continue  to  supply  his  own  needs.  This 
allows  the  subcontractor  to  develop  his  work  properly, 
free  from  pressure  for  early  deliveries.  The  subcontractor 
must  realize  that  all  assembly  sequences  are  stopped  when 
one  part  is  lacking;  if  a  promise  for  delivery  of  a  part  is 
broken,  the  manufacturer  is  forced  to  enter  production  on 
it  at  extremely  short  notice  and  often  cannot  avoid  delay, 
when  this  happens  material  must  be  procured,  often  tools 
must  be  built,  and  the  most  expensive  manufacturing 
methods  must  be  employed  in  an  effort  to  break  the  jam. 
This  is  particularly  dangerous  in  the  case  of  machined 
parts  as  they  are  more  difficult  to  make  and  often  the 
manufacturers'  machine  tools  are  working  at  full  capacity 
on  tooling  or  some  other  urgent  programme.  The  danger 
of  delaying  the  assembly  line  may  usually  be  avoided  if 
the  subcontractor  realizes  his  inability  to  meet  his  promise 
and  issues  a  warning  at  least  one  week  previous  to  the 
delivery  date. 

It  is  estimated  that  at  least  twenty-five  per  cent  of  the 
total  production  time  may  be  subcontracted  efficiently; 
thus  the  successful  development  and  co-ordination  of  sub- 
contractors is  seen  to  be  of  vital  importance  to  the  ex- 
panding industry.  The  final  stage  in  the  development  of 
present  subcontractors  will  be  reached  in  a  few  months 
and  it  would  be  of  great  assistance  to  the  industry  if  an 
independent  agency  could  be  set  up  to  co-ordinate  their 
activities  with  those  of  the  aircraft  manufacturers. 

Organization 

The  problems  which  have  been  discussed  affect  the 
industry  externally  but  there  are  two  major  internal  prob- 
lems which  are  basically  similar  in  all  industries,  i.e.  de- 
partmental organization  and  manufacture. 

There  are  two  groups  of  departments,  one  directly,  the 
other  indirectly,  responsible  for  the  success  of  the  manu- 
facturing programme.  The  latter  group  includes  the 
engineering,  purchasing  and  costing  departments,  which 
have  contact  with  production  problems  concerning  the 
development  of  subcontractors  and  sources  of  material. 
For  this  reason  no  direct  reference  will  be  made  to  their 
responsibilities.  The  other  group  includes  the  inspection, 
stores,  shop  and  production  departments. 

The  British  Air  Commission  supervises  all  activities  of 
the  inspection  department,  holding  it  responsible  for  seeing 
that  the  finished  aircraft  conforms  to  drawings  in  all  re- 
spects; that  standard  manufacturing  procedures  are  used 
and  that  proper  standards  of  workmanship  are  main- 
tained. The  stores  department  is  divided  into  two 
sections, — "  finished  parts  "  and  "  raw  material  "  stores. 
In  the  first  are  received,  stored,  and  issued  parts  made 
by  the  shop  and  subcontractors;  in  the  second  raw  material 
and  proprietary  parts  are  received,  stored,  and  issued  for 
fabrication. 

The  inspection  department  supervises  this  department 
to  prevent  the  issue  of  improper  material  and  keeps  a  full 
set  of  records  on  the  origin  of  all  materials;  in  this  way 
parts  made  from  defective  material  may  be  traced  and 
replaced. 

The  shop  is  primarily  responsible  for  the  manufacture 
and  assembly  of  detail  parts  into  the  finished  aircraft; 
secondary  responsibilities  are  the  maintenance  of  dis- 
cipline and  the  education  of  new  personnel.  There  are 
about  thirty  departments  in  most  aircraft  shops  which 
are  classified  as  detail,  processing  or  assembly  departments 
according  to  their  functions.  The  detail  and  assembly 
departments  each  comprise  about  forty-five  per  cent  of 
the  total  labour  staff,  the  balance  being  required  for  pro- 
cessing departments.  The  shop  is  responsible  to  the  in- 
spection department  for  the  standard  of  workmanship  and 


to  the  production  department  for  the  completion  of  work 
on  schedule. 

The  function  of  the  production  department  is  to  co- 
ordinate the  activities  of  the  departments  directly  con- 
cerned with  production  problems,  thus  it  is  directly 
responsible  for  the  success  of  the  manufacturing  pro- 
gramme. The  project  must  be  planned  properly  and 
effective  control  must  be  set  up  to  secure  this  co-ordina- 
tion. The  first  of  these  duties  is  performed  by  the  planning 
department  which  plans  the  work  in  all  its  details  and 
lays  the  foundation  for  the  production  programme;  the 
second  is  done  by  the  control  department  which  sets  the 
programme  in  motion  and  sees  that  it  moves  according 
to  schedule. 

The  planning  department  has  much  to  do  before  the 
project  can  be  placed  in  production.  Preliminary  time 
study  estimates  and  recommendations  for  necessary 
changes  in  personnel,  equipment,  etc.  must  be  made;  detail 
and  master  bills  of  material  must  be  prepared  for  the 
use  of  the  shop  and  purchasing  departments;  production 
methods  and  times  must  be  investigated  from  which  tool 
designs  and  department  loadings  are  developed  and  pro- 
duction schedules  are  set.  The  tooling  programme  and 
construction  of  the  first  aircraft  are  very  closely  super- 
vised by  this  department  as  they  are  developments  from 
the  primary  responsibilities  outlined  above. 

The  control  department  is  responsible  for  the  control  of 
material,  despatching  and  recording  production  orders, 
routing  parts  through  the  various  steps  in  their  manufac- 
ture, for  supervising  the  progress  made  and  correcting  it 
if  necessary.  The  material  control  division  supervises  the 
distribution  of  all  material  and  is  responsible  for  the  de- 
tection of  impending  shortages.  When  shortages  are 
foreseen  the  purchasing  department  is  urged  to  obtain 
more  material;  if  the  correct  specification  is  unavailable, 
this  group  requests  the  British  Air  Commission  to  permit 
the  use  of  a  substitute.  Present  market  conditions  prevent 
the  maintenance  of  satisfactory  inventories  on  some  items 
and  under  these  circumstances  effective  material  control 
is  of  vital  importance. 

Orders  for  the  fabrication  and  assembly  of  detail  parts 
are  issued  to  the  shop  in  accordance  with  the  schedule 
laid  down  by  the  planning  department.  An  even  flow 
of  orders  and  work  through  the  shop  is  necessary  for  rapid 
and  efficient  production.  Conditions  such  as  material 
shortages,  incorrect  tools  or  improper  department  loadings 
must  not  exist,  as  they  will  impede  this  flow  and  cause 
a  loss  of  control.  The  progress  division  routes  all  parts 
along  their  fixed  paths  from  primary  fabricating  depart- 
ments, through  processing  departments  and  inspection 
view-rooms  to  the  department  which  requires  them  next. 
If  this  flow  is  delayed  the  progress  division  must  take 
any  corrective  action  necessary  ;  they  may  request  the  use 
of  new  or  additional  tools,  enlargement  of  the  department, 
overtime  work,  or  completion  of  shortages  elsewhere  in 
order  that  the  work  may  proceed. 

The  control  department  is  the  one  most  directly  affected 
by  the  various  production  problems  described  and  is  re- 
sponsible for  the  progress  made;  for  this  reason  it  is  the 
central  and  most  important  division  of  the  organization. 
Problems  of  control  arise  from  the  design  and  are  so 
numerous  and  complex  that  it  is  exceedingly  difficult  to 
maintain  co-ordination.  In  spite  of  continuous  efforts, 
serious  conditions  often  develop  and  occasionally  the  con- 
trol system  fails  completely;  when  this  happens  shortages 
are  found  to  exist  only  at  the  instant  the  items  are 
required.  As  any  missing  part  can  stop  assembly  oper- 
ations completely,  this  will  delay  the  whole  programme; 
the  prime  duty  of  the  control  department  under  these 
circumstances  is  to  ascertain  and  remove  the  cause  of  the 
delay  as  quickly  as  possible  without  consideration  of  cost. 


THE  ENGINEERING  JOURNAL     November,  1941 


527 


Manufacturing  Problems 

During  the  development  stage,  and  later  when  the  pro- 
gramme has  reached  quantity  production,  the  manufac- 
turer is  confronted  with  numerous  problems  arising  from 
the  basic  design,  the  pressure  of  time  under  which  the 
work  must  be  completed  and  the  relatively  small  quanti- 
ties of  aircraft  he  is  allowed  to  produce.  The  period  for 
developing  a  new  contract  does  not  end  when  the  first 
machine  flies;  many  refinements  must  be  made  in  tooling, 
production  methods,  etc.,  before  production  "  bugs  "  can 
be  eliminated  and  full  scale  production  can  be  entered. 
About  twenty-five  aircraft  must  be  completed  before  this 
stage  may  be  considered  complete;  the  programme  for  the 
"  Hawker  "  Hurricane  required  about  fifteen  months  and 
an  expenditure  of  about  one  million  man-hours  on  tools 
and  parts  before  the  start  of  quantity  production.  Due 
to  the  dire  need  for  aircraft  and  their  rapid  obsolescence, 
the  pressure  of  time  places  tremendous  obstacles  in  the 
way  of  the  successful  co-ordination  and  completion  of  the 
development  and  production  programmes. 

The  first  limitations  on  cost  and  ease  of  production  are 
caused  by  design  but  nearly  as  important  are  those  im- 
posed by  the  quantity  to  be  produced. 

Many  manufacturing  problems  are  caused  by  the 
smallness  of  the  orders  placed,  which  prevents  the  use 
of  equipment,  methods  and  tools  which  would  allow 
cheaper  and  faster  production.  It  has  been  estimated  that 
unit  production  costs  are  decreased  by  ten  per  cent  each 
time  the  quantity  to  be  produced  is  doubled.  This  saving 
is  due  to  the  combined  effects  of  being  able  to  use  more 
efficient  equipment  and  manufacturing  methods  which 
allow  cheaper,  faster  and  more  continuous  production; 
and  simpler  design  methods  which  change  forms  of 
material  and  types  of  construction  to  ease  production 
without  affecting  performance. 

In  the  past,  initial  contracts  usually  have  been  placed 
for  about  fifty  or  one  hundred  aircraft.  On  this  basis 
development  and  production  were  undertaken,  tools  and 
equipment  purchased  and  methods  set  up  to  allow 
economical  operation.  When  the  programmes  were  nearly 
completed,  they  were  usually  extended  by  placing  addi- 
tional small  orders.  This  necessitated  the  purchase  or 
manufacture  of  many  new  tools,  as  the  old  ones  were  worn 
out  or  had  to  be  replaced  with  different  types  to  maintain 
economy  of  production;  new  methods  had  to  be  developed 
and  often  additional  space  had  to  be  procured.  This  caused 
duplication  of  effort,  wasted  much  money  originally  ex- 
pended, lost  precious  time,  and,  most  important,  did  not 
allow  the  manufacturer  to  set  up  the  best  conditions  for 
his  programme. 

The  importance  of  placing  larger  contracts  may  be 
demonstrated  by  comparing  the  estimated  results  to  be 
obtained  from  producing  an  interceptor-type  aircraft  on 
contracts  for  forty  and  for  fifteen  hundred.  Development 
of  the  former  could  be  completed  within  ten  months  and 


production  would  be  complete  in  another  six  months;  the 
highest  rate  of  production  would  be  about  four  per  week 
and  production  of  the  last  few  aircraft  would  require 
approximately  twenty  thousand  man-hours.  In  the  latter 
case,  development  could  not  be  completed  and  the  first 
machine  flown  in  less  than  fourteen  months;  the  pro- 
gramme would  require  another  fourteen  months  for  com- 
pletion; the  highest  rate  of  production  would  probably 
exceed  sixty  per  week  and  production  time  would  drop 
to  less  than  ten  thousand  man-hours  per  aircraft  in  the 
latter  stages  of  the  programme.  Thus  an  increase  of  forty 
times  in  the  size  of  the  contract  would  reduce  the  produc- 
tive effort  by  fifty  per  cent,  would  allow  an  increase  of 
fifteen  times  in  rate  of  output  while  requiring  only  twice 
as  much  elapsed  time.  The  objections  to  placing  much 
larger  orders  are  that  the  Canadian  aircraft  industry  has 
only  recently  proved  its  ability  to  handle  such  difficult 
tasks;  the  extremely  high  cost  of  these  larger  contracts; 
and  the  rapid  obsolescence  of  all  military  aircraft.  Under 
the  present  dire  need  for  aircraft  of  all  types,  these  ob- 
jections are  not  as  important  as  high  rates  of  production 
and  hence  it  is  felt  that  the  placing  of  larger  contracts 
should  be  seriously  considered. 

It  is  often  recommended  that  mass  production  methods 
be  applied  to  a  greater  degree  in  the  aircraft  industry; 
for  various  reasons  it  has  been  found  impossible  to  effect 
any  considerable  increase  in  efficiency  by  these  means. 
Mass  production  achieves  rapid  and  cheap  production  by 
establishing  continuous  manufacturing  operations  and 
material  flow;  this  continuity  is  prevented  by  the  com- 
plexity of  aircraft  design,  which  does  not  favour  easy 
production.  Further,  the  necessity  of  maintaining  econom- 
ical operation  often  requires  inefficient  fabricating  methods 
and  prevents  the  full  development  of  interchangeability. 

Conclusion 

The  more  serious  aircraft  production  problems  have 
been  presented  so  that  secondary  industries  may  appre- 
ciate these  difficulties  and  thus  give  greater  assistance. 
It  has  been  shown  that  solutions  of  most  of  these  do  not 
fall  directly  within  the  scope  of  the  manufacturer  and 
require  assistance  from  outside  sources.  Designers  are 
striving  for  greater  standardization  but  find  it  impossible 
to  obtain  this  while  present  methods  of  construction  are 
used  and  performance  is  held  to  be  of  first  importance. 
Labour  supply  and  organization  problems  are  made  more 
difficult  by  the  design  but  are  not  impossible  to  solve. 
Sources  of  supply  and  subcontract  capacities  require  co- 
ordination and  further  development  if  the  industry  is  to 
continue  to  expand;  as  previously  stated,  an  independent 
organization  should  be  set  up  for  this  purpose.  Manufac- 
turing problems  will  always  be  serious  particularly  under 
the  pressure  of  time  but  would  be  eased  considerably  if 
new  methods  and  equipment  were  made  possible  either 
by  the  adoption  of  new  methods  of  construction  or  the 
production  of  much  larger  quantities  of  present  types. 


528 


November,  1941     THE  ENGINEERING  JOURNAL 


SALT,  ITS  PRODUCTION  AND  USES 

A.  H.  PASK,  m.e.i.c. 
Project  Engineer,  Canadian  Industries  Limited,  Windsor,  Ontario 

Paper  presented  before  the  Border  Cities  Branch  of  The  Engineering  Institute  of  Canada,  on  April  12th,  1940 


The  common  salt  to  which  we  are  accustomed,  is  al- 
most pure  sodium  chloride.  It  is  the  modern,  cheap,  form 
of  a  substance  that  has  not  always  been  readily  obtain- 
able, and  at  times,  in  some  places,  has  had  high  intrinsic 
value.  It  is  so  necessary  to  our  lives  that  it  has  been  close- 
ly linked  with  the  history  of  mankind. 

Salt  is  as  old  as  the  earth  itself  and  being  water  solu- 
ble, every  stream  has,  for  thousands  of  centuries,  carried 
its  small  burden  of  salt  to  the  ocean.  Thus,  with  evapora- 
tion of  the  water,  the  saltness  of  the  ocean  has  gradually 
increased.  It  has  been  estimated  that  the  ocean  contains 
as  rock  salt,  nearly  5  million  cubic  miles,  a  bulk  141/2 
times  that  of  the  continent  of  Europe  above  high  water. 

However,  there  are  stores  of  salt,  apart  from  the  ocean. 
These  are  the  deposits  of  rock  salt  and  of  brine  found  in 
many  parts  of  the  world,  usually  quite  deep  in  the  earth. 
The  rock  salt,  or  halite  as  it  is  known  to  geologists,  is  be- 
lieved to  have  been  deposited  from  the  ocean  by  evapora- 
tion. Large  arms  of  the  sea  became  cut  off  or  partially 
cut  off  from  the  main  body  and  by  evaporation,  the  salt 
content  was  deposited.  The  overlying  rock  in  later  ages 
converted  this  by  pressure  into  rock  salt.  If  quite  pure, 
it  is  a  clear  colourless  mineral  which  breaks  into  cubical 
pieces.  Usually  magnesium  and  calcium  compounds  exist 
as  impurities.  The  thickness  of  these  deposits  may  be  up 
to  two  or  three  thousand  feet. 

Locally,  one  bed  of  the  deposit  is  about  230  ft.  thick. 
This  is  at  a  depth  of  1400  ft.  Thinner  beds  are  located  up 
to  the  1000  ft.  level.  This  deposit  is  part  of  a  vast  salt 
basin  formed,  it  is  believed,  about  350  million  years  ago. 
The  Canadian  portion  of  this,  roughly,  is  west  of  a  line 
between  St.  Thomas  and  Kincardine  and  north  of  a  line 
between  St.  Thomas  and  Amherstburg.  The  area  in  this 
boundary  is  approximately  3000  square  miles  so  the  in- 
cluded quantity  of  salt  has  been  estimated  as  sufficient 
to  supply  all  the  needs  of  the  world  at  the  present  rate 
of  consumption  for  90,000  years.  One  square  mile  of  the 
thickest  local  bed  would  satisfy  all  Canada's  requirements 
as  at  present,  for  about  800  years.  On  the  Michigan  side 
of  the  river,  this  formation  is  north  of  a  line  running  west 
of  Wyandotte  to  Kalamazoo  where  it  turns  north  west  to 
Muskegon  on  the  shore  of  Lake  Michigan.  Thus  all  north- 
ern Michigan  is  believed  to  be  underlain  with  salt  though 
at  a  greater  depth  than  on  the  Canadian  side. 

Ages  after  the  salt  deposits  were  formed,  when  man 
found  a  need  for  salt,  he  only  knew  of  the  ocean,  salt  lakes 
and  springs.  To  many  inland  peoples  then,  salt  was  almost 
unattainable.  Therefore,  a  salt  trade  was  built  up  and  this 
early  had  its  effect  on  trade  routes  and  commerce.  Desert 
caravan  routes  were  built  up  from  salt  oases.  Some  an- 
cient sea  trade  routes  started  with  salt  and  salt  fish.  A 
special  road  was  built  by  the  Romans  for  salt  traffic.  This 
was  the  Via  Salarina  from  the  mouth  of  the  Tiber  across 
the  peninsula  to  the  Adriatic. 

The  economic  importance  of  salt  is  indicated  by  the  al- 
most universal  prevalence  in  ancient  and  medieval  times 
and  even  to  the  present  day  in  some  countries,  of  salt  tax- 
es and  government  monopolies.  In  parts  of  Africa,  salt 
cakes  have  been  used  as  currency.  Marco  Polo  found  that 
salt  was  a  medium  of  exchange  in  Chinese  markets  and 
that  salt  was  very  important  to  the  financial  system  of 
the  Mongol  emperors. 

Because  of  its  necessity,  scarcity  and  properties,  salt 
had  its  effect  on  customs  and  religions.  Salt  springs  were 
looked  upon  as  a  gift  of  the  gods.  Salt  was  early  associat- 


ed with  religious  offerings  and  feasts  and  in  this  regard, 
is  noted  in  the  Bible.  In  fact,  among  ancients,  every  meal 
that  contained  salt  was  held  to  have  a  sacred  character 
so  that  a  certain  bond  of  piety  and  friendship  was  believ- 
ed to  exist  between  host  and  guest.  Out  of  this  arose  cer- 
tain Arab  beliefs  and  phrases  such  as  "There  is  salt  be- 
tween us  "  and  "To  eat  a  man's  salt."  Probably  an  out- 
growth of  this  was  the  medieval  English  custom  of  distin- 
guishing the  rank  of  guests  at  the  table  by  placing  them 
above  or  below  the  salt,  this  being  a  large  salt  cellar  on 
the  table.  To  be  above  the  salt  was  a  mark  of  distinction 
and  to  pass  the  salt  in  those  days  was  really  an  accom- 
plishment. 

Our  word  "salary  "  comes  from  the  practice  in  early 
Roman  times  of  giving  the  soldiers  an  allowance  of  salt. 
In  Imperial  times,  money  was  given  for  this  and  was  call- 
ed "salarium  ",  hence  the  word  "salary  ".  The  phrase 
"  Not  worth  his  salt  "  therefore  means  "  not  worth  his 
salary." 

The  natural  method  of  salt  recovery  using  sea  water, 
was  to  evaporate  the  brine  in  shallow  pools  by  the  heat 
of  the  sun.  An  extension  of  this  method  is  still  employed 
today  in  sections  having  plenty  of  sunshine  and  relatively 
little  rainfall.  Salt  is  produced  in  this  way  on  the  shores 
of  San  Francisco  Bay. 

The  sea  water  is  first  pumped  to  ponds  a  few  hundred 
acres  in  extent  where  over  the  period  of  a  year,  the  eva- 
poration is  sufficient  to  raise  the  proportion  of  salt  to 
about  25  per  cent.,  which  is  about  the  saturation  point. 
Some  impurities,  as  calcium  sulphate,  have  a  slightly  low- 
er degree  of  solubility  than  the  sodium  chloride  and  so 
most  of  this  crystallizes  out.  When  salt  crystals  com- 
mence to  form,  the  brine  is  pumped  to  smaller  crystalliza- 
tion ponds.  As  evaporation  goes  on,  the  salt  collects  to  the 
depth  of  several  inches.  The  mother  liquor  is  drained  off 
before  more  highly  soluble  impurities  as  calcium  or  mag- 
nesium chlorides  or  some  bromine  and  potassium  salts 
crystallize  out.  The  salt  is  then  gathered  up  or  "harvest- 
ed "  by  shovelling  into  small  dump  cars.  A  more  modern 
method  uses  a  machine  to  collect  the  salt  and  place  it  in 
the  modern  cars.  The  resulting  salt  is  then  drained,  wash- 
ed, and  dried,  but  usually  is  not  of  high  enough  quality 
for  dairy  and  table  use  so  that  often,  for  this  market,  it 
is  re-dissolved  and  re-processed  by  artificial  heat  methods. 

Another  natural  method  of  concentrating  weak  brines 
is  the  freezing  method.  This  is  based  on  the  definite  man- 
ner in  which  a  solution  of  sodium  chloride  freezes.  If  a 
solution  of  23.6  per  cent.  NaCl  and  76.4  per  cent.  H20  is 
cooled,  it  will  freeze  as  a  mass  at  -22  deg.  C.  If  the  solu- 
tion is  weaker  than  this,  ice  will  crystallize  out  and  con- 
tinue to  do  so  until  the  proportions  are  as  noted  before.  If 
the  salt  were  in  excess  of  this  ratio,  its  hydrate  NaCl  2 
Ho0  would  be  deposited  until  equilibrium  had  been  reached. 
The  whole  mass  would  then  solidify.  This  minimum 
temperature  then  is  a  eutectic  point  above  which  either  salt 
or  water  will  crystallize  out,  depending  upon  which  is  pres- 
ent in  excess  of  the  eutectic  ratio.  Thus,  with  a  weak 
brine,  the  separation  of  pure  ice  takes  place  because  the 
water  is  in  excess  and  the  remaining  solution  will  be  cor- 
respondingly stronger  in  sodium  chloride. 

This  method  is  said  to  be  practised  with  some  degree 
of  success  in  the  northern  part  of  Europe,  the  ice  being  re- 
moved as  fast  as  it  forms.  The  saturated  solution  thus  ob- 
tained is  then  treated  by  one  of  the  artificial  heat  methods 
of  evaporation. 


THE  ENGINEERING  JOURNAL     November,  1941 


529 


Where  it  is  possible,  beds  of  rock  salt  may  be  quarried 
or  mined  and  this  has  been  done  for  centuries.  Salt  mines 
in  northern  India  were  worked  before  the  time  of  Alex- 
ander. In  Poland,  the  great  deposits  near  Cracow  have 
been  mined  for  800  years.  This  is  the  famous  mine  which 
contains  fine  sculptured  statues,  vast  ballrooms,  reception 
halls,  chapels,  etc.,  carved  out  of  rock  salt.  The  depth  of 
operations  is  from  200  to  1000  ft.  In  Canada,  the  only 
salt  mine  is  at  Malagash,  Nova  Scotia,  where  operations 
are  200  to  300  ft.  below  the  surface.  Nearer  at  hand,  we 
have  a  mine  in  Detroit,  which  goes  to  a  depth  of  over 
1100  ft. 

In  mining,  the  process  is  one  of  removal  of  the  rock 
salt  by  cutting  and  blasting  and  transporting  it  to  the  sur- 
face. Impurities  are  usually  kept  separate  as  much  as  pos- 
sible, and  the  rock  finally  crushed  and  screened  to  differ- 
ent grades.  Often,  an  artificial  heat  evaporation  plant  is 
operated  to  take  care  of  fines  and  waste  from  the  primary 
hand  separation. 

By  far  the  largest  output  of  salt  is  from  brine  wells. 
These  may  tap  natural  stores  of  brine  or  fresh  water  may 
be  pumped  down  to  dissolve  rock  salt  and  be  returned  to 
the  surface  as  a  saturated  brine.  Occasionally,  a  fresh 
water  source  tapped  by  the  well  at  a  higher  level  than  the 
salt  can  be  made  to  act  as  a  fresh  water  supply. 

The  wells  are  drilled  and  cased  to  penetrate  to  the  bot- 
tom of  the  bed.  The  fresh  water  is  pumped  down  the  cas- 
ing and  the  resulting  brine  flows  back  up  a  smaller  pipe 
inside  the  casing.  Owing  to  the  higher  specific  gravity  of 
the  brine,  it  may  be  necessary  to  use  deep  well  pumps  to 
raise  it  about  %  of  the  well  depth.  It  is  possible,  after 
continued  use  of  adjacent  wells,  to  pump  the  water  down 
one  well  and  bring  the  brine  up  another. 

The  fresh  brine  is  stored  in  large  tanks  to  settle  and  is 
chemically  treated  to  precipitate  the  impurities. 

As  another  method  of  producing  salt  from  brine,  obvi- 
ously man  early  would  make  use  of  artificial  heat  applied 
to  vessels  containing  brine.  This  probably  was  first  a 
kettle  over  an  open  fire  but  later  was  a  flat  pan  over  a  fire 
enclosed  in  masonry.  Then  several  pans  in  a  row  were 
used.  As  the  salt  formed,  it  was  raked  out  by  hand  and 
placed  in  baskets  to  drain. 

It  is  interesting  to  read  of  the  specific  directions  given 
for  salt  making  in  the  few  works  on  the  subject  some  400 
years  ago  in  England.  Such  things  were  added  to  the  hot 
brine  as  sheep's  and  cow's  blood,  beaten  white  of  eggs,  or 
a  quart  of  the  best  beer  or  ale  obtainable.  The  object  of 
these  peculiar  additions  seems  to  have  been  to  remove 
dirt  or,  as  they  believed,  "  to  granulate  the  salt  ". 

Of  course,  the  salt  from  these  direct  fired  pans  was  not 
uniform  in  grade  owing  to  the  differences  in  heat  applied 
to  each  and  therefore  they  were  finally  replaced  by  a  sin- 
gle long  pan.  This  somewhat  improved  the  quality  obtain- 
able. 

It  was  a  short  step,  though  a  relatively  recent  one,  to 
heat  a  long  pan  with  steam  coils  and  create  the  method 
of  production  now  known  as  the  grainer  system.  General- 
ly, this  uses  a  steel  tank  over  100  ft.  long,  about  16  ft. 
wide  and  2  ft.  deep,  heated  by  steam  coils  near  the  bot- 
tom. By  regulating  the  steam  temperature,  it  is  possible 
to  control  the  grade  of  salt  produced,  thus  better  salt  is 
produced  with  brine  at  192  deg.  F.  and  coarse  salt  at  175 
deg.  F. 

The  salt  is  removed  by  a  continuous  endless  chain  drag 
or  a  reciprocating  rake.  The  latter  has  the  advantage  that 
it  is  not  so  exposed  to  the  air  to  create  rust.  It  is  operated 
by  a  hydraulic  cylinder  at  one  end  of  the  grainer  and  on 
the  forward  stroke  pushes  the  salt  ahead  along  the  bot- 
tom but  on  the  return  stroke  it  rides  above  the  salt.  Thus, 
the  salt  is  gradually  and  continuously  pushed  to  one  end 
of  the  grainer  where  it  falls  to  a  trough  to  be  pumped  to 
a  filter. 


As  salt  production  is  an  evaporating  process,  it  is  na- 
tural that  multiple  effect  evaporators  should  be  widely 
used  though  their  application  is  relatively  recent.  In  this 
use,  the  evaporators  are  referred  to  as  pans,  though  they 
in  no  way  resemble  an  object  we  would  recognize  by  the 
word  "  pan  ".  They  are  cylindrical  at  the  centre  with 
conical  tops  and  bottoms.  The  diameter  may  be  18  ft.  and 
the  overall  height  about  40  ft.  At  the  centre  is  the  steam 
belt  which  contains  tubes  around  which  either  the  brine 
or  steam  circulates,  depending  on  the  design.  The  pans 
are  connected  in  series  so  that  the  steam  produced  in  one, 
passes  to  the  steam  belt  of  the  next  or  from  the  last  one 
to  the  condenser.  The  salt  collects  in  the  conical  bottoms 
where  it  is  drawn  off  by  a  slurry  pump 

The  principle  of  operation  is  the  same  as  in  similar  eva- 
porators in  that  a  partial  vacuum  is  created  by  the  con- 
densation of  the  evaporated  steam  and  because  of  this  re- 
duced pressure  boiling  takes  place  at  a  lower  temperature 
than  normal.  Then  by  the  use  of  multiple  effects,  the  steam 
supplied  to  the  first  pan  precipitates  salt  in  all  the  pans; 
thus  the  system  is  very  efficient.  The  three-effect  system 
is  most  popular  and  with  this,  it  is  possible  to  evaporate 
over  2%  lb.  of  water  per  lb.  of  low  pressure  steam  sup- 
plied. The  salt  produced  has  a  fine  cubical  grain  that  is 
little  different  in  size  due  to  the  different  temperatures. 
Three  18-ft.  pans  will  produce  about  22  tons  of  salt  per 
hour. 

The  salt  from  both  pans  and  grainers  is  usually  hand- 
led in  the  same  way.  Pumps  are  used  to  transfer  the  salt 
in  a  brine  slurry  to  a  filter  or  centrifuge  where  the  salt  is 
separated  from  the  brine.  A  centrifuge  is  simply  a  high 
speed  rotating  screen  cylinder  that  removes  the  brine  by 
centrifugal  action.  This  leaves  two  or  three  per  cent,  of 
moisture  in  the  salt.  The  filter  is  usually  a  slowly  rotating 
horizontal  screen  cylinder  on  which  the  slurry  is  poured 
at  the  top.  An  exhauster  removes  the  air  and  brine  from 
the  interior  of  the  filter,  thus  forming  a  cake  of  salt  on 
the  screen.  This  is  scraped  off  during  the  rotation.  By 
enclosing  the  filter  and  supplying  it  with  heated  air,  it  is 
possible  to  produce  moisture-free  salt  on  the  one  machine. 
Otherwise,  it  is  necessary  to  send  the  moist  salt  through  a 
rotary  dryer.  This  is  merely  a  rotating  cylinder  about  30 
ft.  long  and  6  ft.  in  diameter  through  which  the  damp  salt 
passes  counter  to  the  direction  of  flow  of  hot  air  from 
steam  coils  or  an  oil  furnace.  This  will  remove  the  last 
traces  of  moisture.  The  hot  salt  must  be  cooled  either 
in  a  similar  device  supplied  with  cold  air  or  a  water 
jacketted  screw  conveyor. 

The  salt  is  easily  handled  by  belt,  bucket,  or  screw  con- 
veyors and  it  is  thus  transported  to  storage  or  where  re- 
quired. For  grading  it  is  screened  to  different  sizes  and 
stored  in  special  bins.  Before  packaging  any  required  in- 
gredients are  added  such  as  magnesium  carbonate  which 
makes  the  salt  free  running  in  damp  weather  or  potassium 
iodide  which  is  used  in  iodized  salt.  The  former  is  added 
to  the  extent  of  1  per  cent,  and  the  latter  0.01  per  cent. 
Automatic  machines  are  used  for  packaging  and  bagging. 
Salt  blocks  are  made  from  ordinary  fine  salt  pressed  to 
shape  in  a  hydraulic  press.  Salt  tablets  as  used  by  the  can- 
ning industry  are  made  in  a  small  mechanical  press. 

The  uses  of  salt  are  numerous  as  it  is  a  basic  mineral 
necessary  for  modern  civilization.  Directly,  or  indirectly, 
it  is  said  to  have  some  1400  uses  that  vary  from  seasoning 
of  foods  to  a  raw  material  in  the  manufacture  of  carbo- 
rundum. 

There  are  the  household  uses  and  what  may  be  called 
a  medical  use  as  a  vehicle  for  iodine  to  prevent  goitre.  It 
is  a  necessity  of  life,  for  the  human  body  can  exist  for 
only  a  few  hours  with  entire  absence  of  salt.  It  is  required 
for  digestive  purposes  and  also  to  prevent  evaporation  of 
body  fluids  and  retain  the  fluid  pressure  in  the  cells. 

For  the  same  reasons,  it  is  required  by  animals  and  so 


530 


November,  1941     THE  ENGINEERING  JOURNAL 


salt  blocks  are  sold  to  farmers  for  their  livestock.  It  is, 
of  course,  very  necessary  for  butter  and  cheese  manufac- 
ture so  that  special  grades  of  specially  purified  salt  are 
made  for  these  purposes.  In  other  food  industries  it  is  also 
required.  For  canning  factories,  special  salt  tablets  of 
different  sizes  are  made  so  that  for  accurate  and  easy 
salting  of  the  product,  one  tablet  is  placed  in  each  can  by 
a  machine. 

In  the  packing  industry,  it  is  used  for  the  curing  of 
meats,  a  special  salt  for  which  is  "  smoked  "  salt.  Hides 
and  pelts  are  preserved  with  salt.  An  extensive  use  is  in 
the  curing  of  fish,  where  purity  is  of  great  importance  as 
it  affects  the  quality  of  the  product.  In  refrigeration,  it 
finds  considerable  use,  as  brine  is  often  used  as  a  heat 
transfer  medium. 

In  transportation,  salt  is  finding  uses  as  a  protection 
against  frost.  For  railways,  it  prevents  heaving  of  the  ties 
and  freezing  of  switches.  On  highways  and  streets,  it  is 
used  to  remove  ice,  for  which  it  is  very  effective,  as,  at 
sleet  forming  temperatures  one  pound  of  salt  will  melt  al- 
most 50  lb.  of  ice.  When  mixed  with  sand,  it  greatly  aids 
increased  traction  by  partially  melting  the  ice.  If  previ- 
ously mixed  with  the  sand  piles,  it  has  the  advantage  of 
preventing  these  from  freezing.  It  is  mixed  at  the  rate  of 
about  75  lb.  per  cu.  yd.  of  sand,  and  the  pile  is  often  cap- 
ped with  more  salt  equal  to  another  25  lb.  per  cubic  yard. 

Salt  is  coming  into  use  as  a  stabilizing  material  for  un- 
paved  roads.  For  this,  it  is  mixed  with  aggregate  and  clay 


which  is  rolled  on  top  of  a  good  foundation.  The  thickness 
of  this  stabilized  course  is  about  three  inches  and  the  am- 
ount of  salt  used  is  about  15  tons  per  mile  of  20  ft.  road- 
way. 

The  resulting  road  surface  is  harder,  more  durable,  and 
relatively  dust  free  compared  with  the  same  road  without 
salt.  The  reason  for  this  is  that  the  salt  tends  to  prevent 
evaporation  of  the  moisture  from  the  road  due  to  the  low- 
er surface  tension  of  the  salt  solution,  and  so  keeps  the 
clay  binder  in  a  cohesive  condition,  and  allows  better  com- 
paction of  the  aggregate  at  the  surface.  The  slow  evapora- 
tion of  the  moisture  leaves  salt  particles,  filling  voids  in 
the  surface,  thus  making  it  denser  and  reducing  the  eva- 
poration. It  also  prevents  cracks  due  to  contraction  of  the 
clay.  When  it  rains,  the  surface  salt  crystals  are  dissolved. 
The  clay  at  the  surface  becomes  dispersed  in  colloidal 
condition  and  so  stops  up  the  pores  and  prevents  the 
water  from  penetrating  the  road.  Drying  again  repeats  the 
coagulation  of  the  clay  and  crystallizing  of  the  salt.  The 
loss  of  salt  in  these  processes  is  slight. 

It  is  in  industry  that  salt  finds  its  greatest  use.  It  has 
long  been  used  in  the  metallurgical  industries  and  the 
ceramic  industry.  One  use  in  the  former  is  as  a  flux  and 
in  the  latter  it  improves  some  clays  and  gives  glaze  to 
some  wares.  Carborundum  has  salt  as  one  constituent  raw 
material. 

Salt  is  also  required  in  soap  making,  textile  dyeing  and 
some  organic  preparations.  It  is  also  a  basic  raw  material 
for  some  of  the  newer  plastics. 


POWER   INDUSTRY 

G.  A.  GAHERTY,  m.e.i.c. 
President,  Calgary  Power  Company  Ltd.,  and  President,  Canadian  Electrical  Association. 

An  address  delivered  at  the  dinner  of  the  Canadian  Electrical  Association,  at  Calgary,  Alberta,  April  16th,  1941. 


My  subject  is  the  Power  Industry  and  the  War.  The 
question  is,  are  we  as  an  industry  and  as  individuals  doing 
our  utmost  to  further  the  war  effort.  Our  difficulty  is  to 
approach  such  problems  objectively.  To  illustrate  this  I 
will  give  a  simple  example. 

Some  years  ago  the  Elbow  River  in  Calgary  was  in  flood. 
The  rising  waters  had  broken  into  the  basement  of  the 
Victoria  Park  power  plant  in  which  are  situated  the  bus  bars 
over  which  a  large  section  of  the  City  is  fed.  We  had  bulk- 
headed  off  the  room  containing  these  bus  bars  and  had 
every  pump  we  could  lay  our  hands  on  at  work.  At  the 
height  of  our  endeavours  we  got  an  impassioned  appeal 
from  a  man  connected  with  the  company  to  send  someone 
with  a  pump  to  unwater  his  cellar.  He  was  pained  when  we 
did  not  comply  with  his  request  and  could  not  understand 
why  we  had  turned  him  down.  His  cellar  was  uppermost  in 
his  mind  and  he  was  unable  to  visualize  the  situation  in  its 
true  perspective.  Most  of  us  to-day  are  busying  ourselves 
pumping  out  our  own  cellars  instead  of  devoting  our 
energies  to  the  common  end. 

Our  politicians,  naturally  enough,  are  inclined  to  take 
the  line  of  least  resistance.  Heavy  taxation  and  conscription 
of  manpower  are  unpopular,  so  the  politician  tends  to 
belittle  the  menace  and  to  magnify  our  war  effort.  He  lulls 
us  into  a  false  sense  of  security  by  wasting  huge  sums  on 
home  defence,  whereas  our  future  will  be  decided  in  Europe 
or  in  the  Far  East.  Only  a  military  disaster  can  bring  us  to 
our  senses.  It  took  Norway  to  oust  the  procrastinators. 

Let  us  not  underestimate  our  opponent.  Vast  resources 
in  manpower  and  in  factories  have  been  made  available  to 
him  in  the  conquered  countries.  The  new  sources  of  raw 
material  lessen  the  effectiveness  of  our  blockade.  Germany's 
power  has  not  yet  reached  its  zenith. 


To  avoid  a  stalemate  we  must  organize  for  a  total  war. 
To  this  end  we  must  devote  the  utmost  of  our  energies  to 
the  war  effort  and  more  important  still  we  must  see  that 
these  energies  are  applied  with  maximum  effort.  We  are 
told  that  the  St.  Lawrence  Waterway  will  aid  the  war 
effort  but  actually  a  man's  services  flying  a  bomber  over 
Germany  are  infinitely  more  valuable  in  the  defence  of  our 
country  than  those  same  services  used  in  building  the  St. 
Lawrence  canal. 

We  must  recognize  that  our  economic  morale  has  been 
sadly  undermined  through  the  infiltration  of  communist 
ideas  over  past  years.  Constant  reiteration  has  resulted  in 
an  unreasoning  belief  in  many  of  these  teachings.  I  refer 
particularly  to  the  "soak  the  rich"  view  so  prevalent  to- 
day, the  baiting  of  corporations  and  the  idea  held  by  so 
many  Canadians  that  there  is  something  unmoral  about  the 
"profit  motive."  The  demagogue  finds  them  the  very  thing 
to  rouse  the  jealousies  of  the  "have  nots."  Already  such 
propaganda  has  resulted  in  discriminatory  taxation  and 
other  abuses  which,  if  carried  to  their  logical  conclusion, 
would  result  in  a  collapse  like  that  of  France.  To  get  every- 
body working  wholeheartedly  it  is  indispensable  that  all  be 
treated  alike,  each  according  to  his  merits,  whether  at  the 
front  on  active  service  or  at  home  in  the  munitions  plant, 
and  that  the  necessarily  heavy  taxes  be  levied  justly  and 
impartially. 

As  regards  the  despised  profit  motive  we  must  recognize 
that  it  alone  provides  the  necessary  incentive  to  the  in- 
dividual to  do  his  utmost  and  rugged  individualism  suitably 
curbed  spells  efficiency.  In  this  connection  the  Mexican 
Government,  when  the  oil  trouble  was  at  its  height  several 
years  ago,  suggested  that  the  oil  operators  form  themselves 
into  a  syndicate  similar  to  the  labour  syndicates.   The 


THE  ENGINEERING  JOURNAL     November,  1941 


531 


representative  of  one  of  the  operators  remarked  to  me  that 
if  you  were  to  put  the  seventeen  operators  in  a  room 
together  you  could  not  get  any  two  of  them  to  agree  on 
anything,  let  alone  the  whole  seventeen.  That  is  where  the 
politician  comes  in  because  he  has  mastered  the  technique 
of  getting  people  to  work  together.  What  we  need  in  the 
Ministry  of  Finance  to-day  is  a  Sir  Herbert  Holt  to  do  the 
planning  and  a  politician  co-operating  with  him  to  put  it 
over  with  the  public.  I  use  Sir  Herbert  Holt  as  an  illustra- 
tion because  he,  probably  more  than  any  other  single  man 
in  Canada,  is  responsible  for  our  present  high  standard  of 
living.  In  his  promotional  activities  he  made  money  but 
only  a  small  part  of  it  was  diverted  to  his  own  needs.  The 
balance  went  either  into  taxes  or  into  further  enterprises. 
These  in  turn  provided  employment  and  more  manufac- 
tured goods  to  raise  the  standard  of  living.  Only  the 
wealthy  should  invest  their  money  in  the  riskier  ventures 
and  it  is  to  their  savings  that  we  owe  most  of  our  progress. 
The  "soak  the  rich"  policy  may  be  good  politics  but  it  is 
bad  economics.  Let  us  be  fair  to  the  Sir  Herbert  Holts.  We 
need  them  to-day  in  our  war  effort,  and  fortunately  one  at 
least  of  the  Government  departments  recognizes  this — the 
Department  of  Munitions  and  Supply. 

Aiming  at  the  destruction  of  private  capital,  propaganda 
has  been  directed  towards  exterminating  companies 
through  confiscatory  taxation,  oppressive  legislation  and 
unfair  competition  from  governmental  agencies.  The  Cana- 
dian public  has  been  only  too  ready  to  believe  the  worst  of 
companies  and  not  without  reason  in  some  cases.  In 
England  the  law  makers  have  recognized  the  service  ren- 
dered by  companies  in  the  development  of  the  community 
and  companies  as  such  are  virtually  untaxed,  but  in  Canada, 
following  American  precedent,  corporate  income  is  taxed 
as  such,  and  the  very  same  income  is  taxed  again  when  it 
passes  to  the  shareholders,  whereas  in  England  the  income 
is  taxed  only  once  and  the  tax  is  collected  at  the  source. 
Companies  after  all  are  merely  groups  of  individuals 
banded  together  for  a  common  purpose  and  it  is  a  manifest 
injustice  to  tax  the  individuals  twice  over  merely  because 
they  are  so  banded  together. 

So  long  as  the  tax  was  low  and  was  confined  to  the 
Dominion  this  injustice  was  not  very  harmful,  but  with  the 
Provinces  invading  the  field  and  with  the  high  rates  of 
taxation  necessary  for  war  purposes  the  double  taxation 
becomes  devastating.  It  results  in  the  confiscation  of  the 
entire  income  of  certain  groups  of  investors  while  leaving 
the  income  of  other  groups  untouched.  Consider  the  case  of 
a  company  financed  in  the  ordinary  way  with  bonds, 
preferred  stock  and  common  stock.  The  minimum  Domi- 
nion tax  on  income  is  30  per  cent  including  12  per  cent  of  so 
called  excess  profits  tax,  and  it  applies  on  all  income  after 
deducting  operating  expenses,  depreciation  and  interest 
but  not  amortization  of  bond  discount  or  preferred  or 
common  dividends.  So  long  as  there  is  enough  income  left 
after  setting  up  this  amortization  to  pay  the  preferred 
dividends  in  full  the  entire  tax  comes  off  the  income  avail- 
able for  the  common  shareholders.  As  Dominion  and 
Provincial  taxes  on  income  now  absorb  nearly  half  the 
taxable  income  it  becomes  next  to  impossible  to  pay 
common  dividends  in  a  company  with  any  substantial 
amount  of  preferred  stock  outstanding.  Thus,  as  the  rate  of 
tax  is  increased,  the  value  of  the  common  stock  and  the 
value  of  the  preferred  stock  are  in  turn  destroyed.  Apart 
from  the  obvious  injustice  of  the  double  taxation,  the 
junior  security  holders,  whose  equity  is  thus  confiscated, 
are  the  very  ones  who  take  the  most  risk  and  who  in  the 
interests  of  further  development  of  the  country  should 
receive  the  most  encouragement.  The  promotion  of  new 
enterprises  will  become  impossible  and  unless  the  com- 
panies can  pass  the  tax  on  to  the  consumers  in  inflated 
prices,  they  will  become  so  weakened  financially  that  they 
can  no  longer  finance  the  replacement  of  wornout  plant  and 
so  will  pass  out  of  the  picture.  To  avoid  state  capitalism  our 
income  tax  will  have  to  be  placed  on  a  sound  basis. 


One  evil  arising  out  of  the  high  income  and  excess  profits 
taxes  is  that  the  Government  in  contrast  to  the  last  war  is 
forced  to  put  up  nearly  all  of  the  money  needed  for  new 
plants  or  extensions  to  existing  plants  to  make  munitions. 
Were  the  companies  using  their  own  money  it  would  no 
doubt  be  spent  with  greater  prudence,  but  with  the  profit 
motive  effectively  eliminated  by  the  excess  profits  tax, 
companies  dare  not  risk  capital  except  with  an  assured 
return.  Whether  after  the  war  these  munitions  plants  will 
be  closed  down  or  will  be  sold  to  private  companies  for  a 
song  or  wall  be  operated  by  the  Government  in  competition 
with  private  industry  remains  to  be  seen,  but  of  one  thing 
we  can  be  sure  and  that  is  that  had  the  companies  invested 
their  own  money  in  the  plants  they  would  not  leave  a  stone 
unturned  to  put  them  to  some  use. 

In  contrast  to  this  practice  the  Government  has  taken 
the  position,  rightly  I  think,  that  the  supply  of  power  for 
war  industries  is  the  sole  responsibility  of  the  public  utility 
operating  in  the  territory.  With  only  two  minor  exceptions, 
in  so  far  as  I  know,  the  utilities  are  themselves  putting  up 
all  the  capital  necessary  other  than  in  some  cases  the 
relatively  small  amount  required  for  the  customer's  sub- 
station and  tap.  These  two  exceptions  are  the  Summerside 
air  training  school  where  the  Dominion  Government  pro- 
vided the  town  of  Summerside  with  a  Diesel  engine,  and 
the  Dundurn  military  camp  where  the  Government 
advanced  a  substantial  sum  to  the  Saskatchewan  Power 
Commission  to  enable  it  to  carry  out  an  elaborate  inter- 
connection scheme,  the  effect  of  which  is  to  deprive  of 
income  two  power  companies  who  are  heavy  income  tax 
payers. 

Not  only  does  the  Government  insist  on  the  power 
companies  providing  any  capital  required  but  it  expects 
service  at  rates  comparable  to  those  applicable  to  firm  con- 
tracts yielding  an  assured  revenue  for  a  considerable  period 
of  years.  Industrial  rates  such  as  these  are  highly  com- 
petitive and  do  not  admit  of  any  substantial  amount  being 
applied  by  way  of  depreciation  to  the  retirement  of  capital 
used  for  war  purposes.  Thus  power  companies,  unlike  most 
industries,  cannot  take  advantage  to  any  extent  of  the  pro- 
vision of  the  excess  profits  tax  act  allowing  special  rates  of 
depreciation  on  war  facilities.  To  make  matters  worse,  the 
excess  profits  tax  precludes  the  building  up  of  a  surplus 
out  of  war  profits  with  which  to  pay  the  carrying  charges 
on  the  idle  facilities  through  a  post  war  depression.  Any 
increase  in  taxable  income  would  almost  surely  be  taxable 
at  the  rate  of  79J/2  per  cent  (including  income  tax)  and 
when  provincial  income  taxes  are  added  only  a  trifling  sum 
is  left  as  compared  with  the  financial  risks  involved.  The 
power  companies  recognize  that  a  major  war  means  sacrifice 
for  all  and  they  are  ready  to  do  their  share.  All  they  ask  is 
that  existing  discrimination  be  eliminated  and  that  taxes 
be  levied  justly  and  impartially. 

This  brings  up  the  tax  discrimination  existing  as  between 
privately  and  publicly  owned  utilities.  This  year  the  power 
companies  will  contribute  some  twenty  million  dollars  to 
the  Federal  treasury  in  income  and  excess  profits  tax, 
whereas  the  publicly  owned  utilities  pay  nothing  except 
indirectly  through  any  power  they  may  happen  to  purchase 
from  power  companies.  Were  all  taxed  alike  in  proportion 
to  the  number  of  customers  the  Dominion  would  receive 
another  twenty  million  dollars  at  least  in  this  time  of  need. 
This  is  equivalent  to  a  thousand  Spitfires  a  year.  To  main- 
tain a  sound  financial  position  and  be  able  to  finance  the 
expanding  needs  of  the  public  they  serve,  the  power  com- 
panies have  to  pass  on  the  tax  to  their  consumers,  so  that 
it  is  the  consumers  of  the  privately  owned  systems  who  are 
being  discriminated  against.  The  increase  in  taxation  will 
for  the  moment  have  to  be  absorbed  by  the  power  com- 
panies but  should  the  high  rates  of  taxation  continue  it  is 
only  a  question  of  time  until  the  disparity  in  rates  becomes 
excessive  or  the  high  standards  of  service  can  no  longer  be 
maintained.  The  power  companies  are  not  the  only  ones 
that  are  the  victims  of  this  discrimination.  It  applies  to  all 


532 


November,   19 H     THE  ENGINEERING  JOURNAL 


situations  where  government  agencies,  wheat  pools,  co- 
operatives, etc.,  compete  with  private  business.  While  it  is 
recognized  that  socialistic  propaganda  has  made  too  much 
headway  for  it  to  be  expedient  for  the  Government  to 
subject  these  to  equivalent  taxation,  the  Government  could 
right  matters  at  one  stroke  by  adopting  the  English  system 
of  income  tax.  The  difficulties  are  not  insurmountable  and 
under  war  conditions  rates  could  be  instituted  that  would 
yield  more  tax  revenue  than  now. 

As  far  as  the  power  companies  are  concerned  the  public 
need  have  no  fear  of  a  power  shortage.  It  is  only  in  the 
electro-metallurgical  industry  that  very  large  blocks  of 
power  are  required  and  so  far  only  three  or  four  of  these 
situations  have  developed  in  the  whole  of  Canada.  It 
would  be  an  undue  burden  on  the  consuming  public  for  the 
power  companies  to  maintain  reserves  of  developed  power 
against  such  remote  contingencies.  It  is  better  to  build 
power  plants  specially  when  the  occasion  arises.  The 
reserves  normally  carried  by  power  companies  are  adequate 
to  cover  any  ordinary  war  load  as  well  as  the  normal 
increase  in  customers  requirements. 

Before  turning  to  what  we  in  our  business  should  do  or 
avoid  doing  in  order  to  further  the  war  effort,  we  should 
realize  just  what  is  involved  in  a  war  economy.  In  a  highly 
mechanized  country  like  Canada  the  supply  of  manpower 
normally  far  exceeds  the  demand,  but  under  war  conditions 
this  no  longer  holds,  and  we  are  rapidly  moving  into  the 
position  where  manpower  will  be  the  bottleneck  limiting 
our  war  effort.  This  means  that  governments,  companies 
and  individuals  alike  will  have  to  scrimp  and  save,  that  the 
pick  of  our  manhood  will  have  to  be  released  for  active 
service  from  non  essential  industries,  from  agriculture, 
from  the  civil  service,  from  commerce,  from  the  so  called 
essential  services  and  even  from  the  munitions  industry 
itself.  Where  their  jobs  cannot  be  eliminated  altogether 
their  places  will  have  to  be  filled  by  others  less  fit  physically 
and  by  women.  Every  thing  we  can  do  without  will  have 
to  be  deferred  until  after  the  war. 

Money  is  only  a  medium  whereby  goods  and  resources  can 
be  readily  exchanged,  but  the  underlying  transactions  are 
fundamentally  barter.  Whenever  we  make  a  purchase,  we, 
in  a  varying  degree  depending  upon  its  nature,  draw  on  the 
country's  resources  in  raw  materials  and  manpower,  which 
would  otherwise  have  been  available  for  war  purposes,  and 
we  must  accustom  ourselves  to  thinking  not  in  terms  of 
money  but  in  terms  of  the  use  or  misuse  we  are  making  of 
these  resources.  When  we  build  ourselves  or  somebody  else  a 
house  we  draw  heavily  on  these  resources  and  unless  the 
house  is  urgently  required  for  housing  munition  workers 
we  are  sabotaging  the  war  effort.  If  we  buy  a  house,  how- 
ever, it  is  merely  a  transfer  of  a  capital  asset  and  the  war 
effort  is  not  affected.  We  make  no  contribution  whatever 
to  the  war  effort  when  we  borrow  money  to  buy  war  bonds 
or  sell  other  securities  for  this  purpose,  as  the  man  we 
borrow  from  or  sell  to  could  just  as  well  have  bought  the 
war  bonds  himself.  It  is  the  savings  that  count  and  the  more 
we  can  reduce  our  current  expenditures  on  such  items  as 
involve  the  use  of  our  manpower  or  our  industrial  resources 
that  would  otherwise  be  available  for  war  purpose  the 
better  it  is  for  the  war  effort.  It  matters  not  whether  these 
savings  are  used  for  the  purchase  of  war  bonds  or  are  put 
in  the  savings  bank  or  are  paid  out  in  life  insurance 
premiums  or  are  used  to  buy  company  securities,  the 
money  and  the  use  of  manpower  and  industrial 
facilities  it  commands  are  available  to  the  Government  just 
the  same. 

It  may  be  argued  that  in  the  cutting  down  of  our  purch- 
ases we  will  throw  a  large  number  of  men  out  of  employ- 
ment. This  is  so  to  a  certain  extent  but  wars  cannot  be  won 
without  somebody  getting  hurt,  and  drastic  measures  are 
necessary  to  force  men  to  abandon  their  accustomed  line  of 
activity  and  enter  war  work.  For  example,  the  prairie 
farmer  in  the  drought  area  is  clinging  desperately  to  his 
homestead.  A  war  economy  with  the  majority  of  the  people 


engaged  in  war  activities  means  far  reaching  readjustment. 
So  long  as  men  are  required  for  the  Army,  the  Navy,  the 
Airforce  and  the  munition  industry  all  activities  not 
directly  or  indirectly  connected  with  the  war  should  be 
cut  to  the  limit  regardless  of  the  temporary  unemployment 
this  may  create.  This  applies  particularly  to  civil  govern- 
ment which  is  one  of  the  greatest  sources  of  waste  to-day. 
As  yet  none  of  our  governments  has  made  a  serious  effort  to 
retrench. 

A  war  brings  about  a  far  reaching  redistribution  of  income. 
The  few  in  the  higher  income  brackets  have  their  incomes 
drastically  reduced  but  the  great  majority  are  far  better 
off.  Many  work  overtime,  those  that  were  casually  em- 
ployed work  full  time,  and  such  of  the  unemployed  as  are 
employable  can  find  work.  Those  who  for  years  have  been 
in  straightened  circumstances,  break  out  in  a  spending 
rash  as  soon  as  they  have  some  loose  cash,  and  it  is  not  the 
necessities  of  life  that  they  buy  but  the  luxuries.  Worst  of 
all,  they  mortgage  their  income  by  purchasing  automobiles, 
radios,  etc.,  on  the  instalment  plan.  This  by  creating 
activity  in  the  non-essential  industries  diverts  manpower 
and  foreign  exchange  from  our  war  effort.  Thus,  our  war 
effort  tends  to  defeat  itself.  Somehow  or  other  we  must 
combine  high  industrial  activity  with  a  low  standard  of  living 
for  all.  The  workers  must  reconcile  themselves  in  the 
national  interest  to  deferring  the  reward  of  their  labours 
till  after  the  war;  that  is,  they  must  save  till  it  hurts  while 
the  war  lasts.  When  it  is  over  the  spending  of  these  savings 
will  create  work  and  so  avert  a  post  war  depression.  With 
our  production  capacity  greatly  incresaed  as  a  result  of  the 
war,  we  have  the  means  of  creating  much  better  living  con- 
ditions for  those  in  the  lower  income  brackets.  We  all 
should  recognize  that  it  would  be  a  happier  world  if  the 
great  majority  could  be  converted  into  capitalists  as  a 
result  of  the  war.  Compulsory  saving  along  the  Maynard 
Keynes  plan  as  now  being  introduced  in  England  would 
appear  to  be  the  answer. 

The  implications  of  this  as  applied  to  the  power  business 
are  far  reaching  and  not  very  palatable.  As  the  war  economy 
develops  we  likewise  in  our  expenditures  on  capital  and 
operating  will  have  to  be  frugal  in  the  use  of  manpower  and 
industrial  resources.  Our  revenues  will  be  up  and  the 
temptation  will  be  to  spend  it  as  fast  as  it  comes  in,  par- 
ticularly as  our  tax  laws  offer  little  incentive  to  thrift.  Our 
aim  should  be  to  carry  on  our  operations  with  the  very 
minimum  drain  on  the  country's  industrial  resources  and  on 
manpower,  except  of  course  where  power  for  war  purposes 
is  required.  In  the  war  interest  we  will  have  to  taper 
off  our  promotional  and  load  building  activities, 
to  defer  maintenance  wherever  possible,  to  discourage 
new  connections  and  to  make  fuller  use  of  existing 
facilities  at  the  sacrifice  of  the  quality  of  the  service 
rendered  the  public. 

Our  sphere  of  influence  extends  beyond  our  direct 
operations  and  we  should  make  the  most  of  it  in  aiding  the 
war  effort.  We  can  induce  our  employees  to  save.  It  may 
soon  be  unpatriotic  to  encourage  extravagant  purchasing 
by  customers.  We  may  then  have  to  eliminate  time  pay- 
ments; stock  only  a  limited  range  of  "stripped"  models 
and  no  knick-knacks.  In  our  own  purchasing  we  can  stan- 
dardize the  articles  we  buy  and  do  without  the  many 
gadgets  that  the  manufacturers  have  developed  to  serve  as 
selling  points  for  their  particular  products.  At  least  half  the 
number  of  types  and  sizes  of  insulators,  pole  line  hardware, 
transformers,  etc.,  that  are  now  being  manufactured  could 
be  dispensed  with  without  any  hardship  to  any  one  ;  prob- 
ably three  quarters  of  these  could  be  spared  if  we  are 
willing  to  put  up  with  some  inconvenience. 

If  we  could  overcome  the  jealousies  of  rival  manufac- 
turers we  might  have  one  size  of  transformer  made  in  one 
plant  and  another  size  in  another.  This  getting  down  to  the 
minimum  number  of  stripped  war  models  is  a  matter  that 
might  well  be  taken  up  by  the  Canadian  Electrical  Associa- 
tion in  conjunction  with  the  publicly  owned  utilities.  If 


THE  ENGINEERING  JOURNAL     November,  1941 


533 


approached  in  a  broad  way  our  efforts  should  result  in  a 
great  reduction  in  our  demands  on  manpower  and  industrial 
facilities  and  so  we  might  avoid  the  imposition  of  war 
priorities  on  our  every  day  requirements  with  its  consequent 
hampering  of  our  operations.  War  priorities  and  control 
may  speed  up  the  production  of  certain  articles  but  it  is  at 
the  expense  of  production  as  a  whole.  Our  aim  should  be 
to  simplify  our  needs,  and  we  should  be  broad  enough  not 
to  chisel  the  manufacturer  in  the  process.  We  will  be  far 


better  off  if  we  can  anticipate  changes  before  they  are 
forced  upon  us. 

We  should  recognize  that  this  is  one  war  that  we  cannot 
be  half  in  and  half  out  of.  Governments,  companies  and 
individuals  alike  will  have  to  scrimp  and  save.  Companies 
and  individuals  will  not  flinch  from  the  heavy  taxation 
indispensable  to  victory  so  long  as  the  taxation  is  just  and 
impartial  and  the  proceeds  are  used  solely  for  bona  fide  war 
purposes. 


STRESSES  IN  DRILL  STEEL 

Flt.-Lieut.  L.  0.  COOPER,  m.e.i.c. 
Royal  Canadian  Air  Force  Headquarters,  Ottawa,  Ontario 


The  following  analysis  was  made  of  the  theoretical  magni- 
tude of  stresses  that  occur  in  a  length  of  drill  steel  during 
the  drilling  process,  in  order  to  investigate  the  possibility 
of  decreasing  the  stress  below  the  fatigue  limit  of  the  steel 
or  raising  the  fatigue  limit  of  the  steel  (by  heat  treatment 
or  the  addition  of  alloys)  above  the  value  of  stresses 
encountered. 

In  operation,  the  drill  steel  is  given  a  series  of  blows  in 
rapid  succession  by  the  action  of  a  piston  in  the  air  drill. 
At  each  blow,  the  cutting  edge  of  the  steel  advances 
approximately  1/20  in.  into  the  rock,  a  distance  varying  of 
course  with  the  hardness  of  the  rock  and  the  sharpness  of 
the  bit.  If  the  energy  of  the  blow  is  considered  as  compress- 
ing the  steel  like  a  spring  between  the  rock  face  and  the 


TIME 

Fig.  1 — Curve  showing  variation,  with  respect  to  time,  of  stress 
at  shank  end  for  a  5',  1"  quarter  octagon  rod  and  80  ft.  lb.  blow. 

piston  or  anvil  block  in  the  drill,  the  stress  in  the  steel  is 
found  to  be  comparatively  small.  Actually,  all  parts  of  the 
steel  are  not  stressed  to  the  same  degree  at  the  same  time, 
but,  instead,  a  wave  of  stress  travels  back  and  forth  along 
the  steel  with  the  velocity  of  sound,  the  stress  at  any  point 
being  at  times  much  greater  than  the  resultant  stress  would 
be  if  the  piston  energy  were  absorbed  slowly  by  the  steel. 

On  account  of  the  small  movement  of  the  bit  end,  the 
actual  condition  in  the  steel  is  somewhere  between  that  of 
a  free  rod  being  struck  longitudinally  on  the  end,  and  a  rod 


with  one  end  fixed  being  struck  on  the  other  end.  The 
fixed  end  rod  approaches  more  nearly  the  actual  conditions 
and  produces  the  higher  stress  and  so  is  considered  here; 
but  it  should  be  mentioned  that  as  regards  fatigue  there  is 
not  as  big  a  difference  between  the  two  cases  as  might  be 
imagined  since  in  the  free  rod  almost  complete  reversals  of 
stresses  are  encountered.  The  fatigue  limit  for  a  stress 
ranging  from  zero  to  maximum  in  the  same  direction  is 
approximately  1  x/i  times  the  fatigue  limit  for  a  stress  under- 
going complete  reversal. 

The  relations  between  stress  and  velocity  in  a  rod  may  be 
represented  by  the  following  partial  differential  equations: 


1. 


dp 

dX  ' 

d  V 

-pJ~t 

d  V 

d  x~ 

1  dp 

E  '  dt 

2. 


Where  P  =  stress 

v    =  velocity 

x   =  distance  measured  along  the  rod  from  bit 

end 
/   =time 

p  =  density  of  steel 
E  =  Young's  modulus 

Solving  these  equations  by  means  of  Heaviside's  opera- 
tional calculus  with  the  proper  boundary  conditions  gives 
the  equations  listed  below  for  the  stress  in  the  rod: — 
Symbols  used  : 

P  =  stress  in  rod  at  point  rL — poundals  per  sq.  ft. 

V  =  velocity  of  mass  striking  rod — ft.  per  second 

p    =  density  of  steel  in  drill  rod — lb.  per  cu.  ft. 

e    =base  of  Napierian  logarithms 

c    =  velocity  of  sound  in  steel — ft.  per  second 

m  =  weight  of  drill  rod,  lb. 

M  =  weight  of  mass  striking  rod,  lb. 

L  =  length  of  drill  rod,  ft. 

/   =  time  measured  from  moment  of  impact,  seconds 
r  =  variable  from  0  to  1.  Point  "rL"  in  rod  is  measured 
from  bit  end. 


1.     When  0  <  t  <  L_ 
P  =  Q 


rL 


2.     When 


rL 


<  t  < 

»t   c 
ML 


L  +  rL 


rL 


P  =   Vpc  . 

This  is  a  maximum  when  t  is  a  minimum,  or 

P  max.  =   Y  p  c 
3.     When  L  +  rL  3L  -  rL 


534 


November,  1941     THE  ENGINEERING  JOURNAL 


m  c  [        L  —  rL) 
~ML[l  ~J 


P  =Vpc.  { 


and  P  max.  =  Vpc    [1  +  e 


m  c    [       L+rL 

MMV         7~ 


+  e 
rm) 


4.     When  SL  -  rL  SL  +  rL 


m  c 
ML 


c 
L-rL 


m  c  {       L+rL) 
ML  [  c       J 


P=Vpc   le 
m  c 

~  ML 

+e 


+e 


3L-rL 


„m  c  [A     SL  —  rL 

-2ml{1--T-. 


m  c  [       SL  —  rL 
MLV         c~~ 


or  P  max.  =  Vp  c 
5.     When    SL  +  rL 


—2m       —-2  m  (1  —r)' 
M  M 

[1+e  +e 


<  t   < 


JL  -  rL 


Vp  c  L« 


m  c  j 

Mil 


c 
L  -rL 


+  e 


m  c  [       L  +  rL 

Mil  V~ 


+  e 


2  m  c  (       SL  -  rL) 

"  Mil'       r~\  -e 

—  m  c  (        SL  +  rL] 
Mil  c         J 


+e 


m  £.  \t     3  L  —  rL) 

Mil  ~ ~~  ) 


m  c  [       SL  —  rL 

"Mil         ~^ 


2  m  c  {       SL  +  rL. 

MLV  c 


-me  f       SL  +  rL) 
MLV  c        J 


shows  the  variation  of  stress  at  the  shank  end  with  time, 
while  Fig.  2  shows  the  maximum  stress  reached  at  different 
points  along  the  length  of  the  rod.  These  curves  have  been 
worked  out  for  a  5-ft,.  quarter  octagon  drill  steel  being 
struck  an  80  ft. -lb.  blow  with  an  8J/£  lb.  piston.  In  Fig.  1, 
the  negative  stress  shown  does  not  occur  in  practice  at  the 
shank  end  as  there  can  be  no  tension  between  the  end  of 
the  steel  and  the  striking  body. 

It  will  be  seen  from  the  maximum  stress  curve  that  the 
steel  should  fail  from  fatigue  near  the  bit  or  shank  end.  In  a 
test  against  a  manganese  steel  plate,  the  failure  would 
probably  take  place  just  behind  the  bit  as  the  shank  heat- 
treatment  usually  extends  a  little  further  along  the  steel  and 
raises  the  fatigue  limits  in  this  section.  In  actual  drilling 


Fig.  2 — Curve  showing  maximum  stress  in  steel  for  a  5'  1" 
quarter  octagon  rod  and  80  ft.  lb.  blow. 


or  P  max.  =  Vp  c 


r—2m(l+r)      —2  m 

M  M 

3  +e 

—2  m  r 

M 

—2  m  r  .e  +   1 


+  e 


■2  m  r 
M 


M 


m 


For  all  practical  values  of  ^r  that  is  for  all  drill  rods  over 

V/i  ft.  long,  it  can  be  shown  from  the  stress  equations  that 
the  maximum  stress  is  reached  during  the  first  three  pas- 
sages of  the  wave  of  stress  along  the  drill  rod.  Figure  1 


the  breaks  should  probably  be  close  to  the  shank  end 
where  the  steel  is  unsupported  and  consequently  the  com- 
pression stress  is  raised  slightly  by  bending  stresses. 

The  stress  equations  show  that  the  stresses  depend  mostly 
on  the  velocity  with  which  the  rod  is  struck,  since  in  the 
expression  Vpc,  the  factors  p  and  c  are  constants  and  the 

m 
values  of  terms  of  the  form  e  M  are  very  small.  A  lower 
striking  velocity  could  be  obtained  by  using  lower  air  pres- 
sures, by  using  a  heavier  piston  or  by  shortening  the  piston 
stroke  so  that  a  greater  number  of  blows  could  be  struck 
with  a  lower  velocity.  The  advantage  of  any  of  these 
methods  would  have  to  be  determined  by  experiment. 


THE  ENGINEERING  JOURNAL     November,  1941 


535 


ALTERNATIVES  FOR  ALUMINUM  PAINT 

JOHN  GRIEVE,  m.e.i.c. 
The  Imperial  Varnish  and  Color  Company  Limited,  Toronto,  Ontario. 


The  Government  has  found  it  necessary  during  this  war 
period  to  control  for  specific  war  purposes,  the  available 
supply  of  aluminum.  All  stocks  of  aluminum  powder  are 
therefore  being  recorded  and  the  sale  of  aluminum  is  re- 
stricted to  war  contracts  under  priority  release. 

This  action  by  the  Government  practically  takes  alum- 
inum powder,  as  a  paint  pigment,  off  the  market  for  up- 
keep painting  and  forces  the  use  of  some  alternative. 

There  is  a  natural  and  popular  inclination  towards 
aluminum  as  a  bright  clean  wearing  finish  for  up-keep 
painting,  and  this  has  been  widely  and  well  fostered  by 
the  attractive  advertising  campaigns  during  the  past  ten 
or  twelve  years. 

The  weakness  of  aluminum  paint  however,  is  that  it  has 
always  been  advertised  as  "  aluminum  "  with  little  or  no 
stress  on  the  importance  of  the  specific  vehicles  required 
when  aluminum  is  recommended  or  used  for  special 
exposures. 

The  result  is  that  because  of  this  lack  of  information 
about  the  vehicle,  aluminum  paints  have  in  many  in- 
stances been  recommended  and  used  wrongly  or  extrava- 
gantly. 

The  following  alternatives  for  aluminum  for  special 
exposures  may  be  of  interest. 

Hot  Surfaces  (smoke  stacks,  retorts,  etc.) 

For  these  exposures  aluminum  has  outstanding  value 
and  is  difficult  to  replace  because  of  the  adhesive  and  non- 
burning  nature  of  the  bright  aluminum  powder.  The  best 
alternative  is  either  a  natural  black  amorphous  graphite 
in  a  suitable  vehicle  or  one  of  the  heat-resisting  bituminous 
blacks. 

Structural  Steel   (bridges,  roofs  or  steel  exposed  to 
weather) 

Aluminum  paint  should  never  be  recommended  as  a 
paint  to  be  directly  applied  on  steel  for  weather  exposure; 
for  this  purpose  it  should  always  be  used  over  a  suitable 
anti-corrosive  primer  and  only  as  a  finish  coat.  The  life 
wearing  quality  of  black  or  dark  coloured  paints  is  at  least 
equal  to  that  of  aluminum,  and  the  cost  is  somewhat  less 
than  that  of  aluminum  paint.  Well  formulated  light  gray 
paint  will  wear,  as  a  field  coat,  almost  as  long  as  alum- 
inum and  cost  about  the  same  per  coat,  at  existing  prices. 

For  use  where  the  heat  reflecting  value  (i.e.  roofs,  tanks, 
etc.)  is  important,  white  or  light  coloured  paints  have  an 
efficiency  equal  to  or  greater  than  aluminum  paint. 

Structural  Steel  (tanks) 

The  attractive  appearance  of  aluminum  on  storage 
tanks  is  accountable  for  its  general  use.  Aluminum  powder 
in  a  good  weather  and  moisture  resisting  vehicle  does  not 
chalk  under  weather  exposure  and  therefore  does  not  show 
dirty  streaks  from  rain  washing  from  the  plate  laps,  as 
do  white  or  light  coloured  paints.  But  the  wearing  value 
of  aluminum  paint  is  no  better  than  that  of  well  formu- 
lated light  gray  paint,  and  for  evaporation  loss,  where 
volatile  liquids  are  stored,  white  paint  shows  an  economy 
of  3  or  4  per  cent    over  aluminum  paint. 

Structural  Steel  (interior) 

Aluminum  has  been  used  on  many  exposed  structural 
steel  frames  for  the  interior  of  buildings-.  For  this  service, 
white  or  light  gray  will  give  equal  service  at  less  cost  and 
at  considerably  increased  light  reflective  value. 


The  light  reflective  value  of  aluminum  is  approximately 
50  to  55  per  cent,  light  gray  55  to  65  per  cent,  and  white 
85  to  90  per  cent. 

Radiators 

Aluminum  has  been  used  as  a  popular  radiator  paint. 
For  general  heating  systems,  however,  where  radiators  give 
off  heat  by  convection,  flat  black  paint  will  give  off  heat  at 
from  15  to  20  per  cent,  increase  over  the  aluminum  paint. 
For  general  hot  water  or  exhaust  steam  radiator  installa- 
tions, (metal  surface  not  exceeding  200  deg.  F.) ,  well 
formulated  dull  finish,  light  coloured  paints  will  give  effi- 
cient service,  equal  to  aluminum. 

Repainting  Asphalt  or  Bituminous  Coated  Metal 

Some  of  the  better  resin  and  water-emulsion  paints  may 
be  applied  over  the  "  Robertson  "  type  sheeting  or  other 
asphaltic  surface  building  siding,  to  prevent  bleeding  of 
the  asphalt  and  allow  light  coloured  paints  to  be  used  as  a 
finish. 

Priming  Exterior  Wood-work 

The  general  run  of  aluminum  paint  in  a  varnish  vehicle 
is  too  short  to  act  as  a  good  primer  on  wood.  For  this 
service  a  specially  long  oil  vehicle  mixed  with  the  alum- 
inum powder  is  necessary.  The  regular  white  wood  primers 
formulated  for  two  coat  work  or  those  recommended  for 
refinishing  old  and  perished  wood  surfaces,  will  give  re- 
sults equal  to  aluminum  and  at  no  increase  at  existing 
costs.  These  white  primers  also  overcome  any  tendency  to 
"  grin-through." 

Sealing  Knots 

The  general  formula  for  aluminum  paint  will  not  stop 
the  bleeding  of  live  knots  and  (because  it  becomes  a  dark 
gray  when  painted  over)  has  a  tendency  to  "  grin 
through  "  when  used  as  a  knot  sealer.  White  two-coat 
wood  primer  over  a  light  coat  of  shellac  will  overcome  this 
difficulty. 


Interior  Surfaces  (brick,  plaster  or  wood) 

A  great  deal  of  research  work  has  been  done  in  the  paint 
laboratories  to  develop  light  reflecting  paints  suitable  for 
all  structural  surfaces. 

Aluminum  has  a  reflective  value  of  approximately  55 
per  cent,  while  most  of  the  whites  can  now  be  supplied  in 
a  cone-coat  type  which  will  give  over  85  per  cent,  light 
reflective  value  and  cost  no  more  per  square  foot  of  area, 
than  the  aluminum,  at  existing  prices. 

To  sum  up: — while  the  Government  restrictions  on  the 
use  of  aluminum  powder  may  disappoint  many  users  in 
the  popular  selection  of  aluminum  paint  until  the  war 
situation  changes,  it  should  be  kept  in  mind  that: — 

(A)  Aluminum  powder  is  not  specially  suited  as  a  paint 
pigment  for  universal  use  but  must  be  formulated  in 
proper  proportions  and  with  a  suitable  vehicle  for 
each  special  exposure. 

(B)  It  is  possible,  until  the  supply  of  aluminum  is  cleared 
by  the  Government  after  the  war,  and  until  the  cost 
becomes  more  normal,  to  furnish  coloured  paints 
which  have  past  records  of  service  and  may  therefore 
be  of  real  interest. 


536 


November,  1941     THE  ENGINEERING  JOURNAL 


DISCUSSION  OF  GAUGES  FOR  MASS  PRODUCTION 

Paper  by  Dr.  C.  A.  Robb,  M.E.I.C,  published  in  The  Engineering  Journal,  April,  1941 


K.  R.  Ayer2 

I  would  like  to  express  my  appreciation  of  the  able  manner 
in  which  Dr.  Robb  has  condensed  such  a  large  subject,  yet 
managing  to  bring  out  the  essentials. 

Gauges  are  the  special  instruments  that  allow  speed  of 
inspection.  They  must  measure  sufficiently  accurately  but 
not  too  accurately,  as  the  more  accuracy  the  less  speed  and 
speed  is  the  essence  of  all  mass  production. 

Gauges  have  a  two-fold  purpose  : 

1.  To  make  measurements  where  they  will  increase  the 
speed  of  inspection. 

2.  To  make  measurements  that  cannot  be  made  with 
standard  instruments. 

Yet,  there  are  certain  cases  where  gauges  should  not  be 
used: 

1.  Where  not  sufficient  quantities  of  a  part  are  being 
made  to  warrant  their  use. 

2.  Where  the  inspection  can  be  done  more  quickly  with 
a  standard  instrument. 

3.  Where  the  accuracy  of  the  dimension  to  be  measured 
is  so  fine  that  other  means  than  gauges  must  be  used. 

Accuracy — Perfect  accuracy  of  measurement  is  unat- 
tainable and  unnecessary  in  mass  production.  Therefore, 
care  must  be  taken  to  allow  the  utmost  manufacturing 
tolerance  that  safety  will  permit.  Nevertheless,  ability  to 
measure  to  the  closest  practical  limit  is  essential  in  the 
gauge  industry.  An  axiom  that  every  gauge  manufacturer 
should  constantly  remember  is,  "You  can  only  manufacture 
accurately  what  you  can  measure." 

Thread  Gauges — Perhaps  the  least  understood  are  thread 
gauges,  especially  those  of  British  Whitworth  standard, 
which  have  seven  elements  where  errors  may  occur,  usually 
with  a  cumulative  effect;  i.e.,  (1)  Major  diameter;  (2)  Minor 
diameter;  (3)  Effective  diameter;  (4)  Pitch;  (5)  Angle;  (6) 
Radius  of  crest;  (7)  Radius  of  root. 

Male  thread  gauges  can  be  measured  with  proper  inspec- 
tion equipment,  but  female  thread  gauges  cannot  be  so 
measured.  Check  gauges  must  be  utilized  to  ascertain  if 
they  fall  within  allowable  limits  of  measurement.  The 
minimum  requirements  to  inspect  a  female  thread  gauge 
are:  (1)  A  full  form  check  gauge;  (2)  An  effective  diameter 
(only)  Not  Go  check  gauge;  (3)  A  major  diameter  (only) 
Not  Go  check  gauge  ;  (4)  A  plain  plug  Not  Go  check  gauge 
for  the  minor  diameter  if  such  is  too  small  to  be  accurately 
measured  with  an  instrument  ;  (5)  Examination  of  a  cast  in 
a  50  to  1  magnification  projection  apparatus. 

Some  manufacturers  of  gauges  use  seven  check  gauges: 
(1)  A  Go  effective  diameter  (only);  (2)  Not  Go  effective 
diameter  (only)  ;  (3)  Go  major  diameter  (only)  ;  (4)  Not  Go 
major  diameter  (only)  ;  (5)  Go  minor  diameter  (only)  plain 
plug;  (6)  Not  Go  minor  diameter  (only)  plain  plug;  (7) 
Go  full  form  check  gauge  ;  and  a  cast  to  examine  the  radii 
of  the  crests  and  roots. 

Effective  diameter  (only)  check  gauges  have  the  radius 
at  the  crest  completely  removed,  and  the  radius  at  the  core 
cleared  away.  Major  diameter  check  gauges  have  an  accur- 
ate radius  at  the  crest,  but  the  angle  of  the  flanks  is  reduced 
by  five  or  more  degrees. 

Check  gauges  for  the  examination  of  threads  should 
always  be  made  by  the  same  manufacturer  as  the  gauges  to 
be  checked.  This  is  necessary  because  the  errors  of  the 
various  elements  may  be  cumulative,  thus  a  check  gauge 
with  very  minor  errors  on  each  element  may  have  a  cumu- 
lative error  in  one  direction  sufficient  to  reject  perfectly 
good  gauges  with  minor  errors  in  the  opposite  direction. 


1  Power  Consultant,  Munitions  Branch,  Department  of  Munitions 
and  Supply,  Ottawa,  Ont. 

2  Machine  Tool  and  Gauge    Division,    Department   of    Munitions 
and  Supply,  Ottawa,  Ont. 


It  is  recommended  that  any  one  interested  in  accurate 
thread  gauges  should  obtain  "Notes  on  Screw  Gauges," 
issued  by  the  National  Physical  Laboratory,  Metrology 
Department,  Teddington,  England;  Fourth  Edition  Sep- 
tember, 1938;  published  by  His  Majesty's  Stationery 
Office,  York  House,  London,  W.C.2.  These  Notes  cover 
very  fully  the  methods  of  inspection  and  the  allowable 
tolerances  on  all  British  Standard  thread  gauges. 

Machine  Tools — Engineers  not  familiar  with  the  manu- 
facture of  gauges  are  apt  to  be  surprised  that  the  standard 
"cutting"  machine  tools  are  of  much  less  importance,  both 
as  to  accuracy  and  quantity,  in  gauge  manufacturing  plant 
than  grinding  machine  tools. 

One  idea  of  the  minimum  machine  tool  requirements 
needed  for  a  complete  installation  suitable  for  the  manufac- 
ture of  gauges  is  as  follows  : 
"Cutting"  Machine  Tools 

1 — Power  Saw 

1— Do-All  Profiler 

1 — High  Class  Engine  Lathe  (complete) 

1 — Bench  Lathe  (complete) 

1 — Universal  Milling  Machine 

1 — Small  Vertical  Milling  Machine  (complete) 

1 — Shaper 

3 — Bench  Drill  Presses 

1 — Jig  Borer    (complete) 
Grinding  Machine  Tools 

3 — Surface  Grinders 

1 — Rotary  Surface  Grinder  (wet) 

1 — External  Cylindrical  Grinder  (wet) 

1 — Internal  Cylindrical  Grinder  (wet) 

1 — Thread  Grinder  complete  with  internal  attachment 

1 — Radius  and  Angle  Dresser 

2 — Magna  Sine  Chucks 

1 — Lapping  Machine 

1— Tool  Grinder 

1 — Etching  Machine 
Inspection  Equipment 

3 — Sets  Johansson  Blocks 

2 — Comparators  (reading  1/10,000) 

1 — Super  Micrometer 

2 — Projection  Apparatus  (50-1  Mag.) 

1 — Pitch  Measuring  Machine 

1 — 2  Wire  Measuring  Machine 

1 — Magna  Sine  Plate 

2 — Surface  Plates 

1 — Height  Gauge 

1 — Depth  Gauge 

1 — Hardness  Tester 

Complete  sets  of  outside  and  inside  micrometers,  Vee 
blocks,  parallels  and  indicators. 

Such  machine  tools,  with  necessary  small  tools  and  the 
proper  personnel,  should  be  able  to  produce  even  the  most 
complex  gauges. 

Not  nearly  enough  has  been  written  in  Canada  on  the 
subject  of  gauges,  and  it  is  to  be  hoped  that  Dr.  Robb's 
paper  may  bring  out  many  of  the  highlights  of  gauge  pro- 
duction that  are  important  to  those  who  are  concerned  with 
precision   work. 

W.  G.  Blakey3 

I  have  read  Dr.  Robb's  paper,  "Gauges  for  Mass  Pro- 
duction" with  great  interest  and  find  that  he  has  covered  a 
considerable  amount  of  ground,  any  part  of  which  could 
be  enlarged  upon  with  advantage. 

Others,  much  more  capable  than  myself,  will,  no  doubt, 
discuss  the  technical  problems. 

3  Machine  Tool  and  Gauge  Division,  Department  of  Munitions 
and  Supply,  Ottawa,  Ont. 


THE  ENGINEERING  JOURNAL     November,  1941 


537 


Mass  Production — What  does  that  term  bring  to  mind  ? 
We  think  of  a  huge  factory  with  many  machines  and  in- 
numerable workmen.  We  cannot  help  but  marvel  at  the 
wonder  of  it  all.  What  is  the  secret  of  this  almost  phenomenal 
accomplishment  ?  It  is  the  high  degree  of  accuracy  and  the 
perfection  of  the  production  of  gauges  which,  to-day,  makes 
possible  "MASS  PRODUCTION"  as  we  understand  it. 

And  can  the  gauges  also  be  produced  according  to  the 
same  system  ?  They  are  simple  enough  looking  bits  of  metal, 
but  actually  every  gauge  requires  the  individual  and  per- 
sonal attention  of  the  toolmaker,  without  whom  there 
would  be  no  gauges.  His  pride  in  his  work  is  great.  He  looks 
upon  a  measurement  of  one  one  thousandth  of  an  inch  as 
the  ordinary  man  looks  upon  a  foot.  He  measures  with 
certainty  to  one  ten  thousandth  of  an  inch  and  is  always 
willing  to  back  his  judgment  as  to  measurement  against 
all  the  measuring  devices  which  are  used  in  the  inspection 
laboratories. 

Doctor  Robb  refers  to  the  number  of  manufacturers  now 
engaged  in  gauge  production  in  Canada  and  mentions  that 
some  years  ago  the  annual  import  was  valued  at  about 
$290,000.  To-day  in  Canada,  orders  are  being  placed  for 
"Inspection"  gauges  only  at  the  rate  of  about  $300,000 
per  month  and  at  a  rough  estimate  "Shop"  gauges  are  being 
bought  to  at  least  a  comparable  amount. 

Naturally  this  has  meant  the  development  of  gauge 
manufacturing  shops  of  which  there  were  none,  as  such, 
before  the  war.  The  toolrooms  of  manufacturing  establish- 
ments have  co-operated  exceedingly  well  and  real  gauge 
producing  capacity  has  been  built  up  in  Canada  by  en- 
couraging the  management  of  these  toolrooms  to  enlarge 
their  capacity  for  fine  gauge  work  by  persuading  them  to 
install  precision  inspection  and  measuring  devices,  precision 
machine  tools  and  the  like. 

This  effort  of  the  toolmakers  and  manufacturers  has  not 
been  appreciated  by  the  general  public  and  it  would  appear 
that  the  Institute  might  take  steps  to  remedy  this. 

R.  H.  Field,  m.e.i.c.4 

Canadian  engineers  were  confronted  with  many  prob- 
lems when  the  manufacture  of  munitions  was  undertaken 
in  the  Dominion  just  prior  to  the  outbreak  of  the  present 
war.  The  provision  of  gauges  was  one.  In  the  great  bulk  of 
military  material,  particularly  in  ammunition,  interchange- 
ability  of  pieces  is  of  great  importance.  A  fuse  machined  in 
one  part  of  the  world  must  be  fitted,  at  a  critical  moment, 
into  a  shell  made  thousands  of  miles  away.  A  cartridge  case 
or  shell  jamming  in  a  gun  may  have  fatal  results  for  the 
crew,  or  mean  the  loss  of  a  position  in  battle.  For  reasons  of 
this  kind  certainty  in  interchangeability  is  much  more 
necessary  than  in  ordinary  manufacturing,  where  an 
occasional  defective  dimension  usually  results  in  little 
worse  than  delay. 

The  use  of  gauges,  as  understood  to-day,  really  came  to 
the  fore  in  the  war  of  1914-18.  Before  that  time  limit 
machining  was  not  widely  practised  and  in  munitions  much 
reliance  was  placed  on  the  "sealed  sample,"  to  which  pro- 
ducts must  conform.  In  the  later  stages  of  that  war,  and  in 
the  subsequent  period,  gauges  became  of  greater  importance 
in  manufacturing,  and  contributed  to  the  cheapness  of 
machined  parts  made  in  quantity.  Steels  were  developed, 
precision  grinding  and  finishing  tools  produced,  measuring 
devices  designed  and,  as  a  result  of  the  labours  of  com- 
mittees and  individuals — e.g.,  The  Gauge  Committee  of 
the  A.S.M.E.  in  the  U.S.A.,  and  the  National  Physical 
Laboratory,  working  in  conjunction  with  the  B.S.I,  in 
England,  gauge  constants  were  decided  upon  and  tabulated. 

It  followed  that  much  less  spade-work  was  required  in  the 
matter  of  devising  gauges  and  the  means  of  producing 
gauges  when  Canadian  engineers  prepared  to  transfer  their 
attention  from  pruning  hooks  to  spears.  On  the  other  hand, 
as  Dr.  Robb  points  out,  previous  to  the- present  war,  few 


1  Metrologist,  National  Research  Council,  Ottawa,  Ont. 


gauges  were  made  in  Canada  (outside,  possibly,  the  large 
automobile  shops),  and  there  was  very  little  control  service 
available.  Thus,  in  the  early  days  of  the  present  war  Dr. 
Robb  was  greatly  handicapped  in  his  endeavour  to  make 
mechanical  engineers  and  others  "gauge  conscious."  He 
must  be  given  credit  for  his  pioneer  work  in  this  connection, 
which  has  resulted  in  many  Canadian  shops  co-operating 
in  producing  a  supply  of  gauges,  and  in  the  acquisition  of 
the  special  machine  tools  and  other  necessary  aids. 

For  reasons  already  indicated  munitions  gauges  must 
conform  to  national  standard  measures — it  is  impracticable 
to  have  a  set  of  master  reference  gauges  for  each  item. 
Fortunately  the  widespread  use  of  Johansson  type,  or  slip 
gauges,  has  simplified  the  standardization  problems  both 
of  the  manufacturer  and  of  the  metrologist.  Besides  the 
ease  with  which  length  intervals  in  steps  of  0.0001  inch, 
or  even  finer,  can  be  built  up,  these  blocks  have  the  ad- 
vantage that  they  can  be  measured  absolutely  in  the 
laboratory  by  the  application  of  optical  interferometry. 
Before  the  introduction  of  these  blocks  lengths  were 
obtained  by  studying  the  sub-divisions  of  a  standard  rule 
of  one  metre  or  one  yard,  which  in  turn  had  been  compared 
with  a  reference  length  derived  from  the  ultimate  standard. 
This  was  a  laborious  operation,  to  which  had  to  be  added 
the  almost  equally  laborious  calibration  of  the  micrometer 
screw  used  for  obtaining  fractions  of  the  established  length. 
To-day,  in  a  few  hours,  it  is  possible  by  interferometry  to 
measure  the  length  of  a  set  of  slip  gauges  which,  in  com- 
bination, will  permit  lengths  in  minute  steps  to  be  used 
with  a  knowledge  of  the  errors  to  something  of  the  order  of 
0.00001  inch,  or  even  finer  if  special  precautions  are  taken. 

As  adjuncts  to  Johansson,  or  slip  gauges,  various  sensitive 
comparators  of  simple  design  have  been  developed — for 
example,  the  Sheffield  Comparator, — which  permit  the 
toolmaker  or  gauge  inspector  to  make  measurements 
beyond  the  precision  of  the  machinist's  micrometer.  Mea- 
suring machines  which,  up  to  the  last  war,  had  hardly  pro- 
gressed beyond  the  creation  of  Whitworth,  are  now  fitted 
with  sensitive  indicators  and  less  reliance  need  be  placed 
on  the  screw.  Comparators  have  even  been  constructed 
which  permit  differences  being  determined  to  two  mil- 
lionths  of  an  inch,  or  less.  In  these  cases,  too,  slip  gauges 
replace  micrometer  screws,  and  the  measuring  machine  is 
only  called  upon  to  determine  a  difference  of  a  few  thou- 
sandths, or  less. 

Thread  gauges,  which  Dr.  Robb  rightly  lists  as  difficult 
to  produce  without  adequate  equipment,  can  now  be 
measured  quickly  and  accurately,  especially  by  the  use  of 
the  well-designed  apparatus  originating  in  the  National 
Physical  Laboratory,  and  so  widely  used  in  England.  Most 
trouble  in  the  laboratory  arises  from  gauges  of  types  that 
do  not  lend  themselves  to  measurement  by  direct  methods, 
and  which  require  special  fixtures  or  set-ups. 

Despite  the  improvement  in  manufacturing  technique 
the  relative  positions  of  metrologist,  gauge  maker,  and 
machinist  does  not  seem  to  have  changed.  Improved 
machine  tools  permit,  and  modern  mechanical  engineering 
demands,  much  finer  limits  in  finished  parts.  This,  in  turn, 
necessitates  closer  tolerances  for  the  gauges;  but  the  tool- 
maker  is  assisted  by  improved  grinding  machines,  abrasives 
and  measuring  tools.  The  metrologist,  who  undertakes  the 
responsibility  of  certifying  the  gauges  as  conforming  to 
standard  dimensions,  is  also  assisted  by  improved  labora- 
tory technique  and  appliances.  Hence,  beyond  the  effect 
of  an  increased  complication,  it  is  doubtful  if  any  of  us  have 
more  headaches  than  our  predecessors  of  1914-1918  and 
we  all  endeavour  to  make  the  Dominion's  contribution  in 
the  present  need  exceed,  relatively,  that  given  during  the 
former. 

In  conclusion,  I  must  express  my  appreciation  of  Dr. 
Robb's  paper,  particularly  in  his  ability  to  compress  his 
subject,  which  could  fill  several  papers.  His  account  should 
be  of  special  interest  to  those  engineers  who  do  not  come 
into  contact  with  actual  gauge  making  and  measurement. 


538 


November,   1911     THE  ENGINEERING  JOURNAL 


H.  F.  Gorth5 

In  the  making  of  gauges  to  the  close  tolerances  demanded 
by  present  day  gauging  standards  there  are  four  essentials 
that  must  be  taken  care  of  before  good  results  can  be 
expected. 

First:  We  must  have  all  the  necessary  machine  tools, 
lathes,  milling  machines,  shapers,  grinders,  etc.,  and  all 
must  be  in  good  condition. 

Second:  The  gauge  makers  must  be  the  best  type  of  tool 
makers,  possessing  not  only  skill  but  unlimited  patience  if 
good  results  are  to  be  obtained. 

Third:  Usually  the  hardest  essential  to  obtain  is  an  even 
or  uniform  temperature  all  through  the  gauge  room,  so 
that  all  gauges,  tools,  etc.,  can  be  maintained  at  the  same 
temperature.  This  is  imperative  if  the  gauges  being  worked 
on  are  of  any  considerable  size. 

Fourth:  The  inspection  equipment  and  tools  must  be  of 
the  best,  as  they  not  only  have  to  check  against  the  work 
done  in  the  shop  but  the  work  they  pass  must  be  acceptable 
to  the  inspection  departments  of  the  company  the  gauges 
are  being  made  for. 

In  the  making  of  these  gauges  the  most  important 
machine  of  course  is  the  finishing  machine.  In  most  cases 
these  are  precision  grinders,  divided  into  three  types: 
external  cylindrical  for  circular  outside  grinding  and 
internal  cylindrical  for  inside  or  hole  grinding,  with  the 
surface  grinder  taking  care  of  all  flat  surfaces. 

Along  with  the  machines  and  equally  important  are  the 
necessary  precision  measuring  tools,  surface  plates  to  give  a 
plane  surface  to  check  from,  height  gauges,  indicators 
reading  in  ten  thousandths,  etc.,  and  most  important  of  all 
the  precision  gauge  blocks,  commonly  known  as  Johansson 
blocks.  These  blocks  when  new  are  supplied  in  three  grades: 
A  laboratory  set  accurate  to  two  millionths  of  an  inch,  an 
inspection  set  accurate  to  four  millionths  and  the  working 
set  accurate  to  eight  millionths.  These  working  gauges  are 
the  blocks  most  commonly  used  in  the  shop  and  are  used 
both  for  taking  actual  measurements  and  as  a  master  for 
size  and  a  comparison  made  from  them  to  the  point  being 
worked  on  by  the  use  of  ten  thousandth  indicators. 

The  actual  use  of  these  blocks  inevitably  affects  their 
accuracy,  as  it  is  only  by  wringing  these  blocks  together  in 
their  various  sizes  that  we  obtain  any  desired  size.  This 
wringing  together  causes  wear  and  consequently  reduction 
in  size  of  the  gauge  blocks.  It  is  therefore  necessary  either 
to  buy  new  sets  of  blocks  or  to  find  some  method  whereby 
we  can  check  our  blocks  for  wear  and  post  the  size  of  each 
individual  block,  so  that  the  user  of  the  blocks  can  allow 
for  the  errors  when  building  up  to  the  desired  size. 

In  a  plant  using  a  number  of  sets  of  blocks,  continually 
buying  new  sets  would  mean  a  very  large  outlay.  To 
eliminate  this  we  use  an  inspection  set  of  blocks  as  a  master 
set  and  a  comparator  measuring  direct  to  twenty-five  mil- 
lionths of  an  inch  but  easily  divided  to  eight  millionths.  By 
comparison  with  our  master  set  we  can  check  and  chart  each 
block  to  the  accuracy  they  originally  had. 

The  types  of  gauges  being  made  to-day  can  be  classified 
in  general  as: 

Plug  gauges  for  the  gauging  of  holes;  these  are  generally 
double  ended,  one  end  to  the  high  tolerance  and  the  other 
to  the  low. 

Ring  gauges  for  gauging  over  male  forms,  these  usually 
being  made  in  pairs,  one  to  the  high  and  the  other  to  the 
low  tolerance. 

Thread  gauges  are  designed  in  general  the  same  as  plug 
and  ring  gauges  but  are  much  more  difficult  to  make, 
requiring  special  and  very  costly  machinery  to  grind  the 
threads  of  the  gauges  and  for  each  size  of  gauge  masters  and 
laps  must  also  be  made. 

Profile  gauges  cover  almost  every  variety  of  shape  and 
form  and  in  general  are  not  held  to  as  fine  tolerances  as 


other  gauges,  being  for  the  most  part  gauges  for  visual 
inspection. 

Snap  gauges  are  made  in  a  number  of  styles.  Some  are 
made  with  a  forged  or  cast  frame  with  inserted  hardened  and 
ground  points  set  for  high  and  low  dimension.  These  are 
adjustable  for  wear  and  when  the  points  become  deformed 
too  badly  for  use  new  points  can  be  inserted.  This  type  of 
gauge  is  generally  used  only  for  dimensions  greater  than  one 
inch.  The  other  type  used  is  made  from  flat  plate  hardened 
and  ground  and  when  the  tolerance  is  very  small  hand 
lapped.  This  type  is  not  adjustable  and  when  the  wear 
allowance  has  been  reached  the  gauge  must  be  scrapped  or 
in  some  cases  reground  for  a  slightly  larger  size. 
These  gauges  are  in  most  cases  made  double  for  gauging 
on  two  sides,  one  to  the  high  and  the  other  the  low 
tolerance. 

The  so  called  fixture  gauges  are  the  most  difficult  of  all 
to  make.  These  are  built  up  of  a  number  of  pieces.  Each 
gauge  of  this  type  usually  controls  a  large  number  of  dimen- 
sions all  held  to  close  tolerances,  and  as  the  relationships  of 
one  part  to  another  require  the  same  close  tolerances,  the 
difficulty  in  making  is  obvious. 

It  is  on  these  gauges  particularly  that  good  or  bad  design 
can  make  all  the  difference  between  a  satisfactory  or  a  poor 
gauge.  Many  gauges  are  being  designed  to-day  by  men  with 
no  conception  of  how  the  gauge  can  be  made  as  designed  or 
whether  it  will  stand  up  under  use  after  it  is  made.  The  cost 
of  providing  gauges  can  only  be  held  to  a  minimum  if  the 
designer  is  familiar  with  gauge  making  technique;  designs 
his  gauges  with  the  question  continually  before  him:  Can 
the  gauge  be  made  any  easier  way  and  how  will  it  stand  up 
under  use  ? 

In  addition  to  a  tool  room  with  all  the  necessary  machine 
tools  and  measuring  instruments  the  gauge  shop  must  own 
and  maintain  an  inspection  department  for  this  work  alone 
equipped  with  many  types  of  precision  inspection  equip- 
ment. 

In  the  inspection  room  it  is  also  necessary  to  duplicate 
all  the  small  tools  in  use  in  the  shop.  All  tools  here  must  be 
of  the  highest  quality  and  kept  in  the  best  of  condition. 

Colonel  G.  B.  Howard6 

There  is  little  to  add  to  Dr.  Robb's  excellent  paper  on 
Gauges  for  Mass  Production. 

If  it  is  not  outside  the  scope  of  the  paper,  it  is  thought 
that  some  mention  might  be  made  of  the  essential  differences 
between  "production  gauges"  and  "acceptance  inspection 
gauges." 

Production  gauges  are  required  to  ensure  that  the  pro- 
duct or  component  will  pass  inspection  when  completed; 
consequently  the  tolerances  they  permit  are  normally  well 
within  the  drawing  tolerances.  For  this  reason,  extreme 
accuracy  in  the  manufacture  of  production  gauges  is  not  so 
essential,  and  greater  wear  may  be  permitted.  They  are 
also  designed  differently,  since  they  are  used  at  the  machines 
or  after  each  operation,  while  acceptance  inspection  gauges 
are  used  to  gauge  completed  articles  and  components. 

Acceptance  gauges  are  so  designed  to  permit  the  max- 
imum tolerances  allowed  on  the  drawing,  to  ensure  the 
acceptance  of  all  articles  within  drawing  limits.  To  ensure 
rejection  of  all  articles  outside  drawing  limits,  acceptance 
gauges  must  be  made  to  very  accurate  dimensions  and 
relatively  little  wear  is  permissible. 

Some  mention  might  be  made  also  of  the  trend,  in  in- 
dustry, towards  the  use  of  mechanical  and  electrical  com- 
parators instead  of  limit  gauges.  This  practice  permits 
change  of  dimensions  or  design  without  provision  of  new 
gauges,  since  comparators  are  adjustable  over  wide 
limits.  Wear  also  may  be  neglected.  Such  gauging 
methods  are  also  advantageous  when  selective  assembly 
is  required. 


5  Master     Mechanic, 
St.  Catharines,  Ont. 


Lightning     Fastener     Company,    Limited, 


6  Inspection  Board  of  the  United  Kingdom  and  Canada,  Ottawa, 
Ont. 


THE  ENGINEERING  JOURNAL     November,  1941 


539 


Chester  B.  Hamilton,  ji-.m.e.i.c.7 

I  have  read  this  article  carefully  and  think  Dr.  Robb  has 
done  a  very  good  job,  though  a  few  points  might  have  been 
stressed  more.  The  weak  points  in  the  gauge  programme  in 
Canada  were  (1)  lack  of  advance  planning,  and  (2)  ordering 
gauges  in  lots  too  small  to  permit  efficient  production. 

Dr.  Robb  does  not  make  it  clear  that  the  accuracy  re- 
quirement for  the  gauge  has  a  direct  relation  to  that  for 
the  part  being  measured,  usually  about  one  eighth  or  one 
tenth  the  tolerance.  A  wide  tolerance  on  the  gauge  cheap- 
ens gauge  production,  but  increases  cost  of  part  production 
because  it  narrows  the  part  tolerance  by  that  much. 

In  regard  to  thread  gauges,  Dr.  Robb  does  not  mention  a 
very  important  class, — the  truncated  thread  gauges.  These 
have  straight  line  profiles,  the  top  and  bottom  being  cut 
straight  across  omitting  all  the  curves  of  the  Whitworth 
tip  and  root.  The  straight  flanks  also  may  be,  in  some 
cases,  shortened  to  less  than  the  straight  part  of  the  Whit- 
worth. Thus  only  a  band  above  and  below  the  pitch  line  is 
measured,  but  it  gives  all  the  necessary  information  for  a 
good  working  fit  on  production  inspection.  This  type  of 
gauge  is  far  cheaper  to  make  and  accuracy  is  more  easily 
attained  than  the  full  Whitworth.  Its  use,  of  course,  would 
not  be  right  for  establishing  and  checking  the  threading 
tools,  or  the  first  part  produced,  but  in  parts  production  it 
checks  axial  pitch,  thread  thickness,  pitch  diameter  and 
pressure  angle,  which  is  all  that  can  be  required,  once  the 
original  tools  have  been  proved. 

As  a  design  element,  the  sacred  Whitworth  thread  is 
probably  one  of  the  most  hampering  things  to  which  our 
enemy  could  wish  to  see  us  tied. 

Owen  W.  Ellis,  m.e.i.c.8 

As  Dr.  Robb  has  pointed  out  "nitrided  steel  has  a  very 
hard  surface."  According  to  the  type  of  steel  nitrided  the 
hardness  may  vary  from  somewhere  below  1,000  to  some- 
where above  1,100  Vickers  Diamond  Penetration  Number. 
Certain  Nitralloy  steels  are  slightly  harder  immediately 
below  the  nitrided  surface  than  on  the  nitrided  surface,  so 
that  removal  of  0.001  inch  from  the  surface  of  a  nitrided 
article  may  actually  result  in  an  increase  in  its  hardness. 
Since  an  increase  in  diameter  of  0.002  inch  in  material 
having  a  case  depth  of  0.030  inch  serves  as  a  fair  example 
of  the  growth  which  takes  place  on  nitriding,  it  will  be 
appreciated  that  the  effect  of  bringing  a  gauge  back  to  size 
after  nitriding  may  be  to  leave  it  with  a  harder  surface  than 
that  produced  by  the  nitriding  operations  per  se. 

One  of  the  objections  that  has  been  put  forward  to  the  use 
of  nitrided  steels  in  the  manufacture  of  gauges  is  that  they 
are  not  easy  steels  to  finish  perfectly  to  a  hundred  thou- 
sandth or  a  millionth  of  an  inch.  Nitrided  steel  slip  blocks 
have  been  found  extremely  difficult  to  wring  and  the  use 
of  nitrided  steels  in  this  connection  has,  on  this  account, 
been  discontinued.  There  does  not  seem  to  be  much  doubt 
that  the  difficulty  of  wringing  these  steels  is  related  to  the 
difficulty  of  finishing  them  satisfactorily.  The  question  of 
finishing  would  not  of  necessity  loom  large  in  all  gauges, 
but  is  one  that  cannot  be  overlooked.  It  is  not  impossible 
that  new  nitriding  steels  will  be  developed  which,  after 
nitriding,  will  have  satisfactory  finishing  qualities. 

Paul  V.  Miller9 

In  the  opinion  of  the  writer  Dr.  Robb's  paper  covers  the 
subject  of  gauges  thoroughly,  and  there  is  little  that  the 
writer  could  add  unless  he  were  to  go  into  greater  detail  as 
to  the  design  or  manufacture  of  one  or  more  of  the  types 
discussed. 

There  is,  however,  one  point  which  might  well  be  men- 


7  President,  The  Hamilton  Gear  and  Machine  Company,  Toronto, 
Ont. 

8  Director,   Department  of  Engineering  and  Metallurgy,   Ontario 
Research  Foundation,  Toronto,  Ont. 

8  Manager,  Small  Tool  Division,  The  Taft-Peirce  Manufacturing 
Company,  Woonsocket,  Rhode  Island. 


tioned  in  a  discussion  of  the  production  of  gauges,  and  that  is 
the  matter  of  standardization  of  gauge  blanks  which,  at  a 
time  like  this,  is  really  of  vital  importance.  Some  sixteen 
years  ago  work  was  started  on  this  subject  and  several 
different  edition  of  a  subsequently  developed  Standard 
have  been  printed.  The  most  recent  edition  is  entitled, 
"Commercial  Standard  CS8-41"  published  by  the  United 
States  Printing  Office,  and  it  gives  complete  dimensional 
data  regarding  recommendations  for  gauge  blanks  of 
various  types.  Before  the  present  War  broke  out  in  Europe 
some  progress  was  made  in  England  toward  the  adoption 
of  certain  parts  of  this  standard,  and  the  writer  understands 
that  some  gauge  manufacturers  in  England  are  now  using 
the  dimensions  recommended  for  plug  gauges  and  snap 
gauges. 

The  writer  is  enclosing  a  copy  of  this  American  Standard 
covering  Gauge  Blanks,  and  would  suggest  that  some  men- 
tion of  this  be  made  in  the  discussion  of  Dr.  Robb's  paper, 
for,  no  doubt  most  of  the  gauges  which  Canada  is  purchasing 
from  manufacturers  in  the  United  States  will  be  made  to 
these  dimensions,  and  it  would  probably  result  in  some 
saving  and  economy  if  Canadian  manufacturers  were  to 
adhere  to  these  dimensions  where  practical. 

Colonel  A.  Theriault10 

I  have  read  this  article  with  much  interest  and  believe 
there  is  very  little  that  we  can  add. 

In  connection  with  the  last  sentence  under  the  heading 
"The  Gauging  Surface,"  in  which  Dr.  Robb  says  that 
internal  grinders  are  available  for  diameters  as  low  as  %  °f 
an  inch,  it  may  be  of  interest  to  know  that  we  are  presently 
grinding  internally  here  down  to  diameters  of  0.308  of  an 
inch  in  the  regular  course  of  our  work,  and  we  have  ground 
as  small  as  0.208  of  an  inch. 

Regarding  the  paragraph  on  Special  Machines,  I  wish  to 
say  that  we  are  the  proud  possessors  of  a  Swiss  Jig  Boring 
and  Measuring  Machine  on  which  the  table  can  be  located 
to  within  .0003  of  an  inch  for  any  position  of  the  table, 
horizontally  in  two  directions  and  vertically,  by  direct 
reading  dials  and  verniers. 

The  Author 

In  his  discussion  Mr.  Ayer  has  stressed  the  dearth  of 
scientific  literature  on  gauges.  In  peace  time  the  lack  of 
demand  for  such  books  may  be  accounted  for  by  the  fact 
that  the  whole  question  of  gauging  has  rested  lightly  on 
many  types  of  manufacturing.  However,  Mr.  F.  H.  Rolt, 
Metrologist,  National  Physical  Laboratory,  has  ably  pre- 
sented the  fundamentals  in  "  Gauges  and  Fine  Measure- 
ments "  published  in  two  volumes  by  Macmillan  &  Co., 
London,  1929.  The  machine  tools  and  inspection  equip- 
ment required  by  the  gauge  manufacturer  depend  upon 
the  type  or  types  of  gauges  which  he  can  deliver  at  a 
satisfactory  price. 

While  quick  dissemination  and  application  of  informa- 
tion on  novel  developments  and  ideas  on  gauge  production 
and  inspection  problems  during  war  save  time  and  ex- 
pense, the  secrecy  may  require  that  these  be  not  published 
but  be  reserved  for  the  benefit  of  the  gauge  and  munitions 
manufacturers,  the  gauge  inspection  laboratories  and  the 
inspectorate. 

Mr.  Blakey  has  aptly  described  the  special  part  which 
the  competent  tool  maker  and  precision  machine  operator 
plays  in  the  production  of  munitions  gauges. 

In  creating  the  gauges  for  the  inspector  and  in  dealing 
with  production  troubles,  "  the  perversity  of  inanimate 
things  "  frequently  places  a  severe  strain  on  the  tool 
maker's  sense  of  humour.  Like  the  artist,  his  reward  is 
largely  in  the  appreciation  of  his  splendid  creations. 

Mr.  Field  has  outlined  the  role  of  the  metrologist  and 
his  equipment  in  certifying  the  gauges  as  conforming  to 


10  Chief  Superintendent  of  Arsenals,  Dominion  Arsenal,  Quebec,  Que. 


540 


November,  1941     THE  ENGINEERING  JOURNAL 


standard  dimensions.  With  characteristic  modesty  he  has 
omitted  to  state  the  indispensable  function  which  the 
metrologist  and  his  laboratory  perform  in  connection  with 
the  educational  efforts  of  gauge  production  representa- 
tives, who  have  to  encourage  suitable  manufacturers  to 
undertake  the  production  of  gauges.  In  many  cases,  the 
gauge  laboratory  provides  the  first  opportunity  for  the 
manufacturer  to  observe  the  equipment  for  gauge  inspec- 
tion, to  become  familiar  with  the  standards  of  quality 
which  are  required  and  learn  about  the  technique  of  the 
metrologist  in  making  precise  measurements.  The  gauge 
laboratory  is  the  arena  in  which  gauge  production- 
troubles  are  diagnosed  and  recommendations  for  their  cor- 
rection given.  It  provides  fertile  ground  for  new  ideas  and 
novel  applications  of  some  all  but  forgotten  tricks  of  the 
craftsman.  It  was  largely  due  to  the  provision  of  this 
service,  quickly  organized  by  Mr.  Field  and  his  associates 
of  the  National  Research  Council,  that  Canadian  manu- 
facturers were  enabled  to  reach  a  monthly  output  of  in- 
spection gauges  by  mid-July,  1940,  equal  to  that  received 
in  Canada  from  all  sources  of  supply  on  this  continent 
during  the  month  of  November,  1917. 

Mr.  Gorth  has  stated  the  case  for  the  manufacturer. 
Other  reviewers  have  covered  certain  points  raised  in  this 
discussion. 

Tool  makers  will  second  his  appeal  to  the  designer  for 
consideration  of  the  question,  "  Can  the  gauge  be  made  in 
any  easier  way  ?  " 

It  sometimes  happens  that  the  tool  maker  is  able, 
without  disturbing  the  fundamental  design,  to  con- 
struct the  gauge  in  a  manner  which  greatly  facilitates  its 
inspection. 

Colonel  Howard's  explanation  of  the  difference  between 
"'  production  gauges  "  and  "  acceptance  gauges  "  is  timely. 
A  third  group  of  so-called  "  master  inspection  gauges  " 


find  a  very  limited  application,  although  during  the  last 
war  they  were  much  in  evidence.  Gauge  and  munitions 
manufacturers  will  appreciate  Colonel  Howard's  inter- 
pretation of  the  trends  in  industry. 

Mr.  Hamilton  has  expressed  the  relation  of  the  gauge 
tolerance  to  that  of  the  part  to  be  measured  and  to  the 
cost  of  production.  It  may  be  added  that,  when  time  and 
quantity  schedules  are  known,  the  objective  to  be  attained 
is  a  minimum  cost  per  unit  manufactured,  the  expense  for 
gauges  being  included  in  the  total. 

Truncated  thread  gauges  have  interesting  possibilities 
for  quality  control  and  were  reported  during  the  autumn 
of  1939  as  in  use  elsewhere.  However,  in  Canada  this  ser- 
vice has  generally  been  included  in  the  function  of  other 
types  of  gauges. 

Mr.  Ellis'  contribution  on  nitrided  steel  acceptably  fills 
one  of  the  gaps  in  the  gauge  story,  and  Canadian  engin- 
eers will  welcome  his  report  on  this  development,  which 
has  been  the  subject  of  investigation  in  his  laboratory 
during  recent  years. 

Mr.  Miller's  discussion  on  standardization  of  gauge 
blanks  and  his  reference  to  the  recent  publication  of  the 
United  States  Printing  Office,  "  C  S  8—41  "  (For  sale  by 
the  Superintendent  of  Documents,  Washington,  D.C.  — 
Price  15  cents)  will  be  appreciated  by  gauge  designers.  It 
is  noted  that  some  gauge  manufacturers  in  England  are 
using  the  dimensions  recommended  for  certain  types  of 
gauges. 

"  Armament  Production  Policies  " — 1941,  from  the  press 
of  the  Reinhold  Publishing  Corp.  New  York  (Price  $1.00), 
contains  brief  references  to  gauges. 

Colonel  Thériault's  report  on  developments  in  internal 
grinding  serves  to  report  a  further  achievement  of  the 
Dominion  Arsenal  at  Quebec. 


Abstracts  of  Current  Literature 


THE  ACOUSTIC  MINE 

From  The  Engineer  (London),  September  19th,  1941 

In  the  course  of  his  recent  review  of  the  war  in  the  House 
of  Commons,  Mr.  Winston  Churchill,  the  Prime  Minister, 
made  reference  to  the  anti-mining  service.  Almost  every 
night,  he  said,  thirty  to  forty  enemy  aeroplanes  were  casting 
destructive  mines,  with  all  their  ingenious  variations,  in 
the  most  likely  spots  to  catch  our  shipping.  The  attack 
was  begun  with  the  ordinary  moored  mine,  but  it  has  been 
continued  with  the  magnetic  mine  and  the  acoustic  mine. 
It  was  now  being  continued,  said  Mr.  Churchill,  with  the 
acoustic  mine  as  well  as  the  magnetic  mine  in  many  dan- 
gerous combinations.  The  acoustic  mine,  like  the  magnetic 
mine,  does  not  depend  on  actual  contact  with  a  ship  in 
order  to  detonate  it,  and  it  can  therefore  be  dropped  from 
aircraft  in  the  shallow  waters  of  harbours  and  narrow  chan- 
nels. The  mine  contains  an  electrical  relay,  which  is  adjusted 
to  fire  the  charge  when  the  ship's  propeller  is  near  enough 
for  the  ship  to  be  blown  up.  It  is  known  that  our  mine- 
sweepers are  now  equipped  to  deal  with  both  magnetic  and 
acoustic  mines  or  their  combinations.  This  means  an  added 
complication  to  their  equipments,  but  they  are  continuing 
to  discharge  their  task  of  keeping  our  harbours  and  channels 
clear  with  complete  efficiency.  Mr.  Churchill  stated  that 
20,000  men  and  1,000  ships  toiled  ceaselessly  to  clear  our 
ports  and  channels  every  morning.  Thanks,  he  said,  to  the 
resources  of  British  science  and  British  organization,  the 
menace  had  been  largely  mastered.  Reference  was  also  made 
by  the  Prime  Minister  to  the  work  of  the  salvage  service, 


Abstracts    of   articles    appearing    in 
the  current  technical  periodicals 


which,  he  said,  had  recovered  since  the  beginning  of  the 
war  in  every  circumstance  of  storm  and  difficulty,  con- 
siderably upwards  of  1,000,000  tons  of  shipping  which 
would  otherwise  have  been  cast  away. 

CONTROL  OF  CIVIL  ENGINEERING 

From  Civil  Engineering  and  Public  Works  Review  (London), 
September,  1941 

The  British  people  have  always  regarded  their  personal 
rights  as  sacrosanct,  something  that  must  never  be  inter- 
fered with  by  others.  The  fundamental  basis  that  lies  at  the 
bottom  of  the  present  war  is  the  struggle  to  maintain  per- 
sonal freedom  of  thought  and  religion  and  the  freedom  of 
action,  provided  it  is  not  to  the  detriment  of  others.  In  a 
struggle  between  such  mighty  forces  there  is  little  chance 
for  survival  if  there  is  a  lack  of  cohesion  and  of  co-operation. 
To  fight  tyranny  organized  for  war  and  dragooned  to  the 
sternest  forms  of  discipline  and  self-sacrifice,  it  is  necessary 
that  the  forces  of  freedom  must  steel  themselves  to  the  same, 
or  even  greater  sacrifices.  The  clear-sighted  men  of  the 
nation  have  realized  this  from  the  beginning  of  the  struggle, 
but  in  a  nation  where  freedom  of  thought  and  action  holds 
such  a  grip  on  the  public  mind,  the  people  of  Britain  have 
been  slow  to  recognize  the  necessities  of  the  hour.  This 
characteristic  may  be  a  weakness,  but  if  it  is  a  weakness 


THE  ENGINEERING  JOURNAL     November,  1941 


541 


it  is  also  a  source  of  great  strength  and  forms  the  stabilizing 
influence  which  prevents  hasty  experimentation  and  action 
without  mature  thought. 

As  the  war  has  progressed,  "right"  after  "right"  has  been 
surrendered  by  the  nation  and  dictatorial  powers  have  been 
bestowed  upon  the  Prime  Minister  and  his  Government. 
No  one  of  standing  has  challenged  the  wisdom  of  the  sur- 
render of  those  rights,  though  many  have  declared  that  the 
organization  of  the  nation  has  proceeded  far  too  tardily.  As 
each  problem  has  arisen,  it  has  been  dealt  with  in  its  turn 
and  the  national  needs  have  been  met,  when  it  has  been 
proved  necessary,  by  the  surrender  of  personal  liberty  of 
action  and  the  placing  in  the  hands  of  the  Government  an 
increase  in  power  over  the  individual  citizen,  his  business, 
and  his  wealth. 

The  development  of  the  war  in  the  air  has  produced  a 
problem  which  the  nation  has  to  face.  The  destruction  of 
buildings  and  works  of  public  utility  has  created  a  situation 
that  has  compelled  the  Government  to  review  the  position 
of  those  industries  and  professions  immediately  concerned. 
The  problem  is  complicated  by  the  demands  for  Govern- 
ment work  on  the  construction  of  new  factories,  aerodromes 
and  suchlike  essential  war  work. 

There  are  many  professional  men,  civil  engineers,  sur- 
veyors, and  others  who  are  intimately  connected  with  this 
problem.  Besides  these  there  are  the  trade  unions  and  the 
manufacturers  and  producers  of  raw  materials  such  as 
bricks,  gravel  and  cement.  Again,  there  are  the  many  rein- 
forced concrete  firms,  plant  manufacturers  and  plant  hirers. 

At  present  there  is  no  central  organization  representative 
either  of  all  these  varied  interests  and  of  builders,  contractors 
and  the  operatives.  The  number  of  workers  engaged  in  peace 
time  in  the  building  industry  and  the  civil  engineering  in- 
dustry was  about  1,400,000.  Already  more  than  half  this 
number  have  been  diverted  to  the  main  war  construction 
and  building  industry,  A  proper  co-ordination  of  this  great 
force  of  professional  and  skilled  labour  is  essential.  At  pres- 
ent the  Minister  of  Works  deals  with  many  individual  in- 
dustries. The  Minister  has  decided  that  there  shall  be  a 
proper  co-ordination  of  the  many  ramifications  of  the  in- 
dustry and  for  this  purpose  the  Building  Industries  National 
Council  has  been  expanded  to  bring  in  other  interests  not 
yet  represented,  thus  furnishing  him  with  a  council  to  help 
in  the  administration  of  the  various  powers  and  responsi- 
bilities. 

Membership  of  the  Council  is  confined  to  those  interests 
most  directly  and  immediately  concerned — employers  and 
operatives,  with  a  few  professional  and  independent  mem- 
bers. The  members  have  been  chosen  by  the  Minister  and 
are  not  delegates  of  sectional  interests. 

The  chairman  of  this  new  Works  and  Buildings  Council 
is  Mr.  Hugh  Beaver,  M.inst.c.E.,  M.i.chem.E.,  M.  inst.T., 
Director-General  Works  and  Buildings  and  previously  a 
partner  in  Sir  Alexander  Gibb  and  Partners,  Consulting 
Engineers,  and  the  secretary  is  Mr.  E.  J.  Rimmer,  b.Sc, 
M.Eng.,  A. M.Inst. CE. 

The  Minister  will  look  to  the  Council  for  advice  on  all 
matters  affecting  the  building  and  civil  engineering  industry. 
The  Council  has,  however,  the  right  of  initiative  and  may 
make  representations  on  any  matters  affecting  the  two 
industries. 

The  steps  taken  by  the  Minister  will,  without  doubt,  be 
welcomed  as  a  move  in  the  right  direction,  as  it  will  assist 
in  a  proper  control  of  the  industry  and  help  to  direct  the 
civil  engineering  and  building  effort  of  the  country  into 
channels  most  conducive  to  the  benefit  of  the  nation's  war 
effort.  It  will  tend  to  an  allocation  of  tasks  to  the  firms 
most  suited  to  their  performance.  A  central  body  such  as 
has  been  created  must  bring  about  a  smoother  co-operation 
between  the  various  branches  of  the  industries  and  greatly 
increase  their  efficiency.  This  gain  in  national  efficiency  will 
certainly  more  than  offset  any  advantage  the  civil  engineer 
might  have  possessed  without  the  compulsory  co-ordination, 
and  will  thus,  we  are  confident,  be  welcomed  by  all  members 
of  the  profession. 


THE  SHORT  STIRLING  BOMBER 

From  Trade  and  Engineering,  September,  1941 

Limited  details  may  now  be  published  concerning  the 
Short  Stirling,  the  R.A.F.'s  latest  four-engined  bomber 
which  has  already  taken  part  in  a  number  of  successful 
daylight  and  night  raids  and  has  proved  itself  a  first-class 
machine  in  every  way.  Its  most  noticeable  feature  is  its 
size.  It  is  87  ft.  3  in.  in  length,  22  ft.  9  in.  in  height,  and 
has  the  tremendous  wing-span  of  99  ft.,  which  is  4  ft. 
shorter  than  the  U.S.  Flying  Fortress.  A  midwing  mono- 
plane, it  has  wings  set  well  back  from  the  nose,  with  a 
noticeable  dihedral.  The  trailing  edge  tapers  sharply  to  the 
tip,  which  is  rounded  to  meet  the  leading  edge.  The  root, 
where  the  wings  are  swept  into  the  fuselage,  is  markedly 
thick. 

Power  is  derived  from  four  radial  engines,  either  Bristol 
Hercules  14-cylinder  air-cooled  of  1,400  h.p.  each,  or 
Wright  Cyclone  double-row  14-cylinder  air-cooled  motors. 
The  outer  engines  are  mounted  mid-wing  and  the  inner  are 
underslung  and  set  forward  of  the  outer  pair.  The  fuselage 
is  rectangular.  The  cockpit  is  well  over  the  nose,  some 
distance  forward  of  the  engines,  and  the  bomb  aimer's 
position  has  been  set  immediately  under  the  forward  gun 
turret.  The  depth  of  the  fuselage  permits  easy  access  to 
the  rear  gun  turret.  The  top  line  of  the  fuselage  runs  back 
straight  and  level  to  the  tail,  the  lower  line  being  swept  up 
to  the  tail  well  back  from  the  wings.  The  fin  and  single 
rudder  are  high  and  narrow.  The  tail  planes  are  of  extremely 
wide  span,  with  the  leading  edge  well  tapered  and  set  level 
with  the  fin.  Details  of  the  armament  remain  secret,  but, 
as  may  easily  be  imagined  from  the  presence  of  turrets  fore 
and  aft,  it  is  extremely  powerful. 

The  Stirling  contains  several  special  features.  The  wheels 
of  the  undercarriage,  which  retract  into  the  nacelles  of  the 
inner  engines,  are  more  than  5  ft.  in  diameter,  and  their 
tips  show  under  the  nacelles  when  retracted.  A  novel 
feature  is  the  fitting  of  twin  tail-wheels,  which  retract  into 
a  compartment  with  flush-fitting  doors.  Glass  which  is 
faired  into  the  sides  of  the  fuselage  ensures  a  well-lighted 
interior  the  whole  length  of  the  fuselage.  Another  detail 
which  cannot  yet  be  mentioned  is  the  bomb  load,  but  the 
fact  that  the  bomb  doors  extend  to  approximately  half  the 
length  of  the  fuselage  shows  that  it  is  exceptionally  heavy. 

Pilots  and  crews  who  have  taken  part  in  operations  in 
the  Stirling  say  that  it  has  exceedingly  good  flying  qualities. 
Some  of  the  features,  noticeably  the  tail,  proclaim  the 
relationship  of  the  Stirling  to  another  famous  Short  product, 
the  Sunderland  flying-boat,  which  continues  to  give  excel- 
lent service  with  the  R.A.F.  Coastal  Command. 


FATIGUE  RESISTANCE  OF  AUTOMOTIVE 
BEARINGS 

Abstracted  from  S.A.E.  Journal,  August,  1941 

Any  metallic  bearing,  if  run  under  completely  ideal  con- 
ditions and  if  run  long  enough,  eventually  will  fail  due  to 
fatigue,  provided  the  load  exceeds  the  endurance  limit  of 
that  particular  metal  or  alloy.  It  might  be  said  that  the 
bearing  dies  of  old  age. 

With  respect  to  fatigue,  we  can  rate  bearing  alloys  in 
the  following  order: 

1.  Copper-lead 

2.  Cadmium  Alloys 

3.  Tin-base  and  Lead-base  Alloys  (Conventional  Type). 
The  evidence  of  fatigue  is  the  presence  of  numerous  fine 

cracks  in  the  bearing  metal.  These  cracks  invariably  start 
at  the  bearing  surface.  The  first  phase  may  be  considered 
as  the  birth  of  the  crack.  In  the  second  phase,  the  crack 
works  inwardly  toward  the  bond  line,  its  actual  path  being 
influenced  greatly  by  the  location  of  the  grain  boundaries 
in  the  bearing  metal.  The  third  phase  is  quite  astounding 
and  is  very  probably  the  immediate  cause  of  most  bearing 
failures.  Here  the  crack  turns  at  right  angles  when  it  has 


542 


November,  1941     THE  ENGINEERING  JOURNAL 


proceeded  to  within  a  very  short  distance  of  the  bond  line. 
The  crack  will  then  run  in  a  plane  somewhat  parallel  to 
the  interface  between  bearing  metal  and  backing  metal. 
When  this  crack  meets  another  crack  which  has  worked 
down  from  the  surface,  the  effect  is  to  produce  a  small 
section  of  loose  bearing  material.  The  disastrous  results 
of  a  number  of  these  small  loose  pieces  can  readily  be 
visualized. 

From  the  foregoing  explanation  on  the  mechanism  of 
fatigue,  it  can  be  seen  why  the  performance  of  the  thin- 
layer  bearings  should  be  far  superior  to  the  conventional 
type  bearing.  The  manufacture  of  thin-layer  bearings  of 
the  Trimetal  and  Micro  type  requires  a  precision  and  a 
technique  not  thought  possible  just  a  few  years  ago.  How- 
ever, there  are  many  millions  of  both  of  these  types  of 
bearings  in  successful  operation  today. 

Corrosion  Resistance 

With  respect  to  resistance  to  corrosion  by  acids  formed 
in  the  oxidation  of  oil,  the  four  general  alloys  group  them- 
selves somewhat  differently.  Here  the  tin-base  and  lead- 
base  alloys  are  practically  immune  to  any  type  of  corrosion 
so  far  encountered  in  the  field.  On  the  other  hand,  the 
cadmium  alloys  and  copper-lead  are  definitely  susceptible 
to  attack  if  corrosive  conditions  are  allowed  to  exist. 
Future  Bearings 

It  is  quite  evident  that  the  trend  of  future  bearing  devel- 
opments is  toward  a  very  thin  lining  of  a  recognized  bear- 
ing material  backed  by  steel  or  steel  and  an  intermediate 
layer  of  bronze.  As  production  methods  with  respect  to 
bearings  and  engines  are  improved,  we  may  expect  even 
thinner  linings  than  are  in  use  at  the  present  time.  In 
closing,  it  may  be  of  interest  to  mention  that  "Micro" 
and  "Trimetal"  bearings  have  been  produced  by  labora- 
tory methods  which  have  successfully  sustained  mean  unit 
pressures  in  excess  of  10,000  psi. 

ENGINEERS'  EARNINGS 

From  Engineering  (London),  September  26th,  1941 

In  normal  times,  professors  of  engineering  give  consider- 
able time  to  efforts  enabling  graduates  of  their  colleges  to 
make  a  start  on  a  technical  career.  Frequently  they  are 
helped  in  this  activity  by  appointment  boards,  which  now 
operate  in  connection  with  most  universities,  while  assist- 
ance may  also  be  rendered  by  the  professional  institution 
of  which  any  particular  graduate  may  be  a  student  member. 
The  whole  of  this  type  of  activity  is  now  in  a  state  of  sus- 
pension. No  graduate  whose  technical  attainments  make  it 
desirable  that  he  should  be  employed  in  some  phase  of  war 
industry,  rather  than  pass  into  one  of  the  Services,  finds 
any  difficulty  in  obtaining  an  appointment.  This  state  of 
affairs  is  not  likely  to  endure  after  the  war,  except  possibly 
during  a  period  of  hurried  reconstruction,  and  in  due  course 
engineering  graduates  will  again  be  faced  by  the  old  problem. 

The  particular  branch  of  engineering  to  which  a  young 
man  passes  after  leaving  college  is  frequently  determined  by 
chance;  he  takes  whatever  job  is  offered.  In  some  cases, 
however,  selection  is  possible.  In  that  case  his  choice  will 
be  largely  determined  by  the  course  of  training  which  has 
been  followed,  and  to  some  extent  by  the  particular  interests 
and  enthusiasms  of  the  teaching  staff  to  which  he  has  been 
subjected.  There  is  also  a  fashion  in  these  things.  At  one 
time,  a  majority  of  young  engineers  were  attracted  by  elec- 
trical work,  due  possibly  to  the  remarkable  progress  that 
particular  branch  of  engineering  made  in  the  course  of  some 
twenty  years.  More  recently,  the  internal-combustion  en- 
gine, in  its  various  phases,  has  proved  one  of  the  major 
attractions.  The  proportion  of  graduates  entering  any  par- 
ticular branch  of  engineering  is  necessarily  affected  by  the 
arrangements  which  that  branch  makes  to  receive  it,  and 
the  institution  of  graduate-apprentice  courses  by  some  of 
the  large  electrical  firms  enabled  them,  at  one  time  to  take 
the  pick  of  the  graduate  available.  Various  other  branches 
of  engineering  have  now  realized  the  value  of  building  up 
their  technical  staffs  by  facilitating  the  entry  of  selected 


graduates  into  their  works,  and  matters  are  not  so  one- 
sided as  they  were. 

Probably  few  young  men  to  whom  a  choice  between 
various  branches  of  engineering  is  offered  base  their  selec- 
tion on  a  consideration  of  which  is  likely  ultimately  to 
provide  them  with  the  largest  salary,  although  the  imme- 
diate emolument  offered  is  often  a  factor  not  to  be  ignored. 
The  late  Dr.  Rosenhain  once  told  us  that,  when  he  was 
interviewing  candidates  for  a  post  at  the  National  Physical 
Laboratory,  one  young  man,  asked  if  research  work  was  of 
particular  interest  to  him,  replied  that  his  real  interest  was 
to  obtain  a  job  which  would  furnish  him  with  a  salary  of 
1,000£  a  year,  as  soon  as  possible.  It  was  suggested  that 
in  that  case  he  had  come  to  the  wrong  shop.  The  point  of 
view  of  this  particular  candidate  is,  we  think,  unusual. 
Most  young  men  do  not  speculate  whether  electrical  or 
mechanical  work  is  likely  ultimately  to  be  more  profitable. 
Even  if  they  did,  they  generally  have  no  data  on  which 
to  base  a  conclusion.  The  graduate  who  chooses  a  particular 
line  of  work  because  of  family  or  other  connections,  which 
will  ultimately  place  him  in  a  good  position,  is,  of  course, 
a  special  case. 

It  is  no  one's  business  to  determine  whether  an  engineer- 
ing graduate,  who  joins  a  firm  of  contractors  and  specializes 
on  tunnel  work,  is,  on  the  average,  likely  ultimately  to 
make  more  money  than  one  who  joins  a  firm  of  electrical 
engineers,  or  devotes  himself  to  radio  transmission.  As  a 
result,  co-ordinated  statistics  on  the  matter  are  not  avail- 
able. A  recent  publication  by  the  United  States  Department 
of  Labour,  with  one  aspect  of  which  we  dealt  in  our  issue 
of  August  22,  does,  however,  contain  some  incidental  in- 
formation on  the  subject.  This  publication,  entitled  Employ- 
ment and  Earnings  in  the  Engineering  Profession,  1929  to 
1934,  was  prepared  at  the  request  of  the  American  Engi- 
neering Council  in  order  to  determine  the  effect  of  the  busi- 
ness depression  of  1930-1934  on  professional  engineers.  The 
figures  of  earnings  which  it  quotes,  as  they  refer  to  American 
practice  during  a  special  period  of  stress,  have  no  direct 
application  to  this  country.  It  is  possible,  however,  that  the 
relative  earning  value  of  different  types  of  activity  which 
is  disclosed  may  have  some  bearing  on  British  conditions. 

The  figures  in  the  report  were  collected  and  are  considered 
from  the  point  of  view  of  the  effect  of  the  depression  on 
engineering  earnings,  and  the  relative  position  occupied  by 
different  types  of  occupation  was  not  quite  the  same  at  the 
beginning  of  the  period  studied  as  at  the  end.  In  general 
terms,  however,  it  was  found  that,  in  private  employment, 
mining  and  metallurgical  engineers  were  paid  the  highest 
rates,  followed  by  those  engaged  in  chemical  and  ceramic 
engineering,  mechanical  and  industrial  engineering,  civil 
engineering  and  electrical  engineering,  in  that  order.  In 
public  employment,  civil,  electrical  and  mechanical  engi- 
neers earned  less  than  in  private,  except  for  civil  engineers 
engaged  on  new  construction.  The  particular  section  of  any 
of  the  main  branches  of  engineering  on  which  a  man  was 
engaged  had  considerable  influence  on  salary,  and  it  is  stated 
that  "engineers  engaged  in  general  administration  make 
from  half  again  to  twice  as  much  as  those  engaged  in  design, 
construction  or  operation."  Consulting,  teaching  and  sales 
averaged  less  than  administration,  but  more  than  design, 
construction  and  operation. 

These  figures  were  obtained  by  means  of  a  questionnaire 
which  brought  in  52,589  effective  replies.  Of  these  3,900 
were  from  chemical  and  ceramic  engineers  and  19,981  from 
civil  engineers.  Whether  these  two  figures  fairly  represent 
the  proportionate  numbers  of  the  two  types  of  engineer  in 
the  United  States  we  do  not  know,  but  the  higher  position 
in  the  salary  scale  occupied  by  the  chemical  engineers  can 
partly  at  least  be  explained  by  the  fact  that  a  smaller  pro- 
portion of  them  than  of  any  other  class  was  engaged  in 
public  employment.  With  civil  engineers  the  position  was 
reversed  and  in  most  fields  earnings  in  public  employment 
were  less  than  in  private  industry.  An  inquiry  in  this  country 
might  disclose  the  same  thing,  but  in  our  case  public  em- 
ployment usually  carries  pension  rights,  which  are,  in  effect, 


THE  ENGINEERING  JOURNAL     November,  1941 


543 


equivalent  to  an  addition  to  salary.  This  apparently  does 
not  hold  in  the  United  States.  "The  degree  of  economic 
security  among  professional  engineers,  as  evidenced  by  pos- 
session of  an  employment  contract  covering  some  period  of 
time,  or  by  pension  privileges,  was  negligible." 

The  leading  position  found  to  be  occupied  by  chemical 
engineers  is  possibly  to  be  explained  by  the  fact  that  they 
are  engaged  in  an  industry  which  has  greatly  extended  in 
recent  years,  particularly  in  the  plastics  branch.  As  the 
number  of  men  who  have  taken  a  degree  in  chemical  engi- 
neering is  certainly  much  smaller  than  those  who  have  done 
the  same  thing  in,  say,  electrical  engineering,  and  expanding 
industry,  competing  for  the  supply  available,  might  tend  to 
raise  the  standard  of  salary  offered.  A  condition  of  this  kind 
however,  would  not  necessarily  be  permanent.  There  is  a 
further  factor  which  may  have  had  an  influence  on  the 
matter.  The  proportion  of  first-degree  engineering  graduates 
found  in  the  ranks  of  ceramic  engineers,  a  branch  of  the 
chemical  engineers,  was,  at  77.3  per  cent,  higher  than  in  any 
other  sphere.  The  higher  standard  of  education  marked  by 
the  possession  of  a  degree  was,  in  fact,  found  to  influence 
earnings. 

The  inquiry  revealed  that,  although  non-graduate  engi- 
neers had  an  advantage  in  the  early  years,  owing  to  the 
fact  that  they  were  establishing  themselves  in  industry 
while  the  graduates  were  at  college,  they  lost  their  lead  at 
a  time  corresponding  to  five  years  after  graduation.  Even 
two  years  after  graduation  the  difference  in  earnings  be- 
tween the  two  groups  was  very  small.  After  this  initial  period 
the  graduates  drew  ahead,  and  advancing  age  showed  a 
considerable  advantage  in  their  favour,  indicating  that,  in 
general,  they  tended  to  obtain  the  better-paid  posts.  The 
returns,  as  a  whole,  showed  wide  variations,  as  might  have 
been  expected,  and  many  important  positions  were  occupied 
by  non-graduate  engineers.  On  the  average,  however,  the 
graduates  tended  to  show  the  larger  earnings  in  the  long  run, 
their  emoluments  continuing  to  increase  for  several  years 
beyond  the  point  of  maximum  earning  capacity  of  non- 
graduate  engineers.  In  the  case  of  the  latter,  the  average 
condition  was  found  to  be  that  their  salaries  either  remained 
stable,  or  declined,  after  the  age  of  53  years. 

NEW  SWISS  GRINDING  AND  MILLING  MACHINES 

By   Alfred   Riekenmann 

From  Schweizerische  Bauzritung,  April  1941. 

Abstracted  by  The  Engineers'  Digest  (London),  July,  1941. 

At  the  1940  Basle  Fair  some  new  thread  grinding  and 
milling  machines  were  introduced  by  the  Swiss  firm, 
Reishauer-Werkzeuge  A.G.,  which  are  subsequently  de- 
scribed. 

Owing  to  its  great  versatility,  the  universal  thread  grind- 
ing machine,  type  NRK,  can  be  used  for  grinding  threads 
of  all  descriptions,  such  as  right  and  left  hand,  internal  and 
external  threads  with  a  pitch  of  about  0.4  to  0.8  mm.  The 
grinding  wheel  is  adjustable  from  both  sides  up  to  about 
25  deg.  helix  angle.  The  machine  can  work  with  a  single  or 
a  multi  profile  grinding  wheel  of  40  mm.  maximum  width. 
With  a  single  profile  grinding  wheel  it  makes  use  of  the 
longitudinal  traverse  grinding  method,  while  with  a  multi- 
profile  wheel  it  operates  by  the  plunge-cut  method.  The 
first  method  is  used  for  spindles,  worm  gears,  long  screw 
taps,  and  thread  gauges,  that  is  whenever  the  length  of  the 
thread  exceeds  40  mm.,  or  when  it  would  not  pay  to  prepare 
a  multi  profile  wheel.  For  short  taps,  or  for  grinding  threads 
on  bolts,  screws,  etc.,  made  of  high  quality  steel  the  second 
method  is  advantageous.  It  eliminates  rough  machining  of 
the  thread,  and  hence  the  adjustment  of  the  grinding  wheel 
in  the  rough  thread. 

The  single  profile  wheel  is  formed  by  means  of  a  diamond, 
while  for  the  multi  profile  wheel  crushing  rolls  are  used 
which  are  pressed  against  the  wheel.  For  precision  work 
the  machine  is  fitted  with  a  hardened  and  ground  grinding 
spindle  and  a  special  pitch  correcting,  change  speed,  gear. 


For  easy  setting  of  the  grinding  wheel  in  rough  machined 
threads,  a  telescope  with  a  revolving  graticule  is  provided. 
The  electrical  machinery  consists  of  four  motors,  all  con- 
trolled by  press  buttons.  The  reversing  of  the  slide  is 
hydraulically  operated,  and  so  is  the  relief  grinding  motion 
of  the  slide. 

Another  new  model  introduced  by  the  same  firm  is  the 
R.  1.  This  machine  is  a  combined  Internal,  Thread  and 
Hole  Grinder  with  provision  for  dealing  with  parallel  or 
taper  holes.  Thread  grinding  is  always  performed  with  multi- 
profile  grinding  wheels. 

Since  the  speed  of  travel  for  thread  and  plain  hole  grind- 
ing is  different,  provision  is  made  for  a  quick  change  over 
from  one  type  of  work  to  another.  For  this  purpose  two 
table  slides  are  provided,  one  above  the  other,  the  lower 
oen  for  the  fast  traverse  when  hole  grinding  is  being 
hydraulically  operated,  and  the  other  for  thread  grinding 
operated  through  gearing. 

The  speed  of  the  machine  can  be  steplessly  varied  between 
wide  limits.  Three  internal  spindles  are  provided  with  a 
range  of  speeds  from  4,000  to  28,000  r.p.m.  to  amply  cover 
the  various  grinding  wheel  diameters  that  will  be  required 
for  the  range  of  work  of  which  the  machine  is  capable.  A 
tachometer  indicates  the  spindle  speed.  Work  speeds  are 
variable  from  0.5  to  256  r.p.m.  in  32  steps. 

The  short  thread  milling  machine,  Type  KBH,  is  prin- 
cipally a  thread  groove  milling  machine.  The  work  spindle 
provides  the  longitudinal  and  transverse  motion  for  the 
pitch  and  the  depth  of  thread.  After  the  work  is  finished 
the  spindle  is  brought  automatically  to  its  original  position. 
Operation  of  the  machine  consists  only  of  feeding  the  work 
to  the  machine  and  starting  the  motor.  All  other  work  is 
automatically  performed. 

The  machine  is  especially  suitable  for  cutting  short 
internal  and  external  threads.  The  following  operations  are 
hydraulically  controlled;  clamping  and  releasing  of  the 
work,  advancing  and  returning  the  work  slide,  fixing  the 
slide  into  position,  and  automatic  operation  of  a  milling 
cutter  protection  cover  during  changing  of  work. 

THE  CHANNEL  TUNNEL 

By  Rolt  Hammond,  A.C.G.I. 

From  The  Central  (London),  June,  1941 

There  are  few  projects  about  which  so  much  has  been 
written  and  debated  for  nearly  a  century  and  a  half  than 
the  Channel  Tunnel.  Ideas,  fantastic  and  practical,  have 
been  put  forward  during  that  period  in  profusion,  and  a 
very  brief  history  of  these  may  be  of  interest  at  the  present 
time. 

It  is  generally  believed  that  the  first  idea  was  put  for- 
ward in  1802  by  the  French  mining  engineer,  Mathieu, 
when  he  presented  his  plans  to  the  Emperor  Napoleon, 
during  the  First  Consulship.  The  Emperor  welcomed  the 
scheme,  which  even  found  favour  with  the  eminent  British 
statesman,  Charles  James  Fox;  Mathieu's  plans  were  exhib- 
ited at  the  Luxembourg  and  at  other  galleries  in  Paris,  but 
it  is  unfortunate  that  no  trace  of  them  can  now  be  found. 

De  Gamond  was  another  French  engineer  who  devoted  a 
vast  amount  of  time  and  energy  to  the  solution  of  this 
problem.  For  more  than  forty  years  he  studied  various 
schemes,  and  considered  in  turn  a  submerged  tube,  a  sub- 
merged concrete  roadway,  a  train  ferry  and  finally  a  tunnel. 
For  building  the  submerged  roadway  he  proposed  to  use 
forty  submarine  boats  of  his  own  invention;  with  these, 
and  with  the  aid  of  1,500  sailors  and  navvies,  for  a  sum  of 
£10,000,000  he  guaranteed  to  provide  a  Channel  crossing 
lasting  thirty-three  minutes. 

The  Great  Exhibition  of  1851  gave  rise  to  a  crop  of  sug- 
gestions, most  of  which  were  fantastic  and  smacked  more 
of  the  romances  of  Jules  Verne  than  of  practical  engineering 
projects.  In  1856  we  find  De  Gamond  once  more  on  the 
warpath,  this  time  with  a  proposal  for  a  tunnel.  He  planned 
to  build  thirteen  islands  in  the  Channel,  through  which  he 
would  sink  shafts  to  terra  firma;  from  these  shafts  he  pro- 


544 


November,   1941     THE  ENGINEERING  JOURNAL 


posed  to  drive  tunnels  east  and  west  until  the  different 
sections  met  one  another.  At  that  time  this  was  the  only 
known  method  of  driving  long  tunnels,  for  by  such  means 
it  was  possible  to  divide  the  work  into  sections  of  manage- 
able length.  The  obvious  objection  to  his  scheme  was  the 
permanent  obstruction  which  would  be  caused  by  the  islands 
in  the  Channel,  and  it  was  therefore  not  surprising  that  the 
idea  was  rejected  by  Napoloen  III  and  Queen  Victoria,  to 
whom  it  was  presented  simultaneously. 

Undaunted  by  his  failure  to  produce  a  workable  scheme, 
De  Gamond  then  turned  his  attention  to  the  idea  of  a 
bridge,  which  he  proposed  to  construct  between  East  Ness 
Corner  and  Calais.  This  again  would  have  entailed  great 
obstruction  to  navigation,  and  any  bridge  project  has  the 
further  disadvantage  of  being  extremely  vulnerable. 

It  is  interesting  from  an  historical  point  of  view  to  men- 
tion that  the  bridge  project  put  forward  by  Schneider  and 
Hersant  in  1889  received  the  support  of  such  well-known 
bridge  engineers  as  Sir  John  Fowler  and  Sir  Benjamin  Baker; 
details  of  the  bridge  were  given  at  a  meeting  of  the  Iron 
and  Steel  Institute  in  Paris.  Crossing  the  Channel  from 
Cap  Gris  Nez  to  Folkestone,  the  longest  spans  were  to  be 
1,638  ft.  in  length  (as  compared  with  1,640  ft.  in  the  case 
of  the  Forth  bridge),  while  the  shortest  was  to  be  320  ft. 
The  columns  of  this  huge  structure  were  to  rest  on  masonry 
supports,  each  130  ft.  high,  providing  a  minimum  height 
of  180  ft.  above  water  level. 

In  the  'sixties  and  'seventies  of  last  century  many  sug- 
gestions were  again  put  forward,  one  in  particular  creating 
considerable  interest.  This  was  due  to  James  Chalmers, 
who  published  a  book  in  1861  in  which  he  described  his 
proposal  for  a  submerged  tube  to  be  laid  on  the  bed  of  the 
Channel,  and  to  be  ventilated  by  three  huge  towers  rearing 
their  heads  above  the  sea.  Obviously  any  form  of  sub- 
merged tube  has  grave  disadvantages,  for  it  would  affect 
tides  and  currents  very  considerably,  and  probably  cause 
considerable  silting. 

The  year  1867  may  be  considered  as  the  most  momentous 
in  Channel  Tunnel  history,  for  in  that  year  William  Low, 
M.mst.c.E.,  conceived  a  plan  of  attack  which  has  never 
been  bettered,  and  he  was  the  first  engineer  to  put  forward 
a  scheme  based  on  thoroughly  sound  engineering  practice. 
Low  was  one  of  the  best-known  civil  and  mining  engineers 
of  his  day,  and  carried  out  a  large  amount  of  railway  and 
tunnel  work.  His  scheme  for  the  Channel  Tunnel  provided 
for  twin  tunnels,  each  18  ft.  in  diameter  and  33  miles  long, 
the  submarine  portion  having  a  length  of  24  miles.  These 
two  tubes  were  to  be  connected  by  transverse  galleries  at 
intervals  of  about  110  yards  to  help  ventilation  and  the 
tunnel  was  to  be  located  about  150  ft.  below  the  Channel 
bed. 

Detailed  plans  for  this  scheme  were  presented  by  Low 
and  G.  F.  Thomas  to  Napoleon  II,  in  the  same  year,  the 
Emperor  being  greatly  intrigued  by  the  ventilation  possi- 
bilities of  the  twin  tunnels.  With  typical  Gallic  wit  he  re- 
marked: "I  see  perfectly;  you  give  us  English  air  through 
one  tunnel  and  we  shall  send  you  French  air  through  the 
other." 

The  formation  of  the  Channel  Tunnel  Company  in  1872 
was  followed  in  1875  by  a  concession  being  obtained  by 
the  French  Channel  Tunnel  Company  from  their  Govern- 
ment, and  a  shaft  was  sunk  at  Sangatte,  near  Calais.  From 
this  shaft  they  subsequently  drove  a  heading  about  l}/£ 
miles  in  length  and  in  the  same  year  the  South-Eastern 
Railway  voted  £20,000  for  research.  The  Channel  Tunnel 
Company  also  obtained  powers  to  make  trials  at  St.  Mar- 
garet's Bay,  near  Dover.  Low's  plan  for  a  railway  tunnel 
was  adopted  by  the  railway  company  in  1881  and  two 
shafts  were  sunk,  one  at  Shakespeare's  Cliff  and  one  at 
Abbot's  Cliff;  from  the  former  a  7-ft.  heading  was  driven 
for  about  2,000  yards,  and  from  the  latter  a  similar  heading 
880  yards  long. 

From  all  this  it  would  seem  that  the  great  project  was 
at  last  launched  upon  its  course  when,  like  a  bolt  from  the 


blue,  came  a  permanent  injunction,  sponsored  by  Mr. 
Joseph  Chamberlain  in  1882.  Matters  of  national  defence 
and  high  policy  intervened  to  stop  the  venture. 

Since  that  time  the  matter  has  been  thrashed  out  from 
every  conceivable  point  of  view,  but  the  author  considers 
that  there  is  only  time  to  deal  with  the  technical  side  of 
the  problem,  itself  a  fascinating  study.  Geologists  have 
proved  that  the  grey  or  Rouen  chalk  extends  in  a  thick 
continuous  bed  across  the  Channel,  and  it  is  believed  that 
there  should  be  no  insuperable  difficulty  in  tunnelling 
through  this  material. 

The  Channel  Tunnel  Committee  Report,  presented  to 
Parliament  in  1930,  is  an  extremely  interesting  document 
and  worthy  of  close  study.  The  Committee  were  assisted 
by  three  well-known  firms  of  consulting  engineers,  who 
reached  the  conclusion  that  a  pilot  tunnel  would  be  essential 
to  prove  the  feasibility  of  the  whole  scheme;  this  would 
cost  £5,600,000  and  would  take  five  years  to  construct. 
The  main  tunnels,  which  would  be  twin  tunnels,  as  pro- 
posed by  William  Low,  would  involve  the  expenditure  of 
£25,300,000  and  would  take  another  three  years  to  con- 
struct and  equip  for  an  electric  railway.  After  weighing  all 
the  evidence,  which  covered  every  aspect  of  the  scheme 
the  Committee  came  to  the  decision  that  although  some 
interests  would  be  adversely  affected,  the  Channel  Tunnel, 
would  be  of  economic  advantage  to  the  country. 

So  the  matter  rests  today,  but  at  present  we  must  obvi- 
ously regard  with  the  greatest  suspicion,  in  view  of  recent 
bitter  happenings,  any  project  which  tends  to  make  us 
more  vulnerable  than  we  already  are  to  unscrupulous  gang- 
sters who  pretend  to  represent  their  countries.  Let  us  hope 
that  in  the  not  too  distant  future  it  may  prove  possible  to 
reconsider  the  scheme,  but  this  will  have  to  be  in  an  atmos- 
phere purged  of  traitors,  parachutists  and  similar  pests. 

One  of  the  most  important  points  which  occurs  to  the 
author  is  that  it  will  be  useless  to  incur  this  vast  expense 
if  the  works  have  to  be  flooded  in  wartime.  Under  such 
conditions  the  whole  effort  and  expense  would  go  for 
nothing. 

Finally,  the  author  is  convinced  that  this  great  work 
could  be  carried  out  and  that  if  political  conditions  could 
be  stabilized  on  the  Continent,  then  it  would  be  of  ines- 
timable advantage  to  all.  Let  us  hope  that  such  conditions 
will  speedily  come  to  pass,  but  this  may  be  delayed  for  a 
long  time  vet. 


THE  "HALIFAX"  FOUR-ENGINED  BOMBER 

From  The  Engineer  (London),  September  19th,  1941 

On  Saturday,  September  13th,  details  were  released  by 
the  Air  Ministry  of  the  Handley-Page  bomber,  which,  to- 
gether with  the  "Stirling"  and  other  types,  forms  the  spear- 
head of  the  Royal  Air  Force  offensive  on  Germany.  The 
"Halifax"  is  an  all-metal  midwing  monoplane,  having  a 
wing  span  of  99  ft.  and  a  length  of  70  ft.,  with  a  height  of 
22  ft.  It  is  powered  with  four  Rolls-Royce  "Merlin"  twelve- 
cylinder  liquid-cooled  engines,  and  has  three-bladed  air- 
screws. The  fuselage  is  rectangular  in  shape  and  the  position 
for  the  bomb  aimer  is  arranged  under  the  forward  turret. 
It  carries  heavy  defensive  armament  and  is  furnished  with 
slotted  flaps  for  the  purpose  of  giving  improved  take-off. 
De-icing  equipment  is  fitted,  not  only,  as  usual,  to  the 
wings  but  to  the  tail  unit  and  to  the  airscrews.  It  is  men- 
tioned that  points  in  the  construction  which  may  assist 
identification  include  square  wing  tips,  and  a  rectangular 
tailplane  with  the  twin  fin  and  rudder  units  at  its  extremity. 
During  last  week  Lord  and  Lady  Halifax  visited  a  Southern 
aircraft  factory,  and  Lady  Halifax,  who  a  few  weeks  ago 
launched  the  thousandth  bomber  from  a  certain  American 
aircraft  works  on  its  way  to  England,  performed  the  naming 
ceremony  for  a  new  Halifax  bomber.  In  a  speech  made  by 
Lord  Halifax  reference  was  made  to  the  part  that  that  type 
of  machine  had  recently  played  in  heavy  bombing  attacks 
on  Berlin  and  Turin. 


THE  ENGINEERING  JOURNAL     November,  1941 


545 


ELECTRICITY  SUPPLY  IN  THE 
BRITISH  EMPIRE 

From  Engineering  (London),  September  26th,  1941 

In  his  address  to  the  London  Students'  Section  of  the 
Institution  of  Electrical  Engineers,  on  August  27,  Mr.  J.  R. 
Beard,  the  President  of  the  Institution,  gave  an  interesting 
account  of  the  various  ways  in  which  the  organization  of 
public  electricity  supply  has  been  carried  out  in  the  different 
countries  of  the  Empire.  He  began  by  pointing  out  that  the 
ultimate  possibilities  of  electrical  development  in  the  vast 
areas  concerned  was  almost  impossible  to  visualize.  Many 
of  the  countries  were  but  sparsely  populated  and  it  was  to 
this  country,  as  the  chief  manufacturing  centre  of  the 
Empire,  that  they  would  look  for  electrical  equipment  for 
many  years  to  come.  It  was  probable  that  the  majority 
of  his  hearers  would  ultimately  be  concerned  with  Empire 
electrical  development,  either  by  taking  some  part  in  manu- 
facture at  home,  or  proceeding  to  some  Dominion  or  Colony 
for  the  erection  or  operation  of  plant.  The  close  connection 
of  the  Institution  with  this  great  sphere  of  electrical  enter- 
prise was  illustrated  by  the  fact  that  already  one-fifth  of 
the  total  membership  was  made  up  of  overseas  members; 
these  were  mainly  domiciled  in  the  Dominions. 

The  fields  of  major  importance  were  naturally  furnished 
by  Canada,  Australia,  New  Zealand,  South  Africa,  India 
and  the  Far  East,  but  many  of  the  smaller  countries  offered 
considerable  scope  for  future  development.  As  an  example, 
there  were  enormous  sources  of  potential  water  power  in 
British  Guiana,  as  well  as  in  the  West  Indies,  West  and 
East  Africa,  and  Palestine,  the  relatively  small  installations 
at  present  existing  representing  only  the  beginnings  of 
power  supply  over  large  areas.  The  electrical  manufacturing 
production  of  Great  Britain  for  home  use  was  valued  at 
109,000,000£  ,per  annum;  for  export  to  the  Empire 
18,000,000£,  and  to  foreign  countries  7,OCO,000£.  In  1938, 
Great  Britain  supplied  70  per  cent  of  the  electrical  imports 
of  Australia,  16  per  cent,  of  those  of  Canada  and  51  per 
cent,  of  those  of  India.  The  figures  for  Eire,  New  Zealand 
and  South  Africa  were  respectively,  66  per  cent.,  61  per 
cent.,  and  60  per  cent.  In  Australia  there  was  an  electrical 
manufacturing  industry  which,  in  1938,  had  an  output 
valued  at  5,200,000£,  the  corresponding  output  in  Canada 
having  a  value  of  20,000,000£. 

Turning  to  the  organization  of  electricity  supply  in  the 
various  countries,  Mr.  Beard  first  dealt  with  Canada.  In 
that  country,  93  per  cent,  of  the  total  generating  capacity 
was  in  the  form  of  hydro-electric  plant  which  produced 
98  per  cent,  of  the  total  annual  output.  One  quarter  of  this 
was  off-peak  power  utilized  for  industrial  heating,  in  paper 
works,  for  aluminium  production,  and  extensively  for 
domestic  water  heating.  The  general  standard  of  consump- 
tion was  four  times  that  of  Great  Britain,  possibly  due  to 
the  general  availability,  especially  in  rural  areas.  The  United 
States  standards  of  110  volts  to  115  volts  and  60  cycles, 
dominated  Canadian  practice.  Canada,  like  Australia,  was 
a  Federation  of  Provinces  and  the  Federal  Government 
took  no  part  in  electrical  matters.  In  the  organization  of 
electricity  supply,  Ontario  and  Quebec  were  of  chief  interest 
as  they  accounted  for  more  than  80  per  cent,  of  the  Canadian 
output. 

Mr.  Beard  then  dealt  with  the  organization  of  the  Hydro- 
Electric  Power  Commission  of  Ontario,  which  came  into 
existence  in  1907.  It  is  not  necessary  to  reproduce  this  part 
of  his  address  as  the  matter  was  dealt  with  on  page  232  of 
our  issue  of  last  week.  Some  additional  figures  he  gave  may, 
however,  be  quoted.  The  Commission  now  owned  45  power 
stations,  of  capacities  ranging  up  to  400,000  kw.  and  had  a 
total  load  of  1,500,000  kw.  It  acted  as  agent  and  trustee 
for  a  partnership  of  850  municipalities.  In  Quebec,  the  Pro- 
vincial Government  had  hitherto  exercised  little  influence 
over  the  electric-supply  industry,  which  was  mainly  in  the 
hands  of  a  number  of  large  companies.  A  Provincial  Elec- 
tricity Board  was,  however,  established  in  1937,  to  act  as 
a  regulating  and  controlling  authority.  A  National  Elec- 


tricity Syndicate  was  allso  set  up  to  develop  generating 
plants  and  distribution  systems,  particularly  with  a  view 
to  the  supply  of  rural  areas.  These  organizations  were 
roughly  counterparts  of  the  Electricity  Commissioners  in 
this  country  and  the  Hydro-Electric  Commission  in  Ontario. 
It  seemed  probable  that  a  provincially-controlled  system  of 
generation  and  distribution  would  ultimately  replace  private 
enterprise.  Other  provinces,  such  as  Nova  Scotia,  Manitoba 
and  Saskatchewan  had  smaller  organizations  based  on 
the  model  of  Ontario,  but  in  British  Columbia  supply 
had  been  left  entirely  to  private  companies  and  the  muni- 
cipalities. 

In  New  Zealand,  where  the  sole  right  to  use  waterpower 
was  vested  in  the  Crown,  over  90  per  cent,  of  the  annual 
output  was  obtained  from  hydro-electric  stations.  The  first 
undertakings  were  established  by  local  authorities  and  com- 
panies to  which  the  government  granted  rights  to  develop 
certain  areas.  The  Government  itself  entered  the  industry 
in  1910  when  it  began  work  on  the  Lake  Coleridge  scheme. 
Since  that  time  operating  through  the  Public  Works 
Department,  it  had  built  or  purchased  plant  and  trans- 
mission lines  forming  complete  interconnected  systems  in 
each  island.  The  installed  capacity  in  the  North  Island 
was  194,000  kw.  and  a  further  174,000  kw.  was  under 
construction.  In  the  South  Island  there  were  73,500  kw. 
installed  and  77,000  kw.  under  construction.  In  1939,  Gov- 
ernment stations  generated  90  per  cent,  of  the  1,400  million 
units  produced.  The  standard  distribution  voltage  was  400- 
230.  Although  the  policy  of  the  Government  had  been  to 
generate  bulk  power,  retail  distribution  had  been  left  to 
local  authorities  or  Electric  Power  Boards  responsible  for 
sparsely  populated  areas.  There  were  31  such  boards.  Con- 
ditions in  New  Zealand  were  unusual  in  that  generating 
and  bulk  supply  were  in  the  hands  of  an  ordinary  Govern- 
ment department. 

In  Australasia,  various  arrangements  were  in  operation. 
On  the  mainland  of  Australia,  practically  all  development 
was  confined  to  the  neighbourhood  of  the  large  cities, 
Sydney,  Melbourne,  Adelaide,  Brisbane  and  Perth.  In 
Brisbane,  the  Government  was  encouraging  the  amalgama- 
tion of  various  small  private  concerns  into  a  private  mon- 
opoly, ultimately  to  be  taken  over  by  the  Government. 
Sydney  had  several  large  stations  for  municipal  and  urban 
supply,  the  75,000  kw.  installation  at  Balmain  being  of 
considerable  technical  interest  as  it  operated  at  1,200  lb. 
per  square  inch  and  900  deg.  F.  The  New  South  Wales 
Railways  supplied  its  311  miles  of  electrified  track  from  its 
own  generating  station  in  Sydney.  Melbourne  had  439  track 
miles  of  suburban  electrified  line.  In  Victoria,  a  State 
Electricity  Commission  had  been  formed  to  undertake  gen- 
eration and  bulk  and  retail  supply.  It  had  10,000  miles  of 
high-tension  line. 

In  India,  as  in  Australia,  while  certain  districts  were 
extensively  electrified,  others,  particularly  rural  areas,  were 
practically  undeveloped.  About  half  the  total  power  was 
generated  in  hydro-electric  stations.  These  were  mainly 
situated  in  the  North  West  Frontier  District,  the  Punjab, 
the  Tata  group  near  Bombay,  Madras  and  Mysore.  Steam 
generation  predominated  in  the  United  Provinces,  Calcutta 
and  Hyderabad.  There  was  a  certain  amount  of  railway 
electrification,  but  the  average  consumption  of  the  country 
was  very  low,  being  only  five  units  per  head  of  population. 
In  Ceylon,  Burma,  the  Malay  States,  Hong  Kong  and 
Shanghai,  steam  power  predominated.  Electrification,  in 
general,  was  confined  to  the  large  towns,  although  the  supply 
to  the  tin-mining  area  served  by  the  Perak  River  under- 
taking was  an  important  exception.  In  South  Africa,  the 
main  development  had  also  been  in  the  neighbourhood  of 
the  large  towns,  such  as  Johannesburg,  Cape  Town,  and 
Durban.  In  Natal,  however,  the  supply  for  the  railway 
from  Durban  to  the  Transvaal  had  been  tapped  at  intervals 
to  supply  outlying  towns.  Owing  to  the  influence  of  con- 
tinental practice  due  to  the  strong  Dutch  interest, 
the  standard  supply  in  South  Africa  was  given  at  380-220 
volts. 


546 


November,  1911     THE  ENGINEERING  JOURNAL 


ATMOSPHERIC  POLLUTION 

From  Engineering  (London),  September  5th,  1941 

The  Department  of  Scientific  and  Industrial  Research 
has  announced  that  the  various  bodies  co-operating  in  the 
study  of  atmospheric  pollution  have  agreed  to  a  proposal 
to  suspend  publication  of  the  annual  reports  for  the  duration 
of  the  war.  The  suspension  applies  to  the  26th  annual  report 
for  the  year  ended  March  31,  1940,  but,  for  the  information 
of  the  co-operating  organizations,  a  summary  of  the  work 
done  during  that  year,  has  been  prepared  by  the  Superin- 
tendent of  Observations.  This  shows  that  the  numbers  of 
instruments  maintained  were  as  follows:  deposit  gauges, 
127;  automatic  filters,  11  ;  volumetric  sulphur  apparatus,  12; 
lead-peroxide  apparatus,  60.  On  the  outbreak  of  war,  obser- 
vations with  some  instruments  were  discontinued;  in  most 
cases,  however,  only  temporarily. 

The  results  obtained  with  the  deposit  gauges  as  summar- 
ized, by  the  figures  for  the  total  solids  deposited,  were  as 
follows,  the  results  for  the  previous  year  being  given  in 
brackets  in  each  case:  Class  A,  31  (26);  Class  B,  69  (72); 
Class  C,  0  (1);  Class  D,  0  (0).  This  shows  that,  in  the  year 
under  review,  there  was  an  increase  in  the  number  of  sta- 
tions where  the  deposit  ranked  as  Class  A;  in  other  words, 
the  deposit  over  the  whole  country,  as  measured  by  the 
gauges,  had  decreased.  This  result  continues  the  improving 
trend  indicated  by  the  diagram,  Fig.  1,  on  page  88  of 
the  previous  annual  report.  The  highest  total  deposit  meas- 
ured during  the  year  (395  tons  per  square  mile)  was  recorded 
at  Manchester,  and  the  lowest  (57  tons)  at  Loggerheads. 
Both  of  these  figures  were  less  than  the  corresponding  record- 
ings in  the  previous  year. 

There  were  only  three  complete  sets  of  results  with  auto- 
matic filters,  namely,  those  from  Cardiff,  Coventry,  and 
Stoke-on-Trent,  and  these  alone  are  insufficient  to  provide 
a  basis  for  comparison  with  previous  figures  ;  but  the  average 
monthly  suspended  impurity  does  show  interesting  charac- 
teristics (notably  maxima)  in  January,  1940,  which  was 
unusually  cold.  This  increase  in  suspended  impurity  was 
due,  undoubtedly,  to  increased  domestic  heating,  despite 
local  shortages  of  fuel.  All  three  places  show  such  an  increase 
in  October,  followed  by  a  minimum  in  November,  although 
the  average  temperature  for  that  month  was  lower  than  the 
average  for  some  50  years.  It  is  conjectured  that  the  exten- 
sion of  Summer  Time  until  November  20,  1939,  and  the 
restrictions  imposed  by  the  fuel  rationing  scheme,  were 
responsible  to  some  extent  for  the  minima  recorded  during 
that  month.  Complete  results  for  the  measurement  of  sul- 
phur-dioxide concentration  by  the  volumetric  method  were 
obtained  from  the  stations  at  London  (Beckton  and  Cross- 
ness), Salford  and  Sheffield.  The  averages  were  slightly  lower 
than  those  for  the  previous  year.  The  measurement  of  sul- 
phur gases  by  the  lead-peroxide  method  did  not  show  any 
unusual  features. 

Measurements  of  suspended  impurity  made  in  Central 
Park,  New  York  City,  by  means  of  the  automatic  filter, 
showed  that  the  air  was  purest  between  1  p.m.  and  3  p.m., 
whereas  the  measurements  for  British  cities  have  invariably 
shown  that  the  early  morning  air  was  the  cleanest.  This 
difference  is  presumed  to  be  due  to  the  greater  convectional 
turbulence  of  a  continental  climate  in  the  day  time,  resulting 
in  a  distribution  of  the  pollution  through  a  greater  depth 
of  atmosphere,  and  a  corresponding  reduction  in  the  con- 
centration at  ground  level.  Further  measurements  made  in 
Dublin  showed  an  interesting  correspondence  between  the 
concentration  of  sulphur  dioxide  and  the  suspended  im- 
purity, the  two  curves  of  average  monthly  values  showing 
noticeable  parallelism.  Results  with  the  automatic  filter  at 
Leinster  Lawn,  Dublin  indicated  a  ratio  of  domestic  to  in- 
dustrial pollution  of  3.3  to  1  in  winter  and  2.3  to  1  in 
summer. 


SANITATION  FOR  AMERICAN  ARMY  CAMPS 

From  Engineering  (London)  August,  1941. 

In  connection  with  the  establishment  of  a  number  of 
permanent  camps  for  the  United  States  Army,  a  firm  of 
consulting  engineers  has  drafted  the  basic  requirements  for 
sewage  treatment  plants.  The  systems  of  treatment  vary 
widely,  including  sludge  digestion,  activated  sludge,  pre- 
liminary and  secondary  filtration,  chlorination,  and  single- 
stage  and  double-stage  bio-filters.  The  quantities  assumed 
average  70  gallons  per  capita  per  day,  with  a  maximum  of 
140  for  several  hours,  and  a  peak  of  210  gallons.  Suspended 
solids  will  average  460  parts  per  million,  or  0.27  lb.  per 
capital  per  day.  Grit  chambers  are  not  generally  used,  but 
if  provided  they  should  be  cleaned  by  hand  and  the  grit 
disposed  of  by  burial.  Bar  screens  of  1  in.  to  1  Yi  in.  openings 
may  be  cleaned  by  hand  or  by  mechanical  devices,  the 
screenings  to  be  buried  or  burned  in  an  incinerator.  In 
primary  sedimentation  tanks  the  period  is  three  hours  for 
trickling  filter  plants,  1J/2  hours  for  activated  sludge  and 
6  to  7^2  hours  for  bio-filter  plants.  Trickling  filters  are 
designed  for  5,000  population  per  acre-foot  in  mild  climate, 
or  4,000  where  severe  winters  prevail.  Final  sedimentation 
tanks,  10  ft.  to  12  ft.  deep,  are  to  have  a  flow  not  exceeding 
800  gallons  per  square  foot  per  twenty-four  hours,  or  1,600 
gallons  in  two-stage  bio-filter  plants.  Heated  sludge  diges- 
tion tanks  are  to  have  2  to  3  cubic  feet  per  capita,  or  50 
per  cent  more  capacity  for  unheated  tanks  or  for  activated 
sludge  plants.  For  Imhoff  tanks  the  capacity  to  be  2  to  2^ 
cubic  feet  per  capita  with  plain  sedimentation  alone,  or  3 
to  "àYi  cubic  feet  with  trickling  filter.  For  sludge  drying 
beds  in  warm  climates,  without  underdrains  or  filtering 
material,  the  capacity  may  be  2  to  3  square  feet  per  capita. 
For  plants  of  the  trickling  filter  type  the  figures  may  be 
x/i  to  1  square  foot,  or  1  to  V/i  square  feet  for  plants  of 
the  activated  sludge  type.  In  any  case,  provision  is  made 
for  chlorination  of  the  effluent.  The  selection  of  system  of 
treatment  depends  largely  on  size  and  area  of  the  camp 
and  the  general  character  of  its  surroundings. 


DNJEPROGES  DAM 

From  Civil  Engineering  and  Public  Works  Review  (London), 
September,  1941 

The  reported  destruction  of  the  great  Lenin-Dnjeproges 
Dam,  at  Zaporoje,  on  the  Dnieper  River,  by  the  retreating 
Russian  armies  under  Marshall  Budenny,  comes  as  a  shock 
to  civil  engineers.  This  deliberate  act  in  the  pursuance  of 
the  "scorched  earth"  policy  so  faithfully  followed  by  the 
Russian  people,  brings  into  clear  relief  the  ugliness  of  war 
in  all  its  grim  reality.  This  great  dam  was  the  pride  of  all 
Russia  and  was  always  instanced  as  a  example  of  the  success 
of  the  new  regime  and  its  determination  to  make  Russia 
independent  of  foreign  manufactured  goods. 

The  great  dam,  built  of  ferro-concrete,  was  finished  in 
1932  mainly  by  the  use  of  American  skill  and  knowledge. 
At  the  dam  was  situated  what  is  generally  considered  to 
be  the  largest  hydro-electric  plant  in  the  world  and  was 
planned  to  have  an  annual  output  of  3,000,000,000  kilowatt 
hours.  The  passage  of  ships  along  the  river  was  arranged 
for  by  means  of  locks. 

The  great  Ukraine  industrial  centres  were  in  large  measure 
dependent  upon  power  from  these  works.  The  iron  mines 
of  Krivoi  Rog  were  entirely  dependent  upon  its  power,  so, 
too,  were  the  manganese  mines  of  Nikopol,  over  a  hundred 
miles  east  at  Stalin  Makeyevka.  Kharkoff,  the  great 
Ukrainian  industrial  centre,  was  largely  dependent  upon 
this  hydro-electric  plant  for  its  power.  The  magnitude  of 
the  disaster  is  realized  when  it  is  considered  that  30,000,000 
people  are  dependent  for  their  livelihood  upon  the  power 
derived  from  this  dam. 


THE  ENGINEERING  JOURNAL     November,  1941 


547 


From  Month  to  Month 


CO-OPERATION  IN  NEW  BRUNSWICK 

Negotiations  which  have  been  carried  on  for  some  time 
between  the  Council  of  the  Association  of  Professional  Engi- 
neers of  New  Brunswick,  and  the  Institute's  Committee  on 
Professional  Interests  have  resulted  finally  in  a  draft  of  a 
co-operative  agreement  which  is  to  be  submitted  to  the 
members  of  the  Association  and  the  members  of  the  Insti- 
tute within  the  province. 

The  text  of  the  agreement  appears  in  this  number  of  the 
Journal.  A  ballot  will  be  sent  shortly  to  all  Councillors  of 
the  Institute  and  to  corporate  members  in  the  province, 
in  accordance  with  the  requirements  of  By-law  No.  78. 

This  will  be  the  fourth  agreement  to  be  negotiated  with 
the  professional  associations,  and  it  is  hoped  that  it  will 
receive  the  same  enthusiastic  support  by  ballot  as  was 
accorded  those  in  Saskatchewan,  Nova  Scotia,  and  Alberta. 
The  successful  result  of  the  other  agreements  is  a  convincing 
proof  of  the  value  of  such  understandings  and  arrangements 
between  engineers. 


ECHOES  OF  THE  ANNUAL  MEETING 

Those  who  attended  the  annual  meeting  this  year  in 
Hamilton,  will  well  remember  the  address  delivered  at  the 
banquet  by  Dr.  W.  E.  Wickenden,  president  of  the  Case 
School  of  Applied  Science.  His  topic  "The  Second  Mile" 
gave  him  an  opportunity  to  emphasize  the  professional 
possibilities  of  the  practice  of  engineering. 

It  was  interesting  to  see  the  amount  of  attention  t hat- 
was  given  to  this  address  both  in  Canada  and  the  United 
States.  It  was  referred  to  in  many  places.  A  recent  number 
of  the  weekly  bulletin  of  the  Cleveland  Engineering  Society 
partially  sums  up  the  case,  and  again  pays  tribute  to  a 
masterful  accomplishment.  It  reads  in  part  as  follows: 

"There  are  certain  inspired  moments  in  our  lives  which 
enable  us  to  put  into  words  thoughts  which  seem  to  take 
wings  and  soar  into  the  realm  of  immortal  expressions.  Such 
an  occasion  was  the  address  delivered  by  Dr.  William  E. 
Wickenden,  President  of  Case  School  of  Applied  Science, 
at  the  Annual  Banquet  of  the  Engineering  Institute  of 
Canada  in  Hamilton,  Ont.,  this  past  February.  Since  that 
address  was  first  given  it  has  been  reprinted  in  part,  or 
commented  on  in  countless  Engineering  Bulletins  through- 
out our  nation.  'The  Baltimore  Engineer'  reprinted  it  in 
its  entirety,  the  'Rochester  Engineer'  devoted  four 
columns  to  it.  Mr.  Everett  S.  Lee  of  the  General  Electric 
Company  wrote:  'Would  that  every  engineer  would  read 
and  study  the  address  on  'The  Second  Mile'  delivered  by 
Dr.  Wickenden.'  Mr.  Stetson,  editor  of  "Mechanical  En- 
gineering' in  the  April,  1941,  issue  wrote:  'We  ought  to 
pluck  Dr.  Wickenden  out  of  his  many  duties  and  send  him 
around  the  country  to  carry  this  message  to  all  engineers.' 
Dr.  Wickenden  quoted  a  preacher  who  was  reproached  for 
straying  too  widely  from  his  text  and  who  replied:  'A  text 
is  like  a  gate,  it  has  two  uses;  you  can  either  swing  on  it,  or 
you  can  open  it  and  pass  through.' "Let  us  pass  through" 
was  Dr.  Wickenden's  conclusion. 

"To  be  useful,  they,  the  engineers  must  be  team  workers; 
and  they  must  be  prepared  to  deal  with  'men  and  their 
ways,'  no  less  than  'things  and  their  forces.'  The  engineering 
profession  will  exercise  a  far  greater  influence  in  civic  and 
national  affairs.  It  will  probably  never  be  able  to  define  its 
boundaries  precisely,  nor  become  exclusively  a  legal  caste, 
nor  fix  a  uniform  code,  of  educational  qualifications.  Its 
leaders  will  receive  higher  awards  and  wider  acclaim,  the 
rank  and  file  will  probably  multiply  more  rapidly  than  the 
elite,  and  rise  in  the  economic  scale  to  only  a  moderate 
degree." 

"It  is  unfortunate  that  our  space  will  not  permit  a  more 
detailed  account  of  the  many  gems  found  in  Dr.  Wicken- 


Ncws  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


den's  article,  but  let  us  in  the  writer's  words  "open  the 
gate  and  pass  through  it  to  the  Second  Mile."  We  are 
proud  that  Dr.  Wickenden  is  a  member  of  our  Cleveland 
Society." 


WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Monthly  Bulletin 

Several  interesting  things  have  been  disclosed  by  the 
examination  of  the  twenty-five  thousand  questionnaires 
which  have  been  returned  to  the  Bureau,  but  perhaps  the 
most  interesting  is  that  practically  everyone  who  was  not 
engaged  on  essential  work  answered  question  number 
seventeen  in  the  affirmative.  This  question  asks  if  the 
person  is  willing  to  transfer  to  war  work  under  certain 
specified  conditions,  including  no  reduction  in  income. 

The  questionnaire  also  shows  that  the  majority  do  not 
ask  for  more  money  in  any  new  position  to  which  they 
might  be  transferred.  In  fact,  in  many  cases,  the  services 
have  been  offered  for  war  work  at  a  substantial  reduction 
from  present  earnings. 

It  is  strikingly  apparent  that  the  professional  group  has 
a  high  concept  of  its  obligations  and  duties  to  the  nation. 
The  information  gathered  from  the  questionnaires  is  cor- 
roborated by  interviews  in  the  office  and  subsequent 
correspondence.  The  opinion  is  expressed  generally  that 
the  individual  is  willing  to  be  told  where  he  should  work, 
and  desires  some  form  of  regulation  that  will  make  certain 
that  he  shares  with  others  in  the  war  effort. 

Many  persons  have  sent  pleading  letters,  that  their 
services  might  be  used  in  the  national  emergency  and 
have  offered  to  go  any  place,  for  any  occupation,  at  almost 
any  wages.  It  is  true  that  the  war  requirements  at  the 
moment  do  not  seem  to  offer  suitable  work  for  all  these 
people,  but  it  is  significant  that  they  desire  to  get  in  and 
help  without  profit  to  themselves. 

The  demand  for  mechanically  trained  engineers  con- 
tinues to  be  great,  and  the  supply  of  unemployed  in  this 
group  is  a  thing  of  the  past.  The  Bureau  has  found  per- 
sons who  are  competent  to  fill  important  positions  in  war 
industry  occupied  at  least  partially  in  non-essential  work. 
The  negotiations  to  get  these  men  released  for  more  im- 
portant work  have  been  long  and  not  always  successful. 
If  hundreds  of  men  are  to  be  secured  this  way  to  fill  the 
hundreds  of  openings  that  have  been  reported  to  the 
Bureau,  it  is  going  to  be  a  long  drawn  out  and  not  very 
efficient  procedure. 

At  present  there  is  no  machinery  to  adjudicate  on  the 
value  of  the  work  being  done  as  compared  to  other  work 
which  is  seeking  the  services  of  an  engineer.  If  some 
authority  were  established  to  rule  quickly  in  such  cases, 
and  to  authorize  the  transfer  when  such  action  seems  to 
be  in  the  best  interests,  it  would  not  only  speed  up  the 
work  of  finding  the  necessary  personnel,  but  would  be 
welcomed  by  employer  and  employee  as  a  solution  of  their 
common  problem. 

The  questionnaires  for  the  research  science  group  are 
now  being  distributed,  and  the  inquiries  for  persons  of  this 
type  are  increasing.  Already  placements  have  been  made 
in  important  places,  and  it  is  expected  this  division  of  the 
Bureau's  activity  will  shortly  gain  momentum  and  im- 
portance. 


548 


November,   1911     THE  ENGINEERING  JOURWI 


PROPOSED  AGREEMENT  BETWEEN  THE  ENGINEERING  INSTITUTE  OF  CANADA 

AND  THE  ASSOCIATION^  PROFESSIONAL  ENGINEERS  OF 

THE  PROVINCE  OF  NEW  BRUNSWICK 


MEMORANDUM  OF  AGREEMENT  made  in  duplicate  at  the  City 

of  Saint  John,  in  the  Province  of  New  Brunswick,  this 

day  of ,  194.... 

By  and  Between: 

THE  ENGINEERING  INSTITUTE  OF  CANADA,  a  corporation 
duly  incorporated  under  the  laws  of  the  Dominion  of  Canada,  hav- 
ing its  head  office  in  the  City  of  Montreal,  in  the  Province  of  Quebec, 
herein  acting  by  its  President  and  General  Secretary,  duly  author- 
ized for  the  purposes  hereof  by  a  resolution  of  its  Council  passed 

at   a   meeting   duly   called   and   held   on   the day   of 

,  194 .  . ,  hereinafter  called  the  Institute, 

Party  of  the  First  Part, 
and 

THE  ASSOCIATION  OF  PROFESSIONAL  ENGINEERS  OF 
THE  PROVINCE  OF  NEW  BRUNSWICK,  a  corporation  duly 
incorporated  under  the  laws  of  the  Province  of  New  Brunswick, 
having  its  head  office  at  the  City  of  Saint  John,  in  the  Province  of 
New  Brunswick,  herein  acting  by  its  President  and  Secretary  duly 
authorized  for  the  purposes  hereof  by  a  resolution  of  its  Council 

passed  at  a  meeting  duly  called  and  held  on  the day 

of ,  194.  . ,  hereinafter  called  the  Association. 

Party  of  the  Second  Part. 

Whereas  it  is  desirable  in  the  interest  of  the  engineering  profession 
that  there  be  close  co-operation  between  the  Institute  and  the  Associa- 
tion and 

Whereas  such  close  co-operation  will  be  promoted  if,  so  far  as  is 
practicable,  there  is  effected: 

(a)  A  common  membership  in  the  Institute  and  in  the  Association 
in  the  Province  of  New  Brunswick. 

(b)  A  simplification  of  existing  arrangements  for  the  collection  of 
fees. 

(c)  A  common  interest  in  the  training  of  young  engineers. 

Now  therefore,  the  parties  hereto  agree  with  each  other  as 
follows  : 

1.  (a)  Every  person  resident  in  the  Province  of  New  Brunswick  who, 

on  the  date  of  this  agreement,  is  registered  as  a  professional 
engineer  under  the  provisions  of  Chapter  55  of  the  Statutes  of 
the  Province  of  New  Brunswick,  10  George  V  (1920),  and 
amendments,  and  is  not  a  corporate  member  of  the  Institute, 
shall  have  the  right,  under  the  provisions  of  this  agreement, 
to  become  a  corporate  member  of  the  Institute.  Any  such 
registered  professional  engineer  shall  notify  the  secretary  of 
the  Association  in  writing  within  the  first  year  of  the  term  of 
this  agreement  if  he  desires  to  become  a  corporate  member  of 
the  Institute  under  the  conditions  of  this  agreement. 

(b)  Any  person  resident  in  the  Province  of  New  Brunswick  register- 
ing as  a  professional  engineer  in  the  Association  subsequent  to 
the  date  of  this  agreement,  who  is  not  a  corporate  member  of 
the  Institute,  shall  upon  such  registration  become  a  corporate 
member  of  the  Institute  unless  he  notifies  the  Secretary  of  the 
Association  of  his  desire  to  the  contrary. 

(c)  Every  person  resident  in  the  Province  of  New  Brunswick,  who 
is  enrolled  as  an  Engineer-in-Training  with  the  Association, 
may  become  a  Junior  of  the  Institute  providing  he  becomes  and 
remains  a  subscriber  to  The  Engineering  Journal.  Every  person 
resident  in  the  Province  of  New  Brunswick,  who  is  enrolled  as 
a  Student  with  the  Association,  shall  also  be  a  Student  of  the 
Institute. 

(d)  Members,  Engineers-in-Training  or  Students  of  the  Association 
who  become  Members,  Juniors  or  Students,  respectively,  of  the 
Institute,  under  the  provisions  of  this  agreement,  shall  not  be 
required  to  pay  the  entrance  or  transfer  fees  of  the  Institute. 

2.  (a)  Any  corporate  member  of  the  Institute  who  is,  at  the  date  of 

this  agreement,  or  who,  within  twelve  months  of  such  date  be- 
comes, a  resident  of  the  Province  of  New  Brunswick,  shall  have 
the  right  to  become  a  member  of  the  Association,  such  right 
to  be  exercised  by  written  notice  to  the  Secretary  of  the  Associa- 
tion, and  all  entrance  fees  otherwise  payable  to  the  Association 
shall  be  remitted,  provided  that  application  for  membership 
in  the  Association  is  made  within  the  first  twelve  months  of  the 
term  of  this  agreement. 

(b)  Any  corporate  member  of  the  Institute  who  becomes  a  resident 
of  the  province  subsequent  to  twelve  months  from  the  date 
of  this  agreement,  may  become  a  Member  of  the  Association, 
if  qualified  for  such  membership,  upon  payment  to  the  Associa- 


tion of  the  difference  in  the  amount  of  the  entrance  fee  already 
paid  to  the  Institute  and  the  current  entrance  fee  of  the  Associa- 
tion, providing  that  application  for  membership  is  made  within 
twelve  months  of  the  date  of  his  becoming  a  resident  of  the 
Province  of  New  Brunswick. 

(c)  Every  Junior  or  Student  of  the  Institute  resident  in  the  Prov- 
ince of  New  Brunswick  shall  be  enrolled  with  the  Association 
as  an  Engineer-in-Training  or  a  Student,  respectively. 

(d)  Juniors  or  Students  of  the  Institute  who  become  enrolled  as 
Engineers-in-Training  or  Students,  respectively,  with  the 
Association,  under  the  provisions  of  this  agreement,  shall  not 
be  required  to  pay  the  entrance  fees  of  the  Association. 

3.  (a)  The  Association  shall,  on  behalf  of  the  Institute,  collect  from 

each  Member  of  the  Association,  who  is  also  a  corporate  member 
of  the  Institute,  the  sum  of  six  dollars  ($6.00)  per  annum,  which 
fee  shall  be  in  lieu  of  the  ordinary  annual  corporate  membership 
fee  of  the  Institute.  This  fee  shall  entitle  the  member  of  the 
Association  to  the  Institute  classification  of  Member  (m.e.i.c.) 
and  to  those  privileges  of  the  Institute  membership  provided 
by  its  by-laws,  and  shall  include  the  annual  subscription  to 
The  Engineering  Journal.  The  payment  of  the  six  dollars  ($6.00) 
shall  not  apply  in  the  case  of  an  Honorary,  Paid-up  or  a  Life 
Member  of  the  Institute. 

(b)  The  Association  shall,  on  behalf  of  the  Institute,  collect  from 
each  Engineer-in-Training  of  the  Association,  who  is  also  a 
Junior  of  the  Institute,  a  fee  in  lieu  of  the  ordinary  annual 
Junior  membership  fee  of  the  Institute,  which  shall  be  mutually 
agreed  between  the  Secretary  of  the  Association  and  the  General 
Secretary  of  the  Institute  but  which  shall  not  be  less  than  one 
dollar  ($1.00)  per  annum,  and  from  each  Student  of  the  Associa- 
tion, who  is  also  a  Student  of  the  Institute,  a  fee  so  agreed  in 
lieu  of  the  ordinary  annual  Student  membership  fee  of  the 
Institute,  which  shall  not  be  less  than  fifty  cents  (50c.)  per 
annum. 

(c)  Such  fees  shall  be  due  to  the  Institute  on  the day 

of of  each  year,  in  respect  of  the  year  com- 
mencing on  such  due  date,  and  shall  be  paid  by  the  Association 
to  the  Institute  as  collected  by  the  Association.  Such  fees  shall 
be  billed  together  with  any  fees  due  to  the  Association  as  one 
total  fee. 

4.  It  is  agreed  that  the  branches  of  the  Institute  in  New  Brunswick 

shall  continue  actively  to  function  as  such  during  the  term  of 
this  agreement,  and  that  the  Association  shall  contribute  to 
their  support.  To  enable  such  functioning  there  shall  be  set  up 
and  continued  from  year  to  year  during  the  term  of  this  agree- 
ment a  committee  of  five  members,  all  of  whom  shall  be  members 
of  both  the  Association  and  the  Institute  to  be  known  as  the 
Joint  Finance  Committee;  two  of  said  members  shall  be  ap- 
pointed annually  by  the  Council  of  the  Institute;  two  members 
shall  be  appointed  annually  by  the  Council  of  the  Association, 
and  the  fifth  member  shall  be  appointed  annually  by  the  four 
members  aforesaid  and  shall  be  the  chairman  of  the  Committee. 
In  case  the  four  members  aforesaid  fail  to  appoint  the  fifth 
member  within  thirty  days  from  the  date  of  their  appointment, 
the  said  fifth  member  shall  be  appointed  by  the  president  of 
the  Institute  within  a  further  period  of  thirty  days.  The  said 
committee  shall  recommend  to  the  Council  of  the  Association, 
annually,  the  sums  of  money  to  be  paid  to  the  branches  of  the 
Institute  for  their  operation,  and  such  sums  to  be  paid  by  the 
said  Association  shall  be  such  that  the  ordinary  revenue  of 
each  branch  shall  be  the  same  as  if  this  agreement  were  not  in 
effect. 

5.  Nothing  in  this  agreement  shall  prevent  either  party  hereto  from 

exercising  its  rights  and  privileges  with  respect  to  the  disciplin- 
ing, the  suspension,  or  the  expelling  of  any  of  its  members,  in 
accordance  with  its  charter  and  by-laws. 

Before  final  action  is  taken  by  either  party  with  respect  to 
the  disciplining,  the  suspension,  or  the  expelling  of  one  of  its 
members  affected  by  this  agreement,  it  shall  furnish  the  other 
party  with  sufficient  information  to  enable  it  to  determine 
whether  the  circumstances  warrant  action  by  the  other  party, 
but  neither  party  shall  be  affected  by  the  lack  of  action  by  the 
other  party. 

6.  This  agreement  is  intended  to  apply  to  the  residents  of  the  Province 

of  New  Brunswick  only,  and  no  person  who  is  not  a  resident 
of  the  Province  of  New  Brunswick  may  become  or  continue  to 
be  a  member  of  the  Institute  in  good  standing  under  this 
agreement,  but  may  continue  to  be  a  member  in  good  standing, 
on  the  same  conditions  as  if  he  had  been  admitted  as  a  member 
of  the  Institute  without  reference  to  this  agreement. 


THE  ENGINEERING  JOURNAL     November,  1941 


549 


7.  The  terms  and  conditions  of  this  agreement  may  be  amended  by 

mutual  consent,  in  writing,  between  the  Councils  of  the  parties 
hereto  duly  authorized  where  necessary  by  their  respective 
bodies  and  executed  by  their  accredited  officers. 

8.  The   term   of   this   agreement   shall   be   the   period   commencing 

on  the day  of ,  194 . . , 

and  ending  on  the day  of , 

194.  .,  but  unless  either  of  the  parties  hereto  has  given  notice 

to  the  other  at  least  six  months  prior  to  the  said day 

of ,  194.  .,  that  this  agreement  shall  ter- 
minate on  the  said day  of ,  194 . . , 

it  will  continue  in  full  force  and  effect  after  the  said 

day  of 194.  . ,  from  year  to  year,  subject 

to  termination,  at  the  end  of  any  such  subsequent  year,  by 
six  months'  prior  notice  of  intention  to  terminate  given  by 
either  of  the  parties  hereto,  to  the  other.  Notice  of  termination 
of  this  agreement  shall  be  given  by  the  delivery  by  one  party 
to  the  other  party  of  a  certified  copy  of  a  resolution  of  the 
Council  of  the  one  party  to  that  effect. 

9.  This  agreement  shall  not  come  into  operation  unless  a  percentage 

of  the  membership  of  the  Association,  acceptable  to  the  Council 
of  the  Institute  and  to  the  Council  of  the  Association,  takes 
full  advantage  of  its  provisions. 


In  witness  whereof  these  presents  have  been  duly  executed 
on  behalf  of  the  parties  hereto  on  the  date  and  at  the  place 
above  written. 

THE  ENGINEERING  INSTITUTE 

IN  THE  PRESENCE  OF  OF   CANADA 


President. 


General  Secretary. 

THE  ASSOCIATION  OF  PROFESSIONAL  ENGINEERS 
OF  THE  PROVINCE  OF  NEW  BRUNSWICK 


President. 


Secretary. 


CORRESPONDENCE 

The  Editor,  Ottawa,  October  25,  1941. 

The  Engineering  Journal, 
Engineering  Institute  of  Canada, 
2050  Mansfield  Street,  Montreal,  Que. 
Dear  Sir: 

Would  you  be  good  enough  to  allow  me  space  in  your 
publication  in  which  I  may  thank  your  readers  who  have 
co-operated  with  the  Wartime  Bureau  of  Technical  Personnel 
by  completing  the  recently  circulated  questionnaire.  Many 
thousands  of  engineers,  chemists,  and  architects  have  placed 
their  records  with  the  Bureau,  and  thus  have  aided  mater- 
ially in  the  Bureau's  problem  of  finding  technical  personnel 
for  the  active  service  forces,  departments  of  government, 
and  war  contractors. 

Many  questionnaires  have  been  circulated  recently  by 
various  organizations  and  frequently  one  hears  adverse 
comments  about  such  things.  Doubtless  there  is  some  reason 
for  this  criticism,  but  on  the  other  hand,  I  feel  it  should  be 
recognized  that  under  many  circumstances  this  is  not  only 
the  best  but  the  only  method  of  securing  fundamental  in- 
formation. 

I  would  like  your  readers  to  know  that  the  Bureau  is 
functioning  with  considerable  success.  I  am  gratified  to  find 
that  so  many  men  have  been  placed,  and  that  actual  costs 
have  been  kept  at  a  low  figure.  As  technical  personnel,  and 
tax  payers,  your  readers  will  be  interested  in  this  infor- 
mation. 

Some  people  have  misunderstood  the  purpose  of  the  ques- 
tionnaire, and  have  felt  that  they  should  have  received 
some  communication  or  offer  of  work  after  they  had  regis- 
tered. On  the  form  it  was  explained  that  it  was  not  an 
application  or  offer  of  work,  but  simply  a  record  of  the 
person's  qualifications  and  availability.  We  have  had  letters 
at  Ottawa  which  indicate  that  there  has  been  some  con- 
fusion on  this  point. 

Many  persons  have  written  letters  offering  their  services 
immediately,  and  in  some  instances  have  expressed  the 
thought  that  they  were  especially  equipped  to  do  important 
work.  Unfortunately,  employers  to  whom  we  have  submitted 
these  records  have  not  always  agreed  on  this  point,  and 
consequently  acceptances  of  the  offers  have  not  followed. 
It  is  easy  to  understand  that  some  persons  may  become 
impatient  when  their  services  are  not  immediately  snatched 
up,  but  I  am  certain  that  if  they  had  a  better  understanding 
of  the  needs  of  industry,  they  would  appreicate  the  difficulty 
of  finding  quickly  an  opening  where  they  could  be  used  to 
advantage. 

It  is  not  right  to  regard  the  Bureau  as  an  employment 
agency  in  the  ordinary  sense.  Under  existing  conditions, 
its  real  purpose  is  to  find  men  who  can  fill  openings  which 
are  recorded  with  the  Bureau,  rather  than  to  find  openings 
for  men  who  happen  to  be  out  of  work  or  who  desire  to 


take  a  greater  part  in  the  war  effort.  I  have  seen  some  letters 
where  persons  have  expressed  indignation  at  the  failure  of 
the  Bureau  to  place  them.  Naturally,  we  regret  such  in- 
stances, but  we  can  only  place  men  when  the  prospective 
employer  finds  them  to  be  suitable. 

The  leadership  that  the  engineers,  chemists,  and  archi- 
tects have  given  in  establishing  and  supporting  the  Bureau 
must  bring  a  great  deal  of  satisfaction  to  your  readers,  as 
well  as  to  many  others.  It  is  my  belief  that  the  future  opera- 
tion of  the  Bureau  will  add  materially  to  this  satisfaction. 

While  the  principal  purpose  of  this  letter  is  to  thank  your 
readers  who  have  met  our  requests,  I  would  like  to  speak 
also  to  those  who  have  not  returned  the  questionnaires. 
The  work  of  the  Bureau  is  of  great  importance  to  the  in- 
dividual, as  well  as  to  the  nation's  effort,  and  yet  without  a 
complete  record  of  information,  the  work  cannot  be  done 
satisfactorily.  May  we  count  on  your  support  ?  If  by  chance 
the  original  questionniare  has  been  mislaid,  a  duplicate  will 
be  sent  to  you  upon  request.  Thank  you. 

Yours  truly, 
(Signed)  E.  M.  Little,  Director. 


To  the  Editor: 
Sir: 

On  page  23  in  the  advertising  section  of  The  Engineering 
Journal  for  September,  1941,  there  appears,  referring  to 
the  new  power  plant  on  the  St.  Maurice  River  at  La  Tuque, 
the  statement,  "Pozzolith  Concrete  used  in  bulkheads". 
To  supplement  this  statement,  may  I  remark  that  some 
sever  per  cent  of  the  concrete  placed  in  the  east  bulkhead 
contained  Pozzolith.  For  the  west  bulkhead,  the  figure  was 
under  three  per  cent. 

Very  truly  yours, 

J.  B.  Macphail, 
Montreal,  28th  October,  1941.  m.e.i.c. 

COVER  PICTURE 

The  picture  on  the  cover  of  this  issue  is  that  of  the 
new  bridge  over  the  Richelieu  river  between  Beloeil  and 
St.  Hilaire,  Que.,  on  the  Montreal-St.  Hyacinthe  highway. 

This  bridge  consists  of  a  258-ft.  central  swing  span 
flanked  on  each  side  by  three  continuous  plate  girder 
spans — two  of  103  ft.  6  in.  and  one  of  102  ft. — and  by  a 
66-ft.  reinforced  concrete  approach  span  forming  a  total 
length  of  1,008  ft.  The  substructure  units,  of  reinforced 
concrete,  comprise  nine  piers  and  two  abutments  with  a 
protection  pier  (defence)  for  the  swing  span.  The  flooring 
of  the  bridge  is  of  reinforced  concrete  with  the  exception 
of  that  of  the  swing  span  which  consists  of  a  creosoted- 
wood  floor  covered  with  asphalt  planks.  The  roadway  is 
33  ft.  wide  with  a  5-ft.  sidewalk  on  each  side  and  the 
bridge  is  provided  with   a  modern  electric  light   system. 


550 


November,  1911     THE  ENGINEERING  JOURNAL 


The  clearance  under  the  swing  span  at  mean  water  level 
is  30  ft.  and  the  horizontal  clearance  100  ft.  Each  of  the 
two  66-ft.  approach  spans  forms  a  viaduct  over  the  roads 
that  pass  on  both  sides  of  the  river.  Construction  work 
was  started  in  the  latter  part  of  June  1940  and  the  bridge 
was  opened  to  traffic  on  September  22nd  1941.  Communi- 
cations with  both  shores  were  made  possible  in  the  past 
by  means  of  a  ferry-boat  service  and  the  bridge  now 
forms  an  important  link  in  the  Montreal-St.  Hyacinthe- 
Quebec  highway. 

This  bridge  was  built  under  the  direction  of  the  Depart- 
ment of  Public  Works  of  the  Province  of  Quebec  at  an 
approximate  cost  of  $525,000. 

MEETING  OF  COUNCIL 

A  meeting  of  the  Council  of  the  Institute  was  held  at 
Headquarters  on  Saturday,  October  18th,  1941,  at  ten- 
thirty  a.m. 

Vice-President  K.  M.  Cameron  was  in  the  chair;  Vice- 
President  deGaspe  Beaubien,  Councillors  J.  G.  Hall, 
H.  Massue  and  G.  M.  Pitts;  Secretary-Emeritus  R.  J. 
Durley,  Mr.  Trudel  and  the  general  secretary  were  present. 

Secretary-Emeritus  Durley  presented  a  revised  report  on 
prizes  and  awards.  Each  item  was  dealt  with  separately, 
and  a  very  full  discussion  developed.  Several  minor  changes 
were  proposed,  and  Mr.  Durley  was  asked  to  incorporate 
these  in  the  recommendations. 

The  general  secretary  was  instructed  to  supply  each 
councillor  with  a  copy  of  the  revised  report  so  that  every- 
one might  have  an  opportunity  to  study  the  proposals  in 
detail.  It  will  be  considered  again  at  a  later  meeting  of 
Council  and  perhaps  submitted  at  the  annual  business 
meeting  next  February. 

The  secretary  reported  that  following  discussions  with 
Mr.  C.  C.  Kirby,  who  had  come  to  Montreal  for  the  pur- 
pose, a  revised  draft  of  the  proposed  agreement  between 
the  Institute  and  the  Association  of  Professional  Engineers 
of  New  Brunswick  had  been  prepared.  It  was  expected  that 
at  an  early  date  this  proposed  agreement  would  be  sub- 
mitted to  the  members  of  both  bodies  for  approval. 

The  president  had  undertaken  to  discuss  with  the  com- 
mittee in  Alberta  the  results  of  the  agreement  in  that  prov- 
ince. His  report  had  not  yet  been  received,  but  a  letter 
from  the  registrar  of  the  Association  indicated  that  they 
were  well  satisfied  with  the  percentage  of  members  of  both 
organizations  who  had  taken  advantage  of  joint  mem- 
bership. 

The  general  secretary  reported  that  he  had  met  with  the 
executive  of  the  Winnipeg  Branch  at  the  time  of  the  Presi- 
dent's visit  to  that  city,  and  had  discussed  the  affairs  of 
the  branch  and  in  particular  the  programme  for  the  coming 
season. 

The  secretary  reported  that  copies  of  the  communica- 
tions received  from  the  National  Construction  Council  and 
the  Canadian  Association  of  Social  Workers  regarding  plans 
for  post-war  conditions  had  been  sent  to  all  councillors,  but 
that  no  comments  had  been  received.  It  was  decided  to 
hold  this  question  for  discussion  at  a  later  meeting  of  Council. 

The  financial  statement  up  to  the  end  of  September  had 
been  examined  by  the  Finance  Committee  and  found  to  be 
satisfactory.  Income  was  substantially  ahead  of  the  same 
time  last  year,  and  expenditures  were  approximately  the  same. 

In  view  of  the  increased  responsibilities  of  Mr.  Trudel, 
due  to  Mr.  Wright's  frequent  absence  in  Ottawa  on  work 
of  the  Wartime  Bureau  of  Technical  Personnel,  the  recom- 
mendation of  the  Finance  Committee  that  Mr.  Trudel  be 
given  the  title  of  Assistant  General  Secretary,  rather  than 
Assistant  to  the  General  Secretary,  was  unanimously 
approved. 

The  general  secretary  reported  that  the  Department  of 
Labour  had  requested  the  Wartime  Bureau  of  Technical 
Personnel  to  expand  its  organization  so  that  it  could  take 
care  of  developments  which  would  follow  certain  proposed 
changes  in  the  present  procedures.  New  regulations  were 


being  drawn  up  by  the  Department  which  would  place  a 
much  greater  responsibility  on  the  Bureau.  Among  other 
things,  this  responsibility  would  require  that  offices  be 
opened  in  several  parts  of  Canada.  At  the  moment  it  was 
considered  that  suitable  places  for  such  offices  would  be 
Vancouver,  Winnipeg,  Toronto,  Montreal  and  Halifax. 

The  general  secretary  reported  receipt  of  a  letter  from  an 
engineer  in  one  of  the  refugee  camps,  requesting  permission 
to  write  the  Institute  examinations  with  a  view  to  receiving 
some  kind  of  a  qualifying  certificate  to  be  used  as  a  future 
reference.  These  men  are  classed  by  the  government  as 
friendly  aliens,  but,  being  of  enemy  nationality,  could  not 
join  the  Institute  at  the  present  time,  even  if  released  from 
the  refugee  camps.  It  was  the  feeling  of  members  present 
that  favourable  consideration  might  be  given  to  such  a 
request,  but  it  was  decided  to  defer  action  until  a  report 
had  been  received  from  the  Wartime  Bureau  of  Technical 
Personnel  which  is  investigating  the  status  of  these  refugees 
and  the  possibility  of  them  being  released  from  camps, 
providing  satisfactory  work  can  be  obtained  for  them. 

The  general  secretary  reported  that  H.  J.  Vennes,  coun- 
cillor for  the  Montreal  Branch,  had  written  to  inform 
Council  that  he  had  moved  to  the  United  States,  and  there- 
fore submitted  his  resignation.  This  news  came  as  a  distinct 
surprise  and  disappointment  to  Council.  The  secretary  was 
instructed  to  write  Mr.  Vennes  and  inform  him  that  under 
the  circumstances  there  was  no  alternative  but  to  accept 
the  resignation  and  at  the  same  time  explain  Council's 
sincere  regret  that  such  a  valuable  member  of  Council  and 
of  the  Institute  should  be  lost,  at  least  temporarily,  from 
the  Montreal  Branch  activities. 

The  secretary  reported  that  letters  had  been  received 
from  several  of  the  branches  expressing  willingness  to  co- 
operate with  Council  in  extending  the  facilities  of  the  Insti- 
tute to  professional  engineers  from  other  countries  now 
working  in  Canada.  A  similar  letter  had  been  received  from 
one  branch,  pointing  out  that  as  many  of  these  engineers 
were  getting  well  established  in  Canada  they  should  join 
the  Institute  in  the  usual  way.  It  was  decided  to  bring  this 
matter  up  for  further  discussion  at  the  next  meeting  of 
Council  which  will  be  held  in  Quebec  City. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members 2 

Juniors 3 

Affiliates 2 

Transfers 

Junior  to  Member 1 

Student  to  Member 3 

Student  to  Junior 3 

The  general  secretary  reported  that  following  correspond- 
ence with  the  Quebec  Branch,  it  had  been  decided  that  the 
November  meeting  of  Council  would  be  held  in  that  city 
on  Saturday,  the  fifteenth.  Present  arrangements  included 
a  branch  luncheon  at  one  o'clock  with  a  branch  meeting  at 
two-thirty,  at  which  the  president  would  speak.  The  Council 
meeting  would  be  held  later  in  the  afternoon.  This  arrange- 
ment would  give  out  of  town  councillors  an  opportunity  to 
reach  Quebec  during  the  morning,  and,  if  necessary,  return 
to  their  homes  that  evening.  It  was  suggested  that  motor 
transportation  from  Montreal  to  Quebec  might  be  arranged, 
details  of  which  will  be  available  at  a  later  date. 
The  Council  rose  at  one  o'clock  p.m. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  October  18th,  1941,  the  following 
elections  and  transfers  were  effected: 

Members 
deBondy,  Joseph  Agapit,   metallurgist,   Manitoba  Steel  Foundries 

Ltd.,  Selkirk,  Man. 
Neave,  Roger,  b.Sc.  (Elec),   (Univ.  of  Man.),  designing  engr.,  gen. 

engrg.  dept.,  Imperial  Oil  Limited,  Sarnia,  Ont. 


THE  ENGINEERING  JOURNAL     November,  1941 


551 


Juniors 
Gravel,  Maurice,  b.a.sc,  ce.,  (Ecole  Polytech.),  Prov.  Road  Dept., 

Beauport,  Que. 
Kline,  Joseph  Douglas,  B.Eng.  (Civil),   (N.S.  Tech.  Coll.),  Defence 

Industries  Ltd.,  Oshawa,  Ont. 
Mable,  Wilfred  H.,  b.sc.  (Elec),  (Queen's  Univ.),  elec.  design  engr., 

H.  G.  Acres  &  Co.  Ltd.,  Niagara  Falls,  Ont. 

Affiliates 

Hébert,  Adjutor  J.  G.,  designing  engr.,  Plessisville  Foundry,  Plessis- 
ville,  Que. 

Malkin,  Alfred,  elec.  engr.,  Canadian  Car  Munitions,  Ltd.,  Mont- 
real, Que 

Transferred  from  the  class  of  Junior  to  that  of  Member 

Ramsay,  William  Wallace,  b.sc.  (Civil),  (Univ.  of  Man.),  asst.  engr. 
(P.F.R.A.),  Dept.  of  Agriculture,  Winnipeg,  Man. 

Transferred  from  the  class  of  Student  to  that  of  Member 
Cooper,  William  Everett,  B.Eng.  (Elec.),  (McGill  Univ.),  i/c  of  engrg., 

Saguenay  Power  Co.  Ltd.,  Isle  Maligne,  Que. 
Strong,  Robert  L.,  b.a.sc.  (Univ.  of  Toronto),  s.b.  (Mass.  Inst.  Tech.), 
inspection  work,  Associated  Factory  Mutual  Fire  Insurance  Com- 
panies, Boston,  Mass. 
Young,    William    Richard,    b.sc.    (Civil),    (Univ.    of    Man.),    engr., 
E.  G.  M.  Cape  &  Co.  Ltd.,  St.  Johns,  Nfld. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Buchanan,  Arnold  Amherst,  B.Eng.  (Mech.),  (McGill  Univ.),  Engi- 
neer Officer  (F/O),  R.C.A.F.,  Camp  Borden,  Ont. 


Giles,  John  Oscar,  b.sc.  (Mech.),  (Queen's  Univ.),  engrg.  dftsman., 
Imperial  Oil  Limited,  Sarnia,  Ont. 

Mackay,  William  Brydon  Fraser,  b.sc.  (Elec),  (Univ.  of  Man.), 
B.Met.E.  (Univ.  of  Minn.),  Fl.-Lieut.,  R.C.A.F.,  No.  1  Air  Naviga- 
tion School,  Rivers,  Man. 

Students  Admitted 
Baxter,  John  Frederick  (McGill  Univ.),  Belgrave  Ave.,  East  Saint 

John,  N.B. 
Baylis,  Walter  John,  b.sc.  (Elec),  (Univ.  of  Alta.),  76  East  Ave.  No.; 

Hamilton,  Ont. 
Davis,  Bruce  Lumbers,  b.a.sc.   (Univ.  of  Toronto),  Saguenay  Inn, 

Arvida,  Que. 
Dunbar,  George  G.,  (McGill  Univ.),  P.O.  Box  588,  Stellarton,  N.S. 
Extence,   Alan   Barr,    (Univ.    of   Toronto),    103   Westmount   Ave., 

Toronto,  Ont. 
Eyre,  Alan  M.,  (Univ.  of  B.C.),  4606  West  9th  Ave,  Vancouver,  B.C. 
Farago,  William  James,  b.sc.  (Mech.)   (Univ.  of  Sask.),  83  George 

St.,  St.  Catharines,  Ont. 
Hogarth,  James  Earle,  Instr'man.,  Dept.  Works  &  Bldgs.,  R.C.A.F., 

St.  Johns,  Que. 
Kraft,  Robert  William,  m.sc.  (Queen's  Univ.),  Saguenay  Inn,  Arvida, 

Que. 
Loane,  George  Herbert,  (Univ.  of  N.B.),  Campbellton,  N.B. 
Love,  John  Gordon,  (Univ.  of  Toronto),  321  Bloor  St.  W.,  Toronto, 

Ont. 
Mundee,  Lawrence  Sterling,   (Univ.  of  N.B.),  352  Duke  St.,  West 

Saint  John,  N.B. 
Wells,  James  Edwin,  (McGill  Univ.),  4412  Draper  Ave.,  Montreal, 

Que. 


Personals 


C.  D.  Howe,  Hon.M.E.i.c,  Minister,  of  Munitions  and 
Supply,  has  recently  been  awarded  an  Honorary  Member- 
ship in  the  American  Society  of  Mechanical  Engineers, 
which  will  be  presented  to  him  at  the  annual  meeting  of 
the  Society  in  New  York  in  December. 

C.  R.  Young,  m.e.i. c,  Dean  of  Engineering  at  the  Univer- 
sity of  Toronto,  was  guest  speaker  at  the  Cleveland  Engin- 
eering Society  on  the  occasion  of  the  general  meeting  of 
the  fall  season  in  Cleveland,  Ohio,  on  October  14th.  He 
spoke  on  "Transition  from  Peace  to  War"  with  particular 
reference  to  the  engineers'  share  in  it. 

At  noon  the  same  day,  a  group  of  Toronto  graduates 
entertained  him  at  luncheon.  There  were  nineteen  "School- 
men" present,  including  one  from  the  class  of  '95,  and  one 
from  '38.  Dean  Young  also  visited  the  Case  School  of 
Applied  Science. 

Dr.  A.  Surveyer,  m.e.i.c,  was  appointed  a  director  of  the 
Shawinigan  Water  &  Power  Company,  Montreal,  at  a  meet- 
ing of  the  board  held  last  month.  Dr.  Surveyer,  a  past 
president  of  the  Institute,  is  a  well-known  consulting 
engineer. 

Brig.  Gen.  J.  P.  Mackenzie,  D.s.o.,  m.e.i.c,  has  recently 
been  promoted  to  this  rank  and  appointed  to  command 
infantry  brigades  with  the  Canadian  army  overseas.  Before 
the  war  he  was  general  manager  of  the  Western  Bridge 
Company,  Limited,  at  Vancouver,  B.C. 

T.  M.  Moran,  m.e.i.c,  vice-president  of  Stevenson  & 
Kellogg,  Ltd.,  management  engineers,  is  now  permanently 
located  in  Toronto.  He  was  previously  connected  with  the 
Montreal  office  of  the  company. 

E.  G.  Patterson,  m.e.i.c,  has  recently  been  appointed 
general  manager  of  Ottawa  Car  and  Aircraft  Limited.  He 
became  associated  with  the  company  in  1940  as  assistant 
to  the  general  manager  and  spent  several  months  in  Great 
Britain  at  the  works  of  Handley-Page  Limited  with  a  view 
to  preparing  the  manufacture  of  Hampden  bombers  in 
Canada.  Previously  he  was  associated  with  the  St.  Lawrence 
Paper  Mills  Ltd.,  the  Canadian  International  Paper  Co. 
Ltd.,  and  the  Northern  Electric  Company. 

H.  J.  Vennes,  m.e.i.c,  special  products  engineer,  Northern 
Electric  Company  Limited,  Montreal,  has  been  transferred 


News  of  the  Personal  Activities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


to  the  specialty  products  division  of  the  Western  Electric 
Company,  Kearney,  N.J.,  and  has  taken  up  residence  at 
Westfield,  N.J.  He  had  been  connected  with  the  Northern 
Electric  Company  since  1921  when  he  came  from  New 
York,  where  he  had  previously  spent  five  years  with  the 
engineering  department  of  the  Western  Electric  Company 
to  which  he  is  now  returning.  During  his  stay  in  Canada, 
he  has  been  connected  with  the  designing  and  installation 
of  the  many  carrier  current  telephone  and  telegram  systems, 
radio  broadcasting  stations,  sound  pictures  and  public 
address  systems  in  this  country.  He  was  responsible  for 
several  new  developments  along  those  lines. 

Mr.  Vennes  will  be  greatly  missed  by  the  several  friends 
that  he  had  made  in  Canada  and  particularly  in  the  Insti- 
tute where  he  has  been  very  active.  He  was  chairman  of 
the  Montreal  Branch  in  1940  and  at  the  time  of  his  return 
to  the  States,  he  was  a  Councillor  of  the  Institute.  On 
several  occasions  he  has  delivered  papers  on  various  sub- 
jects some  of  which  have  been  published  in  the  Journal. 

L.  P.  Cousineau,  m.e.i.c,  has  recently  joined  the  staff  of 
Dufresne  Engineering  Company  Limited  of  Montreal.  He 
was  previously  connected  with  the  Quebec  Streams  Com- 
mission and  has  been  stationed  for  the  last  two  years  on 
the  Ottawa  River,  where  he  acted  as  assistant  resident 
engineer  on  the  construction  of  the  power  development  just 
completed  at  Rapid  No.  7  near  Cadillac,  Que. 

Mr.  Cousineau  was  graduated  in  civil  engineering  from 
the  Ecole  Polytechnique  in  1936  and  he  did  post  graduate 
work  in  Paris  at  the  Ecole  Supérieure  de  Soudure  Autogène, 
from  which  he  was  graduated  as  a  welding  engineer  in 
1937.  Upon  his  return  to  Canada,  he  had  been  with  Marine 
Industries  Limited,  at  Sorel,  Que.,  for  two  years,  where  he 
was  connected  with  the  construction  department,  later  be- 
coming welding  superintendent. 

Major  C.  N.  Mitchell,  v.c,  M.C.,  m.e.i.c,  has  been  ap- 
pointed to  command  a  field  company,  Corps  Troops,  R.C.E. 
with  the  Canadian  Army  overseas. 


552 


November,  1941     THE  ENGINEERING  JOURNAL 


John  H.  Legg,  M.E.i.c,  has  recently  been  appointed  super- 
intendent of  the  Wakefield,  Que.,  plant  of  the  Aluminum 
Company  of  Canada  Limited. 

Col.  D.  4.  White,  m.e.i.c,  has  been  appointed  com- 
mandant, Canadian  Army  Trades  School  at  Hamilton,  Ont. 
He  is  president  of  D.  A.  White  &  Company  Ltd.,  Montreal. 

Malcolm  D.  Stewart,  m.e.i.c,  has  obtained  a  commission 
as  second  lieutenant  with  the  Royal  Canadian  Engineers 
and  is  at  the  present  time  attending  the  officers'  training 
centre  at  Brock  ville.  He  was  previously  with  Hugh  C. 
MacLean  Publications,  Toronto. 

J.  Leslie  Smith,  m.e.i.c,  has  been  loaned  by  the  Depart- 
ment of  Transport  of  Canada  to  the  Federal  Aircraft 
Limited,  Montreal,  as  aeronautical  engineer.  He  has  been 
connected  with  the  aeronautical  engineering  division  of  the 
Federal  government  at  Ottawa  since  he  came  from  England 
in  1930. 

J.  G.  Welsh,  m.e.i.c,  has  been  appointed  design  engineer 
for  the  Bouchard  Works  of  Defence  Industries  Limited, 
Ste.  Thérèse,  Que.  He  joined  the  engineering  department 
of  Defence  Industries  Limited  in  May,  1940,  and  was  trans- 
ferred to  the  Bouchard  Works  in  June  of  this  year  acting 
as  assistant  to  the  resident  engineer,  in  which  capacity  he 
took  charge  of  the  mechanical  equipment  section  during 
construction. 

R.  W.  Dunlop,  m.e.i.c,  has  been  transferred  from  Sarnia 
to  Regina,  Sask.,  with  the  Imperial  Oil  Limited. 

A.  J.  Mickelson,  m.e.i.c,  is  now  employed  as  assistant 
engineer  with  The  Great  Lakes  Paper  Company,  Limited, 
Fort  William,  Ont.  He  was  previously  on  the  engineering 
staff  of  C.  D.  Howe  Company,  Limited,  at  Port  Arthur. 

Roland  Lemieux,  m.e.i.c,  has  recently  accepted  the  posi- 
tion of  city  engineer  and  secretary-treasurer  of  the  munici- 
pality of  Sillery,  just  outside  of  Quebec  city.  He  was  pre- 
viously employed  as  assistant  to  the  district  engineer, 
District  No.  1,  with  the  Department  of  Roads  for  the  Prov- 
ince of  Quebec.  Mr.  Lemieux  was  graduated  from  the  Ecole 
Polytechnique  in  1937. 

R.  McD.  Richardson,  m.e.i.c,  has  joined  the  staff  of  the 
New  Brunswick  Telephone  Co.  Ltd.,  at  the  head  office  in 
Saint  John,  N.B.  Since  his  graduation  in  1924  he  had  been 
with  the  Bell  Telephone  Company  of  Canada  Ltd. 

M.  W.  Huggins,  m.e.i.c,  has  joined  the  staff  of  the  depart- 
ment of  civil  engineering  at  the  University  of  Toronto.  He 
was  formerly  lecturer  in  civil  engineering  at  Queen's  Uni- 
versity, Kingston,  Ont. 

Lieut.  Philip  Hughes,  r.cn.v.r.,  m.e.i.c,  is  at  present 
serving  as  engineer  officer  on  H.M.S.  Ramillies. 

Flying  Officer  W.  E.  Seely,  m.e.i.c,  who  joined  the  Royal 
Canadian  Air  Force  a  few  months  ago,  has  been  posted  as 
engineer  with  the  works  and  buildings  department,  No.  8 
Service  Flying  Training  School  at  Moncton,  N.B. 

E.  R.  Brannen,  jr. e. i.e.,  has  joined  the  staff  of  Spruce 
Falls  Power  &  Paper  Company  at  Kapuskasing,  Ont.  He 
was  previously  connected  with  the  Canadian  Johns-Man- 
ville  Company,  Limited,  at  Asbestos,  Que. 

E.  A.  Russell,  jr. e. i.e.,  has  received  an  academic  fellow- 
ship in  sanitary  engineering  at  the  University  of  Toronto. 
He  was  previously  on  the  maintenance  and  construction 
staff  of  Canadian  Industries  Limited  at  Beloeil,  Que. 

J.  W.  Brooks,  Jr. e. i.e.,  is  at  present  employed  with  the 
H.  G.  Acres  Company  at  Niagara  Falls,  Ont.  He  was  pre- 
viously a  lecturer  in  civil  engineering  at  Queen's  University. 

Roger  K.  Cheng,  s.e.i.c,  has  recently  been  commissioned 
a  second  lieutenant  in  the  Canadian  Army  and  is  attending 
a  signals  course  at  Brock  ville.  He  was  graduated  in  electrical 
engineering  from  McGill  University  in  1937.  Lieutenant 
Cheng  is  said  to  be  the  first  Chinese  to  receive  a  commission 
in  the  Canadian  Army. 


C.  E.  Green,  s.e.i.c,  is  at  present  employed  with  the 
engineering  department  of  Defence  Industries  Limited  at 
Ste.  Thérèse,  Que. 

Jean  Lacombe,  s.e.i.c,  was  erroneously  reported,  in  the 
last  issue  of  the  Journal,  as  having  joined  the  staff  of 
Dominion  Bridge  Company,  Limited,  Montreal.  Mr. 
Lacombe  is  still  employed  with  the  Quebec  North  Shore 
Paper  Company  at  Baie  Comeau,  Que.,  on  the  engin- 
eering staff. 

B.  D.  McDermott,  s.e.i.c,  is  employed  with  Fraser  Brace 
Engineering  Co.  Limited  at  Shawinigan  Falls,  Que.  He  had 
previously  been  located  at  Nobel. 

A.  J.  Ring,  s.e.i.c,  has  recently  been  transferred  from  the 
Montreal  to  the  Toronto  office  of  Defence  Industries 
Limited. 

J.  L.  Vaillancourt,  s.e.i.c,  has  recently  been  commis- 
sioned as  a  pilot  officer  in  the  Royal  Canadian  Air  Force 
and  will  report  this  month  at  No.  1  Air  Navigation  School 
at  Rivers,  Man.  In  the  last  few  months  he  had  been  with 
the  city  of  Outremont,  Que.  He  was  graduated  from  the 
Ecole  Polytechnique  in  1940. 

Harold  T.  Kummen,  s.e.i.c,  is  employed  on  the  staff 
of  the  Aluminum  Company  of  Canada,  Limited,  at  Arvida, 
Que.  He  was  graduated  in  electrical  engineering  from  the 
University  of  Manitoba  last  spring. 

Edward  I.  Wigdor,  s.e.i.c,  is  employed  as  a  technical 
officer  with  the  British  Air  Commission  at  the  Vultee  Air- 
craft Limited,  Los  Angeles,  Cal. 

J.  M.  Courtright,  s.e.i.c,  is  employed  with  the  Shell  Oil 
Company  of  Canada,  Limited,  in  their  refinery  at  Montreal. 
He  was  graduated  in  civil  engineering  from  Queen's  Uni- 
versity last  spring. 

E.  W.  McKernan,  s.e.i.c,  has  joined  the  staff  of  Canadian 
General  Electric  Company  Limited  and  is  at  present  taking 
the  test  course  at  Peterborough,  Ont. 

William  Tkacz,  s.e.i.c,  is  employed  as  process  engineer 
with  the  Ottawa  Car  and  Aircraft  Limited  at  Ottawa.  He 
was  graduated  in  mechanical  engineering  from  Queen's 
University  last  spring. 

J.  F.  Ross,  s.e.i.c,  is  employed  with  the  Aeronautical 
Inspection  Directorate,  Royal  Canadian  Air  Force,  and  is 
stationed  at  Winnipeg,  Man. 

VISITORS  TO  HEADQUARTERS 

C.  C.  Kirby,  m.e.i.c,  secretary,  Association  of  Professional 
Engineers  of  New  Brunswick,  Saint  John,  N.B.,  on  Sep- 
tember 29th. 

P.  E.  Cadrin,  jr.E.i.c,  Sorel  Industries  Limited,  Sorel, 
Que.,  on  September  29th. 

John  E.  Cade,  m.e.i.c,  assistant  chief  engineer,  Fraser 
Companies  Limited,  Edmundston,  N.B.,  on  October  2nd. 

P.  Turner  Bone,  m.e.i.c,  Calgary,  Alta.,  on  October  2nd. 

J.  M.  Courtright,  s.e.i.c,  Ottawa,  Ont.,  on  October  2nd. 

Fit.  Lieut.  J.  M.  Pope,  Jr.E.i.c,  Royal  Canadian  Air 
Force  Headquarters,  Ottawa,  Ont.,  on  October  4th. 

Ernest  Davis,  m.e.i.c,  comptroller  of  Water  Rights  and 
member  of  Water  Board,  Province  of  British  Columbia, 
Victoria,  B.C.,  on  October  9th. 

T.  A.  Lindsay,  m.e.i.c,  sales  engineer,  Canadian  Tele- 
phones and  Supplies  Limited,  Winnipeg,  Man.,  on  October 
9th. 

H.  Lloyd  Johnston,  Jr.,  m.e.i.c,  Canadian  Industries 
Limited,  Windsor,  Ont.,  on  October  9th. 

K.  A.  Brebner,  m.e.i.c,  plant  engineer,  Price  Bros.  &  Co. 
Limited,  Riverbend,  Que.,  on  October  14th. 


THE  ENGINEERING  JOURNAL     November,  1941 


553 


Robert  W.  Tassie,  m.e.i.c,  vice-president,  Emprezas  Elec- 
tricas  Brasileiras,  Rio  de  Janeiro,  S.A.,  on  October  15th. 

Jacques  P.  Leroux,  jr.E.i.c,  resident  engineer,  Mont-Joli 
Airport,  Mont  Joli,  Que.,  on  October  16th. 

Sidney  Hogg,  m.e.i.c,  Saint  John  Drydock  and  Ship- 
building Co.  Limited,  Saint  John,  N.B.,  on  October  16th. 

Brig.  G.  R.  Turner,  m.e.i.c,  Headquarters  Canadian 
Corps.,  England,  on  October  17th. 

L.  E.  Westman,  editor,  Canadian  Chemistry  &  Process 
Industries,  Toronto,  Ont.,  on  October  22nd. 

T.  S.  Mathieson,  m.e.i.c.,  designing  mechanical  engineer, 
Falconbridge  Nickel  Mines,  Falconbridge,  Ont.,  on  Octo- 
ber 27th. 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

William  Israel  Bishop,  m.e.i.c,  of  Montreal  died  sud- 
denly at  Joliette,  Que.,  on  September  29th,  1941.  He  was 
born  at  Montreal  on  July  7, 1875,  and  received  his  education 
in  the  local  schools.  He  served  his  apprenticeship  as  a  land 
surveyor  with  Joseph  Rielle,  Montreal,  and  J.  N.  Patton, 
and  later  with  G.  H.  Massey,  civil  engineer.  He  held  the 
position  of  assistant  engineer  with  the  City  of  Westmount 
from  June,  1895,  to  March,  1896,  at  which  time  he  joined 
the  staff  of  T.  Pringle  &  Son,  Montreal,  as  chief  engineer. 


William  I.   Bishop,  M.E.I.C. 

In  1902  he  went  with  the  Pittsburgh  Reduction  Company 
at  Pittsburgh,  Pa.  From  1905  to  1906  he  was  superintendent 
and  engineer  for  the  T.  A.  Gillespie  Company,  contractors, 
of  New  York  and  Pittsburgh.  In  1906  he  went  into  business 
as  an  engineer  and  contractor  and  carried  out  a  large  con- 
tract for  the  construction  of  a  power  house  and  factory 
buildings  for  the  Northern  Aluminum  Company  at  Shaw- 
inigan  Falls,  Que.  Later  he  was  engaged  on  important  engi- 
neering projects  with  James  Stewart  &  Company,  Toronto, 
Foundation  Company  of  Canada  in  Victoria,  B.C.,  and  in 
New  York  and  also  with  the  Raymond  Concrete  Pile  Com- 
pany in  Montreal. 

During  the  Great  War  he  was  manager  of  a  group  of  five 
shipyards,  building  wooden  and  steel  vessels  for  the  Allies. 
In  1920  he  established  his  own  company,  William  I.  Bishop 
Limited,  in  Montreal,  and  at  the  time  of  his  death  was  still 
president.  During  his  career  he  was  engaged  on  some  of  the 
most  important  construction  projects  in  Canada  and  the 


United  States,  among  these  being  development  work  in 
Shawinigan  Falls  and  the  St.  Maurice  river  area  and  with 
the  Southern  Canada  Power  Company.  He  designed  the 
Gouin  storage  reservoir  at  the  head  of  the  St.  Maurice  river, 
one  of  the  largest  in  the  world.  He  was  a  member  of  the 
Montreal  Tramways  Commission  having  been  appointed  in 
1934. 

Mr.  Bishop  joined  the  Institute  as  an  Associate  Member 
in  1889  and  was  transferred  to  Member  in  1907. 

James  Munro  Bloomfield,  m.e.i.c,  died  at  Kamsack, 
Sask.,  on  September  20th,  1941,  after  a  few  weeks  illness. 
He  was  born  at  Thurmah  Factory,  Behar  State,  India,  on 
December  22nd,  1888,  and  received  his  education  at  Heriot 
Watt  College,  Edinburgh,  Scotland.  He  served  his  appren- 
ticeship with  British  Thomson  Houston  Company  Ltd., 
Rugby,  England,  and  with  the  Lancashire  Dynamo  &  Motor 
Company  Ltd.,  of  Manchester. 

He  came  to  Canada  in  1913  and  was  employed  with  the 
Cunningham  Electric  Company  at  Calgary.  A  year  later 
he  went  with  Bowness  Improvement  Company  Limited  at 
Calgary.  He  served  overseas  in  the  Great  War  with  the 
Canadian  engineers  from  1915  to  1918.  Upon  his  return  to 
Canada  he  joined  the  firm  of  General  Engineers  Limited, 
Calgary,  as  a  junior  partner  and  was  engaged  in  the  repair 
and  maintenance  of  electrical  apparatus  and  layout  of  dis- 
tribution systems.  In  1923  he  was  appointed  superintendent 
of  utilities  with  the  Town  of  Kamsack,  Sask.,  a  position 
which  he  occupied  until  his  death.  Under  his  supervision 
the  electric  power  plant  of  Kamsack  was  greatly  improved 
and  the  service  was  extended  to  Pelly  and  Verigin. 

Mr.  Bloomfield  joined  the  Institute  as  an  Associate 
Member  in  1929. 

George  Henry  Davis,  k.c,  died  in  the  Winnipeg  General 
Hospital  on  May  27th,  1941,  after  a  short  illness.  Born  in 
London,  England,  on  May  14,  1872,  he  came  to  Canada 
as  a  boy  of  14  and  worked  on  a  farm  near  Brandon.  Coming 
to  Winnipeg  in  1894,  he  entered  Manitoba  College  and  after 
graduation  was  a  lecturer  in  French  at  the  college  for  two 
years.  He  articled  as  a  law  student  with  the  firm  of  Munson 
and  Allan  in  1900,  and  became  a  member  of  the  firm  when 
he  was  admitted  to  the  bar  in  1903.  He  was  created  a 
King's  Counsel  in  1925  and  was  associated  with  the  law 
firm  of  Allan,  Laird  &  Davis  until  the  time  of  his  death. 

Mr.  Davis'  interests  were  wide  and  varied:  he  was  a 
former  president  of  the  Canadian  Club,  a  member  of  the 
International  Institute  of  Foreign  Affairs,  the  St.  Charles 
Country  Club,  the  Manitoba  Club,  and  the  Motor  Country 
Club. 

Although  engaged  in  the  profession  of  law,  Mr.  Davis 
was  intensely  interested  in  all  engineering  projects.  For  a 
number  of  years  he  made  a  study  of  large  bridges,  and 
had  one  of  the  most  up-to-date  libraries  and  files  on  the 
world's  famous  bridges,  most  of  which  he  had  visited  at 
some  time,  either  during  their  construction  or  after  their 
completion. 

Mr.  Davis  had  been  associated  with  the  Institute  as  a 
Branch  Affiliate  for  several  years  and  had  always  taken  a 
keen  interest  in  the  affairs  of  the  Winnipeg  Branch. 

Joseph  A.  Vermette,  m.e.i.c,  died  in  the  hospital  at 
Ottawa  on  October  10th,  1941.  He  was  born  at  Hull,  Que., 
on  November  16,  1879,  and  was  educated  at  Ottawa  College. 
After  spending  some  years  in  the  service  of  the  Quebec 
Government  as  a  civil  engineer,  he  went  to  the  Dominion 
Department  of  Public  Works  at  Ottawa  in  that  capacity 
and  won  promotions  rapidly  reaching  the  position  of  senior 
assistant  engineer,  which  he  held  at  the  time  of  his  death. 
Mr.  Vermette  joined  the  Institute  as  an  Associate  Mem- 
ber in  1914. 


554 


November,  1911     THE  ENGINEERING  JOURNAL 


News  of  the  Branches 


HAMILTON  BRANCH 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


A.  R.  Hannaford,  m.e.i.c. 
W.  E.  Brown,  Ji-.e.i.c.     - 


Secretary-Treasurer 
Branch  News  Editor 


On  the  evening  of  Thursday,  October  2nd,  a  joint  meet- 
ing of  the  branch  was  held  with  the  Hamilton  Group  of  the 
Toronto  Section  of  the  American  Institute  of  Electrical 
Engineers,  in  the  Westinghouse  Auditorium.  The  Speaker 
was  Mr.  A.  H.  Frampton,  assistant  engineer,  Hydro-Electric 
Power  Commission  of  Ontario,  and  his  subject  was 
The  220  kv.  System  of  the  Hydro  Electric  Power  Com- 
mission. The  speaker  stated  that  the  new  220  kv.  system 
was  commenced  in  1927,  following  a  contract  between  the 
Commission  and  the  Gatineau  Power  Company,  under 
which  260,000  hp.  was  to  be  supplied  from  the  Paugan 
development  on  the  Gatineau  River,  some  250  miles  east 
of  Toronto.  The  first  220  kv.  receiving  station  was  located 
at  Toronto  as  the  load  there  was  sufficiently  large  to  absorb 
all  of  the  original  contract,  with  a  large  margin  to  spare 
for  future  needs.  Since  the  expansion  of  the  220  kv.  system, 
constant  study  has  been  made  to  determine  the  amount  of 
power  that  may  safely  be  transmitted  under  the  changing 
conditions.  One  of  the  most  important  phases  has  been 
that  of  a  system  of  stability,  in  which  a  development  of 
the  Westinghouse  Company  has  been  one  of  the  most  valu- 
able tools,  namely,  the  A.C.  network  analyzer.  Transmission 
lines,  being  built  in  the  open,  are  subject  to  all  the  hazards 
resulting  from  the  forces  of  nature,  such  as  wind,  sleet  and 
lightning.  Every  reasonable  precaution  has  been  used  in 
the  construction  of  these  new  transmission  lines  so  that 
they  will  not  collapse  under  normal  anticipated  stresses. 
They  are  designed  to  withstand  60  miles-an-hour  gales  while 
covered  with  a  half  inch  of  ice  and  will  undoubtedly  with- 
stand a  higher  wind  velocity.  Lightning  flashovers  and  the 
accidental  contact  of  conductors  while  they  are  moving 
under  what  is  known  as  "galloping"  conditions,  and  exces- 
sive wind  storms  are  the  things  that  engineers  are  striving 
to  eliminate  so  that  industry  may  work  along  without  de- 
lays. The  new  station  at  Burlington,  Ont.,  was  described 
together  with  the  whole  system  reaching  from  Montreal. 

The  lecture  was  followed  by  three  motion  pictures  which 
showed  the  building  of  the  giant  towers  which  hold  the 
voltage  wires  and  the  construction  of  the  lines  into  the 
north  over  miles  and  miles  of  barren  land  to  supply  the 
distant  industries  that  are  helping  with  the  war  effort  of 
Canada.  Many  of  these  lines  were  built  in  sub-zero  weather 
and  the  workmen  worked  with  tremendous  speed  to  com- 
plete these  lines  whose  towers  are  made  of  the  lumber  cut 
and  formed  at  the  site  of  the  lines.  The  address  was  most 
instructive  to  all  engineers. 

James  T.  Thwaite,  chairman  of  the  Hamilton  Group, 
A.I.E.E.,  introduced  the  speaker  and  after  the  lecture  a  vote 
of  thanks  was  made  by  Mr.  Porter.  W.  A.  T.  Gilmour, 
chairman  of  the  Hamilton  Branch,  E.I.C.,  opened  the  meet- 
ing, as  chairman  of  the  evening,  and  the  usual  custom  of 
this  joint  meeting  was  followed  in  that  the  chairman  of 
the  Electrical  Engineers  occupied  the  chair  during  the  lec- 
ture which  was  enjoyed  by  154  engineers  and  visitors. 

LAKEHEAD  BRANCH 

W.  C.  Byers,  jr. e. i.e.     -    Secretary-Treasurer 

A  special  meeting  was  called  on  August  16th  at  4.00  p.m. 
to  take  advantage  of  the  opportunity  to  make  an  inspection 
tour  of  Temporary  Grain  Storage  Buildings  and  conveyor 
galleries  being  constructed  for  the  bulk  storage  of  grain.  The 
storage  buildings  inspected  were  those  being  constructed 
for  the  United  Grain  Growers  Limited  at  Port  Arthur. 

There  are  two  storage  buildings  of  wood  construction 
with  a  combined  capacity  of  4,000,000  bushels.  The  first 
building  is  144  ft.  x  600  ft.  and  the  second  one  is  144  ft.  x 


572  ft.  and  the  side  walls  are  21  ft.  6  in.  high  with  the  roof 
sloping  up  at  about  5  in  12.  A  cupola  is  constructed  along 
the  top  of  each  building  to  house  a  conveyor  belt,  walk- 
ways on  each  side  of  the  conveyor  belt,  and  a  moveable 
plow  which  removes  the  grain  at  any  desired  point  along  the 
building.  The  roof  of  each  building  is  supported  by  braced 
towers  9  ft.  6  in.  x  9  ft.  6  in.  spaced  at  28  ft.  6  in.  centre  to 
centre  longitudinally  and  transversely.  The  walls  are 
constructed  of  2  in.  x  6  in.  cribbing  and  12  in.  x  14  in. 


At  the  luncheon  of  the  executive  of  the  Lakehead  Branch — 
from  left  to  right:  G.  H.  Burbridge,  W.  H.  Bird,  W.  L.  Bird, 
W.  H.  Small,  President  C.  J.  Mackenzie,  G.  R.  Duncan,  P.  E. 
Doncaster,  B.  A.  Culpeper,  S.  E.  Flook,  W.  C.  Byers,  J.  I.  Car- 
michael,  J.  M.  Fleming,  R.  B.  Chandler,  Miss  E.  M.  G.  MacGill, 
H.  G.  O'Leary  and  Vice-President  K.  M.  Cameron. 

posts  with  2  in.  diameter  tie  rods  to  resist  the  grain  pres- 
sure. A  concrete  slab  was  used  as  a  floor  and  footing  for  the 
interior  towers  and  crib  walls.  A  concrete  tunnel  runs  along 
the  centre  of  each  building  to  house  a  conveyor  belt  which 
will  be  used  to  remove  the  grain  from  the  Temporary 
Storages  through  spout  openings  in  the  tunnel  walls. 

A  system  of  galleries  and  one  timber  tunnel  run  from  the 
Terminal  Elevator  to  the  Temporary  buildings  a  distance 
of  1,260  ft.  The  gallery  towers  and  trusses  are  constructed 
of  British  Columbia  fir  and  ring  connectors  are  used  through- 
out. The  gallery  trusses  vary  from  64  ft.  to  97  ft.  span. 


J.  Antonisen  thanks  the  speakers.  From  left  to  right:  Secre- 
tary-Treasurer W.  C.  Byers,  J.  Antonisen,  H.  G.  O'Leary,  Vice- 
President  K.    M.    Cameron,    R.    B.   Chandler,  President  C.  J. 
Mackenzie,  Chairman  B.  A.  Culpeper. 

Power  is  supplied  from  the  existing  terminal  substation 
and  is  distributed  by  an  open  feeder  run  along  the  top  of 
the  galleries  and  storages.  The  first  storage  requires  190  hp. 
to  fill  and  280  hp.  to  empty,  while  the  second  requires 
230  hp.  to  fill  and  320  hp.  to  empty. 

Protective  floodlighting  is  provided  around  the  storages 
and  galleries  to  facilitate  inspection  by  the  night-watchmen. 


THE  ENGINEERING  JOURNAL     November,  1941 


555 


Mr.  Wilson  of  the  British  Air  Commission,  W.  H.  Small,  Vice- 
President  K.  M.  Cameron,  and  R.  B.  Chandler. 

The  tour  of  inspection  was  conducted  by  the  engineering 
staff  of  C.  D.  Howe  Company,  and  forty  members  and 
guests  were  present.  After  the  tour  of  inspection  refresh- 
ments were  served  in  one  of  the  storage  buildings. 

The  President,  Dr.  G.  J.  Mackenzie  visited  the  Lakehead 
Branch  on  Monday,  September  22nd.  He  was  accompanied 
on  his  visit  by  Vice-President,  K.  M.  Cameron  and  the 
General  Secretary,  L.  Austin  Wright. 

The  president,  vice-president  and  general  secretary  were 
taken  on  a  tour  of  inspection  of  the  Port  Arthur  Shipyards 
during  the  morning  and  at  12.45  p.m.  were  guests  at  an 
executive  luncheon.  A  tour  of  inspection  of  the  Canadian 
Car  &  Foundry  was  made  during  the  afternoon. 

A  dinner  meeting  was  held  in  the  Royal  Edward  Hotel, 
Fort  William,  commencing  at  6.45  and  thirty  members  and 
guests  were  present. 

The  Chairman,  B.  A.  Culpeper,  presided  at  the  meeting 
and  welcomed  the  president,  vice-president  and  general 
secretary  to  the  Lakehead.  P.  E.  Doncaster  introduced  Dr. 
Mackenzie  and  mentioned  a  few  highlights  of  his  distin- 
guished career. 

Dr.  Mackenzie  expressed  his  appreciation  of  the  welcome 
shown  by  the  members  of  the  Lakehead  Branch  and  then 
spoke  on  the  National  Research  Council  in  Relation- 
ship to  the  War.  He  dwelt  on  the  importance  of  scientific 


In  the  foreground:  Miss  E.  M.  MacGill  chatting  with  Chairman 

Culpeper.  In  the  background:  Councillor  J.  M.  Fleming,  G.  R. 

Duncan  and  H.  G.  O'Leary. 

research  and  how  it  had  made  the  British  supreme  in  the 
air.  He  mentioned  the  radio  locator  which  had  done  away 
with  continuous  patrolling  of  the  air  and  made  it  possible 
to  assign  planes  to  a  definite  location. 

He  stated  that  the  war  had  developed  into  an  engineers' 
war  and  that  the  engineers  had  risen  to  the  occasion  and 
were  pooling  their  resources  and  were  working  together  as 
a  team. 

He  mentioned  how  the  National  Research  Council  had 
increased  in  importance  since  the  war  began  and  this 
evidence  is  shown  by  the  large  donations  made  by  indus- 


trialists and  individuals,   whereas,   before  the  war  small 
amounts  of  money  were  difficult  to  obtain. 

Scientific  research  to-day  meant  the  full  co-operation  of 
all  the  individuals  from  the  Ph.D's  to  the  mechanic  at  the 
bench  and  the  importance  of  one  individual  over  another 
was  not  considered. 

When  preparing  for  an  industrial  war  it  was  not  possible 
to  spring  to  arms  overnight  except  emotionally.  There  are 
four  steps  in  an  industrial  combat.  First  there  was  research 
and  development;  second,  engineering  design;  third,  indus- 
trial production;  and  fourthly,  the  operations  by  and 
equipment  of  the  men. 

When  war  broke  out  the  research  council  had  a  staff  of 
267  with  a  budget  of  $800,000.00.  Next  year  it  is  planned  to 
employ  a  staff  of  900  and  spend  from  five  to  six  millions  of 
dollars. 

The  council  operates  under  four  divisions,  mechanical 
engineering,  physics  and  electrical  engineering,  chemistry 
and  biology.  The  council  had  150  projects  under  con- 
sideration with  56  in  the  aeronautical  field.  The  Council  is 
investigating  stability  of  various  aircraft,  bomb  sights, 
instruments  fuel  and  de-icing. 

Councillor  J.  M.  Fleming  introduced  vice-president 
K.  M.  Cameron.  Mr.  Cameron  expressed  his  appreciation  of 
being  able  to  be  present  at  the  meeting  and  referred  to  the 
development  of  the  Lakehead  Community  and  mentioned 
the  harbour  improvements  that  had  been  made  and  the 
large  sums  of  money  spent  by  the  public  works  on  the 
breakwater. 

R.  B.  Chandler  introduced  L.  Austin  Wright  who  spoke 
on  the  work  of  the  Wartime  Bureau  of  Technical  Per- 
sonnel and  also  described  the  work  done  on  the  repairs  to 
the  Headquarters  building. 

J.  Antonisen  gave  a  vote  of  thanks  to  the  visiting  speak- 
ers for  their  addresses. 

LONDON  BRANCH 


H.  A.  Stead,  jr. e. i.e.  - 
A.  L.  Furanna,  S.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  opening  fall  meeting  of  the  Branch  was  held  on 
Wednesday,  October  1st,  1941  in  the  Officers'  Mess  of  the 
Talbot  St.  Armouries.  Mr.  J.  A.  M.  Galilee,  assistant 
advertising  manager  of  the  Canadian  Westinghouse  Com- 
pany was  the  speaker. 

Speaking  on  the  Recent  Research  and  Development 
Work  in  Electric  Equipment,  Mr.  Galilee  stressed  the 
value  of  research  in  the  war  effort.  He  said  that  scientists 
were  fighting  many  difficult  battles  behind  the  locked  doors 
of  the  laboratories  and  that  although  science  has  given 
Hitler  many  of  his  tools  of  war,  science  would  also  finally 
spell  his  doom. 

Unbelievable  possibilities,  he  said,  rested  in  the  uranium 
atom  U235.  When  all  the  potential  energy  of  this  element 
is  realized,  houses  may  be  heated  for  an  entire  winter  with 
a  piece  of  uranium  the  size  of  a  headache  capsule.  A  piece 
the  size  of  a  walnut  would  release  energy  equivalent  to  that 
of  1,250  tons  of  coal. 

Experiments  were  performed  to  illustrate  many  other 
new  principals.  In  the  field  of  metallurgy,  Mr.  Galilee 
demonstrated  the  bi-metal  strips,  the  addition  of  tungsten 
powder  to  steel  in  order  to  eliminate  bounce,  some  small 
but  very  powerful  permanent  magnets  and  a  new  trans- 
former steel  with  reluctance  so  low  that  it  became  magnetic 
when  placed  in  the  direction  of  the  earth's  field. 

Some  of  the  many  uses  of  ultra  violet  light  were  also 
shown.  One  of  the  most  interesting  applications  was  in  the 
modern  fluorescent  lighting.  Ultra  violet  light  may  also  be 
used  as  a  germicide  and  to  produce  colour  effects.  Another 
lighting  marvel  on  display  was  polarized  light.  This  is  now 
being  used  in  the  strength  analysis  of  structural  shapes. 
Polarized  light  also  holds  the  answer  to  the  automobile 
headlight  problem.  Unfortunately,  this  cannot  be  applied 
until  after  the  war  because  the  system  would  have  to  be 
used  exclusively  in  order  to  be  effective. 


556 


November,  1941     THE  ENGINEERING  JOURNAL 


Among  the  electrical  experiments  an  electric  eye  was 
used  in  the  transition  of  sound  waves  into  light  waves  and 
light  back  to  sound. 

Mr.  Galilee  was  introduced  by  the  branch  chairman, 
Mr.  R.  W.  Garrett,  and  Mr.  V.  A.  McKillop  proposed  the 
vote  of  thanks. 


PETERBOROUGH  BRANCH 

D.  J.  Emery,  m.e.i.c. 

E.  Whiteley,  s.e.i.c 


Secretary-Treasurer 
Branch  News  Editor 


At  their  opening  meeting  for  the  1941-42  season,  on 
September  27th,  Peterborough  Branch  were  joined  by 
Toronto  Branch  of  the  American  Institute  of  Electrical 
Engineers.  At  2  p.m.  members  of  both  groups  gathered 
at  Kawartha  Golf  and  Country  Club  where  golf  was 
arranged  for  those  who  wished  it,  and  trips  through  the 
Peterborough  Works  of  the  Canadian  General  Electric 
Company  Limited  were  organized  for  the  others. 

All  were  back  at  the  club  by  7.30  p.m.  in  time  for  an 
excellent  dinner.  Mr.  J.  Cameron,  chairman  of  the  Peter- 
borough Branch,  served  as  toast  master.  Mr.  R.  Robbin 
distributed  prizes  (donated  by  the  Western  Clock  Com- 
pany Limited)  to  several  lucky  members. 

After  a  pause  and  some  re-arrangement  of  chairs  the 
meeting  came  to  order  again  for  a  technical  discussion  of 
Electromagnetic  and  Heating  Effects  of  Fault  Cur- 
rents. Mr.  0.  Titus,  chairman  of  the  Toronto  Branch, 
A.I.E.E.,  took  the  chair. 

After  several  short  prepared  papers  by  Mr.  Langley, 
Dr.  F.  G.  A.  Tarr,  Mr.  D.  V.  Canning,  of  the  Canadian 
General  Electric  Company,  Mr.  J.  T.  Thwaites,  Canadian 
Westinghouse  Company,  and  Dr.  J.  H.  Thompson,  Fer- 
ranti  Electric,  others  gave  their  comments  until  a  sur- 
prising amount  of  information  had  come  out.  The  effects  of 
heavy  fault  currents  on  bus  structures,  cables,  switchgear, 
relays,  transformers,  motors,  were  all  mentioned. 

The  meeting  was  well  up  to  the  standard  set  by  a  similar 
event  last  season,  and  encourages  those  who  hope  it  will  be 
an  annual  affair.  108  members  and  guests  were  present. 

SAGUENAY  BRANCH 

D.  S.  Estabrooks,  m.e.i.c.   -     Secretary-Treasurer 
J.  P.  Estabrook,  Jr. e. i.e.      -     Branch  News  Editor 

The  Saguenay  Branch  met  at  Arvida,  Que.,  on  the  even- 
ing of  October  14th  with  chairman  N.  F.  McCaghey  pre- 
siding over  the  meeting. 

The  speaker  on  this  occasion  was  Mr.  V.  G.  Young- 
husband,  vice-president  of  the  Foundation  Company  of 
Canada,  presenting  as  his  subject  Construction  Problem. 

Mr.  Younghusband  described  several  of  the  interesting 
projects  he  had  been  associated  with  in  his  wide  experience 
in  construction  engineering,  dealing  first  with  a  construction 
railroad  used  in  connection  with  excavation  work  for  the 
Granby  Mining  and  Smelting  Company.  He  then  reviewed 
the  construction  of  the  University  of  Saskatchewan  and 
the  reconstruction  of  the  central  block  of  the  Parliament 
Buildings  at  Ottawa. 

On  the  Comeau  Bay  construction  job,  transportation  was 
the  chief  difficulty  to  be  faced,  stone  being  the  only  local 
material  used  in  building  the  mill  and  townsite.  The  con- 
struction of  a  pipe  line  over  17  ft.  in  diameter  and  5,900  ft. 
long  was  of  particular  interest.  Various  materials  were  con- 
sidered for  the  construction  of  the  pipe  but  wood  stave 
was  given  preference  over  steel  and  pre-stressed  concrete. 

In  concluding  Mr.  Younghusband  stressed  the  labour 
problems  to  be  faced  by  industry  after  the  war  and  ex- 
pressed a  hope  that  any  slowdown  at  that  time  would  be 
of  short  duration.  He  pictured  Canada  as  coming  into  her 
own  with  her  industrial  capacity  and  population  doubling 
in  size  as  a  result  of  decentralization  of  industry  in  Great 
Britain  and  expansion  to  Canada.  In  connection  with  this, 
he  called  for  closer  co-operation  between  construction  men 
and  engineers.  This  was  his  expressed  hope  for  the  advance 
of  each  group  in  the  future. 


SAINT  JOHN  BRANCH 

V.  S.  Chesnut,  m.e.i.c.     -     Secretary-Treasurer 

At  a  meeting  of  the  Demolition  Committee  of  Air  Raid 
Protection  held  on  August  19th  it  was  decided  to  adopt  the 
English  system,  as  laid  down  in  publication  of  the  British 
Home  Office,  for  organization  of  Rescue  Parties  and 
Clearing  of  Debris. 

It  was  arranged  that  following  an  air  raid  the  Municipal 
Demolition  Officer  would  be  on  duty  at  A.R.P.  Head- 
quarters with  liaison  officers  under  him.  A  Demolition 
Officer  will  be  assigned  to  each  City  Ward  to  work  in  co- 
operation with  the  A.R.P.  Captain  of  Wardens  for  that 
Ward. 

In  recognition  of  the  fact  that  buildings  may  become 
wrecked  without  fire  occuring  in  them  and  that  the  Fire 
Department  and  Police  services  will  be  fully  occupied  with 
other  duties,  a  system  of  Rescue  Parties  will  be  organized 
for  each  Ward.  These  Rescue  Parties  will  be  of  two  kinds, 
Light  and  Heavy  and  will  be  led  by  experienced  construc- 
tion foremen.  They  will  comprise  a  nucleus  of  skilled  men 
and  be  equipped  with  tools  and  appliances.  A  proportion 
of  the  men  in  each  Light  party  will  be  given  a  first  aid 
course  in  order  to  succour  persons  who  may  be  trapped, 
until  other  first  aid  parties  can  arrive. 

A  Light  Party  will  be  first  despatched  to  the  scene  of  a 
casualty,  to  be  followed  up  by  a  Heavy  Party  with  more 
extensive  equipment  should  the  need  for  further  assistance 
be  evident. 

The  primary  task  of  Light  Parties  will  be  to  rescue  living 
persons  who  are  trapped  in  the  wreckage  and  remove  the 
bodies  of  persons  killed  in  the  collapse  of  a  building,  where 
this  can  be  done  without  further  risk  of  life  at  the  moment. 

The  services  of  Construction  companies  will  be  organized 
for  heavier  types  of  demolition  work  and  clearance  of 
debris  and  for  assistance  to  civic  forces  in  clearing  and 
repairing  streets  and  restoring  services. 

The  Light  and  Heavy  rescue  parties  will  be  under  the 
orders  of  the  Ward  Demolition  Officer  and  will  assemble 
at  designated  points  upon  the  sounding  of  an  alarm. 

Volunteers  for  the  personnel  of  these  rescue  parties  will 
be  called  for  in  the  near  future.  A  considerable  number  of 
carpenters,  masons,  plumbers  and  other  skilled  construction 
personnel  will  be  needed. 

SAULT  STE.  MARIE  BRANCH 


O.'A.  Evans,  Jr. e. i.e. 
N.  C.  COWIE,  Jr. e. i.e. 


Secretary-Treasurer 
Branch  News  Editor 


The  fifth  general  meeting  for  the  year  1941  was  held  in  the 
Grill  Room  of  the  Windsor  Hotel  on  Friday,  September 
26th,  1941,  when  17  members  and  guests  sat  down  to 
dinner  at  6.45  p.m.  The  business  portion  of  the  meeting 
began  at  8.00  p.m.  with  L.  R.  Brown,  vice-chairman, 
presiding  in  the  absence  of  E.  M.  MacQuarrie.  N.  C.  Cowie 
replaced  the  secretary  who  was  also  away. 

At  the  conclusion  of  the  business  portion  of  the  meeting 
Mr.  T.  F.  Rahilly  addressed  the  club  on  The  Blast  Furnace 
Plant  of  the  Algoma  Steel  Corporation. 

After  the  discussion  A.  M.  Wilson  moved  the  adjourn- 
ment. 

TORONTO  BRANCH 


J.  J.  Spence,  m.e.i.c. 

D.  FORGAN,  M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  first  meeting  of  the  Toronto  Branch  of  the  Institute 
was  held  in  Hart  House,  University  of  Toronto,  on  Octo- 
ber 16th.  An  excellent  attendance  attested  to  the  apparent 
interest  in  the  subject  for  the  evening's  discussion,  and,  it 
is  hoped,  to  interest  in  the  activities  of  the  branch  in  general. 
A  satisfactory  feature  was  the  large  number  of  younger 
engineers  who  turned  out.  It  is  hoped  that  this  interest  will 
continue  to  be  shown  to  at  least  as  great  an  extent  for  the 
rest  of  the  season.  The  programme  which  has  been  adopted 
for  the  ensuing  meetings  is  one  which  should  hold  the  in- 
terest of  both  experience  and  younger  engineers  alike. 


THE  ENGINEERING  JOURNAL     November,  1941 


557 


A  cosmopolitan  atmosphere  was  given  to  the  gathering 
by  the  presence  of  a  group  of  12  Polish  engineers  now 
located  in  the  Toronto  area.  It  was  the  desire  of  the  branch 
to  show  its  appreciation  of  the  spirit  of  these  people  who 
are  now  our  Allies  in  the  War,  and  who  after  great  hard- 
ships are  endeavouring  to  establish  themselves  in  this 
country. 

In  the  course  of  his  opening  remarks,  Mr.  H.  E.  Brandon, 
the  branch  chairman,  formally  tendered  in  a  most  happy 
vein  the  branch's  congratulations  to  Professor  C.  R.  Young 
of  the  University  of  Toronto  on  his  recent  appointment  as 
Dean  of  the  Faculty  of  Applied  Science.  The  enthusiasm 
with  which  the  meeting  received  Mr.  Brandon's  address 
indicated  the  universal  and  sincere  pleasure  which  Dean 
Young's  appointment  has  given  to  all  those  who  have  been 
fortunate  enough  to  come  in  contact  with  him  and  his  work. 

During  his  response  Dean  Young  commented  on  his 
association  with  the  Polish  forces  in  the  last  Great  War, 
and  then  introduced  to  the  meeting  each  of  the  Polish  en- 
gineers present.  Of  interest  were  the  brief  biographical  notes 
he  gave  on  each  individual  and  the  route  by  which  each 
at  last  reached  this  country.  He  then  introduced  the  speaker 
of  the  evening,  Mr.  W.  J.  Jakimiuk,  an  eminent  aeronautical 
engineer  who  now  holds  the  position  of  chief  designer  of 
the  de  Havilland  Aircraft  Company  of  Canada. 

Mr.  Jakimiuk  was  formerly  chief  engineer  of  the  National 
Aircraft  Corporation  of  Poland.  His  subject  was  Plastic 
Laminated  Wood  in  Aircraft  Construction.  It  is  ex- 
pected the  paper  will  be  published  in  full  in  the  Journal 
at  an  early  date.  In  his  address  Mr.  Jakimiuk  showed  that 
wood  was  extensively  used  in  aircraft  construction  in  earlier 
periods  of  aviation  until  1925-1930.  At  that  time,  wood 
was  pushed  out  by  steel  and  light  alloys,  especially  with 
the  advent  of  stressed  skin  construction. 

Wood  is  a  good  structural  material  with  high  strength  to 
weight  ratio,  but  possesses  many  defects  which  have  slowed 
the  development  of  wooden  aircraft  construction. 

About  1935,  synthetic  resins  were  introduced  in  wooden 
construction  and  most  of  the  defects  were  eliminated  when 
laminated  plastic  wood  was  developed.  Laminated  panels 
made  of  wooden  veneers  of  proper  thickness  and  properly 
assembled  with  synthetic  adhesives  are  fairly  uniform  in 
strength  and  volume.  Thermosetting  synthetic  adhesives 
such  as  phenol  formaldehyde  and  urea  formaldehyde  give 
very  good  and  reliable  joints. 

Experimental  work  on  plastic  moulded  wood  development 
is  carried  out  in  Canada  at  the  National  Research  Council, 
Ottawa,  the  Massey-Harris  Company,  and  de  Havilland 
Aircraft  of  Canada. 

The  pressure  tank  moulding  method  is  fairly  well  de- 
veloped. Other  methods,  such  as  curing  of  resins  by  high 
frequency  electro-static  fields,  are  experimental.  De  Havil- 
land is  making  a  wooden  wing  for  one  of  the  metal  aero- 
planes produced  in  Canada.  The  paper  was  most  interesting 
well  presented  and  well  received. 

Mr.  0.  Holden,  chief  hydraulic  engineer  of  the  Hydro- 
Electric  Power  Commission  of  Ontario,  presented  the  second 
portion  of  the  programme.  This  consisted  of  a  coloured 
motion  picture  and  coloured  stills,  showing  various  features 
in  the  construction  of  the  Commission's  Barrett  Chute  de- 
velopment on  the  Madawaska  River.  Work  on  this  develop- 
ment, designed  and  constructed  by  the  Commission's  staff, 
was  put  in  hand  September,  1940,  and  is  scheduled  for  com- 
pletion in  the  early  summer  of  1942.  It  will  have  an  installed 
capacity  of  two  57,000  hp.  units.  The  pictures  were  excellent 
examples  of  the  beauty  and  clarity  of  good  colour  photog- 
raphy. Considerable  added  interest  was  given  to  them  by 
Mr.  Holden's  brief  description  of  the  salient  features  of  the 
development  and  his  descriptive  comments  on  each  opera- 
tion and  feature  shown  on  the  screen. 

The  new  seating  arrangements  in  the  Debates  Room  at 
Hart  House  added  considerably  to  the  comfort  of  the  audi- 
ence, most  of  which  joined  in  the  light  refreshments  which 


were  provided  after  the  meeting  and  which  afforded  an 
opportunity  for  further  discussion  and  meeting  with  old 
friends. 

WINNIPEG  BRANCH 


C.  P.  Haltalin,  m.e.i.c.    - 
T.  A.  Lindsay,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  Winnipeg  Branch  was  highly  honoured  in  September 
by  the  visit  of  President  C.  J.  Mackenzie,  who  was  accom- 
panied by  Vice-President  K.  M.  Cameron  and  General 
Secretary  L.  Austin  Wright. 

Mr.  Cameron  and  Mr.  Wright  were  present  at  a  luncheon 
meeting  of  the  executive  held  at  the  Engineer's  Club  on 
September  23rd,  at  which  meeting  various  Institute  matters 
were  discussed  by  Mr.  Cameron  and  Mr.  Wright.  Several 
problems  of  special  interest  to  the  Branch  were  brought  up 
and  valuable  advice  and  opinions  were  advanced  by  the 
members  from  Headquarters. 

President  Mackenzie  held  an  informal  reception  at  the 
Fort  Garry  Hotel  on  the  evening  of  the  23rd,  in  order  to 
make  the  acquaintance  of  the  executive  and  various  mem- 
bers of  the  Branch,  and  to  renew  old  acquaintances. 

A  general  luncheon  meeting  in  honour  of  the  visiting 
party  from  Headquarters  was  held  in  the  Georgian  Dining 
Room  of  the  Hudson's  Bay  Company  on  Wednesday,  Sep- 
tember 24th,  at  which  65  members  were  present. 


Winnipeg  Branch  Executive  with  visitors  from  Headquarters. 
Front  row,  from  left  to  right:  Councillor  J.  W.  Sanger,  Presi- 
dent C.  J.  Mackenzie,  Vice-Chairman  D.  M.  Stephens,  Vice- 
President  K.  M.  Cameron,  Dean  E.  P.  Fetherstonhaugh.  Back 
row:  Secretary-Treasurer  C.  P.  Haltalin,  H.  L.  Briggs,  T.  E. 
Storey,  E.  S.  Braddell,  S.  G.  Harknett,  C.  V.  Antenbring,  J.  T. 
Dyment,  H.  B.  Brehaut,  H.  W.  McLeod. 


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The  head  table  at  the  general  luncheon  meeting.  From  left  to 
right:  Dean  E.  P.  Fetherstonhaugh,  Vice-President  K.  M. 
Cameron,  President  C.  J.  Mackenzie,  Vice-Chairman  D.  M. 
Stephens,  Councillor  J.  W.  Sanger,  Secretary-Treasurer  C.  P. 
Haltalin,  left  foreground,  J.  T.  Dyment. 

Mr.  D.  M.  Stephens,  vice-chairman  of  the  branch,  pre- 
sided in  the  absence  of  the  chairman,  Mr.  V.  Michie.  Mr. 
Stephens  welcomed  the  Headquarters  party  and  expressed 
the  pleasure  of  the  branch  at  having  them  present. 

President  Mackenzie,  the  main  speaker  of  the  occasion, 
was  introduced  by  Councillor  J.  W.  Sanger.  Dean  Mack- 
enzie emphasized  the  value  of  the  Institute  to  all  engineers, 
and  gave  a  personal  example  of  how  committee  work  in  the 
Institute  had  benefited  him  after  the  last  war. 


558 


November.   1911     THE  ENGINEERING  JOURNAL 


He  outlined  the  part  that  engineers  were  playing  in  the 
present  war  not  only  with  reference  to  military  service, 
but  also  to  industry  and  research  work. 

As  acting  president  of  the  National  Research  Council 
he  was  able  to  give  the  audience  a  particularly  stirring 
account  of  the  work  of  the  Council.  Although  he  pointed 
out  that  with  the  short  time  at  his  disposal  he  could  only 
touch  on  the  highlights,  he  gave  very  interesting  outlines 
of  the  jobs  being  done  by  the  various  divisions  of  Aviation 
Medicine,  Physics,  Radio,  Optics  and  Chemistry. 

Prior  to  Dean  Mackenzie's  address,  Vice-President  K.  M. 
Cameron  was  introduced  by  Mr.  Stephens,  and  he  con- 
veyed the  greetings  of  the  Ottawa  Branch  to  the  Winnipeg 
Branch.  He  also  outlined  the  relationship  of  a  vice-president 
to  Institute  affairs,  and  touched  on  some  of  the  problems 
of  Council. 

Mr.  Wright  reported  on  results  of  the  Headquarters 
Building  Fund,  and  pointed  out  that  while  the  results  to 


A  general  view  looking  towards  the  head  table. 

date  were  gratifying,  the  objective  of  $10,000.00  had  not 
yet  been  reached. 

As  assistant  director  of  the  Wartime  Bureau  of  Technical 
Personnel,  Mr.  Wright  explained  the  purpose  and  use  of 
the  questionnaires  that  had  been  sent  out.  He  also  elabor- 
ated on  the  work  and  aims  of  the  Bureau,  and  urged  his 
listeners  not  to  be  too  impatient  for  results,  pointing  out 
that  the  wholehearted  co-operation  and  support  of  all 
engineers  was  necessary  for  the  success  of  the  Bureau. 

Dean  E.  P.  Fetherstonhaugh  expressed  the  thanks  of  the 
meeting  to  President  Mackenzie  and  his  party  from  Head- 
quarters, which  was  thoroughly  concurred  in  by  members 
present,  through  hearty  applause. 

The  Winnipeg  Branch,  at  the  invitation  of  the  local 
branch  of  the  C.I.M.M.  attended  a  luncheon  meeting  on 
September  27th  to  welcome  the  president  of  the  C.I.M.M., 


From  left  to  right:  J.  J.  White,  Registrar  of  the  Association  of 

Professional  Engineers  of  Saskatchewan,  A.  W.  Davison,  G.  M. 

Pearston  and  George  Clark. 

Mr.  W.  G.  McBride,  who  was  accompanied  by  Secretary 
Carlyle  and  Mr.  E.  M.  Little,  Director  of  the  Wartime 
Bureau  of  Technical  Personnel. 

Mr.  Little,  who  was  the  main  speaker  at  the  meeting, 
gave  a  talk  on  Industries'  Help  in  the  War  Effort.  Mr. 


Left-hand  row,  facing  the  camera:  Major  N.  M.  Hall,  W.  M. 

Scott,  S.  J.  Hadden,  J.  E.  Granich,  V.  C.  Jones,  A.  Blackie, 

R.  A.  Sara,  E.  V.  Caton. 

Little  divided  his  subject  into  two  parts,  the  first  being 
an  outline  of  the  work  of  the  Bureau,  and  the  latter  part 
being  devoted  to  the  relationship  between  engineers  and 
industry  in  the  war  effort. 

EDMONTON  BRANCH 

F.  R.  Burfield,  m.e.i.c.    -     Secretary-Treasurer 
L.  A.  Thorssen,  Jr. e. i.e.  -     Branch  News  Editor 

On  his  visit  to  the  western  branches,  President  Mackenzie 
stopped  at  Edmonton,  on  October  1st.  In  the  evening,  he 
met  with  the  executive  of  the  Branch,  together  with  Mr. 
P.  M.  Sauder,  Dean  Wilson  and  Professor  Boomer,  repre- 
senting the  University.  The  meeting  took  place  in  the  Jasper 
Room  at  the  Macdonald  Hotel,  where  Dean  Mackenzie 
gave  an  interesting  and  confidential  talk  on  his  work  with 
the  National  Research  Council. 

On  Thursday  evening,  October  2nd,  several  members  of 
the  branch  attended  the  banquet  of  the  western  convention 
of  the  Canadian  Institute  of  Mining  and  Metallurgy,  at 
which  Dean  Mackenzie  spoke. 

Professor  W.  G.  McBride,  m.e.i.c,  president  of  the  Min- 
ing Institute,  presided  at  the  head  table. 

Dean  Mackenzie  spoke  on  the  achievements  of  the 
National  Research  Council.  "There  is  no  doubt,"  said  the 
President,  "that  the  scientific  integrity  of  the  British  is 
easily  on  a  par  with  that  of  the  Germans.  We  are  doing  a 
great  deal  of  work  with  the  three  services,  navy,  army  and 
air  force,  and  Canada  may  well  be  proud  of  the  accom- 
plishments of  her  scientific  men.  They  are  making  a  great 
contribution  to  the  war  effort." 

Day  and  night  research  is  being  made,  Dr.  Mackenzie 
said.  "We  are  working  on  plastic  airplanes  and  just  as 
vigorously  on  de-icing  instruments  for  planes."  Aviation 
medicine  is  being  studied  hard  for  the  welfare  of  the  pilot 
at  high  altitudes  and  during  steep  dives  and  other  situa- 
tions." 

Dr.  Mackenzie  revealed  research  had  been  made  so  the 
British  were  "well  prepared"  for  chemical  warfare. 

"I  do  think  if  we  were  not  so  well  prepared  in  chemical 
warfare  the  Germans  would  have  started  on  this  type  of 
war  before  this,"  Dr.  Mackenzie  declared. 

Dr.  Mackenzie  said  he  believed  scientific  research  was 
responsible  "for  saving  England  last  July  and  August."  He 
said  the  integrity  and  bravery  of  British  pilots  played  an 
important  and  essential  part,  but  he  believed  it  was  the 
scientific  research  that  made  the  British  planes  superior  to 
those  of  the  Germans  and  resulted  in  the  Nazis  not  invading 
England  at  that  time. 

This  was  the  opinion  of  many  British  military  authorities, 
including  such  men  as  Lt.  Gen.  A.  G.  L.  McNaughton, 
commander  of  the  Canadian  Corps. 

Finances  of  the  council  are  being  well  spent,  Dr. 
Mackenzie  said.  "There  is  no  doubt  whatever  the  research 
council  has  become  a  very  important  part  of  the  war  effort." 


THE  ENGINEERING  JOURNAL     November,  1941 


559 


Library  Notes 


ADDITIONS  TO  THE 
LIBRARY 

TECHNICAL  BOOKS 

Canada  Year  Book,  1941: 

Dominion  Bureau  of  Statistics,  Ottawa, 
1941.  9x6%  in.,  $1.50. 

Electrical  Engineering  Fundamentals: 

By  George  F.  Corcoran  and  Edwin  B- 
Kurtz.  New  York,  John  Wiley  &  Sons, 
Inc.,  1941.  9%  x6  in.,  $4.00. 

Elements  of  Electrical  Engineering: 

By  Arthur  L.  Cook.  New  York,  John  Wiley 
&  Sons,  Inc.,  1941.  9%  x  6  in.,  $4.00. 

Fatigue  of  Metals: 

By  D.  Landau.  New  York,  The  Nitralloy 
Corporation,  1941-  45  pp.,  pamphlet. 

Photoelasticit y  : 

By  Max  Mark  Frocht.  Vol.  1.  New  York, 
John  Wiley  &  Sons,  Inc.,  1941.  9%  x  6  in., 

$6.00. 

Practical  Solution  of  Torsional  Vibration 
Problems: 

By  W.  Ker  Wilson.  Vol.  2,  2nd  edition. 
New  York,  John  Wiley  &  Sons,  Inc.,  1941. 
6%  x  8%  in.,  $8.50. 

Traffic  Accidents  and  Congestion: 

By  Maxwell  Halsey.  New  York,  John 
Wiley  &  Sons,  Inc.,  1941.  6%  x  10  yain., 
$4.00. 

REPORTS 

Canadian  Broadcasting  Corporation  : 

Annual  report  for  the  fiscal  year  ended 
March  31,  1941.  Ottawa,  1941. 

Canadian  Chamber  of  Commerce: 

14th  Annual  report,  September  17-18, 1941. 

Canada  Department  of  Mines  and 
Resources — Bureau  of  Mines: 

Physical  and  chemical  survey  of  coals  from 
Pictou  County  Coalfield.  Memorandum 
series,  No.  79,  19 41. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey  Memoir: 

Mineral  industry  of  the  Northwest  Terri- 
tories, No.  280. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Branch 
— Geological  Survey  Papers: 

Preliminary  map  Redcliff,  Alberta;  pre- 
liminary map  Bighorn  River,  Alberta. 
Papers  41-U  and  41-9. 

Canadian  Engineering  Standards  Associ- 
ation— Specifications: 

Canadian  Electrical  Code,  part  2,  Con- 
struction and  test  of  isolating  switches,  No. 
58.  Standard  specification  for  cast  iron  soil 
pipe  and  fittings,  B70-1941. 

Canadian  Government  Purchasing 
Standards  Committee  —  Specifica- 
tions: 

Rubber  hot  water  bottles,  for  general  use; 
rubber  coated  cotton  sheeting,  for  hospital 
use. 

Bell  Telephone  System — Technical 
Publications: 

Notes  on  the  time  relation  between  solar 
emission  and  terrestrial  disturbances; 
Vario-losser  circuits;  Crystalline  be- 
havior of  linear  polyamides;  Heat  of  ab- 
sorption of  water  by  papers:  Design  and 
operation  of  new  copper  wire  drawing 
plant — parts  1  and  11;  Single  sampling 
and  double  sampling  inspection  tables; 
Insulation  of  telephone  wire  with  paper 


Book  notes,    Additions    to    the    Library    of   the   Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


pulp;  Television  transmission  over  wire 
lines;  Abrasion  resistance  of  anodically 
oxidized  coatings  on  aluminum;  Electrical 
breakdown  for  checking  thickness  of  ano- 
dized  finishes;  Surge  characteristics  of  a 
buried  bare  wire;  Development  of  the  civil 
aeronautics  authority  instrument  landing 
system;  Debt  of  modern  physics  to  recent 
instruments;  Measurements  of  orchestral 
pitch;  An  interferometric  dilatometer  with 
photographic  recording;  Ultrasonic  absorp- 
tion and  velocity  measurements  in  numer- 
ous liquids;  effect  of  the  earth's  curvature  on 
ground-wave  propagation;  After-accelera- 
tion and  deflection;  engineering  require- 
ments for  programme  transmission  cir- 
cuits; Kiln  drying  longleaf  southern  pine 
poles;  An  electrical  test  for  moisture  con- 
tent in  southern  pine  timbers;  A  new 
mirror  light-modulator;  Time  division 
multiplex  systems;  Steady  state  delay  as 
related  to  aperiodic  signals;  Steady  state 
solutions  of  transmission  line  equations; 
Engineering  problems  in  dimensions  and 
tolerances;  Room  noise  spectra  at  sub- 
scribers' telephone  locations;  reduction  of 
magnesium  oxide  by  tungsten  in  vacuum. 

Electrochemical  Society — Preprints  : 

Alloy  plating;  Studies  on  the  electrolytic 
deposition  of  copper;  Porous  carbon  elec- 
trodes; Treatment  by  electrolysis  of  weak 
ammonia  liquors  produced  in  by-product 
coke  plants;  Platinized  porous  graphite  as 
a  hydrogen  electrode;  Nickel  plating;  Chro- 
mium plating;  Alkaline  tin  plating;  Elec- 
trolytic reduction  of  benzophenone  in  acidic 
and  in  alkaline  media;  Cadmium  plating; 
Acid  copper  electroplating  and  electro- 
forming;  Electrolytic  reduction  of  sorbic 
acid;  Electrolytic  reduction  of  acetone; 
electrodeposition  of  tin  from  acid  solutions; 
Cobalt  plating;  General  principles  and 
methods  of  electroplating;  Copper-lead 
alloys  from  ethylene  diamine  solution; 
Silver  plating;  Cyanide  zinc  plating  baths; 
Brass  plating.  Nos.  18  to  37. 

National  Research  Council  of  Canada: 

Twenty-fourth  annual  report,  1940-41- 
Ottawa,  1941. 

U.S.   Department  of  Commerce — Build- 
ing Materials  and  Structures: 

Survey  of  roofing  materials  in  the  North 
Central  States,  BMS75. 

U.S.   Department  of  the  Interior — Geo- 
logical Survey  Bulletin: 

Geology  of  area  between  Green  and  Colorado 
rivers  Grand  and  San  Juan  Counties 
Utah;  Fineness  of  gold  from  Alaska  Plac- 
ers; Ore  deposits  in  the  vicinity  of  the 
London  fault  of  Colorado.  Bulletins  908, 
910-C9U. 

U.S.   Department  of  the  Interior — Geo- 
logical Survey  Water-Supply  Paper: 

Surface  water  supply  of  Hawaii,  July  1, 
1938,  to  June  30,  1939;  Flood  of  August, 
1935,  in  the  Muskingum  river  basin,  Ohio; 
Ground  water  in  Keith  County,  Nebraska. 
Paper  885,  869,  848. 

BOOK  NOTES 

The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engi- 
neering Societies  Library  of  New  York. 
As  yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 


AEROSPHERE,  1941,  including  Modern 
Aircraft,  Modern  Aircraft  Engines, 
Aircraft    Statistics,    Buyers'    Guide, 

Edited  by  G.  D.  Angle.  Aircraft  Publica- 
tions, New  York,  1941-  948  pp.,  illus., 
diagrs.,  tables,  12  x  8lA  in.,  cloth,  $10.00. 
In  this  second  edition  the  historical  section 
describing  the  world's  aircraft  engines  of  all 
time  has  been  omitted  and  will  henceforth  be 
available  in  a  separate  volume.  The  construc- 
tion, performance  and  characteristics  of  all 
current  types  of  aircraft  and  aircraft  engines 
are  given  in  the  first  two  sections.  Statistics, 
records  and  other  useful  data  are  included 
in  the  third  section.  A  buyer's  guide,  contain- 
ing first  an  alphabetical  list  of  firms  for  each 
country,  and  second  a  product  directory  by 
countries,  completes  the  volume.  Hundreds 
of  photographs  and  cross-sections  accompany 
the  descriptions. 

AIRCRAFT  ENGINES,  Vol.  2 

By  A.  W.  Judge.  D.  Van  Nostrand  Co., 
New  York,  1941-  446  pp.,  illus.,  diagrs., 
charts,  tables,  9  x  5]/%  in.,  cloth,  $9.00. 
The  theoretical  and  experimental  aspects 
of  aircraft  engines  having  been  covered  in 
Volume  I,   the  present  volume  is  devoted 
principallv  to  detailed  descriptions  of  a  large 
number  of  representative  engines  from  various 
countries.  Certain  design  and  theoretical  con- 
siderations   concerning    lubrication,    ignition 
and  exhaust  systems,  torque  and  balance,  and 
other  topics  not  previously  dealt  with  are 
also  included.  . 

AIRCRAFT  MECHANIC'S  POCKET 
MANUAL 

By  J.  A.  Ashkouti.   Pitman  Publishing 
Corp.,    New    York    and    Chicago,    1941- 
Diagrs.,  tables,  7x/i  x  5  in.,  cloth,  $1.50. 
Prepared  for   the   man  in   the  shop,  this 
manual  contains  basic  data  on  aircraft  pro- 
duction. Pattern  layout,  materials,  finishes, 
tools,  tolerances,  and  standard  parts  approved 
by  the  Army  and  Navy  are  covered  in  separ- 
ate sections.  Aircraft  identification  standards 
and  a  large  glossary  of  aeronautical  terms 
are  also  included. 

AIRCRAFT  TEMPLATE  DEVELOP- 
MENT 

Compiled  and  edited  by  Aero  Publishers' 

Inc.    Aero    Publishers,    Glendale,    Calif., 

1941.    312    pp.,    illus.,    diagrs.,    charts, 

tables,  9Yi  x  6  in.,  cloth,  $4.00. 

Fundamental    principles   involved    in    the 

developing  and  making  of  aircraft  templates 

are  presented  in  this  comprehensive,  practical 

textbook     for     students,     apprentices     and 

trainees.  There  is  a  large  section  of  sample 

problems,  including  blueprints  and  suggested 

procedures.  A  brief  glossary  is  appended. 

ARCHITECTURAL  GRAPHIC  STAND- 
ARDS for  Architects,  Engineers, 
Decorators,  Builders  and  Draftsmen 

By  C.  G.  Ramsey  and  H.  R.  Sleeper.  3  ed- 
John  Wiley  &  Sons,  New  York:  Chapman 
&  Hall,  London,  1941-  344  VP>  diagrs., 
charts,  tables,  12  x  9%  in-,  cloth,  $6.00. 
Standards  and  recommended  practices  in 
building,  with  many  other  data  constantly 
used  by  architects  and  designers,  are  presented 
here  in   an   unusually   convenient   form   for 
quick  reference.  The  book  consists  entirely 
of  plates  with  a  very  full  index.  It  covers  a 
broad  field,  including  not  only  building  con- 
struction but  also  landscaping  and  site  devel- 
opment, the  planning  of  sports  fields,  furni- 
ture and  miscellaneous  equipment  for  various 
types  of  buildings. 


560 


November,  1941     THE  ENGINEERING  JOURNAL 


DAVISON'S     TEXTILE     BLUE     BOOK, 
United  States,   Canada   and  Mexico 

76th    Year,   July,    1941,   Handy   edition, 
Davison  Publishing  Co.,  Ridgewood,  New 
Jersey,  1,200  pp.,  maps,  8  x  5  in.,  fabri- 
koid,  $5.00. 
This  annual  publication  lists  geographically 
manufacturers  of  cotton,  woolen  and  worsted, 
silk  and  rayon,  and  knit  goods;  dyers  and 
finishers;  commission  merchants,  dealers  and 
importers;  domestic  and  foreign  raw  cotton 
firms;  and  other  groups  useful  to  the  trade. 
There  are  two  special  lists  of  pertinent  associa- 
tions and  railroads  serving  the  various  mills, 
and  an  alphabetical  index  to  mills  and  dyers 
is  included. 

DEEP  WATEB 

Published  by  New  York  Marine  News  Co., 
New    York,    N.Y.;   printed   by   Recorder 
Press,  Plainfield,  New  Jersey,  1941.  77 
pp.,  Mus.,  maps,  tables,   11%  x  9  in., 
fabrikoid,  apply  (not  for  sale) . 
A  series  of  descriptive  articles  on  the  major 
inland  waterways  of  the  United  States  is  pre- 
sented in  this  volume,  in  an  endeavour  to 
point  out  the  benefits  to  the  public  from  the 
development  and  use  of  these  facilities.  Statis- 
tical and  technical  information  is  included, 
and  there  are  numerous  illustrations. 

DESIGN  HANDBOOK  FOR  PRACTICAL 
ENGINEERS 

By  A.  Cibulka.  Apply  to  author,  Dr.  Alois 
Cibulka,  Baytown,  Texas,  1941-  Diagrs., 
charts,  tables,  12  x  9  in.,  paper,  $10;  re- 
duced price  in  lots  of  three  or  more. 
The  five  parts  of  this  compilation  of  design 
data  and  formulae  cover  respectively:  strength 
of  materials,  steel  and  concrete  structures; 
pressure   and    vacuum   vessels,    piping   and 
metals;  hydraulics  and  heat  transfer;  mathe- 
matical tables  and  general  engineering  for- 
mulas. Most  of  the  material  is  in  the  form 
of  tables  and  charts,  with  such  explanation 
as  is  considered  necessary. 

(The)  DRILLING  EQUIPMENT  DIREC- 
TORY 1941-42 

Published  every  two  years  by  Petroleum 
Directory  Publishing  Co.,   affiliated  with 
the  Oil  and  Gas  Journal. 
Petroleum  Directory  Publishing  Co.,  Tulsa, 
Okla.,    1941-    Paged    in    sections,    Mus., 
diagrs.,  charts,  tables,  11  x  8Y2  in.,  fabri- 
koid, $10.00 
The  special  feature  of  this  biennial  directory 
is  the  several  hundred  pages  of  classified  prac- 
tical engineering,  A.P.I,  and  reference  data, 
with  each  section  of  which  is  included  the 
advertisements  of  related  manufacturers.  A 
complete   classified   buyers'    guide    lists   all 
companies  offering  equipment  or  services  re- 
quired in  the  drilling  of  oil  and  gas  wells. 

ECONOMICS    OF    OIL    INVESTMENTS 
IN  COLUMBIA 

By  E.   Ospina-Racines.   1941,  paged  in 
sections,    diagrs.,    charts,    maps,    tables, 
18   x   8]/2    in.,    cloth,    apply    to    author, 
E.    Ospina-Racines,    Apartado   Nacional 
27-23,  Bogota,  Colombia. 
As  an  aid  in  promoting  a  better  under- 
standing of  oil  exploitation  in  South  America 
the  author  presents  a  discussion  of  the  nature 
of  the  principal  economic  problems  connected 
with  that  industry.   Although  the  situation 
in  Colombia  is  taken  as  an  example,  the  broad 
treatment  of  the  various  aspects  allows  the 
conclusions  to  be  applied  as  well  to  other 
South  American  oil  countries.  Much  of  the 
factual  material  appears  in  tabular  or  graphic 
form. 

ELECTRICAL   ENGINEERING   FUNDA- 
MENTALS 

By  G.  F.  Corcoran  and  E.  B.  Kurtz.  John 
Wiley  &  Sons,  New  York,  1941-  450  pp., 
diagrs.,  charts,  tables,  9x6 in.,  cloth,  $4-00. 
The  subject  matter  presented  in  this  text- 
book is  intended  as  first  course  material  and 


is  designed  to  prepare  electrical  engineering 
students  for  specialized  courses.  Special  em- 
phasis has  been  given  to  the  arrangement 
and  explanation  of  basic  principles  and  con- 
cepts, although  certain  chapters  deal  with 
more  advanced  topics,  such  as  the  electrical 
structure  of  matter,  electrochemistry  and 
field  mapping. 

ELEMENTS  OF  ELECTRICAL 
ENGINEERING 

By  A.  L.  Cook.  4  ed.  rev.  John  Wiley  & 
Sons,  New  York,  1941.  622  pp.,  Mus., 
diagrs.,  charts,  tables,  9x/i  x  6  in.,  cloth, 
$4-00. 
The  fundamentals  of  electrical  engineering 
and  their  application  in  practice  are  dealt 
with  in  this  textbook,  which  is  intended  for 
both  electrical  engineering  students  and  stu- 
dents specializing  in  other  branches  of  engi- 
neering. All  the  material  has  been  revised  in 
the  light  of  recent  developments,  and  some 
chapters  have  been  completely  rewritten.  An 
entirely  new  set  of  problems  has  been  in- 
cluded. 

ELEMENTS  OF  ENGINEERING 
THERMODYNAMICS 

By  J.  A.  M  oyer,  J.  P.  Calderwood,  A.  A. 
Potter.  6  ed.  rewritten.  John  Wiley  &  Sons, 
New   York;  Chapman   &  Hall,  London, 
1941-    217    pp.,    diagrs.,    charts,    tables, 
9%x6  in.,  cloth,  $2.50. 
In  the  present  edition,  as  in  the  previous 
ones,  this  book  is  designed  to  stress  the  funda- 
mental principles  of  engineering  thermody- 
namics as  a  foundation  for  the  more  advanced 
and  practical  applications  of  the  theory.  It  is 
intended  particularly  for  use  in  technical  col- 
leges having  special  courses  in  advanced  ther- 
modynamics, steam  turbines,  internal  com- 
bustion  engines,   heating,   refrigeration   and 
other  applications  of  thermodynamics. 

ENGINEERING  DESCRIPTIVE 
GEOMETRY  AND  DRAWING 

By  F.  W.  Bartlett  and  T.  W.  Johnson. 
John  Wiley  &  Sons,  New  York;  Chapman 
&  Hall,   Ltd.,   London,   1941.   572  pp., 
Mus.,  diagrs.,  charts,  tables,  cloth,  $4-50. 
This   comprehensive  textbook,   developed 
for  use  at  the  U.S.  Naval  Academy,  consists 
of   three   parts:   I,    Line   drawing,   which   is 
chiefly  concerned  with  the  manner  of  handling 
the  instruments;  II,  Engineering  descriptive 
geometry,  which  deals  with  the  rules  of  ortho- 
graphic projection  applied  to  simple  geometri- 
cal shapes;   and   III,   Engineering  drawing, 
which  describes  the  application  of  the  general 
principles  of  drawing  to  engineering  purposes 
with  emphasis  on  detail  drawing. 

ENGINEERING  ENCYCLOPEDIA,  2  Vols. 

Edited  by  F.  D.  Jones.  Industrial  Press* 
New  York,  1941.  1,481  pp.,  diagrs.,  charts, 
tables,  9]/2  x  6  in.,  fabrikoid,  $8.00. 
This  two-volume  reference  work  supplies 
such  practical  and  useful  information  as  the 
various  important  mechanical  laws,  rules  and 
principles;  physical  properties  and  composi- 
tions of  a  large  variety  of  materials  used  in 
engineering  practice  ;  the  characteristic  features 
and  functions  of  different  types  of  machine 
tools  and  other  equipment,  etc.  The  4,500 
topics  included  are  alphabetically  arranged 
and  cross-indexed  for  convenient  reference, 
and  have  been  selected  for  their  usefulness  in 
the  mechanical  industries. 

(The)  ENGINEERING  PROFESSION 

By  T.  J.  Hoover  and  J.  C.  L.  Fish.  Stan- 
ford   University   Press,   Stanford,   Calif.; 
Humphrey  Milford  and  Oxford  University 
Press,   London,    1941.   441    pp.,   diagrs., 
charts,  maps,  tables,  9l/%  x  6  in.,  cloth, 
$5.00. 
This  book  describes  the  qualifications  and 
duties  of  the  professional  engineer  and  his 
habit  of  mind,   and   indicates   the  rewards 
that  an  engineering  career  has  to  offer  to 
qualified  men.  It  presents  an  extended  analysis 


of  the  sphere  and  status  of  the  profession  and 
points  out  its  capacities  for  future  develop- 
ment. The  study  will  be  especially  valuable 
to  young  men  contemplating  a  career  in  engi- 
neering and  to  instructors,  because  of  the  light 
it  throws  on  the  engineering  method  and  its 
relation  to  school  work,  but  should  also  prove 
of  interest  to  the  practical  engineer. 

GENERAL  CHEMISTRY 

By  H.  N .  Holmes.  4  ed.  Macmillan  Co., 
New  York,  1941-  720  pp.,  Mus.,  diagrs., 
charts,  tables,  9Yi  x  6  in.,  cloth,  $3.75. 
This  excellent  textbook  meets  the  needs  of 
those  who  are  studying  chemistry  for  cultural 
purposes  and  is  also  suitable  as  an  introduc- 
tion to  advanced  study  of  the  subject.  In 
addition  to  the  extensive  revision  necessary 
to  keep  up  with  recent  advances  in  chemical 
theory  and  industrial  practice,  a  short  timely 
chapter  on  strategic  raw  materials  has  been 
added  in  the  present  edition. 

Great  Britain,  Dept.  of  Scientific  and  In- 
dustrial Research,  Building  Research 
Wartime  Building  Bulletin  No.   15. 
STANDARD  DESIGNS  FOR  SINGLE 
STOREY    FACTORIES    FOR    WAR 
INDUSTRIES,    WITH    NOTES    ON 
SITING  AND  LAYOUT 
His  Majesty's  Stationery  Office,  London, 
1941.  36  pp.,  diagrs.,  tables,  11  x  8Y2  in., 
paper,  (obtainable  from  British  Library  of 
Information,  620  Fifth  Ave.,  New  York, 
30c). 
In  this  bulletin  designs  previously  issued 
have  been  revised  in  the  light  of  experience 
of  air  attack,  and  further  types  have  been 
added  to  the  series.  Notes  are  also  given  upon 
the  choosing  of  sites  and  the  layout  of  fac- 
tories for  war  industries. 

Great  Britain,  Ministry  of  Transport 
EXPERIMENTAL  WORK  ON  ROADS 

Report  for  1938-39  of  the  Experimental 
Work  on  Highways  (Technical)  Committee. 
His  Majesty's  Stationery  Office,  London, 
1939.  179  pp.,  tables,  9Y2  x  6  in.,  paper, 
(obtainable  from  British  Library  of  In- 
formation, 620  Fifth  Ave.,  New  York,  75c). 
Beginning  about  the  year  1929,  the  Minis- 
try of  Transport  has  built  a  number  of  experi- 
mental roads  in  Great  Britain,  in  order  to 
study  the  behaviour  of  various  types  of  con- 
struction. The  present  report  covers  the  con- 
dition of  these  roads  after  an  added  year  of 
use,  and  gives  interim  conclusions  as  to  their 
suitability.   Roads  of  concrete  and  cement- 
bound  macadam,  roads  with  bituminous  sur- 
facing^  and   with   thin   surfacing   coats   are 
described.  Surface  dressings,  rural  footpaths 
and  bicycle  tracks  are  also  considered. 

HANDBOOK  OF  CHEMISTRY 

Compiled  and  edited  by  N.  A.  Lange  and 

others.   Handbook   Publishers,   Sandusky, 

Ohio.  4  ed.  rev.  and  enl.,  1941-  1,603  pp.; 

Appendix,     Mathematical     Tables     and 

Formulas,  271  pp.;  Index,  85  pp.,  diagrs., 

charts,  tables,  8  x  5  in.,  fabrikoid,  $6.00. 

This  extensive  collection  of  chemical  and 

physical   data   for   chemists,    engineers    and 

physicists  has  again  been  revised  to  conform 

with  recent  developments.  New  tables  have 

been  added,  and  previously  included  ones  have 

been  extended,  in  addition  to  changes  in  the 

standing  matter  throughout  the  work.  All  the 

information  is  presented  in  convenient  form 

for  ready  reference. 

HEAT    ENGINES,    Steam,    Gas,    Steam 
Turbines  and  Their  Auxiliaries 

By  J.  R.  Allan  and  J.  A.  Bursley.  5  ed. 

McGraw-Hill  Book  Co.,  New  York,  1941. 

576  pp.,  Mus.,  diagrs.,  charts,  tables,  9x/i 

x  6  in.,  cloth,  $4.00. 
The  essential  principles  of  steam  engines, 
boiler  plants,  internal-combustion  engines, 
steam  turbines  and  their  auxiliaries  are  pre- 
sented in  this  introductory  textbook.  In  the 
present  revision  particular  attention  has  been 
given    to    boiler   auxiliaries,    steam   turbines 


THE  ENGINEERING  JOURNAL     November,  1941 


561 


and  the  internal-combustion  engine,  and  there 
is  a  new  chapter  on  air  compressors  and 
refrigerating  machinery. 

HOTEL  ENGINEERING,  Vol.  2.  Electric 
Current  Consumption,  Costs  and 
Savings 

By  G.   C.  St.  Laurent.  American  Hotel 
Association    of    the    United    States    and 
Canada,  221   West  57th  St.,  New  York, 
194-1.  43  pp.,  tables,  11  x  8Y2  in-,  paper, 
SI. 50. 
This  booklet  is  the  second  in  a  series  of 
four  covering  important  subjects  of  hotel  engi- 
neering, of  which  the  first,  published  in  1940, 
dealt  with  water  consumption,  cost  and  sav- 
ings. The  present  issue  covers  hotel  electric 
problems  and  trends,  and  discusses  ways  of 
saving  electric  current.  Considerable  statis- 
tical data  are  included  in  tabular  form. 

HOW  TO  DESIGN  AND  INSTALL 
PLUMBING,  Materials  and  Methods 
of  Standard  Practice 

By  A.  J.  Matthias.  American  Technical 

Society,    Chicago,    1941.   442  pp.,   Mus., 

diagrs.,  tables,  8Y2  %  ^A  in.,  cloth,  $3.00. 

This  textbook  for  home  study  and  for  use 

in    vocational   schools    provides    a    practical 

course  in   the   selection    and  installation  of 

modern   plumbing  equipment  in   residences, 

hospitals  and  other  buildings.  A  new  chapter 

containing  an  illustrative  example  in  plumbing 

estimating,    including    blueprints    drawn    to 

scale,  has  been  added  in  this  edition. 

IMPACT  RESISTANCE  AND  TENSILE 
PROPERTIES  OF  METALS  AT  SUB- 
ATMOSPHERIC  TEMPERATURES 

Prepared  by  H.  W.  Gilletl,  Project  No.  13 
of  the  Joint  A.S.M.E.-A.S.T.M.  Research 
Committee  on  Effect  of  Temperature  on 
the   Properties  of  Metals,   August,    1941; 
authorized    reprint   from    Proceedings    of 
American  Society  for  Testing  Materials, 
Phila.,  Pa.  112  pp.,  diagrs.,  charts,  tables, 
9x6  in.,  board,  $2.50. 
This  report  contains  information  and  data 
collected  from  laboratories  interested  in  low- 
temperature  work.  Much  of  the  material  is 
in  tabular  form  for  convenience.  There  is  a 
full  discussion  of  impact  resistance,  followed 
by  impact  data  for  both  ferrous  and  non- 
ferrous  materials,  and  some  fifteen  pages  re- 
late  to    low-temperature   tensile    properties. 
There  is  a  bibliography. 

INDEX  TO  THE  LITERATURE  ON 
SPECTROCHEMICAL       ANALYSIS, 

1920-1939.  2  ed. 

By  W.  F.  Meggers  and  B.  F.  Scribner; 
publication  sponsored  by  Committee  E-2 
on  Spectrographs  Analysis  of  the  Ameri- 
can Society  for  Testing  Materials,  Phila., 
Pa.,  1941.  94  pp.,  9x6  in.,  paper,  $1.00. 
Nearly    1,500  references  are  contained  in 
this  second  edition  of  an  index  which  appeared 
originally  in    1937,   constituting  a   fifty   per 
cent  increase.   The  literature  from   1920  to 
1939    is    covered    chronologically,    with    the 
authors  alphabetically  arranged  within  each 
calendar   year.    There  is   a   detailed  subject- 
index. 

MACHINE  SHOP  TRAINING  COURSE, 
2  Vols. 

By  F.  D.  Jones.  2  ed.  Industrial  Press, 
New  York,  1941.  Vol.  1,  538  pp.;  Vol.  2, 
552  pp.,  illus.,  diagrs.,  charts,  tables,  9]/i 
x  6  in.,  fabrikoid,  Vols.  I  and  II,  $6.00; 
either  Vol.  separately,  $4-00. 
Especially  designed  for  shop  courses,  voca- 
tional schools  and  self  instruction,  this  treatise 
covers   fundamental    principles,    methods   of 
adjusting  and  using  different  types  of  machine 
tools,  measuring  instruments  and  gages,  screw- 
thread  cutting,  thread  grinding,  gear  cutting 
and    precision     toolmaking     methods.     The 
chapter    subheadings    are    in    the    form    of 
questions  which  are  answered  in  a  practical 
manner,   with  typical  examples.  There  is  a 


large  glossary  with  full  definitions,  and  the 
new  edition  contains  a  chapter  on  blueprint 
reading. 

MACHINE  TOOLS  IN  AIRCRAFT  PRO- 
DUCTION 

By  R.  R.  Nolan.  Pitman  Publishing  Corp., 
New   York  and  Chicago,  1941.  158  pp., 
illus.,  diagrs.,  tables,  8Y2  x  5  in.,  cloth, 
$1.50. 
It  is  the  purpose  of  this  book  to  acquaint 
the  vocational  student,  the  beginner  or  the 
young   mechanic   with  the  fundamentals  of 
aircraft   machine   tools   and   the   underlying 
theory   of  their  application.   The  more  im- 
portant machine  tools  and  their  operations 
are  discussed,  and  there  is  a  general  guide 
for  the  selection  of  machines  for  various  types 
of  aircraft  parts. 

MATHEMATICS       (The       Pennsylvania 

State  College  Industrial  Series) 

By  J.  W.  Breneman.  210  pp.,  $1.75. 

MECHANICS  (The  Pennsylvania  State 
College  Industrial  Series) 

By  J.  W.  Breneman.  141  pp.,  $1.50. 

STRENGTH  OF  MATERIALS  (The  Penn- 
sylvania    State     College     Industrial 

Series) 

By  J.  W.  Breneman.  145  pp.,  $1.50. 

BLUE  PRINT  READING  AND  SKETCH- 
ING (The  Pennsylvania  State  College 
Industrial  Series) 

By  H.  R.  Thayer.  141  pp.,  $2.00. 

McGraw-Hill  Book  Co.,  New  York,  1941. 

illus.,  diagrs.,  charts,  tables,  9Yi  x  6  in., 

cloth , 
The  texts  included  in  this  new  series  are 
designed  to  give  simplified  presentations  of 
the  fundamentals  of  their  respective  subjects. 
Intended  for  the  student  or  apprentice  with 
limited  mathematical  background,  the  theor- 
etical treatment  is  held  to  a  minimum.  Stress 
is  laid  on  the  application  of  principles  of  these 
subjects  to  important  practical  problems  that 
are  common  in  industry.  Further  volumes  on 
engineering  drawing,  machine  design,  elec- 
tricity, etc.,  are  to  be  included  in  the  series. 

(The)  TECHNOLOGY  OF  MAGNESIUM 
AND  ITS  ALLOYS,  a  translation  from 
the  German  by  the  technical  staffs 
of  F.  A.  Hughes  &  Co.  Limited  and 
Magnesium  Elektron  Limited,  of 
"Magnesium  und  seine  Legierun- 
gen" 

Compiled  by  A.  Beck.  F.  A.  Hughes  & 
Co.,  London,  1940.  512  pp.,  illus.,  diagrs., 
charts,  tables,  9%  x  6  in-,  cloth,  30  s. 
This  important  treatise  is  a  translation  of 
a  German  work  written  by  a  number  of 
specialists,  and  is  the  only  comprehensive 
work  on  the  subject  available  in  English.  The 
magnesium  ores  and  the  methods  of  producing 
the  metal  are  described.  The  metallography 
of  the  metal  and  its  alloys  and  their  physical 
and  mechanical  properties  are  set  forth  ex- 
tensively. Chemical  behaviour,  corrosion  and 
surface  treatment  are  discussed.  Methods  of 
casting,  forging,  rolling  and  machining  are 
thoroughly  treated.  A  chapter  is  devoted  to 
magnesium  in  pyrotechnics  and  thermo- 
chemistry, and  a  list  of  patents  is  provided. 
The  translators  have  corrected  errors  and 
made  some  additions. 

MECHANICAL  ENGINEERING  PRAC- 
TICE, a   Laboratory   Reference  Text 

By  C.  F.  Shoop  and  G.  L.   Tuve.  3  ed. 
McGraw-Hill  Book  Co.,   New   York  and 
London,    1941.    506    pp.,    illus.,    diagrs., 
charts,  tables,  9Yi  x  6  in.,  cloth,  $4.00. 
Originally  intended  as  a  manual  of  labora- 
tory practice,  this  book  also  provides  a  com- 
prehensive   reference    text    on    experimental 
mechanical  engineering.  Major  topics  covered 
are:  methods  and  instruments  for  mechanical 
measurements,  friction  and  lubrication,  heat 
transfer,  properties  of  gases  and  vapors,  fluid 


flow,  pumps  and  compressors,  steam  power 
generating  units,  refrigeration  and  internal 
combustion  engines.  The  revision  includes 
many  laboratory  experiments  in  such  newer 
fields  as  fluid  mechanics  and  air  conditioning. 

MECHANICAL  ENGINEERS' 
HANDBOOK 

Edited  by  L.  S.  Marks,  4th  ed.  McGraw- 
Hill  Book  Co.,  New  York  and  London, 
1941.    2,274   PP-,    diagrs.,    charts,   tables, 
7]/2  x  5  in.,  lea.,  $7.00. 
Most  of  the  sections  in  this  well-known 
reference  work  have  been  completely  rewritten 
as  a  result  of  the  great  advances  which  have 
occurred  since   the   appearance   of   the   last 
edition   in   practice,   in   theory,   and  in   the 
systematization  of  existing  knowledge  in  the 
field  of  the  mechanical  engineer.  Among  the 
new  subjects  are  the  theory  of  models,  plastic 
behaviour  of  materials,  stress  concentration, 
creep,  packings,  wind  pressure  on  structures, 
sound  and  noise,  automatic  process  control, 
and  power  metallurgy.  The  present  edition 
of  this  authoritative  handbook  is  the  result 
of    the    co-operation    of   more   than   ninety 
specialists. 

MINERALS  YEARBOOK,  Review  of  1940. 
U.S.  Bureau  of  Mines 

Published  by  Government  Printing  Office, 
Washington,  D.C.,  1941.  1,459  pp.,  charts, 
tables,  9x6  in.,  cloth,  $2.00. 
The  new  edition  of  this  valuable  annual 
contains  seventy-two  chapters  prepared  by 
specialists  in  the  field  of  mineral  economics 
and  technology.  A  general  summary  of  the 
principal  developments  during  the  year  pre- 
cedes the  chapters  on  specific  metals  and  non- 
metals,   in   which   production   statistics  and 
market    conditions    are    given.    "Strategic" 
minerals  receive  special  consideration  in  the 
present  volume.  There  is  a  short  section  on 
mine  safety  conditions. 

MODERN  GLASS  PRACTICE 

By  S.  R.  Scholes.  Industrial  Publications, 
Chicago,    1941.   289   pp.,   illus.,   diagrs., 
charts,  tables,  9x6  in.,  cloth,  $6.00. 
A  comprehensive  account  of  modern  glass- 
making,  this  book  covers  materials,  processes, 
properties,  coloring  methods  and  special  uses. 
It  is  intended  primarily  for  students  of  glass 
technology,  but  will  also  be  of  use  to  glass 
makers  and  others  who  wish  a  general  account 
of  current  practice. 

PHOTOELASTICITY,  Vol.  1 

By  M.  M.  Frocht.  John  Wiley  &  Sons, 

New   York;  Chapman   &   Hall,  London, 

1941-  411  PP-,  illus.,  diagrs.,  charts,  tables, 

9Y2x6  in.,  cloth,  $6.00. 

The  two-volume  work,  of  which  this  text 

is  Vol.  I,  contains  the  essential  material  for 

a  thorough  understanding  of  the  theoretical 

principles  and  experimental  procedures  for  the 

exploration    of    all    two-dimentional    stress 

systems   by   the   method  of  photoelasticity. 

This  first  volume  is  confined  to  the  strictly 

photoelastic  methods  for  plane  stress  analysis, 

which  are  based  entirely  on  the  stress  pattern 

and  the  isoclinics. 

PRACTICAL      SOLUTION      OF      TOR- 
SIONAL   VIBRATION    PROBLEMS, 

Vol.2 

By  W.  K.  Wilson,  2  ed.  John  Wiley  & 
Sons,  New   York,   1941.  694  PP-,  illus., 
diagrs.,  charts,  tables,  9  x  ÔY2  M*-i  cloth, 
$8.50. 
Owing  to  the  extensive  revision  and  en- 
largement of  the  new  edition  of  this  work,  it 
was  divided  into  two  volumes.  The  second 
volume   deals    with   the   determination    and 
measurement  of  stresses  owing  to  torsional 
vibration,  the  analysis  of  torsiograph  records, 
damping     devices     and     rotating-pendulum 
vibration  absorbers,  and  the  dynamic  charac- 
teristics of  electrical-mechanical  direct-coupl- 
ed  systems.    Many    practical   examples    are 
worked  out,  and  an  appendix  contains  a  dis- 
cussion of  harmonic  analysis,  a  bibliography 
and  a  selected  list  of  British  patents. 


562 


November,  1941     THE  ENGINEERING  JOURNAL 


PRINCIPLES  AND  PRACTICE  OF  HEAT 
TREATMENT 

By  J.   Winning.  Emmott  &  Co.,  Man- 
chester and  London,  1941-  99  pp.,  illus., 
diagrs.,  charts,  tables,  7x/2  x  5  in.,  paper, 
2s. 
This  concise,  rational  account  of  modern 
heat  treatment  methods  and  the  principles  on 
which  they  are  based  is  intended  for  the  engi- 
neer whose  work  is  affected  by  heat -treatment 
problems.  The  alloys  considered  have  been 
selected  as  representative  of  their  particular 
class  as  well  as  being  industrially  important. 

PYROMETRY 

By  W.  P.  Wood  and  J.  M.  Cork.  2  ed. 
McGraw-Hill  Book  Co.,  New   York  and 
London,    1941-    263   pp.,   illus.,    diagrs., 
charts,  tables,  9y2  x  6  in.,  cloth,  $3.00. 
This  text  is  designed  for  a  college  course  in 
the  subject.  Introductory  material  on  tem- 
perature scales  and  fluid  thermometers  pre- 
cedes the  chapters  devoted  to  the  description 
and  use  of  thermoelectric,  optical  and  total 
radiation  pyrometers  and  resistance  thermom- 
eters.   Temperature    recorders    and    control- 
ling devices  are  considered,  and  there  is  a 
brief  discussion  of  transition  points.  Problems 
and  outlines  for  laboratory  experiments  are 
included. 

(The)  Second  Yearbook  of  RESEARCH 
and  STATISTICAL  METHODOLOGY 
BOOKS  AND  REVIEWS 

Edited  by  0.  K.  Buros.  Gryphon  Press, 
Highland  Park,  New  Jersey,   1941.  344 
pp.,  11  x  7l/2  in.,  cloth,  $5.00. 
This   book    consists    of   carefully   selected 
critical  reviews  of  books  dealing  with  statis- 
tical methods  and  techniques  in  a  variety  of 
fields.   Three  hundred  and  fifty-nine  books 
published  since  1932  are  included.  The  work 
thus  provides  a  list  of  the  latest  publications 
on  the  subject  and  also  the  means  for  evaluat- 
ing them.  There  are  indexes  of  titles,  subjects 
and  reviewers. 

SHIPFITTER'S  MANUAL 

By   A.    F.    Crivelli.    Pitman   Publishing 
Corp.,  New  York  and  Chicago,  1941.  145 
pp.,  diagrs.,  charts,  tables,  8x/i  x  5y2  in., 
cloth,  $1.50. 
The  purpose  of  this  manual  is  to  provide 
the  groundwork  upon  which  the  student  ship- 
fitter  may  build  a  thorough  knowledge  by 
practical  application  of  its  contents.  The  first 
chapter   contains   an  illustrated  glossary  of 
shipbuilding  terms.  The  succeeding  chapters 
cover  materials,  equipment,  the  various  phases 
of  shipfitting  in  ship  construction,  plan  read- 
ing and  electric  welding  practice. 

SPECIFICATION  DOCUMENTS  FOR 
BUILDING  MATERIALS  AND 
CONSTRUCTION,  1941  ed. 

Pacific  Coast   Building  Officials  Confer- 
ence, 124  West  Fourth  St.,  Los  Angeles, 
Calif.    400    pp.,    illus.,    diagrs.,    charts, 
tables,  8  x5  in.,  cloth,  $5.00. 
Sixty-two  standard  and  tentative  specifica- 
tions and  test  programmes,  to  which  reference 
is  made  in  the  Uniform  Building  Code  of  the 
Pacific  Coast  Building  Officials  Conference, 
are  combined  in  this  volume.  The  material  is 
classified  and  arranged  for  ready  reference. 
Like  the  previous  editions,  this  comprehensive 
collection  of  structural  standards  should  prove 
a  great  convenience  to  structural  engineers, 
architects  and  specification  writers. 

(The)  SPOTTER'S  HANDBOOK 

By  F.  Chichester.  George  Allen  &  Unwin, 
London,    1941-    149   pp.,   diagrs.,   tables, 
7]/2x5  in.,  cloth,  2s  6d. 
The  spotter's  job  of  watching  for  and  warn- 
ing of  the  approach  of  enemy  aircraft  is  par- 
ticularly important  for  the  efficient  operation 
of  industrial  plants.  The  author  describes  the 
proper  organization  of  this  duty  including  re- 
quirements. He  explains  which  indications  are 
most  important  and  why,  and  gives  definite 
rules  for  the  recognition  of  all  types  of  air- 
planes. The  behavior  of  bombs  is  discussed. 


STANDARD    HANDBOOK    FOR    ELEC- 
TRICAL ENGINEERS 

Edited  by  A.   E.   Knowlton  and  R.   M. 
Shoop.  7  ed.  McGraw-Hill  Book  Co.,  New 
York  and  London,  1941-  2,303  pp.,  diagrs., 
charts,  tables,  9y2  x  6  in.,  lea.,  $8.00. 
The  plan  and  general  character  of  earlier 
issues  of  this  well-known  handbook  have  been 
retained  in  the  present  edition.   There  has 
been,  however,  considerable  change  in  the  text 
and   grouping  of  subject   matter,   owing   to 
recent  developments,  the  many  new  contribu- 
tors and  the  intention  to  provide  primarily 
an    encyclopedia   of   directly   applicable   in- 
formation. Condensation  of  the  material  on 
abstract  principles  allows  the  practical  aspect 
to  be  stressed.   The  enlarged  format  is  de- 
signed to  facilitate  the  use  of  the  book  as  a 
reference  tool. 

STEEL  SQUARE  POCKET  BOOK 

By  D.  L.  Stoddard.  6  ed.  rev.  and  enl- 
Scientific  Book  Corporation,  New   York> 
1941-  183  pp.,  diagrs.,  charts,  6x4  in.) 
cloth,  $1.00. 
The  practical  application  of  the  steel  square 
to  many  of  the  problems  which  must  be  handl- 
ed by   carpenters   and  mechanics  is  clearly 
described  in  this  small  book.  Roofs,  stairs  and 
various  types  of  framing  are  among  the  topics 
covered.  The  use  of  exact  engravings  of  the 
square  laid  on  the  work  simplifies  or  eliminates 
otherwise  long  descriptions. 

STRENGTH    OF    MATERIALS,    Pt.     2. 
Advanced  Theory  and  Problems 

By  S.  Timoshenko.  2  ed.  D.  Van  Nostrand 
Co.,   New    York,    1941.   510  pp.,    illus., 
diagrs.,  charts,  tables,  9 x6in.,  cloth,  $4.50. 
This     standard    textbook    for     advanced 
students,  research  engineers  and  designers  has 
been  revised  after  a  period  of  eleven  years. 
The   material,   both  theoretical  and  experi- 
mental, which  has  been  added,  represents  re- 
cent developments  in  the  fields  of  stress  analy- 
sis and  experimental  investigation  of  mechani- 
cal properties  of  structural  materials.  For  the 
most  part  these  additions  are  applicable  to 
current  problems  such  as  airplane  construc- 
tion. 

STUDIES  IN  THE  HISTORY  OF  SCIENCE 

(University  of  Pennsylvania  Bicen- 
tennial Conference) 

By  E.  A.  Speiser  and  others.   University 
of  Pennsylvania  Press,  Phila.,  1941.  123 
pp.,  diagrs.,  charts,  tables,  9x6  in.,  cloth, 
$1.50. 
Four  of  the  eight  lectures  contained  in  this 
small  volume  cover  certain  periods  of  develop- 
ment of  various  phases  of  medicine  and  sur- 
gery. The  remaining  four  lectures  deal  respec- 
tively  with   ancient   Mesopotamian   science, 
early  astronomical  concepts,  philosophy  and 
mathematical  thought. 

SYMPOSIUM  ON  COLOR— Its  Specifica- 
tion and  Use  in  Evaluating  the  Ap- 
pearance of  Materials;  jointly  spon- 
sored by   the   American   Society   for 
Testing    Materials    and    the    Inter- 
Society  Color  Council. 
Washington   Spring   Meeting,    American 
Society  for  Testing  Materials,  Phila.,  Pa., 
1941-  79  pp.,  illus.,  diagrs.,  charts,  tables, 
9Y2x6  in.,  cloth,  $1.25,  paper,  $1.00. 
Six  extensive  technical  papers,  affording  a 
broad  view  of  the  various  aspects  of  color  re- 
search, are  contained  in  this  symposium.  The 
following  list  of  titles  indicates  the  scope: 
introduction  to  color;  color  specifications  of 
transparent    materials;    hiding    power    and 
opacity;  color  standards  for  opaque  materials; 
spectrophotometry     and     color     evaluation; 
photoelectric  tristimulus  colorimetry. 

TABLE  OF  NATURAL  LOGARITHMS, 

Vol.  1.  Logarithms  of  the  Integers 
from  1  to  50,000 

Prepared  by  the  Federal  Works  Agency, 
Work  Projects  Administration  for  the  City 
of  New  York;  conducted  under  the  sponsor- 


ship of  and  for  sale  by  the  National  Bureau 

of  Standards,    Washington,   D.C.,    1941. 

501  pp.,  tables,  11x8  in.,  cloth,  $2.00, 

payment  in  advance. 
Continuing  the  series  of  mathematical 
tables  being  compiled  by  the  Work  Projects 
Administration,  this  book  constitutes  Vol.  1 
of  a  projected  four-volume  table  of  natural 
logarithms.  The  natural  logarithms  are  given 
here  to  sixteen  decimal  places  for  the  integers 
from  1  to  50,000.  Succeeding  volumes  will 
carry  to  100,000  and  cover  the  range  from 
0  to  10  at  intervals  of  0.0001. 

TABLES      OF     PROBABILITY      FUNC- 
TIONS, Vol.  1 

Prepared  by  the  Federal  Works  Agency, 
Work  Projects  Administration  for  the  City 
of  New  York;  conducted  under  the  sponsor- 
ship of  and  for  sale  by  the  National  Bureau 
of  Standards,    Washington,    D.C.,    1941. 
302  pp.,  tables,  11  x  8  in.,  cloth,  $2.00, 
payment  in  advance. 
The  present  volume  of  this  series  of  mathe- 
matical tables  extends  the  range  of  previous 
tables  of  the  error  function  and  provides  a 
smaller  tabular  interval.  As  in  all  the  volumes 
of  this  series,  provision  has  been  made  to 
facilitate  both  direct  and  inverse  interpola- 
tion.   Entries   are   given    to   fifteen    decimal 
places. 

THERMOCHEMICAL  CALCULATIONS 

By  R.  R.  Wenner.  McGraw-Hill  Book  Co., 
New  York  and  London,  1941-  384  PP-> 
diagrs.,  charts,  tables,  9x6 in.,  cloth,  $4-00. 
A  comprehensive  introduction  is  provided 
to  the  principles,  methods  and  data  available 
for  the  solution  of  a  wide  variety  of  practical 
laboratory  and  technological  problems.  Fea- 
tures of  the  book  are  presentations  of  (1)  the 
fundamental  principles  of  thermodynamics  of 
primary  interest  to  the  chemist  and  chemical 
engineer,  (2)  the  practical  contributions  of  the 
theoretical  physicist  to  the  field  of  thermo- 
dynamics, and  (3)  various  semiempirical  meth- 
ods for  the  estimation  of  thermodynamic 
functions  of  value  in  solving  technical  prob- 
lems. 

TRANE  AIR  CONDITIONING  MANUAL 

Published  by  The  Trane  Company,  La 
Crosse,  Wisconsin,  1941-  revised  ed.  376 
pp.,  illus.,  diagrs.,  charts,  maps,  tables, 
liy2  x8Y2  in.,  cloth,  $5.00. 

Primarily  concerned  with  the  application 
of  the  fundamental  facts  of  engineering  to 
the  design  of  air  conditioning  systems,  this 
publication  touches  on  all  phases  of  the  field. 
Heat  and  its  transmission,  physical  comfort, 
air  properties  and  supply,  psychrometry,  re- 
frigeration and  ventilation  processes,  the 
functions  of  water  in  air  conditioning  and  a 
chapter  on  ducts  and  fans,  new  in  this  edition, 
are  all  covered  in  this  comprehensive  treat- 
ment of  the  subject.  Diagrams,  tables,  prob- 
lems and  numerical  examples  add  to  its  prac- 
tical value. 

UNITED  STATES  TENNESSEE  VALLEY 
AUTHORITY 

The  Pickwick  Landing  Project,  Technical 
Report  No.  3,  1941.  431  pp.,  Government 
Printing  Office,  Washington,  D.C.,  illus., 
diagrs.,  charts,  maps,  tables,  9}^  x  6  in., 
cloth,  $1.00. 

The  Gunter sville  Project,  Technical  Report 
No.  4,  1941.  423  pp.,  Tennessee  Valley 
Authority,    Treasurer's   Office,   Knoxville, 
Tenn.,  illus.,  diagrs.,  charts,  maps,  tables, 
9y2  x6  in.,  cloth,  $1.00. 
Facts  about  the  planning,  design  and  con- 
struction of  the  Pickwick  Landing  and  Gun- 
tersville  projects  on  the  Tennessee  River  are 
presented  in  these  two  technical  reports.  The 
general  programme  of  the  Tennessee  River 
system  is  considered  in  each  case,  and  the 
descriptions  of  the  particular  projects  cover 
all  phases  from  the  preliminary  investigations 
to. complete  statistical  summaries  of  equip- 
ment and  costs.  Bibliographies  are  included. 


THE  ENGINEERING  JOURNAL     November,  1941 


563 


PRELIMINARY   NOTICE 

of  Applications  for  Admission  and  for  Transfer 


October  25th,  1941. 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate. - 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider   the   applications   herein   described   at 
the  December  meeting. 

L.  Austin  Wright,  General  Secretary. 


♦The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  or  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  shall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
B  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

BREKKE— HANS  KRISHAN  ANDREAS,  of  Winnipeg,  Man.  Born  at  Skjerstad, 
Norway,  Oct.  13th,  1890;  R.P.E.  of  Man.,  1931;  Educ:  Civil  Engr.,  German  Univer- 
sity, Prague,  1925;  1912-13,  railroad  conetrn.,  inBtr'man.;  1913-14,  Bodo  city  engrg., 
constrn.  foreman;  1917-20,  designer,  power  developments,  Groendahl  &  Kjorhott; 
1927-28,  dftsman.,  Dominion  Bridge  Company;  1928-31,  hydraulic  designer,  and 
1931  to  date,  hydraulic  engr.,  City  of  Winnipeg  Hydro  Electric  System,  Winnipeg, 
Man. 

References:  J.  W.  Sanger,  H.  L.  Briggs,  T.  E.  Storey,  E.  V.  Caton,  A.  Campbell, 
G.  H.  Herriot,  W.  S.  Lea. 

CAMM— HARRY  JOSEPH,  of  Montreal,  Que.  Born  at  Montreal,  June  18th, 
1913;  Educ:  1931-35,  completed  mech.  engrg.  course,  American  Locomotive  Com- 
pany; with  Montreal  Locomotive  Works  Ltd.  as  follows:  1929-35,  served  ap'ticeship 
and  engrg.  course,  later  on  detail  design  and  layout.  1935-37,  leading  dftsman., 
designing  mech.  and  structural  steel  work;  1937-40,  engr.  respons.  for  design,  calcu- 
lations and  finished  drawings  on  locomotive  work;  1940  (Feb. -Sept.),  senior  dftsman., 
R.C.A.F.,  i/c  design  of  shop  equipment  for  air  stations;  1940-41,  mech.  engr., 
Canada  Wire  &  Cable  Co.;  at  present  designing  dftsman.,  Canadian  Industries  Ltd., 
Montreal. 

References:  E.  T.  Sanne,  H.  Johnsen. 

DAVIS— FREDERICK  ALLAN,  of  532  Ville  Marie  St.,  Montreal,  Que.  Born 
at  Montreal,  Sept.  4th,  1916;  Educ:  B.Sc.  (Chem.),  Queen's  Univ.,  1940;  1935-36, 
Ont.  Dept.  of  Highways,  prelim,  surveys  and  estimates,  etc.;  also  summer  1937, 
rodman,  chainman,  instr'man.;  1938  (May-Sept.),  engr.,  Caswell  Constrn.  Ltd., 
Kirkland  Lake,  Ont.;  1939  (May-Sept.),  asst.  engr.,  Corpn.  of  Twp.  of  Teck,  Kirkland 
Lake;  1940,  in  training,  Defence  Industries  Ltd.,  Brownsburg;  Nov.,  1940,  to  date, 
asst.  refinery  engr.,  British  American  Oil  Company,  Montreal  East,  Que. 

References:  D.  S.  Ellis,  A.  Jackson,  D.  Hillman,  A.  O.  Wolff,  M.  D.  Stewart. 

DUNKER— CARL  EDWARD,  of  1009  Maitland  St.  London,  Ont.  Born  at 
Kitchener,  Ont.,  Dec.  9th,  1908;  Educ:  Senior  Matriculation.  Two  years  Technical 
School;  1920-26,  after  school  and  during  vacations,  on  minor  jobs  with  the  Dunker 
Construction  Company,  Kitchener,  Ont.  1927  to  Jan.,  1941,  Member  and  Director 
of  above  company,  on  gen.  constrn.  work,  incl.  concrete,  masonry,  carpentry,  elec. 
plumbing  and  heating;  Jan.,  1941,  to  date,  Lieut.,  Works  Officer,  R.C.E.  (A.F.), 
Mil.  Dist.  No.  1,  London,  Ont. 

References:  W.  M.  Veitch,  R.  W.  Garrett,  S.  Shupe,  W.  H.  Riehl,  M.  Pequegnat. 

GREY— NOEL  WILLIAM,  of  Lobitos.  Peru.  Born  at  Maidstone,  Kent,  England, 
Dec.  20th,  1906;  Educ:  1921-27,  Regent  Street  Polytechnic,  London,  England; 
Assoc.  Member,  Institution  of  Chem.  Engrs. ;  Fellow,  Institute  of  Petroleum;  Mem- 
ber, Technological  Inst,  of  Great  Britain;  1921-24,  pupil  to  Gibbons  Bros.  Ltd., 
London,  England.  Constrn.  of  steel  bldgs.,  concrete  work  and  heavy  machinery; 
1924-25,  Medway  Oil  and  Storage  Co.,  Kent,  England,  in  labs,  and  later  i/c  of  gas 
distribution;  1925-26,  with  Humphries  &  Glasgow,  London,  on  erection  of  three 
million  per  diem  water  gas  plant;  1926-27,  pupil  to  C.  V.  Bennett,  engr.  and  gen. 
mgr.,  Rochester,  Gillingham  and  Chatham  Gas  Co.;  Oct.,  1927,  to  date,  with  the 
Lobitos  Oilfields  Ltd.,  Lobitos,  Peru,  as  follows:  1927-28,  shift  engr.,  1928-29,  charge 
shift  engr.;  1929-30,  mtce.  engr.,  gasoline  dept.,  1933-37,  supt.,  gasoline  dept.,  1937 
to  date,  gen.  supt.,  gasoline  dept.,  and  chemical  engr.  to  company. 

References:  G.  E.  Kent,  B.  P.  Rapley. 

HANSON— RALPH  HAROLD,  of  North  Devon,  N.B.  Born  at  Fredericton,  N.B., 
Oct.  7th,  1907;  Educ:  1928-31,  Univ.  of  N.B.;  1928-31,  instr'man.  on  highway 
work  in  N.B.  ;  1931-34,  land  surveyor,  private  and  crown  land,  Prov.  of  N.B.  ;  1934-35, 
res.  engr.,  Oromocto  highway;  1934-35,  asst.  chief  engr.,  on  Renous-Plaster  Rock 
highway  location;  1936,  asst.  to  bridge  engr.,  on  various  small  bridges  in  N.B.  for 
Bridge  Dept.;  1939-40,  res.  engr.,  military  and  internment  camps,  Dept.  of  National 
Defence,  1941,  office  and  field  engr.  on  Shipshaw  power  development  for  Foundation 
Company  of  Canada;  at  present,  office  engr.,  on  defence  programme  in  Nfld.,  for 
E.  G.  M.  Cape  &  Co.  Ltd. 

References:  C.  L.  Stevenson,  R.  Strickland,  E.  O.  Turner,  J.  Stephens,  W.  E. 
Seeley. 

HARE— WILFRED  ALMON,  of  833  Kildare  Road,  Windsor,  Ont.  Born  at 
Halifax,  N.S.,  May  4th,  1875;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1899:  1900-02, 
dftsman.;  1902-03,  engr.  on  new  plant  for  Rhodes,  Curry  &  Co.,  Amherst,  N.S.; 
1903-04,  engr.  for  changes  in  steam  plant,  Illinois  Steel  Co.,  Joliet,  111.;  1904-07, 
asst.  engr.  and  later  chief  engr.,  Underfeed  Stoker  Co.,  Toronto;  1907-16,  Hare 
Engineering  Co.  Ltd.,  Toronto,  mfg.  mech.  stokers  for  power  plants,  also  designed 
and  built  heavy  shell  turning  lathe  for  shell  plants;  1916-17,  chief  engr.,  stoker  divn., 
James  A.  Brady  Foundry  Co.,  Chicago,  III.;  1917-18,  James  E.  Morrison  Co., 
Consltg.  Engrs.,  Detroit,  Mich.,  as  advisory  engr.  on  steel  heating  equipment  and 
forge  plant  design;  1919-26,  vice-president  and  chief  engr.,  The  Houstoker  Corpn., 
Detroit,  Mich.;  1926-29,  partner,  engr.  and  mgr.,  Hare-Luers  Stoker  Company; 
1929-32,  mgr.  and  engr.,  Stoker  Divn.,  Whitehead  &  Kales  Co.,  River  Rouge,  Mich.; 
1932-35,  on  death  of  Mr.  Whitehead  assets  of  above  company  purchasecl  by  Hare 
Stoker  Corpn.,  Detroit,  Mich.  President  and  gen.  mgr.  until  1935,  when  interest  in 
company  sold  to  others;  1935-38,  consltg.  mech.  engr.,  Detroit;  1938  to  date,  partner 
and  mgr.,  Sawyer-Hare  Furnace  Company,  Detroit,  Mich. 

References:  J.  C.  Keith,  J.  J.  Newman,  H.  S.  Clark. 

HOWSE— GEORGE  WESLEY,  of  Port  Nelson,  Ont.  Born  at  Beamsville,  Ont. 
June  29th,  1884;  Educ:  I.C.S.  Corres.  Course,  Electrical;  1906-07,  power  house 
operator,  Almonte  Power  Co.;  1907-08,  asst.  supt.  on  power,  for  W.  E.  Edwards, 
Ottawa;  1908-10,  constrn.  engr.,  Can.  Gen.  Elec.  Co.;  with  the  H.E.P.C.  of  Ontario, 
as  follows:  1910-11,  constrn.  engr.,  1911-14,  chief  operator,  St.  Thomas,  1914-20, 
elec.  inspr.,  St.  Thomas,  and  1920  to  date,  district  electrical  inspector,  Hamilton, 
Ont.  Consltg.  on  large  power  installns.,  checking  plans,  and  specifications  and 
approving  of  same. 

References:  T.  H.  Hogg,  W.  P.  Dobson,  H.  A.  Cooch,  C.  H.  Hutton,  W.  L.  McFaul, 
A.  R.  Hannaford,  G.  Moes,  J.  R.  Dunbar. 

KENNEDY— SAMUEL  McNEE,  of  148  Cote  St.  Antoine  Road,  Westmount, 
Que.  Born  at  Cannington,  Ont.,  Jan.  28th,  1913;  Educ:  B.A.Sc.  (Civil),  Univ.  of 
Toronto,  1936;  1933-34  (summers),  road  bldg.,  A.  E.  Jupp  Constrn.  Co.;  1936-37, 
Toronto  Iron  Works,  on  design  and  detail  of  tanks  and  pressure  vessels,  also  fabri- 
cation of  same  in  shops;  1937-41,  Dominion  Bridge  Co.  Ltd.,  6  mos.  in  detail  office, 
7  mos.  on  loan  to  Aluminum  Co.  of  Canada,  and  2  years  engr.  in  boiler  design  dept.  ; 
at  present,  on  steam  plant  design,  engrg.  dept.,  Defence  Industries  Ltd.,  Montreal, 
Que. 

References:  H.  C.  Karn,  C.  R.  Young,  R.  S.  Eadie,  C.  D.  Bailey,  P.  Millar. 
R.  H.  Self. 

McKERLIE— JARDINE,  of  54  Rowanwood  Ave.,  Toronto,  Ont.  Born  at 
Glasgow,  Scotland,  July  23rd,  1896;  Educ:  1911-14,  Royal  Technical  College,  Glas- 
gow, concurrently  with  apprenticeship  as  shipwright,  Barclay,  Curie  &  Company, 
Whiteinch,  Glasgow;  interrupted  by  military  service,  1914-16.  1916-17,  completed 
apprenticeship  by  transferring  to  elec.  engrg.  with  W.  C.  Martin  &  Co.,  Glasgow; 
after  war,  home  study  and  corres.  courses  with  McKinley-Roosevelt  Univ.  of 
Chicago,  receiving  B.Sc.  in  Engrg.  (Elec.  and  Mech.),  1938,  and  Ph.D.  in  Education, 
1941;  1917-19,  supt.  of  elec.  contracts  on  naval  ships  being  fitted  by  W.  C.  Martin 
&  Co.;  1919-21,  elec.  contractor  on  own  account;  1921-23,  mgr.,  Milligan's  Wireless 
Station,  Glasgow;  1923-25,  chief  engr.,  Webb's  Bakery,  Toronto,  Ont.;  1926,  sales 
engr.  and  transportation  analyst.  Ward  Motor  Vehicle  Co.,  Mount  Vernon,  N.Y.; 
1926-34,  various  positions  in  Toronto  and  Montreal  as  agent  and  partially  on  own 
account,  and  in  partnerships  concerned  in  elec.  refrigeration  and  air  conditioning 
sales  and  engrg.;  1934-38,  editor,  "Refrigeration  and  Air  Conditioning";  Concur - 

(Continued  on  page  566) 


564 


November,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

EXPERIENCED  MECHANICAL  DESIGNING 
DRAUGHTSMAN  for  general  mechanical  work  and 
industrial  piping.  Apply  Box  No.  2375-V. 

CONCRETE  DRAUGHTSMEN  for  industrial  plant 
design.  Apply  Box  No.  2401-V. 

MECHANICAL  GRADUATE  ENGINEER,  with 
machine  shop  experience,  required  for  work  in  South 
America  on  important  war  contract.  Apply  Box 
No.  2441 -V. 

SALES  ENGINEER  with  excellent  technical  or  in- 
dustrial qualifications,  for  work  largely  in  the 
electrical  industry.  This  is  a  splendid  opportunity 
for  a  good  man.  Employment  will  be  permanent. 
State  training,  experience  and  other  qualifications. 
Apply  Box  No.  2451-V. 

ENGINEERING  DRAUGHTSMAN  with  experience 
in  machine  and  structural  design,  proficient  in  steel 
design  calculation,  and  having  ability  for  estimating. 
We  require  a  man  with  at  least  five  years'  industrial 
experience,  preferably  in  the  paper  mill  field.  Position 
is  permanent'  State  experience  and  give  physical 
description.  Include  small  photograph  and  a  sample 
of  draughtsmanship.  Apply  to  Box  No.  2458-V. 

MECHANICAL  DRAUGHTSMAN,  experienced  in 
making  layouts  for  various  installations,  piping,  etc., 
around  a  paper  mill.  Applicant  must  be  a  college 
graduate.  State  previous  experience,  wages  expected, 
etc.  Apply  to  Box  No.  2461-V. 

ALLOY  METALLURGISTS  for  research  laboratory 
of  large  industrial  firm.  Men  should  be  between  20 
and  30  years  of  age  preferably  post-graduate  students. 
They  should  have  had  educational  training  in  physi- 
cal chemistry  or  elementary  metallography.  Apply 
to  Box  No.  2464-V. 

ASSISTANT  ENGINEER  wanted  immediately  for 
newsprint  mill  near  Quebec  City.  General  engineer- 
ing including  equipment  layouts  and  raw  material 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men— wilhout  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


surveys.  Salary  depends  on  ability.  Applications 
will  not  be  considered  from  persons  in  the  employ- 
ment of  any  firm,  corporation  or  other  employer 
engaged  in  the  production  of  munitions,  war  equip- 
ment or  supplies  for  the  armed  forces,  unless  such 
employee  is  not  actually  employed  in  his  usual  trade 
or  occupation.  Apply  to  Box  No.  2471-V. 

SITUATIONS  WANTED 

ELECTRICAL  ENGINEER,  b.sc.  in  electrical  engin- 
eering, age  43,  married,  available  on  two  weeks 
notice.  Fifteen  years  experience  in  electrical  work. 
Including  electrical  installations  of  all  kinds  in  hydro- 
electric plants  and  sub-stations.  Maintenance  and 
operation  of  hydro-electric  plants.  Electrical  mainte- 
nance and  installations  in  pulp  and  paper  mill. 
Considerable  experience  on  relays  and  meters.  At 
present  employed,  but  desires  change.  Apply  Box 
No.  636-W. 

CIVIL  ENGINEER,  b.a.sc.,  Jr.E.i.c,  age  29, 
married.  Two  years  city  engineer,  five  years  experi- 
ence in  highway  work,  including  surveying,  location, 
construction,  estimating  and  inspection.  Apply  Box 
No.  2409-W. 

ELECTRICAL  ENGINEER,  b.e.,  in  electrical  en- 
gineering, McGill  University,  Age  24,  married, 
available    on    two    weeks     notice.     Undergraduate 


experience,  cable  testing  and  cathode  ray  oscillo- 
graphy.  Since  graduation,  five  months  on  construc- 
tion of  large  and  small  electrical  equipment  in  plant 
and  sub-station.  One  year  operating  electrical 
engineer  in  medium  size  central  steam  station 
paralleled  with  large  Hydro  system.  At  present 
employed,  but  is  interested  in  research  or  teaching. 
Associate  member  of  the  American  Institute  of 
Electrical  Engineers.  Apply  to  Box  No.  2419-W. 


WANTED 

Industrial,  Chemical  or  Mechanical 
Engineer,  30  to  40  years  of  age,  with 
college  education  and  experience  back- 
ground. Permanent  position  within 
fifty  miles  of  Montreal.  Good  salary. 
Apply  to  Box  Number  2465-V. 

THE  ENGINEERING  JOURNAL 

2050  Mansfield  Street 

MONTREAL 


PRELIMINARY  NOTICE  (Continued  from  page  564) 

rently,  acted  as  constrn.  engr.  for  the  erection  of  air  conditioned  paper  warehouse 
accommodation  and  building  for  Garden  City  Press,  Gardenvale,  Que.;  1938-39, 
director  of  training,  Industrial  Training  Systems  Limited,  Toronto,  subsidiary  of 
Industrial  Training  Corpn.,  Chicago;  Sept.,  1939,  appointed  Inspr.  of  Guns  and 
Carriages,  M.G.O.  Branch,  Dept.  of  National  Defence;  Feb.,  1940,  transferred  to 
office  of  Chief  Ordnance  Mech.  Engr.;  June,  1940,  appointed  Asst.  Chief  Ordnance 
Mech.  Engr.  ;  Dec,  1940.  transferred  to  General  Staff,  Canadian  Army,  and  appointed 
Director  of  Technical  Instruction,  Canadian  Army  Trade  School;  May,  1941,  trans- 
ferred to  position  of  Division  Manager,  Ontario-Great  Lakes  Division,  Wartime 
Merchant  Shipping  Ltd.,  a  branch  of  the  Dept.  of  Munitions  and  Supply. 

References:  P.  L.  Pratley,  N.  C.  Sherman,  F.  S.  B.  Heward,  H.  A.  Cooch,  R.  E. 
Heartz. 

STARK— JOHN  EDWARD,  of  65  Wendover  Road,  Toronto,  Ont.  Born  at 
Plumstead,  Kent,  England,  May  15th,  1892;  Educ:  1906-07,  British  Govt.  Scholar- 
ship, Royal  Arsenal  &  Woolwich  Polytechnic.  Mech.  drawing  and  design,  machine 
and  tool  shop  training;  R.P.E.  of  Ont.;  1907,  machine  shop,  Toronto  Bedding  Co.; 
1907-10,  press  set  up  work  with  Warwick  Bros.  &  Rutter,  Nilne  Bingham  Co.,  and 
Brown  Searle  Co.;  1910-15,  with  Warden  King  Ltd.,  heating  equipment  design  and 
layouts.  Also  private  contract  work  on  bldgs.  in  Toronto  and  Detroit.  Also  some 
specialized  work  with  Minneapolis  Honeywell,  etc.;  1915-19,  with  C.E.F.  Dec, 
1916,  commissioned  with  appointment  as  officer  i/c  Technical  Equipment,  2nd 
C.R.T.,  and  continued  in  this  capacity  until  end  of  war.  Mostly  rly.  and  bridge  work 
— some  survey  work;  1919,  with  D.S.C.R.,  i/c  Vocational  Board;  1919  to  date,  with 
HE. P.C.  of  Ontario,  constrn.  dept.,  first  on  elec.  installn.  and  costing;  later  i/c  of 
office;  1924-28,  head  office  superintendence  of  bldg.  structure  (stations)  constrn. 
throughout  Ontario;  1928-31,  field  supt.  of  constrn.,  Leaside  Transmission  Station; 
1932  to  date,  head  office  supt.,  station  constrn. 

References:  J.  M.  Gibson,  H.  E.  Brandon,  G.  Mitchell,  D.  Forgan,  J.  W.  Falkner. 

TESKEY— ARTHUR  G.,  of  Winnipeg,  Man.  Born  at  Winnipeg,  Nov.  15th, 
1915;  Educ:  B.Sc  (Elec),  Univ.  of  Man.,  1937;  1937-39,  ap'ticeship,  and  1939  to 
date,  sales  engineer,  Canadian  Westinghouse  Co.  Ltd.,  at  present  at  Winnipeg 
office. 

References:  E.  P.  Fetherstonhaugh,  A.  E.  Macdonald,  C.  P.  Haltalin,  L.  M. 
Hovey,  E.  V.  Caton,  J.  R.  Dunbar,  D.  W.  Callander. 

WESTMAN— LeROY  EGERTON,  of  295  Riverside  Drive,  Toronto,  Ont.  Born 
at  Granton,  Ont.,  June  28th,  1890;  Educ:  B.A.,  M.A.,  Univ.  of  Toronto,  1914; 
R.P.E.  of  Ontario;  1914  (5  mos.),  Dominion  Coal  Co.  Glace  Bay;  1914-15,  public 
analyst,  Dom.  Govt.  Chemist  in  charge  of  Inspection  Laboratory,  New  York; 
1915-18,  employed  by  Dom.  Govt,  or  on  loan  to  other  organizations.  Analytical 
and  chemical  control  work  and  inspection;  1919  to  date,  editor  of  Canadian  Chemical 
Journal,  now  Canadian  Chemistry  and  Process  Industries;  1928,  organized  Cheney 
Chemicals  Ltd.,  and  established  the  manufacture  of  nitrous  oxide  in  Canada.  In 
charge  of  design  and  constrn.  of  plant  in  Toronto;  1934,  associated  with  the  constrn. 
of  wood  flour  plant,  grinding  wood  flour  suitable  for  use  as  filler  in  synthetic  resins; 
1921-36,  Secretary,  Canadian  Institute  of  Chemistry;  at  present,  President,  Westman 
Publications  Ltd.,  Toronto,  Ont. 

References:  H.  W.  Lea,  C.  K.  McLeod,  W.  P.  Dobson,  L.  A.  Wright,  J.  R.  Donald. 

WINGFIELD— HAROLD  ERNEST,  of  Stratford,  Ont.  Born  at  Loughton, 
Essex,  England,  March  8th,  1901;  Educ:  B.A.Sc,  Univ.  of  Toronto,  1923;  1918-19, 
asst.  to  supt.,  Canadian  Engineers  Ltd.,  Dunnville;  1923-25,  engr.,  research  and 
and  production  work,  1926-30  branch  mgr.,  western  office,  Winnipeg,  and  1930-33, 
sales  mgr.,  Turnbull  Elevator  Company,  Toronto,  Ont.;  1933-36,  industrial  engr., 
Toronto  Industrial  Commission;  at  present,  director  of  sales,  advertising  and  pur- 
chasing, Imperial  Rattan  Co.  Ltd.,  Stratford,  Ont.  Vice-President,  V.  H.  Mclntyre 
Ltd.,  Toronto,  Ont. 

References:  C.  R.  Young,  A.  R.  Robertson,  L.  A.  Wright,  T.  H.  Hogg,  0.  Holden, 
W.  P.  Dobson,  W.  S.  Wilson,  J.  B.  Challies,  W.  D.  Black. 

WOLSTENHOLME— PHILIP  GEORGE,  of  Valleyfield,  Que.  Born  at  Rochdale, 
Lanes.,  England,  August  3rd,  1910;  Educ:  1932-34,  College  of  Technology,  Man- 


chester; 1934-35,  Technical  College,  Bradford,  Yorks.;  extended  course  in  electric 
traction.  Special  course  in  hydraulics;  1926-33,  elec.  and  mech.  engrg.  ap'ticeship, 
"wu  d  ,?  Wor»k  and  installnu.,  Fryer  &  Hartley  Ltd.,  Rochdale,  England;  1933-35, 
with  Balfour  &  Beatty  Ltd.,  constrn.  and  elec  engrs.,  Edinburgh;  1935,  testing  asst. 
?q-£Tq?C  ■        rectifying  equipment,  English  Electric  Co.  Ltd.,  Stafford,  England; 

1QT7  is  \reCtlSn  and  testing  engr.,  Phoenix  works  of  same  company  at  Bradford; 
1937-38,  New  Zealand  Steamship  Co.,  engr.  on  Diesel  marine  engines  and  refrigera- 
tion plant,  R.M.S.  "Rangitiki";  1938-39,  erection  engr.,  and  1939-40,  testing  engr., 
New  Zealand  Govt.  Rlys.  ;  1940,  English  Electric  Co.  of  Canada,  St.  Catharines,  Ont.  ; 
1940  (Oct. -Dec),  asst.  to  elec.  supt.,  Defence  Industries  Ltd.,  Nobel,  Ont.;  at  present, 
elec  supt.,  Defence  Industries  Ltd.,  Nitro,  Que.  i/c  of  elec.  transformation,  distribu- 
tion and  mtce.  of  elec.  plant.  Also  respons.  for  new  elec.  constrn.,  etc 

References:  J.  R.  Auld,  H.  C.  Karn,  D.  Andersen,  T.  L.  Crossley,  R.  C.  Wiren, 
G.  Kearney,  C.  L.  Blackmore. 

FOR  TRANSFER  FROM  JUNIOR 

POPE— JOSEPH  MORLEY,  of  197  Fifth  Ave.,  Ottawa,  Ont.  Born  at  Montreal, 
Nov.  5th,  1906;  Educ:  B.Sc,  McGill  Univ.,  1929;  1925-27  (summers),  Electrical 
Commission,  City  of  Montreal;  1928-30,  engrg.  dept.,  Northern  Electric  Co.  Ltd.; 
1931-33,  engrg.  dept.,  Canadian  Marconi  Co.;  1934-35,  test,  dept.,  R.C.A.  Victor 
Co.;  1936-40,  with  the  Consolidated  Paper  Corpn.  Ltd.,  1937-38,  asst.  to  the  elec 
supt.,  Belgo  Divn.,  and  1938-40,  same  position,  Wayagamack  Divn.;  1940  to  date, 
Flight-Lieut.,  Aeronautical  Engrg.   Divn.,   R.C.A. F.,  Ottawa,  Ont.   (St.   1927,  Jr. 

References:  H.  O.  Keay, 
Wardle,  S.  P.  MacNab. 


E.  W.  Stedman,  A.  Ferrier,  W.  A.  E.  McLeish,  E.  B. 


TUCK— JOSEPH  HOWARD,  of  Port  Colborne,  Ont.  Born  at  Port  Colborne, 
July  23rd,  1909;  Educ:  B.Sc  (Mech.),  Queen's  Univ.,  1932;  1932-36,  i/c  time  study 
and  plant  scheduling;  1936-37,  machinist,  and  1937  to  date,  supt.  of  monel  dept., 
i/c  design  and  fabrication  of  unfired  pressure  vessels  and  special  monel  containers. 
International  Nickel  Co.,  Port  Colborne,  Ont.  (St.  1928,  Jr.  1938). 

References:  C.  H.  McL.  Burns,  G.  E.  Griffiths,  A.  L.  McPhail,  C.  N.  Geale, 
P.  E.  Buss. 

FOR  TRANSFER  FROM  STUDENT 

BAGGS— WILLIAM  CLYDE,  of  Bathurst,  N.B.  Born  at  Curling,  Nfld.,  April 
12th,  1914;  Educ:  B.Eng.,  McGill  Univ.,  1936;  1930-36  (summers),  surveyor  and 
dftsman.,  1936  (June-Nov.),  asst.  supt.,  reconstrn.  hydro  electric  development,  and 
1936-37,  engr.,  International  Power  &  Paper  Co.  of  Nfld.  Ltd.;  with  Bathurst  Power 
&  Paper  Co.  Ltd.  as  follows:  1939-40,  project  engr.  i/c  design  and  constrn.  new  re- 
covery plant;  1940  (June-Sept),  foreman,  kraft  mill;  Oct.  1940  to  date,  asst.  to  the 
manager.  (St.  1935.) 

References:  K.  O.  Elderkin,  R.  L.  Weldon,  C.  M.  McKergow,  H.  W.  McKiel, 
G.  E.  Booker,  A.  H.  Chisholm,  F.  L.  West. 

MURRAY— ROBERT  LESLIE,  of  Vernon,  P.E.I.  Born  at  Vernon,  Nov.  11th, 
1912;  Educ:  Engrg.  Cert.,  Mt.  Allison  Univ.,  1933.  1934-35,  postgraduate  studies 
in  mech.  engrg.,  N.S.  Tech.  College;  1937-40,  with  the  Dept.  of  Highways,  Charlotte- 
town,  land  surveying,  instr'man.,  highway  constrn.,  gen.  field  and  office  work,  etc.; 
1937-41  (part  time),  land  surveying  in  Charlottetown,  and  in  various  parts  of  the 
province;  1940-41,  airport  constrn.,  R.C.A. F.,  Dept.  of  National  Defence  (a)  asst. 
engr.  i/c  design,  layout  and  installn.  of  water,  sewage  and  surface  drainage  systems, 
etc.,  (b)  acting  res.  engr.,  i/c  of  constrn.,  and  at  present,  asst.  engr.  i/c  of  constrn. 
(St.  1931.) 

References:  F.  H.  Sexton,  S.  Ball,  S.  J.  Montgomery,  H.  W.  McKiel,  F.  L.  West, 
V.  C.  Blackett,  H.  E.  Miller,  E.  L.  Miles. 

THOMSON— ARTHUR  McCALL,  of  Winnipeg,  Man.  Born  at  Medicine  Hat, 
Alta.,  May  5th,  1913;  Educ:  B.Sc.  (Elec),  Univ.  of  Alta.,  1937;  1937-38,  test  course, 
1938-39,  departmental  plan,  and  1939  to  date,  apparatus  sales  engr.,  Can.  Gen. 
Elec.  Co.  Ltd.,  Winnipeg,  Man.,  (St.  1937). 

References:  E.  S.  Braddell,  L.  M.  Hovey,  S.  G.  Harknett,  W.  E.  Cornish,  R.  S.  L. 
Wilson. 


THE  ENGINEERING  JOURNAL     November,  1941 


565 


Industrial  News 


LIFT  TRUCKS 

A  folder  containing  22  loose  leaf  pagçs  and 
entitled  "Facts  about  Towniotor,"  has  been 
issued  by  Towmotor  Co.,  Cleveland,  Ohio. 
This  folder  is  essentially  a  file  of  operating 
data  and  specifications,  accompanied  by  short 
descriptions  and  illustrations  of  this  com- 
pany's various  models  of  lift  trucks. 

SAFETY  POSTER  SERVICE 

The  Consolidated  Optical  Co.  Ltd.,  To- 
ronto, Ont.,  has  announced  that  it  will  be 
glad  to  place  any  industrial  firm's  name  on  its 
mailing  list  for  a  free  safety  poster  service 
which  was  inaugurated  several  years  ago.  At 
certain  intervals  during  the  year,  dramatic, 
colourful  safety  posters,  driving  home  to 
workers  the  value  of  safety  precautions,  are 
made  up  and  mailed  to  concerns  desiring  the 
service. 

INSULATION  TESTING  SET 

A  2-page  folder  issued  by  Milton-Thomp- 
son Electric,  of  Toronto,  Ont.,  features  the 
"Megometer,"  an  instrument  for  testing  the 
insulation  of  electrical  installations,  domestic 
appliances  and  small  motors,  etc.,  which 
operate  on  voltages  up  to  250  v.  It  may  be 
used  also  as  a  voltmeter.  The  instrument  is 
made  in  England. 

EXPANDED  METAL  MESH 

The  Pedlar  People  Limited,  Oshawa,  Ont., 
is  distributing  a  6-page  booklet  which  features 
a  few  of  the  many  applications  of  "Pedlar's 
'Steelcrete'  Expanded  Metal  Products"  and 
includes  numerous  progress  photographs 
showing  the  use  of  various  types  of  mesh  in 
industrial  plants,  for  floors  and  tunnels,  bank 
vaults,  skywalks,  storage  bins,  partitions, 
safety  guards,  etc. 

TRADE  MARK  ADOPTED 

The  B.  F.  Goodrich  Rubber  Company  of 
Canada,  Limited,  announces  the  adoption  of 
this  new  trade  mark  in  line  with  the  parent 
company  in  the  United  States,  and  it  is 
already  becoming  a  familiar  sight  on  B.  F. 
Goodrich  advertising,  dealer  signs,  and 
station  identification.  It  will  be  noted  that 
the  new  design  features  the  famous  initials 
"BFG"  and  the  date  "1870,"  the  large  "G" 
being  partially  enclosed  in  a  laurel  wreath. 

SYNCHRONOUS  MOTOR 
CONTROLLERS 

English  Electric  Co.  of  Canada,  Ltd.,  St. 
Catharines,  Ont.,  feature  its  Type  "FX" 
Synchronous  Motor  Controllers,  in  a  new 
8-page  bulletin,  No.  1354B,  which  provides 
details  of  construction  and  operation  with  a 
diagrammatic  illustration  of  the  sequence  of 
operation.  Other  data  given  include  adjust- 
ments and  maintenance. 

ELECTRODES 

"Stelco  Electrod"  is  the  title  of  a  24- page 
booklet  issued  by  The  Steel  Co.  of  Canada, 
Ltd.,  of  Montreal  and  Hamilton,  which 
features  the  various  types  of  "Stelco"  coated 
electrodes.  Numerous  photographs  show  the 
application  of  the  products  to  actual  jobs, 
while  each  type  is  described  under  the  head- 
ings, application,  properties,  procedure,  re- 
commended currents  and  qualifications. 

BIOFILTRATION  SYSTEM 

With  photographs  and  descriptive  matter,  a 
20-page  bulletin,  No.  731 1 ,  issued  by  The  Dorr 
Co.  Inc.,  Toronto,  Ont.,  tells  what  the  "Biofil- 
tration  System"  is,  what  it  does  and  how  it 
does  it.  It  also  contains  flowsheets,  plant  lay- 
outs, operating  data,  cost  analyses,  general 
dimensioned  drawings  of  the  major  equipment 
units  and  data  upon  which  design  can  be 
based. 


Industrial     development  —  new   products  —  changes 
in     personnel    —   special    events   —   trade    literature 


SALT 
IN  NOVA  SCOTIA 

The  rocks  of  the  Windsor  series  of 
Carboniferous  age  consisting  of  red 
sandstones,  shales,  limestone  and  gyp- 
sum yield  salt  springs  at  several  points 
in  the  province. 

Beds  of  white  salt  are  being  mined 
atMalagash  and  potash  bearing  seams 
have  recently  been  discovered  at  depth 
in  the  mine. 

Extensi  ve  deposits  of  white  salt  have 
been  discovered  at  depth  near  Nappan . 

DEPARTMENT  OF  MINES 

HALIFAX,  NOVA  SCOTIA 

HON.  L.  D.  CURRIE        A.  E.  CAMERON 
Minister  Deputy  Minister 


ELECTRICAL  CONNECTORS 

In  a  2-page  folder,  Canadian  Line  Mate- 
rials, Ltd.,  Toronto,  Ont.,  describes  various 
types  of  "Burndy  Electrical  Connectors" 
which  provide  "permanently  tight  connec- 
tions with  the  turn  of  a  wrench."  Several  types 
are  illustrated  which  take  care  of  most 
ordinary  connection  jobs.  Many  other  types 
are  shown  in  the  company's  catalogue  No.  41. 

EAR  PROTECTORS 

A  4-page  bulletin  No.  HA-1,  issued  by  Mine 
Safety  Appliances  Co.  of  Canada  Ltd.,  Mont- 
real, Que.,  contains  a  description  of  this  com- 
pany's recently  announced  "Ear  Defenders," 
which  are  designed  to  greatly  modify  loud 
noises  common  to  industrial  plants.  These 
small  devices  fit  snugly  into  each  ear,  reducing 
the  volume  of  loud  sounds  but  permitting  the 
wearer  to  hear  warning  signals  and  ordinary 
conversation. 

PORTABLE  PLATFORM  SCALES 

A  folder  of  The  Canadian  Fairbanks-Morse 
Co.  Ltd.,  Montreal,  Que.,  describes  the  Fair- 
banks all-metal  scale  with  steel  clad  platform; 
contains  illustrations,  specifications  and  a 
general  description  setting  forth  the  special 
features  of  the  scale. 

BUILDING  INSULATION 

Fiberglas  Canada  Limited,  Oshawa,  Ont., 
are  distributing  a  6-page  booklet  entitled 
"Fiberglas  Insulating  Blankets  and  Junior 
Bats"  which  describes  the  use  of  these  pro- 
ducts for  the  insulation  of  buildings  and  gives 
an  illustrated  outline  of  how  to  apply  "Roll 
Blankets,"  "Bat  Blankets"  and  "Junior 
Bats." 

POTENTIAL  TRANSFORMERS 

The  new  24-page  bulletin,  No.  404, 
published  by  Ferranti  Electric  Ltd.,  Mount 
Dennis,  Toronto  9,  Ont.,  replaces  former 
bulletin  No.  404  and  features  several  major 
and  a  number  of  minor  changes.  The  com- 
pound-filled Type.  PW-4  outdoor  unit  for 
4000-v.  service  has  been  replaced  by  the  oil- 
filled  Type  PWA-4.  Also,  the  PW-110  out- 
door potential  transformer  for  115,000-v. 
service  is  included  in  the  standard  line. 
Additional  data  on  standards  and  a  descrip- 
tion of  how  to  determine  the  ratio  and  phase- 
angle  errors  at  any  burden  from  the  standard 
curves,  are  incorporated. 


PACKINGS  AND  GASKETS 

Canadian  Johns-Man  ville  Co.  Limited, 
Toronto,  Ont.,  has  announced  the  publication 
of  a  44-page  catalogue,  designated  as  "Form 
PK-12A,  which  contains  detailed  information 
on  J-M  packing  and  gasket  styles  and  in- 
cludes tables  as  guides  to  proper  packing 
selection  for  various  types  of  equipment  under 
such  service  conditions  as  steam,  brine,  am- 
monia, acids,  caustics  and  oils.  An  analysis 
of  factors  determining  packing  performance 
and  a  section  on  "How  to  get  the  best  results 
from  packings"  are  also  included. 

BROWN  BOVERI  CELEBRATES 
50th  ANNIVERSARY 

On  October  2,  Brown  Boveri  &  Company, 
Limited,  celebrated  its  fiftieth  anniversary  at 
the  head  office  and  factory  in  Baden,  Switzer- 
land. 

From  a  modest  beginning  in  1891,  when  it 
was  founded  by  Messrs.  C.  E.  L.  Brown  and 
Walter  Boveri,  it  has  grown  into  one  of  the 
great  engineering  firms  of  the  world.  In  1891 
the  firm  had  seventy  employees.  To-day,  in 
Switzerland  and  around  the  world  in  over- 
seas branches  and  affiliated  firms,  the  total 
number  of  persons  employed  by  the  company 
is  forty  thousand. 

When  the  firm  was  established  for  the 
purpose  of  manufacturing  all  types  of  electri- 
cal machinery  which  had  hitherto  been 
produced  in  small  workshops,  Mr.  Brown 
was  already  renowned  as  an  engineer.  He  had 
previously  designed  the  40-pole,  3-phase 
alternator  with  claw  type  pole-wheel  and 
concentric  coil  fields  for  the  Lauffen  Power 
Station.  Stepped  up  to  25,000  volts  by  3-phase 
transformers — which,  the  company  states, 
was  the  first  oil-cooled  transformer  ever  built 
— the  current  from  this  machine  was  trans- 
mitted over  a  line  175  km.  long  to  Frankfort- 
on-the-Main.  This  transmission  of  power 
■demonstrated  the  practicability  of  transmit- 
ting large  power  over  long  distances  by 
means  of  high  voltage,  single-phase,  or  three- 
phase  current.  The  generators,  motors,  trans- 
formers, etc.,  manufactured  by  the  company 
found  the  largest  part  of  their  market  in 
Switzerland,  where,  about  the  middle  of  the 
1890's,  the  beginning  of  the  development  of 
Swiss  water  power  opened  up  an  intensive 
field  of  operations. 

The  Company  points  out  that  in  1900 
Brown  Boveri  became  the  first  concern  on 
the  continent  of  Europe  to  build  steam  tur- 
bines, and  parallel  with  this  development, 
the  construction  of  generators  for  direct 
coupling  to  steam  turbines  was  taken  up. 
While  the  largest  machines  built  during  the 
first  year  of  development  were  only  for  a  few 
hundred  kva,  two-pole  machines  (3,000  and 
3,600  r.p.m.  at  50  and  60  cycles,  respectively) 
are  now  being  built  for  outputs  up  to  45,000 
kva.  and  4  pole  machines  (1,500  and  1,800 
r.p.m.  at  50  and  60  cycles,  respectively)  for 
outputs  up  to  100,000  kva.  without  reaching 
limiting  sizes.  This  development  was  only 
rendered  possible  by  constructing  the  rotors 
as  cylindrical  drums  and  milling  out  the 
slots  for  the  field  windings — one  of  the  most 
ingenious  inventions  of  C.  E.  L.  Brown — as 
this  is  the  only  design  in  which  the  centrifugal 
forces  produced  at  the  high  speed  of  rotation 
can  be  withstood. 

Located,  as  it  is,  in  one  of  the  last  strong- 
holds of  democracy  on  the  European  con- 
tinent, the  Brown  Boveri  Company,  in  look- 
ing back  over  the  past  50  years,  faces  the 
future  with  quiet  confidence.  The  firm  is 
represented  in  Canada  by  its  subsidiary, 
Swiss  Electric  Company  of  Canada  Limited, 
Montreal. 


566 


November,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  JOURNAL 

THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


VOLUME  24 


MONTREAL.  DECEMBER  1941 


NUMBER  12 


"To  facilitate  the  acquirement  and  interchange  of  professional  knowledge 
among  its  members,  to  promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high  standards  in  the  engineering 
profession  and  to  enhance  the  usefulness  of  the  profession  to  the  public." 


PUBLISHED  MONTHLY  BY 

THE  ENGINEERING  INSTITUTE 
OF  CANADA 

2050  MANSFIELD  STREET  -  MONTREAL 


CONTENTS 


AUSTIN  WRIGHT,  m.e.i.c. 
Editor 


N.  E.  D.  SHEPPARD,  m.e.i.c. 
Advertising  Manager 


PUBLICATION  COMMITTEE 

C.  K.  McLEOD,  m.e.i.c.  Chairman 

R.  DeL.  FRENCH,  m.e.i.c,  Vice-Chairman 

A.  C.  D.  BLANCHARD,  m.e.i.c 

H.  F.  FINNEMORE,  m.e.i.c 

T.  J.  LAFRENIÈRE,  m.k.lc 


Price  50  cents  a  copy,  $3.00  a  year:  in  Canada, 
British  Possessions,  United  States  and  Mexico. 
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EARS  TO  THE  EAST  (Description  on  Page  612)         ....  Cover 

{Photo  Courtesy  Public  Information,  Ottawa) 

RATIONAL  COLUMN  ANALYSIS 

J.  A.  Van  den  Broek 570 

MUNICIPAL  MANAGEMENT  AND  THE  ENGINEER 

Jean  Asselin,  M.E.I.C.  .........      583 

THE  PORTLAND-MONTREAL  PIPE  LINE 

Wallace  R.  Finney 586 

PLASTIC  LAMINATED  WOOD  IN  AIRCRAFT  CONSTRUCTION 

W.  J.  Jakimiuk 590 

CO-OPERATIVE  ENGINEERING  EDUCATION 

Douglas  F.  Miner  ..........      592 

THE  ENGINEER  AND  THE  POST-WAR  PERIOD 

E.  R.  Jacobsen,  M.E.I.C 597 

ARSTRACTS  OF  CURRENT  LITERATURE 599 

FROM  MONTH  TO  MONTH 604 

PERSONALS 612 

Visitors  to  Headquarters       ......... 

Obituaries    ............ 

NEWS  OF  THE  RRANCHES 614 

NEWS  OF  OTHER  SOCIETIES 621 

LIBRARY  NOTES 623 

PRELIMINARY  NOTICE 626 

EMPLOYMENT  SERVICE 627 

INDUSTRIAL  NEWS 628 


THE  INSTITUTE  as  a  body  is  not  responsible 
either  for  the  statements  made  or  for  the 
opinions    expressed     in     the    following    pages* 


THE  ENGINEERING  INSTITUTE  OF  CANADA 

MEMBERS  OF  COUNCIL 


tA.  L.  CARRUTHERS,  Victoria,  B.C. 
•McNEELY  DuBOSE,  Arvida,  Que. 


*J.  B.  CHALLIES,  Montreal,  Que. 


tA.  E.  BERRY,  Toronto,  Ont. 

*G.  P.  F.  BOESE,  Calgary,  Alta. 

•I.  W.  BUCKLEY,  Sydney,  N.S. 

•J.  M.  CAMPBELL,  Lethbridge,  Alta. 

*A.  L.  CARRUTHERS,  Victoria,  B.C. 

fD.  S.  ELLIS,  Kingston,  Ont. 

tJ.  M.  FLEMING,  Port  Arthur,  Ont. 

fi.  M.  FRASER,  Saskatoon,  Sask. 

tJ.  H.  FREGEAU,  Three  Rivers,  Que. 

tJ.  GARRETT,  Edmonton,  Alta. 

tS.  W.  GRAY,  Halifax,  N.S. 


SECRETARY-EMERITUS 

R.  J.  DURLEY,  Montreal,  Que. 


PRESIDENT 

C.  J.  MACKENZIE,  Ottawa,  Ont. 

VICE-PRESIDENTS 

*J.  CLARK  KEITH,  Windsor,  Ont. 
IdeGASPE  BEAUBIEN,  Montreal,  Que. 

PAST-PRESIDENTS 

tH.  W.  McKIEL,  SackvUle,  N.B. 

COUNCILLORS 

tJ.  G.  HALL,  Montreal,  Que. 

ÎW.  G.  HUNT,  Montreal,  Que. 

tE.  M.  KREBSER,  Walkerville.  Ont. 

*J.  L.  LANG,  Sault  Ste.  Marie,  Ont. 

*A.  LARIVIERE,  Quebec,  Que. 

fH.  N.  MACPHERSON,  Vancouver,  B.C. 

*W.  R.  MANOCK,  Fort  Erie  North,  Ont. 

*H.  MASSUE,  Montreal,  Que. 

tH.  F.  MORRISEY,  Saint  John,  N.B. 

tW.  H.  MUNRO,  Ottawa,  Ont. 

*W.  L.  McFAUL,  Hamilton,  Ont. 

TREASURER 

JOHN  STADLER,  Montreal,  Que. 

GENERAL  SECRETARY 

L.  AUSTIN  WRIGHT,  Montreal,  Que. 


tK.  M.  CAMERON,  Ottawa,  Ont. 
*W.  S.  WILSON,  Sydney,  N.S. 


XT.  H.  HOGG,  Toronto,  Ont. 


tC.   K.  McLEOD,  Montreal,  Que. 

*J.  H.  PARKIN,  Ottawa,  Ont. 

*B.  R.  PERRY,  Montreal,  Que. 

JG.  McL.  PITTS,  Montreal,  Que. 

*J.  W.  SANGER,  Winnipeg,  Man. 

tM.  G.  SAUNDERS,  Arvida,  Que. 

*H.  R.  SILLS,  Peterborough,  Ont. 

*C.  E.  SISSON,  Toronto,  Ont. 

*G.  E.  SMITH,  Moncton,  N.B. 

tJ.  A.  VANCE,  Woodstock,  Ont. 

•For  1941  tFor  1941-42  }For;  1941-42-43 


ASSISTANT  GENERAL  SECRETARY 

LOUIS  TRUDEL,  Montreal,  Que. 


STANDING  COMMITTEES 


FINANCE 

DIG.  BEAUBIEN,   Chairman 

J.  E.  ARMSTRONG 

G.  A.  GAHERTY 

J.  A.  McCRORY 

F.  NEWELL 

J.  STADLER,   Treasurer 


LEGISLATION 

E.  M.   KREBSER,   Chairman 
R.  L.  DOBBIN 
R.  J.  DURLEY 


LIBRARY  AND  HOUSE 

BRIAN   R.   PERRY,  Chairman 


PAPERS 

J.  A.  VANCE,  Chairman 
deG.  BEAUBIEN 
K.  M.  CAMERON 
McN.  DuBOSE 
J.  C.  KEITH 
W.  S.  WILSON 
PUBLICATION 

C.  K.  McLEOD,  Chairman 

R.  DeL.  FRENCH,  Vice-Chairman 

A.  C.  D.  BLANCHARD 

H.  F.  FINNEMORE 

T.  J.  LAFRENIERE 


SPECIAL  COMMITTEES 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

R.  A.  SPENCER,  Chairman 

i.  m.  fraser 
w.  e.  lovell 
a.  p.  linton 
h.  r.  Mackenzie 
e.  k.  phillips 

PAST-PRESIDENTS'  PRIZE 

R.  DeL.  FRENCH,  Chairman 

h.  a.  lumsden 
h.  r.  Mackenzie 
j.  o.  martineau 

R.  W.  McCOLOUGH 
GZOWSKI  MEDAL 

H.  O.  KEAY,  Chairman 
H.  V.  ANDERSON 
W.  H.  POWELL 
H.  J.  VENNES 
A.  O.  WOLFF 

LEONARD  MEDAL 

A.  D.  CAMPBELL,  Chairman 
L.  L.  BOLTON 
A.  E.  CAMERON 
G.  E.  COLE 
V.  DOLMAGE 

DUGGAN  MEDAL  AND  PRIZE 

J.  T.  FARMER,  Chairman 
J.  M.  FLEMING 
R.  C.  FLITTON 

PLUMMER  MEDAL 

J.  F.  HARKOM,  Chairman 

F.  G.  GREEN 

R.  E.  GILMORE 

E.  VIENS 

C.  R.  WHITTEMORE 

PROFESSIONAL  INTERESTS 

J.  B.  CHALLIES,  Chairman 

G.  A.  GAHERTY 
O.  O.  LEFEBVRE 
H.  W.  McKIEL 

J.  A.  VANCE 


MEMBERSHIP 

H.  N.  MACPHERSON,  Chairman 

STUDENTS'  AND  JUNIORS'  PRIZES 

Zone  A  (Western  Provinces) 
H.  N.  Ruttan  Prize 

A.  L.  CARRUTHERS,  Chairman 
J.  M.  CAMPBELL 
H.  N.  MACPHERSON 

Zone  B  (Province  of  Ontario) 
John  Galbraith  Prize 

K.  M.  CAMERON,  Chairman 
W.  H.  MUNRO 
J.  H.  PARKIN 

Zone  C  (Province  of  Quebec) 

Phelps  Johnston  Prize  (English) 

McN.  DuBOSE,  Chairman 
C.  K.  McLEOD 
H.  J.  VENNES 
Ernest  Marceau  Prize  (French) 

deG.  BEAUBIEN,  Chairman 
J.  H.  FREGEAU 
A.  LARIVIERE 

Zone  D  (Maritime  Provinces) 
Martin  Murphy  Prize 

W.  S.  WILSON,  Chairman 
I.  W.  BUCKLEY 
S.  W.  GRAY 

INTERNATIONAL  RELATIONS 

C.  R.  YOUNG,  Chairman 

J.  B.  CHALLIES,  Vice-Chairman 

E.  A.  ALLCUT 

R.  W.  ANGUS 

C.  CAMSELL 

J.  M.  R.  FAIRBAIRN 

O.  O.  LEFEBVRE 

M.  J.  McHENRY 

H.  H.  VAUGHAN 


RADIO  BROADCASTING 

G.  M.  PITTS,  Chairman 
R.  J.  DURLEY 

DETERIORATION  OF  CONCRETE 
STRUCTURES 

R.  B.  YOUNG,  Chairman 

E.  VIENS,   Vice-Chairman 
G.  P.  F.  BOESE 

A.  G.  FLEMING 
W.  G.  GLIDDON 
O.  O.  LEFEBVRE 
J.  A.  McCRORY 
C.  J.  MACKENZIE 
J.  H.  McKINNEY 
R.  M.  SMITH 

WESTERN  WATER  PROBLEMS 

G.  A.  GAHERTY,  Chairman 

C.  H.  ATTWOOD 

C.  CAMSELL 

L.  C.  CHARLESWORTH 

A   GRIFFIN 

T.  H.  HOGG 

O.  O.  LEFEBVRE 

C.  J.  MACKENZIE 

F.  H.  PETERS 
S.  G.  PORTER 
J.  M.  WARDLE 

THE  YOUNG  ENGINEER 

H.  F.  BENNETT,  Chairman 
J.  BENOIT 

D.  S.  ELLIS 

J.  N.  FINLAYSON 
R.  DeL.  FRENCH 
C.  A.  D.  FOWLER 
R.  E.  HEARTZ 
C.  C.  KIRBY 
R.  F.  LEGGET 
A.  P.  LINTON 
A.  E.  MACDONALD 
H.  W.  McKIEL 
R.  M.  SMITH 
H.  R.  WEBB 


568 


December,  1941     THE  ENGINEERING  JOURNAL 


THE  ENGINEERING  INSTITUTE  OF  CANADA 


OFFICERS  OF  BRANCHES 


BORDER  CITIES 

Chairman,    GEO.  E.  MEDLAR 
Vice-Chair.,  W.  J.  FLETCHER 
Executive,     W.  D.  DONNELLY 
J.  B.  DOWLER 
A.  H.  PASK 
(Ex-Officio),  i.  F.  BRIDGE 

E.  M.  KREBSER 
J.  CLARK  KEITH 
Sec.-Treas.,  W.  P.  AUGUSTINE, 

1955  Oneida  Court, 

Windsor,  Ont. 
CALGARY 

Chairman,     J.  B.  deHART 
Vice-Chair.,  H.  J.  McEWEN 
Executive,      F.  J.  HEUPERMAN 
T.  D.  STANLEY 
J.  W.  YOUNG 
(Ex-Officio),  G.  P.  F.  BOESE 
J.  HADDIN 
.1.  McMILLAN 
Sec.-Treas.,  P.  F.  PEELE 

248  Scarboro  Avenue, 

Calgary,  Alta. 
CAPE  BRETON 

Chairman,     J.  A.  MacLEOD 

Executive.     J.  A.  RUSSELL  M.  F.  COSSITT 

A.  P.  THEUERKAUF 
(Ex-Officio), I.  W.  BUCKLEY       • 

W.  S.  WILSON 
See.-Treas..   S.  C.  MIFFLEN, 

fiO  Whitney  Ave.,  Sydney,  N.S. 
EDMONTON 

Chairman,  R.  M.  HARDY 
Vice-Chair.,  D.  A.  HANSEN 
Executive,      J.  A.  CARRUTHERS 

C.  W.  CARRY 

D.  HUTCHISON 

B.  W.  PITFIELD 

E.  R.  T.  SKARIN 
W.  F.  STEVENSON 

{Ex-Officio),  J.  GARRETT 

E.  NELSON 
Sec.-Treas.,  F.  R.  BURFIELD, 

Water  Resources  Office, 

Provincial  Government, 
Edmonton,  Alta. 
HALIFAX 


Chairman, 
Executive, 


(Ex-Officio) 
Sec.-Treas., 


HAMILTON 

Chairman, 

Vice-Chair., 

Executive, 

(Ex-Officio), 
Sec.-Treas., 


KINGSTON 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec. -Treat., 


LAKEHEAD 

Chairman, 

Vice-Chair., 

Executive, 


(Ex-Officio) 
Sec.-Treas., 


S.  L.  FULTZ 

J.  A.  MacKAY 

A.  E.  CAMERON 

A.  E.  FLYNN 

D.   G.  DUNBAR 

J.  F.  F.  MACKENZIE 

P.   A.  LOVETT 

G.  F.  BENNETT 

C.  SCRYMGEOUR 

S.  W.  GRAY, 

The  Nova  Scotia  Power  Commis- 
sion, Halifax,  N.S. 


T.  S.  GLOVER 
A.  C.  MACNAB 
W.  L.  McFAUL 


W.   A.  T.  GILMOUR 
S.  SHUPE 

C.  H.  HUTTON 
H.  A.  COOCH 
ALEX.  LOVE 
A.  R.  HANNAFORD, 

354  Herkimer  Street, 
Hamilton,  Ont. 

T.  A.  McGINNIS 
P.  ROY 
V.  R.  DAVIES 
K.  H.  McKIBBIN 
K.  M.  WINSLOW 

A.  H.  MUNRO 

G.  G.  M.  CARR-HARRIS 

D.  S.  ELLIS 
J.  B.  BATY, 

Queen's  University, 

Kingston,  Ont. 

B.  A.  CULPEPER 
MISS  E.  M.  G.  MacGILL 

E.  J.  DAVIES 

J.  I.  CARMICHAEL 
S.  E.  FLOOK 
S.  T.  McCAVOUR 
R.  B.  CHANDLER 
W.  H.  SMALL 

C.  D.  MACKINTOSH 
H.  G.  O'LEARY 

J.  M.  FLEMING 
W.  C.  BYERS, 

c/o  C.  D.  Howe  Co.  Ltd. 
Port  Arthur,  Ont. 


LETHBRIDGE 

Chairman,  C.  S.  DONALDSON 

Vice-Chair.,W .  MELDRUM 

Executive,     R.  F.  P.  BOWMAN   G.  S.  BROWN 

N.  H.  BRADLEY 

C.  S.  CLENDENING 
(Ex-Officio)  J.  M.  CAMPBELL 

A.  J.  BRANCH  J.  T.  WATSON 

Sec.-Treas.,  R.  B.  McKENZIE, 

McKenzie  Electric  Ltd., 
706,  3rd  Ave.  S.,  Lethbridge,  Alta. 


LONDON 

Chairman, 

R. 

W.  GARRETT 

Vice-Chair. 

,  F. 

T.  JULIAN 

Executive, 

V. 

A.  McKILLOP 

F. 

C.   BALL 

F. 

BELL 

T. 

L.  McMANAMNA 

R. 

S.  CHARLES 

(Ex-Officio) 

,  II. 

F.  BENNETT 

J. 

A.  VANCE 

Sec.  Treas., 

H. 

G.  STEAD, 

60  Alexandra  Street, 

London,  Ont. 

MONCTON 

Chairman, 

F. 

0.  CONDON 

Vice-Chair. 

,  H. 

J.  CRUDGE 

Executive, 

B. 

E.  BAYNE              E.  R.  EVANS 

G. 

L.  DICKSON      E.  B.  MARTIN 

T. 

H.  DICKSON         G.  E.  SMITH 

Vice-Chair., 
Executive, 


Sec.  Treas., 


Vice-Chair., 
Executive, 


R.  H.  EMMERSON 
(Ex-Officio),  H.  W.  McKIEL 
Sec.-Treas.,  V.  C.  BLACKETT, 

Engr.  Dept.,  C.N.R., 
Moncton,  N.B. 
MONTREAL 

Chairman,     R.  E.  HEARTZ 
,  J.  A.  LALONDE 
E.  V.  GAGE 
P.  E.  POITRAS 
I.  S.  PATTERSON 
J.  B.  STIRLING 
J.  M.  CRAWFORD 
J.  COMEAU 
(Ex-Officio),  J.   B.  CHALLIES 
deG.  BEAUBIEN 
J.  G    HALL 
W.  G.  HUNT 
H.  MASSUE 

C.  K.  McLEOD 
B.   R.  PERRY 
G.  M.  PITTS 
L.  A.  DUCHASTEL 

40  Kelvin  Avenue, 

Outremont,  Que 

NIAGARA  PENINSULA 

Chairman,     A.  L.  McPHAIL 
,  C.  G.  CLINE 
L.  J.  RUSSELL 
J.  H.  TUCK 
A.  C.  BLUE 
G.  F.  VOLLMER 
G.  E.  GRIFFITHS 

D.  W.  BRACKEN 
L.  L.  GISBORNE 

(Ex-Officio),  W.  R.  MANOCK 
Sec.-Treas.,  J.  H.  INGS, 

1870  Ferry  Street, 

Niagara  Falls,  Ont. 
OTTAWA 

Chairman,     T.  A.  McELHANNEY 
Executive       J.  H.  IRVINE 

W.  G.  C.  GLIDDON 
A.  A.  SWINNERTON 
W.  H.  NORRISH 
R.  M.  PRENDERGAST 
(Ex-Officio),  C.  J.  MACKENZIE 
J.  H.  PARKIN 
W.  H.  MUNRO 
Sec.-Treas.,  R.  K.  ODELL 

Dept.  of  Mines  and  Resources, 
Ottawa,  Ont. 
PETERBOROUGH 

Chairman,    J.  CAMERON 

Executive,     A.  J.  GIRDWOOD  I.  F.  McRAE 

J.  W.  PIERCE'  F.  R.  POPE 

(Ex-Officio), R.  L.  DOBBIN 
H.  R.  SILLS 
A.  L.  MALBY 
Sec.-Treas.,  D.  J.  EMERY, 

589  King  Street, 

Peterborough,  Ont. 

QUEBEC 

Life  Hon.  Chair.,  A.  R.  DECARY 
Chairman,    L.  C.  DUPUIS 
Vice-Chair.,  E.  D.  GRAY-DONALD 
Executive,     T.  M.  DECHÊNE  R.  SAUVAGE 

A.  LAFRAMBOISE  G.  ST-JACQUES 
A.  O.  DUFRESNE  O.  DESJARDINS 
(Ex-Officio)  A.  LARIVIÈRE 

R.  B.  McDUNNOUGH 
P.  MÉTHÉ 
Sec.-Treas.,  PAUL  VINCENT, 

Department  of  Colonization, 
Room  333-A,  Parliament  Bldgs,. 
Quebec,  Que. 
SAGUENAY 

Chairman,     N.  F.  McCAGHEY 
Vice-Chair.,  R.  H.  RIMMER 
Executive,      B.  BAUMAN 
G.  B.  MOXON 
A.  I.  CUNNINGHAM 
W.  J.  THOMSON 
(Ex-Officio),  McN.  DuBOSE 

M.  G.  SAUNDERS 
J.  W.  WARD 
Sec.-Treas.,  D.  S.  ESTABROOKS. 

Price  Bros.  &  Co.  Ltd. 
Riverbend,  Que. 


J.  M.  MITCHELL 
G.  RINFRET 
H.  J.  WARD 
H.  K.  WYMAN 


SAINT  JOHN 

Chairman,     F.  A.  PATRIQUEN 
Vice-Chair.,  D.  R.  SMITH 
Executive,      A.  O.  WOLFF 

H.  P.  LINGLEY 

W.  B.  AKERLEY 
(Ex-Officio),  J.  P.  MOONEY 

H.  F.  MORRISEY 
Sec.-Treas.,  V.  S.  CHESNUT, 
P.O.  Box  1393, 

Saint  John,  N.B. 

ST.  MAURICE  VALLEY 

Chairman,     A.  H.  HEATLEY 
Vice-Chair.,  H.  G.  TIMMIS 
Executive,      A.  C.  ABBOTT 
R.  DORION 
V.  JEPSEN 
J.  JOYAL 
H.  O.  KEAY 
(Ex-Officio),  C.  H.  CHAMPION 

J.  H.  FREGEAU 
Sec.-Treas.,  C.  G.  deTONNANCOUR 
Engineering  Department, 
Shawinigan  Chemicals,  Limited, 
Shawinigan  Falls,  Que. 

SASKATCHEWAN 

Chairman,     R.  A.  McLELLAN 
Vice-Chair.,  A.  P.  LINTON 
Executive,      R.  W.  JICKLING 

h.  r.  Mackenzie 

b.  russell 

G.  l.  Mackenzie 

C.  J.  McGAVIN 
A.  A.  MURPHY 
(Ex-Officio),  I.  M.  FRASER 
Sec.-Treas.,  STEWART  YOUNG 
P.  O.  Box  101, 

Regina,  Sask. 

SAULT  STE.  MARIE 

Chairman,     E.  M.  MacQUARRIE 
Vice-Chair.,  L.  R.  BROWN 
Executive,      R.  A.  CAMPBELL 

N.  C.  COWIE 

C.  O.  MADDOCK 

C.  R.  MURDOCK 
(Ex-Officio),  J.  L.  LANG 

A.  E.  PICKERING 
Sec.-Treas.,  O.  A.  EVANS, 

159  Upton  Road, 

Sault  Ste.  Marie,  Ont 

TORONTO 

Chairman,     H.  E.  BRANDON 
Vice-Chair.,  W.  S.  WILSON 
Executive,      F.  J.  BLAIR 

W.  H.  M.  LAUGHLIN 

G.  R.  JACK 

D.  FORGAN 
R.  F.  LEGGET 
S.  R.  FROST 

(Ex-Officio),  A.  E.  BERRY 
N.  MacNICOL 
T.  H.  HOGG 
C.  E.  SISSON 
Sec-Treas.,  J.  J.  SPENCE 

Engineering  Building 
University  of  Toronto, 

Toronto,  Ont. 
VANCOUVER 

Chairman,    J.  N.  FINLAYSON 
Vice-Chair.,  W.  O.  SCOTT 
Executive,     T.  E.  PRICE 

J.  R.  GRANT 

W.  N.  KELLY 
(Ex-Officio),  C.  E.  WEBB 

H.  N.  MACPHERSON 
Sec.-Treas..  T.  V.  BERRY, 

3007-3Gth  Ave.  W., 

Vancouver,  B.C. 


H.  C.  FITZ-JAMES 

R.  E.  POTTER 

P.  B.  STROYAN 


VICTORIA 

Chairman, 
Vice-Chair. 
Executive, 


(Ex-Officio) 
Sec.-Treas., 

WINNIPEG 


G.  M.  IRWIN 

A.  S.  G.  MUSGRAVE 

J.  H.  BLAKE 

E.  DAVIS 

A.  L.  FORD 

P.  T.  O'GRADY 

E.  W.  IZARD 

A.  L.  CARRUTHERS 

K.  REID, 

1053  Pentrelew  Place, 

Victoria,  B.C. 


Chairman,     V.  MICHIE 
Vice-Chair.,  D.  M.  STEPHENS 
Executive,      C.  V.  ANTENBRING 

H.  B.  BREHAUT 

J.  T.  DYMENT 

H.  W.  McLEOD 

T.  E.  STOREY 
(Ex-Officio),  H.  L.  BRIGGS 

J.  W.  SANGER 
Sec-Treas.,  C.  P.  HALTALIN, 

303  Winnipeg  Electric  Chambers, 
Winnipeg,  Man. 


THE  ENGINEERING  JOURNAL     December,  1941 


569 


RATIONAL  COLUMN  ANALYSIS 

J.  A.  VAN  DEN  BROEK,  ph.d. 
Professor  of  Engineering  Mechanics,  University  of  Michigan,  Ann  Arbor,  Mich.,  U.S.A. 

Paper  to  be  presented  before  the  General  Professional  Meeting  of  The  Engineering  Institute  of  Canada,  at  Montreal,  Que., 

on  February  6th,  1942 


Table  of  Contents 

Page  Column 
Introduction 570       1 

The  Secant  Formula I  ,-74       2 

Approximate  Eccentric  Loading  Formula. . .  571  1 

Initial  Crookedness  or  Wow 571  1 

Objectives  and  Sense  of  Value 572  1 

Eccentricity,  End-Moments  or  Partial  Res- 
traint, and  the  Ratio  of  Effective  Length 
over  Geometric  Length  (n  =  L/l)  are  Iden- 
tities   572  2 

General  Column  Formula 573  1 

Note — Euler's  Curve  as  a  Limiting  Graph  of 

Formula  5  (Figs.  3,  4  and  7) 574  1 

Theory,  Tests  and  Practice 574  2 

Determination  of  Constant  n  =  L/l 575  1 

Elastic  Deformation  of  Columns  Subject  to 

Critical  Loading 577  1 

Conclusions 578  2 

Appendix  (Test  Results) 579  2 

The  Objectives  Aimed  at  in  Tests I  ^n       2 

The  Device  Used  in  Tests Jj£jj      * 

Concentric  Loading  Tests  on  Angles <  -on       i 

Eccentric  Loading  Tests  on  One-Inch  Rounds      581       2 
Pin-Ended  versus  Flat-Ended  Columns.  .  .  .       583       1 

Introduction 

In  mathematical  analyses  we  need  as  many  equations  as 
there  are  unknowns.  If  we  can  guess  the  value  of  one  of  the 
unknowns  intelligently,  we  can  dispense  with  one  of  the 
otherwise  necessary  equations  and  thus  materially  simplify 
our  analysis.  In  column  analysis  we  may  simplify  our  efforts 
by  following  this  procedure.  In  "Euler's  Column  Formulae"® 
(see  Figs.  8a,  9a  and  11a)  the  type  of  elastic  curve  which 
the  column  would  assume  was  determined  by  guess  with 
complete  accuracy,  and  what  are  recognized  as  "exact" 
strength  formulae  were  obtained.  In  "Columns  Subject  to 
Transverse  Loading"®  the  type  of  elastic  curve  was  guessed 
with  a  quite  high  degree  of  accuracy  and  the  resulting  for- 
mulae proved  accurate  to  within  a  fraction  of  one  per  cent. 
In  this  and  the  following  analyses  we  propose  to  follow  the 
same  procedure  and  obtain  formulae  which  are  either 
technically  "exact"  or  approximate,  depending  on  whether 
or  not  we  are  able  to  determine  in  advance  the  true  type 
of  elastic  curve. 

In  the  appendix  the  results  of  some  column  tests  are 
presented.  The  significant  feature  of  these  tests  is  that,  first, 
the  eccentricity  (or  lack  of  eccentricity)  is  quite  definitely  con- 
trolled up  to  the  point  of  failure;  second,  the  load-axial  deform- 
ation relationship  is  recorded  far  beyond  the  critical  load. 

The  Secant  Formula 

In  the  analysis  of  eccentrically  loaded  prismatic  columns 
we  are  able  to  determine  exactly  what  is  the  type  of  elastic 
curve  which  the  columns  will  assume,  and  thus  we  obtain 
what  is  recognized  as  the  "exact"  formula. 

Figure  lc®  shows  an  eccentrically  loaded  column.  When 
the  eccentricity  e  approaches  zero  as  a  limit  the  elastic 
curve  approaches  a  sine  curve.  When  e  approaches  infinity 
the  elastic  curve  approaches  an  arc  of  a  "circle  as  a  limiting 
curve.  The  true  curve,  then,  will  fall  between  a  sine  curve 
and  an  arc  of  a  circle. 


The  free-body  sketch  for  the  portion  BD  of  Fig.  la  as 
well  as  for  the  portion  BD  of  Fig.  lc  is,  in  either  case,  given 
by  Fig.  lb.  Therefore,  BD  of  Fig.  lc  and  BD  of  Fig.  la  are 
identical.  The  curve  ABCDE  of  Fig.  la  is  a  sine  curve,  and 
if  we  adopt  mathematical  usage  we  may  say  it  is  a  full  arch 
of  a  sine  curve.  The  portion  BD  of  this  curve  is  then  an  arc 
of  a  full  arch  of  a  sine  curve.  By  virtue  of  the  identity  which 
we  have  just  established  the  portion  BD  of  Fig.  lc  also  is  an 
arc  of  an  arch  of  a  sine  curve.  Once  we  are  agreed  on  this 
fact  the  mathematical  development  is  direct  and  relatively 
brief. 


p= 


TT-El 


2li 


(b) 

Fig.  1 


(0 


The  equation  for  the  curve  ABCDE  in  Fig.  la,  or  for  the 
curve  BCD  in  Fig.  lc,  is: 

x  =  (A+e)  sin  -j- 

/  a            .      .     7T  (L  —  Z)         /  A      ,      \  t  I         .   . 

e  =  (A  +  e)  sin  ^ =  (A  +  e)  cos-j^       (a) 

dx        .  .  7T        Try 

Ty={A  +  e)LC0ST 


dy 


The  curvature,  or  ■=  = 
K 


d2x 

15  -  -  (A  +  e) 


■,sin-r 


d^x 
dy2 


('  <y) 


3/2 


dx 

)') 

This  expression  is  a  maximum  for  the  value  y  =  — 


Thus 


,    1,  dZX  .  .    7T2  s 

(*L=    "   dy->={A+e)V  =  Tc 


in  which  s  is  stress  due  to  curvature  in  the  extreme  fibre  of 
the  column  at  point  C. 

ir*Ec 


s  = 


(A  +  e) 


This  stress  s,  due  to  curvature,  is  augmented  by  a  stress 
PI  A,  due  to  the  direct  load.  Thus  the  equation 


570 


December,  1941     THE  ENGINEERING  JOURNAL 


tt2Ec  (A  +  e)    .   P 

s  = v +1 

gives  a  general  load-stress  relationship  for  the  midpoint  of 
the  column  on  the  inside  of  the  elastic  curve.  But  since  this 
relationship  is  not  linear  it  throws  no  light  on  the  strength 
of  the  column.  An  estimate  of  the  column  strength  can  be 
made  only  when  we  assign  a  definite  maximum  value  for  s, 
say  the  elastic  limit  stress  slt  and  simultaneously  define  the 
corresponding  load  P  as  being  equivalent  to  the  limit  load, 
critical  load  or  maximum  load,  which  the  column  can  carry. 
With  Sj  and  P  so  defined  we  may  write. 

ir2Ec  (A  +  e)    .   P 
Si   =   72 h  H  .  or 


(A  +e) 


L2 
L2 

TT2EC 


A 
(•i  -  t) 


(b) 


Eliminating  (A  +  e)  between  equations  (a)  and  (b),  we 

obtain  , ,  ,  P. 

L2  (sj  -  -) 

A  ITl 

e  =  j-^ cos  —j- 

w2Ec  2L 


From  Fig.  la  we  have  L2  = 


ir2EI       ,  I 
-p~&ndL 


Win-^h- 


stituting  these  values  in  the  foregoing  equation  we  obtain 
<  ^  I  l 


p 

A 


•i  =  T   (*  + 


ecP 


T  l  a/EI 

C0S  ~\V  -p 


ec 


sec 


/ 


I  J  EL 


Formula  1 


Approximate  Eccentric  Loading  Formula 

Formula  1  is  quite  exact,  but  to  say  the  least  it  is  awk- 
ward because  we  can  effect  a  solution  only  by  cut  and  try 
procedure.  This  awkwardness  can  effectively  be  avoided  by 
the  simple  procedure  of  assuming  a  compromise  curve  in 
place  of  an  arc  of  a  full  arch  of  a  sine  curve.  An  analysis 
based  on  the  assumption  that  the  shape  of  the  elastic  curve 
in  Fig.  lc  is  a  second  degree  parabola  gives  very  satisfactory 
results.  The  mathematical  development  will  appear  in 
Elastic  Energy  Theory®.  The  resulting  formula  is: 


P 

A 


1 


9.6  E 

i 


(1 


ec. 


V[s. 


2    884  s tE] 

"  <s>*  J 

Formula  2 


A  graphical  comparison  between  Formula  2  and  the  secant 
formula  was  published  in  the  closing  discussion  of  the 
author's  paper  on  "Columns  Subject  to  Uniformly  Dis- 
tributed Transverse  Loads"®  in  the  Engineering  Journal 
of  September,  1941. 

Initial  Crookedness  or  Wow 

Assume  a  column  to  be  initially  curved  in  the  shape  of  a 
complete  arch  of  a  sine  curve  with  an  initial  offset  and 
radius  of  curvature  at  the  midpoint  equal  to  e'  and  R 
respectively  (Fig.  2).  As  the  column  is  loaded  with  a  load  P 
the  deflection  will  increase  an  amount  A.  The  bending 
moment  area  is  one  half  of  the  area  bounded  by  the  line  of 
action  of  the  load  and  the  elastic  curve.  The  maximum 
ordinate  of  this  bending  moment  area  is  at  the  midpoint  and 

Area  v 
equals  P  (e'+  A).  The  deflection  A  =  — wr^-  The  Area 

in  question,  shown  cross  hatched  in  Fig.  2,  is  2/V  X  the 


2  I 

circumscribed  rectangle.  Thus  Area  =  -  P(e'  +  A)  ^.  The 

7T  2 

y  of  an  area  under  a  sine  curve,  shown  in  Fig.  2,  is  - . 

TV 


Therefore 


.        Area  y     PI2  .  ,    ,     A  ,        PI2 A    ,    Pl2e' 


EI 

or  (EI T)  A  =  — j- 

■K"  7T 

From  the  theory  of  strength  we  have: 
1        1         M  s 

r        R~   EI    ~  cE 

d2x        J_  __  tt2  (A  +  e') 
dy2  r  I2 

d2x        1        ttV 
dy2       R~    I2 

1     L     i!A     J_ 

r       R  I2         cE 

The  stress  due  to  the  increase  in  curva- 
ture therefore  is  : 


T*EI 


(c) 


s  = 


tt'AcE 
I2 


This  stress  is  augmented  by  the  stress 
P I A  due  to  the  direct  load. 

Thus  the  resulting  extreme  fibre 
stress  on  the  inside  of  the  curve  at  the 
midsection  of  the  column  is: 

ir2AcE    ,     P 
.-    ~p— +3»    or 


A  =  (.s 


P      I2 


(d) 


Eliminating  A  between  equations  (c)  and  (d)  we  obtain 


PI2 
(EI  -  i-i)  (s 

7T 


-r)  =  Pe'cE,  or 
A 


p!  _  <™  +  g,4  +  ■**!""')  P+^à.Q 


If  we  let 
gives 


nr2EI 


l2i2 


=  Pcr,  then  the  solution  of  this  equation 


If  {  e'c 

>sA  +  Pcr(l+e-fi 


sA+Pcr(l  +  e-^) 


4   Per   SA 


or 


P 
A 


s  + 


i  V  -~  tt) 


(!) 


/{s  +  ,r 


j , 


TT2E 


(f+^rj 


The  last  two  expressions  give  a  relationship  between  the 
load  P  and  the  maximum  stress  in  the  column.  This  relation- 
ship is  purely  academic  and  of  no  interest  to  the  designer. 
If  we  define  s  as  being  equal  to  the  elastic  limit  stress  slt 
P  immediately  assumes  special  significance  because  it 
then  becomes  "the  symbol  for  the  limit  or  maximum  load 
which  the  column  can  carry.  The  resulting  formula  for  the 
limit  load  P  then  is: 


THE  ENGINEERING  JOURNAL     December,  1941 


571 


p 

A 


/ 


fly 


e  cN 

T2 


Si  + 


(!) 


,    e'c.  V        .  *2E 


Formula  3 


.40 

\ 

ec 

42 

.cj 

Inihal  Crookedness 

Formula  (3) 

5econt  formulai  1) 

£  -  30,  OOO,  OOO  lbs  p  s  i 

\ 

— =r 

3^__ 

\ 

"^ 

^N. 

\ 

5 

■    4QOOO   Lbs  psi 

V 

V 

\ 

\ 

\ 

_ 

2\^ 

\ec 
V 

0 

\ 

> 

\ 

1 

v 

5 
$ 
ï 

ec 

/^ 

sN 

' 

V 

V 

n: 

^%k 

£ 

- 

ec  ' 

2o-~ 

N: 

sN 

'^1 

■^ 

^s 

^. 

ec 

L1 

=  lo 

^^ 

2 

5 

**>^ 

r"=s=P* 

■~^ 

o 

l/c 


Fig.  3 — Comparison  between  wow  formula  and  secant  formula. 

Figure  3  shows  graphically  a  comparison  of  values 
obtained  by  Formula  1  (the  secant  formula)  with  those 
obtained  by  Formula  3  (the  wow  formula).  It  shows  that 
for  all  values  (even  for  values  of  e'  which  are  much  greater 
than  any  that  can  reasonably  be  expected)  the  two  formulae 
give  results  which  are  nearly  the  same.  More  important 
than  Fig.  3  is  Fig.  4  which  shows  how  the  limit  strength  of 
columns  is  affected  by  a  wow  expressed  as  a  function  of 
the  length  of  the  column  for  the  following  values  of  e', 
namely  : 


I 
600' 


I 


1000 


e'  =  r.nnn  and  e'  =  — 
5000  oo 


2000 


=  0. 


It  appears  that  for  slender  columns  the  weakening  effect  of 
initial  crookedness  is  insignificant. 

Objectives  and  Sense  of  Value 

Much  confusion  and  misunderstanding  concerning  the 
column  phenomena  appears  to  result  from  an  incomplete 
agreement  among  engineers  as  to  proper  objectives.  This 
disagreement  seems  to  stem  from  a  failure  to  distinguish 
clearly  between  factors  of  primary  and  those  of  secondary 
importance.  To  avoid,  if  possible,  such  uncertainties  and  to 
eliminate  this  possible  cause  for  misunderstanding  in  this 
paper,  the  author  will  set  forth  in  some  detail  his  sense  of 
value  in  regard  to  the  column  problem. 

No  one,  including  the  scientist,  is  immune  to  psychological 
pitfalls.  It  seems  to  the  author  that,  in  the  science  of 
strength,  we  have  fallen  into  a  rut  in  over-emphasizing  the 
concept  "stress"   to  such  a  degree  that  it  obscures  the 


problem  of  "strength.""  The  author  regards  as  basically 
unsound  the  practice  of  dividing  an  ultimate  stress,  or  an 
elastic  limit  stress,  by  a  factor  of  safety  to  arrive  at  a 
working  stress.  This  tradition  was  harmless  enough  in  the 
era  which  lies  behind  us — the  era  of  statically  determinate 
construction.  It  is  harmless  so  long  as  a  linear  relationship 
exists  between  stress  and  load.  In  the  present  era  of  redun- 
dant construction,  a  type  of  construction  in  which  the 
linear  relationship  between  stress  and  load  is  not  main- 
tained until  the  limit  load  is  reached,  and  in  stability 
problems  in  which  the  relationship  between  stress  and  load 
is  never  linear,  the  author  regards  the  emphasis  on 
working  stress  as  archaic,  generally  confusing,  and  often 
misleading. 

In  our  formulae  we  introduce  the  term  P/A .  We  do  so  in 
order  to  present  these  formulae  in  their  most  general  form, 
which  is  the  form  that  best  lends  itself  to  effective  graphical 
representation.  We  do  so  with  one  misgiving.  The  first 
strength  formula  the  engineer  learns  is  P/A  =  stress.  This  is 
no  reason  for  invariably  interpreting  P/A  as  stress.  The 
author  objects  to  mathematical  terms  in  engineering 
science  to  which  he  is  unable  to  give  a  physical  inter- 
pretation. The  term  P/A  in  our  formulae  is  such  a  term.  A 
is  explicitly  defined  as  the  cross-sectional  area,  and  P  with 
equal  explicitness  defines  the  capacity  or  maximum  load, 
the  load  which  will  induce  the  elastic  limit  stress  in  the 
column.  The  term  P/A  then  has  no  physical  significance.  It 
assumes  such  significance  only  after  it  is  multiplied  by  A. 
Then  it  yields  the  load  P,  the  maximum  load  the  column 
can  carry.  Once  the  designing  engineer  knows  the  maximum 
load  which  would  cause  his  column  to  fail,  he  certainly  will 
know  how  to  apply  a  factor  of  safety  with  which  to  avoid 
this  failure  load  by  a  safe  margin. 

Eccentricity,  End  Moments  or  Partial  Restraint,  and 

the  Ratio  of  Effective  Length  over  Geometric 

Length  (n  =  L/l)  are  Identities 

Consider  Fig.  5  which  schematically  represents  a  column 
with  built-in  ends  under  varying  loads.  Perfect  straightness 
and  zero  eccentricity  are  both  abstractions  and  both  are 


Initial  Crookedness  For mulM)) 

%  ■  i  &>U»$r-)-Y(3.>i,t»'tr}-44A] 


Fig.  4 — Strength  of  columns  as  affected  by  wow  expressed  as  a 
function  of  the  length. 

unobtainable.  As  the  column  is  loaded,  either  a  slight  initial 
crookedness  or  a  slight  eccentricity  to  one  side  or  the  other 
of  the  centre  line  determines  the  direction  in  which  the 
column  deflects.  Of  the  two,  initial  eccentricity  is  more 
likely  to  be  the  determining  factor.  Figure  5  represents  the 
column  as  a  free  body.  The  force  and  moment  or  partial 
restraint  shown  acting  at  point  A  are  opposite  in  sign  but 
otherwise  the  equivalent  of  the  single  force  acting  with  an 
eccentricity  e  at  point  C.  As  the  column  deflects  the  initial 
eccentricity,  or  for  that  matter  any  intermediate  eccen- 


572 


December,  1941     THE  ENGINEERING  JOURNAL 


Fig.     5  —  Fixed  -  end 

column    in    various 

stages  of  loading 


tricity,  does  not  concern  us  in  the  least.  If  our  aim  is  to 
determine  the  strength  of  the  column  then  the  only  eccen- 
tricity which  would  concern  us,  if  we  were  able  to  determine 
it,  is  that  which  prevails  at  the  instant  the  elastic  limit 
stress  s2  is  reached  on  the  inside  of  the  curve  at  point  B. 
The  fact  is  we  may  determine  this  eccentricity  for  any  par- 
ticular column,  but  we  can  determine  it  only  as  the  climax 
of  a  complete  solution  of  the  column  problem.  It  is  never 
ascertainable  as  initial  data  upon  which 
the  column  analysis  may  be  predicated, 
except  possibly  for  short  struts.  Note 
that  in  Fig.  5,  while  the  eccentricity  is 
variable,  the  point  of  inflection  always 
coincides  with  the  quarterpoint.  Thus, 
while  the  eccentricity  e  changes,  the 
ratio  n  =  L/l  is  a  constant  up  to  and 
including  the  load  condition  at  which 
the  elastic  limit  stress  in  the  column  is 
first  induced.  In  this  connection  we 
stress  the  following  points. 

1.  The  logic  upon  which  we  base  the 
contention — that  eccentricity,  partial 
restraint  or  end  moments,  and  the  L/l 
ratio,  are  identities — is  a  logic  involv- 
ing only  the  theory  of  equilibrium 
(statics).  It  thus  supersedes  any  argu- 
ment given  in  terms  of  elasticity.  The 
theory  of  equilibrium  is  the  most 
basic,  the  most  fundamental,  theory 
we  have.  Our  conclusions  as  to  the 
identity  of  L/l  ratio,  eccentricity 
and  partial  restraint  thus  seem 
irrefutable. 
2.  The  word  identical  is  a  strong  word.  It  means  "the 
same  in  every  conceivable  respect."  This  being  the  case  we 
should  be  privileged  to  confine  our  attention  solely  to  one 
of  the  three  concepts  without  in  any  way  doing  violence  to 
sound  logic. 

General  Column  Formula 

The  characteristic  feature  of  the  pin-ended  column,  the 
Euler  column,  is  that  when  it  deflects  it  assumes  the  shape 
of  a  sine  curve.  Our  development  of  the  secant  formula 
makes  it  clear  that  the  eccentrically  loaded  column  is  but  a 
special  case  of  the  concentrically  loaded  (Euler)  column. 
The  analysis  of  the  initially  crooked  column  was  also 
predicated  on  the  assumption  that  the  elastic  curve  of  the 
column  was  a  sine  curve  before  loading,  and  remained  a 
sine  curve  after  loading.  In  the  author's  paper,  in  the 
Engineering  Journal,  on  "Columns  Subject  to  Uniformly 
Distributed  Loads"©  it  was  shown  that  very  satisfactory 
results  are  obtained  if  the  analysis  is  based  on  the  assump- 
tion that  the  column  subject  to  uniformly  distributed 
transverse  loads  assumes  the  shape  of  a  sine  curve.  If  we 
keep  in  mind  that  eccentricity  may  effectively,  very 
advantageously  in  fact,  be  replaced  by  the  coefficient 
n  =  L/l,  then  we  may  proceed  with  the  derivation  of  a 
general  formula  for  a  prismatic  column  of  elastic  material 
subject  to  eccentricity  (end  moment  or  end  restraint)  to 
wow  and  to  uniformly  distributed  transverse  loads.  If  the 
elastic  curve  assumes  the  shape  of  a  sine  curve  under  any 
one  of  these  loadings  individually,  it  will  do  so  under  the 
action  of  any  combination  of  these  loadings  collectively. 

In  Fig.  6b  the  dashed  line  represents  the  shape  of  the 
initially-crooked  column.  The  solid  line  represents  the  shape 
of  this  same  column  under  the  combined  action  of  the  axial 
load  P  and  the  uniformly  distributed  load  kuA  (u  is  weight 
per  unit  volume,  A  is  the  cross-section  area  of  the  column, 
uA  =  w  or  weight  per  unit  of  length,  uAl=  W  or  weight  of 
entire  column,  k  is  a  constant.  Thus,  for  example,  if  an 
aeroplane  manoeuvres  with  an  acceleration  of  kg,  any  strut 
in  this  plane  placed  parallel  to  the  axis  of  the  wings  would 
be  loaded  with  a  uniformly  distributed  inertia  loading  of 
w  =  kuA  lb.  per  inch.  In  a  top  chord  of  a  bridge  the  con- 
stant k  expresses  the  maximum  inertia  effect  caused  by  the 


vibration  of  the  bridge)®.  From  the  fundamental  elastic 
energy  equation,® 


F  A 


we  obtain: 


/m 
Ë 


Max 


A  = 


EI 


Area  x 


EI 


where  area  represents  the  bending  moment  area  for  one  half 
of  the  column.  This  bending  moment  area  consists  of  two 
parts,  the  bending  moment  area  due  to  the  load  P  which  is 
the  area  bounded  by  the  elastic  curve  and  the  line  of  action 
of  the  load,  and  the  bending  moment  area  for  a  simple  beam 
subject  to  a  uniformly  distributed  transverse  load.  Thus 
the  deflection 


A  = 


P  (A  +  e')l*        5kuAl4 


2EI 


384EI 


(e) 


The  identity  F  A 


/ 


mMdx  . 


El 


is  independent  of  the 


principle  of  superposition.  It  forms  the  basic  philosophy  of 
all  the  author's  earlier  publications  on  columns  ®,  ®,  ®.  Its 
applicability  is  contingent  on  the  two  assumptions,  that  the 
material  is  elastic,  and  that  m,  the  moment  caused  by  the 
auxiliary  load  F,  remains  constant. 
Rearranging  equation  (e),  we  obtain: 


{EI 


Pl\      A 

—  )  A 


884 
Ecir'A 


kuAl4  + 


e'VP 


/-' 


+ 


i        P,      V 

Eliminating  A  between  equations  (e)  and  (f)  we  obtain: 
Pl\  .         P,       5-K2kuAcEV 


(f) 


(EI 


IT" 


A 


384 


+  Ece'P 


or 

P2  -  (Pcr  +  s  A  +  P„  tC)  P-  ~  T4kuAzcE  + 

12  384  PcrsA=0 

Solving  this  quadratic  equation  we  obtain: 


VPcr{i+e-£) 


a/Ua  +  Pcr(l  +€-^))2+  5.07  kuA2cE  -  4Pcr  sA  I 


kufl  Lbs  per  inch 


p 

-  t  *  *  *  t  ♦  *  *  *  *  *  1  1  i  1  i  i  1  i  1  i  1  i  i  J  i  i 

'  p 

* 

«                                                 /                                                   ► 

fo) 

Fig.  6 — Column  subject  to  wow  and  to  uniformly  distributed 

loads. 

We  have  already  discussed  why  a  non-linear  load-stress 
relationship  throws  no  light  on  the  strength  of  a  column 
when  the  controlling  stress  is  not  properly  specified.  We 
thus  define  S/,  the  elastic  limit  stress  at  the  midpoint  and 
on  the  inside  of  the  elastic  curve  of  the  column,  as  this 
controlling  stress,  and  simultaneously  define  the  corres- 
ponding load  P  as  the  load  which  induces  this  elastic  limit 
stress  or  as  the  capacity  load  which  the  column  can  carry. 
We  have  also  discussed  in  detail  why  eccentricity,  end 
moments,  and  partial  restraints,  are  identities.  This  effect 
on  a  column  may  therefore  be  fully  expressed  by  a  constant 


THE  ENGINEERING  JOURNAL     December,  1941 


573 


n  by  which  the  length  I  is  multiplied.  To  express  the 
column  formula  in  its  most  general  terms  we  divide  through 
by  A.  After  we  apply  all  these  three  steps  to  the  above 
equation  we  obtain  : 


P 

A 


st  + 


/ 


e'c 


Sl  + 


n]  z 

(t) 


('  +   "i) 


+  5.07kucE 


4ir2Es! 
ni  z 


Formula  4 

When  n  =  1  and  k  =  0  Formula  4  reduces  to  Formula  3,  the 
initial  crookedness  formula.  When  n  =  1  and  e'  =  0  For- 
mula 4  reduces  to  the  formula  which  was  first  presented  in 
the  author's  paper  on  "Column  Subject  to  Uniformly  Dis- 
tributed Transverse  Loading"®.  When  n  =  1  and  both  k 
and  e'  are  zero  then  Formula  4  reduces  to: 


P 

A 


_'% 


Formula  5 


^ 


\  Formu/a    5 


£C'Si 


(K)c 


% 


Fig.  7 — Graphical  representation  of  Formula  5.  For  all  values 

of  l/i,  except  (i/i)cr,  two  roots  are  obtained,  marked  by  crosses. 

The  smaller  of  the  two  roots,  represented  by  the  solid  line,  is 

always  the  controlling  one. 


At  first  glance  Formula  5  appears  identical  with  Euler's 
yet  it  has  one  attribute  which  the  latter 


.         P  Tt*E 

formula,  -j  =  -j-j 

formula  lacks.  When  I  'i  approaches  zero,  then  P/A  in  Euler's 
formula  approaches  infinity.  It  is  the  custom  (more  or  less 
arbitrary)  to  cut  the  graph  for  Euler's  formula  short  and 
bring  the  curve  in  along  a  horizontal  line  for  all  values 
which  the  formula  would  give  as  P/A  <  Sj.  If  we  plot 
Formula  5  we  find  that  the  curve  automatically  turns  a 
sharp  corner  as  a  result  of  the  manner  in  which  it  is  expres- 
sed, and  presents  a  horizontal  line  for  all  values  0<Z/i< 
{l/i)„.  (See  Figs.  3  and  4). 

Note — Euler's  curve  appears  as  a  limiting  graph  of  Formula  5 

(Figs.  8,  4,  and  7).  The  solution  of  a  quadratic  equation  provides 

two  roots.  We  might  have  written  Formulae  3,  4  and  5  with  a  + 

sign  in  front  of  the  radical,  and  stipulated  that  the  smallest  of  the 

two  roots  be  always  selected.  Thus,  in  Formula  5  we  would  obtain 

ir2E 
two  results,  either  P/A  =  si,  or  P/A  =  -j-s.    If   we  plot  graphs 

é 

for  these  two  expressions  (Fig.  7)  and  select  the  lower  ordinate  of 
the  two  graphs,  we  obtain  the  limiting  curve  for  Euler's  formula  as 
we  have  described  it.  However,  we  do  not  require  any  stipulation 
as  to  selecting  the  lowest  value  root,  and  we  obtain  identical  results 
by  using  only  the  minus  sign  before  the  radical  in  Formulae  3,  4 

irzE 
and  5,  if  we  proceed  as  follows.  In  case  —yj  >  si,  the  quantity  in  the 


brackets  is  negative.  When  we  square  this  quantity  it  becomes  posi- 
tive. After  extracting  the  square  root  we  select  the  positive  root. 
The  sign  before  the  radical  changes  this  to  a  negative  value  and 

P/A  =  si  results  for  all  value  of  -.  <  (-0     .    Note  also  that  in  Fig. 

3  and  Fig.  4  the  Euler  curve,  with  the  horizontal  line  and  the  sharp 
corner,  appears  clearly  as  the  limiting  curve  for  the  case  when  e'  =  0. 
It  similarly  appears  as  a  limiting  curve  in  the  formula  for  "Columns 
Subject  to  Uniformly  Distributed  Transverse  Loads©"  when  k  =  0, 
that  is,  when  the  transverse  loading  is  zero. 

Theory,  Tests  and  Practice 

The  author  regards  as  a  contradiction  the  statement  that 
theory  and  practice  may  conflict.  Any  real  conflict  between 
theory  and  practice  is  prima  facie  evidence  of  a  deficiency 
in  the  theory  if  not  of  its  utter  worthlessness.  The  merit  of 
an  engineering  theory  lies  in  the  effectiveness  with  which  it 
correlates  and  interprets  engineering  phenomena,  and  not  in 
the  medium  in  which  it  is  expressed.  The  best  theory  in  this 
paper  is  the  proof  of  the  identity  of  eccentricity  and  the 
L/l  ratio.  This  theory  involved  no  mathematics  whatsoever 
in  its  expression.  The  theory  of  columns  is  nearly  two 
hundred  years  old  and  the  amount  of  literature  on  the 
subject  is  overwhelming  (see  "Columns,"  by  E.  H.  Sal- 
mon©). Some  of  this  theory  is  philosophically  perfect,  and 
yet  as  an  aid  to  engineering  design  completely  worthless. 
The  secant  formula  (Formula  1)  is  a  case  in  point.  The 
theory  involved  in  the  development  of  the  secant  formula  is 
perfect,  it  is  beautiful,  yet  the  formula  is  futile.  The  author 
has  never  heard  of  anyone  suggesting  how  the  eccentricity 
e,  which  prevails  at  the  instant  the  column  collapses,  may 
be  determined  in  advance  of  a  solution  of  a  slender  column 
design  problem.  (For  very  short  columns,  in  which  the 
value  of  e  is  determinable  with  reasonable  accuracy,  the 


P       Me       P  s, 

formula  s  =  —  +  ~~r  or  — -  = — - 

A  I         A        (1+ec/i2) 


applies) . 


Yet  a  reliable  and  accurate  pre-determination  of  this 
eccentricity  e  is  absolutely  essential  for  an  effective  use  of 
the  formula.  Possibly  the  author  may  be  criticized  for  the 
inclusion  of  a  formula  in  this  paper  which  is  well  known  and 
which  he  regards  as  futile.  He  stated  that  he  regards 
the  secant  formula  as  worthless  for  design  purposes.  In  this 
paper  it  serves  a  useful  purpose. 

The  author  has  no  difficulty  in  convincing  his  students. 
The  less  they  are  burdened  with  preconceived  ideas  about 
columns  the  easier  they  are  to  convince.  It  is  his  friends, 
the  experts  in  the  theory  of  elasticity  who  sometimes  appear 
to  have  forgotten  their  elementary  statics,  that  need  con- 
vincing. Our  proof  of  the  secant  formula  is  directly  pre- 
dicated on  the  identity  of  eccentricity  or  partial  restraint 
and  the  L/l  ratio.  Therefore,  if  we  base  our  proof  of  a 
recognized  and  accepted  formula  on  this  identity,  we  add 
further  evidence  toward  the  establishment  of  this  identity. 

Our  primary  interest  lies  in  columns  as  they  function  in 
office  buildings,  bridges,  transmission  towers,  aeroplanes 
and  other  engineering  structures.  Yet  as  a  rule  we  do  not 
study  them  as  integral  parts  of  complex  structures,  but 
instead  we  draw  lines  on  paper  and  philosophize  about  these 
lines,  and  we  take  columns  by  themselves  and  test  them  in 
the  laboratory.  Tests  on  complete  structures,  if  large,  may 
be  out  of  the  question.  Yet  tests  on  complete  transmission 
towers  and  aeroplanes  are  common  practice.  So  far  as  the 
author  knows,  a  systematic  and  rigorous  analysis  of 
column-functioning  in  such  tests  still  awaits  attention. 

Column  tests  frequently  suffer  from  two  defects.  They 
fail  effectively  to  simulate  the  conditions  prescribed  by  the 
assumptions  on  which  the  theory  is  based,  and  they  also 
fail  effectively  to  simulate  end  conditions  of  restraints — 
such  as  are  met  with  in  practice. 

The  tests  recorded  in  the  appendix  are  of  specimens  so 
small  in  size  that  to  some  they  may  appear  as  hardly 
worthy  of  being  considered  as  columns.  The  special  feature 
of  these  tests  lies  in  the  fact  that  they  come  quite  close  to 


574 


December,  1941     THE  ENGINEERING  JOURNAL 


IT1  El 


ir'EI 


Fig.  9 


4Jr»Er 


Fig.  10 


tu; 


Columns  subject  to  various  conditions  of  end  restraint. 


simulating  theoretical  conditions.  They  contribute  toward 
establishing  the  fact  that  the  column  theory  is  as  sound  and 
reliable  as  any  theory  we  have  in  the  general  theory  of 
strength.  The  theory  completely  fits  ideal,  laboratory  con- 
trolled, conditions.  The  major  requirement  is  to  make  the 
theory  fit  ordinary  practice  conditions.  Tests  with  million- 
pound  capacity  testing  machines  may  give  empirical  data  of 
value.  They  are  not  likely  to  contribute  to  a  rational  column 
theory  because  the  laboratory  machine  does  not  provide 
conditions  of  end  restraint  as  found  in  practice.  Tests  on 
actual  structures  such  as  transmission  towers,  many  records 
of  which  are  available,  have  already  been  suggested  as  a 
hopeful  field  of  investigation  with  a  view  towards  perfect- 
ing rational  column  theory.  The  column  theory  being 
accepted  as  basically  sound  and  reliable,  we  offer  in  this 
instance  a  paper  investigation  of  end  restraint  conditions 
as  the  most  promising  procedure. 

Determination  of  Constant  n  =  L/l 

Figures  8a,  9a,  10a  and  11a®  present  four  types  of  column 
loading  in  which  the  coefficient  n  may  readily  be  deter- 
mined. In  Figs.  8a,  9a  and  lia,  n  or  L/l  may  be  determined 
by  inspection  to  equal  2,  1  and  J/£  respectively.  In  Fig.  10a 
the  coefficient  n  or  L/l  may,  with  the  aid  of  purely  geometric 
considerations,  be  shown  ©®  to  equal  0.6992.  The  critical 
load  for  Fig.  10a,  therefore,  is 


P  = 


t2EI 


2EI 


(0.6992  iy 


2.046  -k2  EI 
I2 


These  four  cases  of  column  loading  are  commonly  treated  in 
texts,  but  they  are  all  quite  hypothetical.  They  never  occur 
in  practice  quite  as  represented.  One  of  the  major  argu- 
ments of  this  paper  is  to  the  effect  that  all  prismatic 
columns  are  but  special  cases  of  the  ideal  Euler,  pin-ended, 
column.  Our  problem  is  to  obtain  some  estimate  of  the 
value  of  n  which  is  likely  to  occur  in  a  column  which  acts 
as  an  integral  part  of  a  complex  structure. 

Columns  generally  are  part  of  a  complex  structure.  Loads 
ordinarily  are  transmitted  to  columns  through  floor  beams, 
tie  rods,  diagonals,  etc.  In  addition  to  forces  coincident  with 
the  axis  of  the  column  these  connections  generally  transmit 
moments.  As  we  have  seen  the  combination  of  a  moment 
and  a  force  gives  rise  to  an  eccentricity  e.  A  vital  point  to 
keep  in  mind  is  that  any  load-moment  or  eccentricity 
relationship  that  may  prevail  under  initial  loading  con- 
ditions generally  has  little  or  no  bearing  on  the  column- 
strength  problem.  The  only  exception  is  when  the  column 
is  very  short  and  stiff.  This  fact  we  elaborate  upon  later 
when  we  discuss  Figs.  13  and  14. 


Figure  12a  represents  a  frame  consisting  of  two  horizontal 
24-W.F.-74  lb.  beams  and  two  vertical  12-W.F.-25  lb. 
beams.  The  connections  at  the  corners  are  not  shown  in 
detail  but  are  assumed  to  be  absolutely  rigid.  The  horizontal 
beams  are  loaded  with  a  uniformly  distributed  load.  The 
vertical  beams  are  placed  with  the  minimum  axis  of  moment 
of  inertia  perpendicular  to  the  paper.  The  horizontal  beam 
was  purposely  chosen  heavy  to  insure  column  failure  in  the 


24'W?6>74 


T 


Lr/o'-o" 


24"Wr@  74  * 


[- '.\ 


ft) 


^ 


ft!?- 


utmuuuuKfc 


V 


V         (c) 


Fig.  12 


THE  ENGINEERING  JOURNAL     December,  1941 


575 


vertical  beams.  As  the  loading  over  the  horizontal  beam  is 
gradually  applied  the  resultant  load  transmitted  to  the 
column  is  offset  with  a  positive  eccentricity.  As  will  be 

shown  for  all  values  of  l/i  =  103,  this  positive  eccentricity 
decreases  as  the  loading  progresses  and  finally  becomes 

negative.  This  tells  us  that,  for  all  values  of  l/i=  103,  n  is 
less  than  unity  and  the  column  is  strengthened  rather  than 
weakened  by  the  horizontal  beams. 

The  dashed  line  in  Fig.  12b  shows  the  structure  schem- 
atically in  the  deformed  state.  Figure  12c  shows  free  body 
sketches  of  both  beam  and  column,  and  Fig.  12d  shows  the 
deformation  of  a  column  under  positive  restraint  or  negative 
eccentricity. 

From  Fig.  12b  it  follows  that  fa  =  fa 


1     /wl,3      Pel,\ 


(g) 


From  Fig.  12d  we  obtain  an  expression  for  fa  in  the  follow- 
ing manner. 


x  =  (A  +  e)  sin 


m 


dx 
dy 

For  small  angles  [fa 


j  (A  +  e)  cos  y 


=  -j  (A  +  e)  cos 


IT  (I  -  L) 


2L 


W     I  a         i         \        •         tl 

-T  (A  +  e)  sin  jy 


(h) 


e  =  (A  +  e)  sin 


■k  (I  -  L) 


2L 


A  +  e  = 


(A  +  e)  cos  -    j 


7T      / 

6  Se C   2  L 


Combining  (h)  and  (i)  we  obtain  : 


Since  P 


ire  irl      .      irl 

^  =  ZSeC2LSW2L 
w2EI 


ire  ,        irl 

1  '""  IE 


Y  EI 


Substituting  (k)  in  (j)  we  obtain: 

~P 


fa 


El  ta"  7 


P 

EI 


Equating  equations  (g)  and  (1)  we  obtain 
1    ,»<//       Pel,.        J~P  t       I 

wl, 


P 
EI 


(0 


(j) 


(k) 


(1) 


(m) 


From  Fig.  12c  we  have  P 
P 


,  and  Formula  1  gives  us 


Sj 


ri    i    €C 

A(l  +  J2  sec 


2    V  EI  ' 


In  our  problem,  Fig.  12a,  the  following  constants  prevail: 

s,  =  18  tons  per  sq.  in. 
E  =  15,000  tons  per  sq.  in. 

I,  =  10  ft.  =  120  in. 

I  =  variable 

For  beam  AB,  Fig.   12,  24-W.F.-74  lb. — 77   =   2034  in."; 

-  =  170.4  inJ. 
c 

For  column  AD,  12-W.F.-25  lb.—/  =   14.5  in.";  A  =  7.39 

\n.z;i  =  1.40  in.;  c  =  3.25  in. 


Substituting  these  values  in  (m)  we  obtain 
.00236  w  -  .00000197  Pe  =  e  f 


tan 


W- p 


14-5  E        2'    14.5  E 

2P      P 

Substituting  in  this  expression  — p  =  —  =  w  it  reduces  to  : 

//        oO 


e  = 


0.0000394  P 


0.00000197  P  + 


V  .  .  -  ^  tan 


2  y    I4.0E 


14.5  E 

Substituting  the  constants  of  our  problem  in  Formula  1  it 
reduces  to: 

133.0-P 


'2~^W 


I 


The  last  two  equations  are  solved  by  the  trial  and  error 
method. 


100 


I 




\ 

Y 

0 

\ 

\ 

\ 
\ 

^ 

-- 

> 

(a) 


/oo 


(b) 


IOC 


01 


5    o 

l-oi 


■02 


-03 


-o4 


< 

1 

1 

1 

0 

< 

) 

(c) 

100 

zoo 

/ 

I 

Fig.  13 — Comparison  between  strength  P,  fixity  ratio  n,  and 
eccentricity  e,  for  side  legs  of  a  culvert  analyzed,  (1)  as  a  column 
(superposition  not  applicable)  represented  by  solid  line,  (2)  as 
struts  (superposition  assumed  applicable)  represented  by 

circles. 

The  result  of  solutions  for  varying  values  of  I  are  shown 
graphically  in  Figs.  13a,  b  and  c.  The  cross  (x)  on  the  solid 

line  curve  of  Fig.  13a  marks  the  value  for  (-.)      =   90.6.     It 

^     cr 

appears  from  Fig.  13a  that,  for  all  values  of  l/i>  103,  e 
becomes  negative  by  the  time  the  load  grows  to  be  large 
enough  to  induce  in  the  column  the  elastic  limit  stress  S/. 
The  graph  of  Fig.  13a  is  particularly  elucidating.  It  show's 
that  for  a  range  of  values  for  l/i  extending  from  l/i  =  70  to 
l/i  =  150  the  value  of  P  varies  no  more  than  6  per  cent. 
The  dashed  line  of  Fig.  13a  shows  the  Euler  values  for 
column  AD  (Fig.  12)  based  on  the  assumption  that  the 
column  is  ideally  pin-ended.  The  values  permitted  by  all 
design  formulae  lie  below  the  ideal  Euler  curve.  It  would 
seem,  then,  that  these  design  formulae  for  values  of  l/i  >  100 


576 


December,  1941     THE  ENGINEERING  JOURNAL 


are  unduly  conservative.  This  seems  especially  true  in 
light  of  the  fact  that  the  example  just  discussed  was 
selected  with  a  view  to  giving  to  the  column  a  loading 
pattern  as  unfavourable  as  we  can  imagine. 

For  small  values  of  l/i  the  side  legs  of  the  culvert,  Fig. 
12,  would  be  regarded  as  beams  rather  than  as  columns. 
That  is,  the  principle  of  superposition  would  be  assumed 
to  apply,  and  some  elementary  strength  theory,  such  as 
area  moments  or  end  moment  distribution,  would  be  used 
to  find  the  moments  which  act  at  top  and  bottom  of  the 
vertical  beams.  If  so  computed,  the  moment  at  the  corners 
of  the  culvert,  Fig.  12,  is: 


M,  = 


wl,3I 


12  (II,  +  1,1) 


The  elastic  limit  stress  in  the  vertical  beam  is  : 


P        Mc 

A  ~      I 


+ 


lolfc 


A    '    12  (11,  +  1,1) 


A^  6  (II, 


Pl/c 


hi) 


Therefore 


P  = 


6s, A  (II,  +  1,1) 


6  (II,  +  1,1)  +  I'cA 

If  we  substitute  the  constants  pertaining  to  the  beams  shown 
in  Fig.  12,  this  expression  reduces  to: 


P  = 


138(2034  t+  1243) 
(208 4  ~  +  1U3)  +4H70 


From  the  fundamental  relation,  M  =  Pe,  we  obtain 
III  24860 


1 

e  =  -7L 


or 


6  (II,  +  I  J)       (2084  l/i  +  1248) 

The  graphs  of  these  equations  are  represented  by  small 
circles  on  Figs.  13a  and  13c  respectively.  It  is  thus  seen 
that  for  small  values  of  l/i  the  elementary  theory,  which 
assumes  the  principle  of  superposition  to  apply  (small  circles 
in  Fig.  13a),  and  the  more  correct  theory,  based  on  the  fact 
that  the  principle  of  superposition  is  not  applicable  (solid 
line  Fig.  13a),  give  identical  results  for  the  limiting  case 
when  l/i  approaches  zero,  give  nearly  the  same  results  for 
values  of  l/i  <  (l/i)cr,  and  give  widely  differing  answers  for 
values  of  l/i  >  (l/i)„.  The  graph  represented  by  the  small 
circles  approaches  the  value  P  =  s,A  asymptotically,  while 
the  solid  line  graph  approaches  the  Euler  curve  asymptoti- 
cally which  in  turn  makes  an  asymptotic  approach  to  the 
value  P  =  0. 

Figure  14  shows  curves  similar  to  those  of  Fig.  13  for  a 
culvert  with  longer  and  thus  more  flexible  beams  and  with 
correspondingly  lighter  columns.  The  beams  are  24-W.F.- 
100  lb.  and  the  columns  are  10-W.F.-21  lb.  The  proportions 
are  again  such  as  to  insure  failure  in  the  columns  rather 
than  in  the  beams.  Note  that  the  maximum  stress  in  the 
beam,  when  the  column  fails,  is  of  the  order  of  magnitude 
of  18  tons  per  sq.  in. 

The  foregoing  theoretical  discussion  is  supplemented 
with  experimental  results  presented  in  detail  in  the  append- 
dix.  Figure  22  shows  the  results  of  tests  on  two  columns  that 
were  identical  except  for  the  condition  of  end  restraint. 
One  column  was  tested  under  conditions  simulating  as 
closely  as  possible  the  ideal  pin-ended  column.  Its  strength 
experimentally  determined  agrees  very  closely  with  the 
value  prescribed  by  Euler's  formula  which  is  marked  x  on 
the  curve.  The  other  column,  identical  with  the  first 
except  that  it  was  flat  ended,  manifests  a  strength  three 
and  a  half  times  as  great  as  that  of  the  pin-ended  column. 

Elastic  Deformations  of  Columns  Subject  to  Critical 

Loading 

When  a  prismatic,  ideally  pin-ended,  column  is  loaded 
concentrically  it  remains  substantially  straight  until  the 
critical  load  is  reached.  Then  it  deforms  unhampered  under 
the  action  of  this  constant  critical  load.  The  load-carrying 


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Fig.  14 — Comparison  between  strength  P,  fixity  ratio  n,  and 
eccentricity  e,  for  side  legs  of  a  culvert  analyzed,  (1)  as  a  column 
(superposition  not  applicable)  represented  by  solid  line,  (2)  as 
struts    (superposition    assumed    applicable)     represented    by 

circles. 

capacity  of  the  column  does  not  begin  to  diminish  until  the 
curvature  becomes  acute  enough  to  cause  the  elastic  limit 
stress  s,  to  be  induced  in  the  column.  When  that  condition 
is  reached  the  column  continues  to  deform  under  a  decreas- 
ing load.  The  curves  on  Figs.  16  and  17,  representing  load- 
deformation  curves  for  actual  columns,  illustrate  this 
column  behaviour.  The  author  wants  to  direct  particular 
attention  to  the  curve  on  Fig.  16  which  is  labeled  l/i  =  198. 


THE  ENGINEERING  JOURNAL     December,  1941 


577 


s-. 


The  horizontal  part  of  this  curve  is  defined 
by  two  vertical  lines  labeled  B  and  C. 
This  horizontal  distance  BC  represents 
the  elastic  deformation  of  the  column 
under  a  constant  load.  This  deformation 
is  of  vital  importance  in  the  theory  of 
limit  design.  It  is  this  quantity  which  we 
propose  to  discuss  and  for  which  we  shall 
develop  a  formula. 

As  the  concentric,  axial,  loading  is  applied 
to  the  column,  illustrated  in  Fig.  15,  the 
load  waxes  from  zero  to  Pcr.  During  this 
stage  of  the  loading  the  column  remains  sub- 
stantially   straight    and    the    deformation 

P  I 
marked  a  (Fig.  15)  is  a  =-fk-  (The  distance 

AB  on  curve  l/i  =  198,  Fig.  16,  represents 
the  quantity  Pcr/AE).  Once  the  load  Pcr  is 
attained,  the  column  assumes  the  shape  of  a 
pronounced  sine  curve.  The  column  buckles, 
kicks  sidewise,  or  a  wow  represented  by  A 
develops.  Simultaneously  the  point  of  appli- 
cation of  the  load  moves  through  a  distance 
b.  It  is  the  relationship  between  b  and  A 
with  which  we  are  here  primarily  concerned. 
Note  that,  as  both  quantities  b  and  A  de- 
velop, the  load  Pc,  remains  constant.  The 
work  done  by  Pcr  then  equals  Pcr  X  b.  The  stress  on  any 
section  of  the  column  is  given  by  the  formula 

In  this  formula  the  term  P„/A  is  constant  while  M  varies 
as  a  function  of  A.  (»  is  the  distance  from  the  neutral  axis 
of  a  cross  section  of  the  column  about  which  the  bending 
takes  place,  and  is  measured  perpendicularly  to  this  neutral 
axis.  It  varies  between  zero  and  c,  the  distance  to  the 
extreme  fibre,  and  is  positive  when  measured  to  one  side 
and  negative  when  measured  to  the  other  side  of  the 
neutral  axis).  The  total  elastic  energy  of  the  deflected 
column  is 

I     Ç  s2  1      f  f  (  P        Mv  \2 

JaJi  m  dady  =  Te  J)  (~a+  —  )  dady 

a 


Per 


Fig.  15 


ffpjdady         ff 
JJ  '    2EAZ         JJ 


2Pcr  Mv  da  dy 


2EA2      '    /  /  2EAI 

Since  I  vda  =  0  the  middle  term  is  zero. 


M2v2  da  dy 
2  El2 


The  first  term, 


JaJi 


PJ  da  dy  _  PJ  Al      PJ I      Pcr  a 


2EA' 


2EA' 


2EA 


2 


This  is  the  energy  stored  in  the  column  due  to  the  direct 
compression  effect.  All  that  remains  is  the  third  term,  or 


ffMh2  da  dy         f 
J  J        *E1*  Jo 


1  M2  dy 


2EI 


This,  then,  is  that  part  of  the  total  elastic  energy  stored  in 
the  column  attributable  solely  to  the  buckling  phenomenon. 
Since  the  load  Pcr  remains  constant  while  the  column 
buckles,  the  work  done  by  this  load  equals  Pcr  X  b.  By 
virtue  of  the  law  of  conservation  of  energy,  this  expression 
for  energy  (Pcr  X  b)  must  equal  the  elastic  energy  expres- 

'l  T\JT2  Jy 

(Note  that  the  principle  of  superposition  is 


sion 


/: 


2EI 


not  involved  in  this  logic.  The  only  approximations  here 
made  are  those  commonly  accepted  in  column  theory.  We 
regard  I  as  constant  and  replace  dl  by  dy). 


PcrXb    = 


ÇlWèy=    r 
JO      2EI       J0 


(Pcr  x)2  dy        (P„  AY 


2EI 


2EI 


Thus,      b  = 


(sin  ~)2  dy 
1 

_  {P„  A)2  I 
4EI 

A2  I        w2EI  A2  I 


w2A' 


4EI  4EI12  41 

The  maximum  curvature  of  a  sine  curve  occurs  at  its  mid- 
point and  amounts  to: 

J_  _  tHA        _s_ 
R  I2  Ec  ■ 

si2 


Thus,  A  = 


*Ec 


in  which  s  represents  the  stress  increment 


in  the  extreme  fibre  at  the  midpoint  of  the  column.  This 
stress  increment  is  due  solely  to  curvature  or  to  bending. 
The  column  already  carries  a  stress  equal  to  P„/A.  The 
stress  increment  which  it  can  suffer,   therefore,  without 

p 
exceeding  elastic  functioning  of  the  column  is  s}  —    -2-     or 

A 
Sj  —  scr.  Substituting  this  value  for  s  in  the  above  expres- 
se 
sion  (A  =  )  we  have 


ir2Ec 


A  = 


(s/  ~  O  I2 
tt2Ec 


Substituting  this  last  expression  for  A  in  the  expression 


b  =  — —  we  obtain  : 

41 


b  = 


(Si 


I3 


(2ttcE)2 

The  average  axial  deformation   (not  to  be  mistaken  for 
strain),  the  distance  BC  shown  in  Fig.  16,  is 

ft  _Ks1-ser)iy 

l        1      2-kcE 


Formula  6 


Computations  given  in  Table  I  for  the  distance  BC  or  b  I 
are  made  for  the  \y2"  X  \lA"  X  }/»"  angles,  s,  and 
E  are  taken  to  be  40,000  lb.  per  sq.  in.  and  29,500,000  lb. 
per  sq.  in.  respectively.  At  the  time  of  the  test  (before 


Table  I 

I 

/  i 

Scr 

Cj                   C2 

hill 

b2/l 

45 

149 

13100 

0.601"    0.483" 

0.000116 

0.000180 

r.2 1  ; 

172 

9850 

0.603"    0.483" 

0.000200 

0  000311 

60 

198 

7420 

0.601"     0.481" 

0.000307 

0.000480 

75 

251 

4630 

0.594"    0.468" 

0.000581 

0.000935 

90 

306 

3110 

0  585"    0.454" 

0.000938 

0  001558 

Formula  6  was  developed)  the  particular  direction  of  the 
buckling  of  each  individual  column  was  not  noted.  Thus  in 
applying  Formula  6  to  the  curves  of  Fig.  16,  two  values  of  c 
are  possible  and  b,  1  values  are  computed  for  both  ct  and 
c2,  which  have  been  calculated  for  the  particular  dimensions 
of  each  angle  column.  On  the  curve  for  l/i  =  306  it  may  be 
noted  that  the  large  double  circle  is  within  the  distance  BC. 
That  the  horizontal  portions  of  the  curves  on  Fig.  16  appear 
to  be  longer  than  the  calculations  indicate  may  be  due  to 
the  very  gradual  decrease  of  the  load-carrying  capacity  of 
the  columns  after  the  elastic  limit  has  been  passed. 

Conclusions 

The  requirement  that  a  theory,  to  be  acceptable,  should 
agree  with  practice  is  not  only  good  business  but  it  is  the 


578 


December,  1941     THE  ENGINEERING  JOURNAL 


first  requirement  of  sound  philosophy  as  well.  To  substitute 
for  practical  conditions  laboratory  tests  which  fail  to 
simulate  accurately  conditions  of  end  restraint  as  they 
occur  in  practice,  and  to  assign  preferential  value  to  such 
tests  over  theoretical  analysis  may  be  open  to  serious 
question.  Our  theory  is  predicated  on  the  assumption  that 
the  columns  are  prismatic,  homogeneous  and  elastic.  The 
argument  that  such  a  theory  does  not  rigorously  apply  to 
wooden  columns  or  riveted  columns  is  readily  conceded. 
The  vast  majority  of  columns,  however,  are  either  H- 
sections,  W.F.  sections  or  tubes.  The  reliability  of  the 
theory  of  elasticity  in  connection  with  column  tests,  when 
the  assumptions  which  are  involved  are  rigorously  satisfied, 
is  too  well  established  to  be  open  to  question. 

We  draw  two  major  conclusions — one  as  to  sense  of 
value  and  the  other  as  to  theory.  In  regard  to  sense  of  value 
the  bothersome  question  of  eccentricity  may  be  dismissed 
when  we  substitute  its  equivalent,  namely  the  coefficient 
n  =  L/l.  While  we  found  that  we  could  replace  eccentricity 
e  with  a  coefficient  n,  we  cannot  so  replace  initial  crooked- 
ness e'.  We  thus  find  e'  incorporated  in  our  general  Formula 
5.  The  initial  crookedness,  e',  seems  to  have  received  more 
attention  in  the  literature  on  the  subject  than  it  deserves. 
Do  we  not  inevitably  introduce  a  factor  of  safety,  which 
factor  covers  a  multitude  of  uncertainties  ?  It  is  supposed 
to  neutralize  our  doubts  concerning  dimensions,  material, 
workmanship,  assumed  loading,  theory,  etc.  Is  this  factor, 
initial  crookedness,  so  dominant  that  it  demands  special 
treatment  ?  Are  we  not  justified  in  covering  the  uncertainty 
of  initial  crookedness  by  a  factor  of  safety  ?  The  com- 
mittee on  Steel  Column  Research  of  the  American  Society 
of  Civil  Engineers©  apparently  thinks  this  should  not  be 
done.  Its  final  conclusion,  No.  6  (Vol.  98,  p.  1461),  reads: 
"For  columns  bent  in  single  curvature,  an  eccentric  ratio 
of  ec/i2  =  0.25,  to  include  both  crookedness  and  eccentric 
application  of  load,  and  a  free  length  of  three-fourths  the 
full  length  for  riveted  connected  members  are  suggested  as 
reasonable  values  for  ordinary  trusses".  The  author  is 
inclined  to  interpret  this  recommendation  as  founded  on 
empirical  data  and  in  contradiction  to  sound  logic.  To 
introduce  one  factor  (ec/i2)  which  would  weaken  the 
column  and  another  (n  =  L/l  =  3/4)  to  strengthen  it, 
especially  in  the  light  of  our  claim  of  identity  of  the  two 
factors,  appears  clumsy  if  not  illogical.  The  author  per- 
sonally inclines  to  taking  account  of  eccentricity  by  a 
proper  selection  of  coefficient  n  and  to  ignore  initial  crooked- 
ness, or  rather  to  cover  any  uncertainty  as  to  initial  crooked- 
ness by  means  of  the  factor  of  safety.  Our  test  results 
appear  to  support  this  contention.  We  show,  by  crosses  (x) 
on  Fig.  4,  the  maximum  values  of  P/A  obtained  from  the 
tests  on  pin-ended  1^"  x  1^"  x  }/$"  angles  as  they  are 
recorded  in  Fig.  16.  Figure  21  shows  another  such  curve 
obtained  from  run-of-the-mill  specimens.  Such  initial 
crookedness  as  was  present  in  the  test  specimens  apparently 
did  not  materially  affect  the  strength  of  the  columns. 

As  to  theory,  we  may  have  presented  little  new,  unless 
it  be  a  new  sense  of  value  of  the  theory.  Everything  we 
have  said  points  to  the  supremacy,  the  all  sufficiency,  of 
Euler's  equation.  Our  form  of  Euler's  equation,  which  gives 

the  value  P/A  =  s2  for  all  values  of  (l/i  =  (l/i)Cr,  may  be 
unconventional,  may  even  be  new,  but  it  is  nevertheless 
Euler's  equation.  Since  this  paper  is  not  directed  to  any 
special  field  of  engineering,  the  author  leaves  to  the  en- 
gineer in  any  special  field  the  problem  of  determining  the 
coefficient  n  for  his  type  of  construction  if  he  should  wish 
to  do  so.  We  merely  point  out  that  this  cannot  be  done  in 
the  laboratory.  It  could  be  done  by  testing  actual  structures 
to  the  point  of  destruction.  It  can  also  be  done  in  many 
cases,  with  a  high  degree  of  precision,  in  the  manner  we 
have  illustrated.  The  author  is  inclined  to  the  opinion  that 
for  many  types  of  construction  our  column  design  formulae 
are  too  safe,  too  conservative,  which  he  regards  as  the 
greatest  engineering  sin  second  only  to  that  of  not  being 
safe  enough. 


Acknowledgement 

Acknowledgement  is  expressed  to  Mr.  P.  C.  Hu  for  his 
faithful  and  very  competent  assistance;  to  Mr.  C.  M. 
Goodrich,  m.e.i.c,  Consulting  Engineer  of  the  Canadian 
Bridge  Company,  for  his  untiring  interest  and  inspiration; 
to  Mr.  L.  A.  Paddock,  President  of  the  American  Bridge 
Company,  and  to  the  Horace  H.  Rackham  School  of 
Graduate  Studies  of  the  University  of  Michigan  for  finan- 
cial support  and  encouragement. 

References 

©"Euler's  Column  Formulae,"  by  J.  A.  Van  den  Broek, 
Michigan  Technic,  April,  1939. 

©"Columns  Subject  to  Uniformly  Distributed  Trans- 
verse Loads,"  by  J.  A.  Van  den  Broek,  Engineering  Journal, 
March,  1941;  Closure,  September,  1941. 

©Figures  1,  5,  8,  9,  10  and  11  are  reproduced  from  "Elastic 
Energy  Theory®"  by  courtesy  of  John  Wiley  and  Sons,  Inc. 

©"Elastic  Energy  Theory,"  by  J.  A.  Van  den  Broek, 
second  edition,  John  Wiley  and  Sons,  Inc.,  1942. 

©"Columns,"  by  E.  H.  Salmon,  Oxford  Technical  Publi- 
cations, 1921. 

©"Steel  Column  Research,"  Trans.  Am.  Soc.  Civ. 
Engrs.,  Vol.  89,  1926;  Vol.  95,  1931  and  Vol.  98,  1933. 

APPENDIX 

The  objectives  aimed  at  in  the  tests  herein  described  are 
two-fold.  1.  To  secure  definite  and  predetermined  eccentri- 
cities or  concentricities  which  would  remain  constant 
throughout  the  entire  loading  range  from  zero  load  to  well 
beyond  the  failing  load.  2.  To  obtain  load-axial  deforma- 
tion relationships  for  a  load  range  extending  from  zero 
load  to  well  beyond  the  maximum  load. 

The  device  used  to  obtain  the  first  objective,  that  of 
definitely  controlled  eccentricities,  consisted  of  partial 
spheres  through  which  the  load  was  transmitted  to  the 
specimen.  As  the  column  began  to  deflect  the  partial 
sphere  rolled  on  the  bearing  block.  The  point  of  application 
of  the  load  on  the  partial  sphere  naturally  shifted,  but  so 
long  as  the  partial  sphere  was  not  permanently  deformed, 
so  long  as  it  remained  perfectly  elastic,  the  resultant  of  the 
load  passed  through  the  centre  of  the  partial  sphere.  One 
of  the  problems  was  to  locate  definitely  the  centre  of  the 
partial  loading  sphere  in  a  pre-determined  position  on  top 
and  at  bottom  of  the  test  specimens.  In  the  tests  on  one- 
inch  round  columns  this  was  accomplished  by  making  the 
partial  sphere  an  exact  semisphere  and  providing  it  with  an 
extension  into  which  a  hole  was  drilled  either  concentrically 
or  with  a  pre-determined  eccentricity.  The  bottom  of  the 
hole  coincided  with  the  plane  of  the  semisphere.  Figure  17 
shows  the  arrangement  schematically,  while  Fig.  25  shows 
a  photograph  of  an  eccentrically  loaded  specimen  in  the 
testing  machine.  In  the  tests  on  angle  irons  the  location  of 
a  predetermined  eccentricity  or  concentricity  was  accom- 
plished in  the  following  manner:  The  outline  of  the  cross- 
sectional  area  of  the  angle  iron  was  first  carefully  located 
and  then  cut  out  of  a  brass  templet  of  6  in.  diameter  and 
}/g  in.  thickness.  The  templet  was  slipped  over  the  specimen. 
A  steel  bearing  plate  of  6  in.  diameter  and  %  in.  thickness 
was  then  placed  on  the  column.  Into  this  bearing  plate  was 
machined  a  concentric  depression  of  a  depth  of  Yi  m-  and  of 
a  size  just  big  enough  to  contain  the  partial  loa  sphere. ding 
This  partial  loading  sphere  was  not  a  semisphere,  but  had 
its  centre  located  at  the  bottom  of  the  bearing  plate,  that  is, 
at  the  top  of  the  specimen.  The  bearing  plate  was  lined  up 
by  tightening  a  steel  band  around  the  templet  and  bearing 
plate  jointly.  Figures  16  and  21  show  this  arrangement 
schematically,  while  Fig.  24  shows  a  photo  of  a  specimen 
provided  with  this  loading  apparatus. 


THE  ENGINEERING  JOURNAL     December,  1941 


579 


Unit      Axial    Deformgt/om 

Fig.  16 


The  specimens  tested  consisted  of  one-inch  rounds  and 
1/^  by  \}/2  by  Y°  in.  angles  of  mild  structural  steel  and  of 
3  by  3  by  9/64  in.  silicon  steel  angles.  If  these  times  had 
been  normal  we  might  have  attempted  to  obtain  specimens 
from  the  mill  and  be  assured  that  they  were  from  one  rolling. 
As  things  were,  we  obtained  the  entire  supply  of  one-inch 
rounds  and  of  \Y  by  l1^  by  J/g  in.  angles  from  the  Univer- 
sity of  Michigan  storehouse,  while  the  3  by  3  by  9/64  in. 
angles  were  generously  supplied  by  the  Canadian  Bridge 
Company  of  Walkerville,  Ontario.  The  lack  of  special  care 
in  the  selection  of  specimens  is  an  important  point  to  keep 
in  mind  in  judging  the  test  results.  The  specimens  were 
literally  common  run-of-the-mill  variety.  Flaws  such  as 
dents  and  lack  of  straightness,  it  would  seem,  would  likely 
be  greater  in  our  test  specimens  than  they  would  be  in 
specimens  of  more  normal  proportions.  The  one-inch  round 
specimens  suffered  one  defect  common  to  hot-rolled  stock  in 
that,  though  they  were  nominally  round,  they  were  actually 
somewhat  elliptical.  The  hot-rolled  stock  was  nevertheless 
selected  in  preference  to  the  cold-drawn  stock  because  the 
annealing  of  cold-drawn  stock  ten  feet  in  length  appeared 
impracticable.  Keeping  in  mind  the  inevitable  imperfec- 
tions of  the  specimens  the  results  seem  highly  gratifying. 

Figure  16  shows  the  test  results  on  the  1 Y^  by  1  Yi  by  Y  in. 
angles  concentrically  loaded.  We  were  fairly  successful  in 
securing  a  very  nearly  zero  eccentricity.  This  was  apparent 
from  the  fact  that,  though  all  specimens  naturally  buckled 
about  the  minimum  axis  of  moment  of  inertia,  some  failed 
with  the  outstanding  flanges  in  tension  and  others  failed 
with  the  outstanding  flanges  in  compression. 

Another  and  significant  check  on  these  tests  are  the 
theoretical  values  for  the  Euler  load  which  are  indicated 
by  a  cross  on  the  curves  of  Figs.  16  and  17.  Theoretically 
the  slender  column, after  buckling, deforms  under  a  constant 
load.   This  phenomenon  is  effectively  illustrated   by  the 


horizontal  part  of  the  curves  for  specimens  of  l/i  -^1150. 
Once  the  load-axial-deformation  curve  begins  to  dip  down, 
the  elastic  limit  stress  in  the  column  is  exceeded.  On  the 
curve  for  the  specimen  of  l/i  =  306,  Fig.  16,  the  large 
circle  locates  a  position  in  the  test  when  the  load  was 
gradually  removed.  Under  a  decreasing  deformation  all 
the  experimental  results  fell  at  first  on  the  original  hori- 
zontal line.  The  return  curve  seemed  to  cut  corners  slightly, 
which  could  possibly,  though  not  probably,  be  explained  by 
hysteresis.  Under  zero  load  there  was  no  observable  per- 
manent set,  not  even  as  much  as  0.001  in. 

The  <lcr ice  used  for  the  tests  recorded  in  Figs.  16  and  17  is 
illustrated  in  Fig.  24.  A  2  by  6  in.  wooden  plank,  with  an 
elliptical  hole  cut  out  in  its  centre,  was  firmly  bolted  to  the 


Ave*/iGt  Load -/)xi/>i  Dé  formation 


13 


w 


à 


-$ 


CuR V£S 

fbr  I'  Round  Mild  Steal 
Columns  Loaded  Concertfricoll 
X  marks  &£.     for 

a-  29,  500.000 Ibxps. 


à 


rçoo» 


Unit  Axial  Deformation 
Fig.  17 


580 


December,  1911     THE  ENGINEERING  JOURNAL 


> 

^ 

A 

/ 

\ 

1 

/ 

«1 

-si 

/ 

/ 

ï 

I 

/ 

'{, 

125 

/ 

/ 

/ 

OOOl 

o 

icok 

Unit  iQxi/ii.    Dcro/m/iTioiv  for   i'"' 

Fig.  18 — Average  load — axial  deformation  curve  for  one-inch 
round  mild  steel  column. 


rigid  posts  of  the  testing  machine:  This  plank  could  be 
moved  up  and  down  and  served  as  a  table  to  support  the 
top  two  dials.  The  dials  were  placed  on  a  diameter  of  the 
brass  templet,  this  diameter  being  initially  bisected  by  the 
line  of  action  of  the  load.  After  the  column  starts  to  buckle 
the  specimen  rolls  away  slightly  from  its  original  position, 
causing  a  shift  in  the  application  of  the  dial  points 
relative  to  the  diameter  of  the  templet  on  which  they  were 
at  first  placed.  This  shift  called  for  correction  in  the  reading 
after  buckling  commenced.  This  correction  has  been  incor- 
porated in  all  curves  shown  in  Figs.  16  and  17.  It  may  be 
noted,  however,  that  the  curve  for  specimen  l/i  =  125  is 
not  shown  in  Fig.  17.  Through  oversight  the  readings 
necessary  to  make  the  aforementioned  correction  were  not 
taken  for  this  specimen.  This  curve  for  the  round  bar  of  an 
l/i  =  125  is  shown  separately  in  Fig.  18  because,  even 
though  its  horizontal  scale  is  slightly  in  error,  its  vertical 
scale  is  correct.  This  vertical  scale  shows  a  test  load  greater 
than  Euler's  load.  This  appears  theoretically  possible  under 
only  one  of  two  conditions.  Either,  first,  the  loading  spheres 
are  permanently  deformed,  or,  second,  the  column  suffers  a 


slight  eccentricity  at  the  end 
and  at  the  same  time  suffers  an 
initial  crookedness  which 
more  than  neutralizes  this 
eccentricity.  The  end  eccen- 
tricity and  wow  effects  may  be 
of  the  same  or  of  opposite  sign . 
When  of  opposite  sign  the 
effect  may  well  be  a  test  load 
greater  than  the  theoretical 
Euler  load.  We  believe  this  to 
be  the  explanation  for  the  load 
in  excess  of  Euler's  load  in 
Fig.  18,  since  there  was  no 
evidence  of  a  permanent  de- 
formation of  the  partial  load- 
ing sphere. 

Figure  19  shows  test  results 
of  one-inch  round  bars  loaded 
with  an  eccentricity  of  %  in.  or 
an  ec/i2'ratio  of  3.  Figure  25 
shows  a  specimen  in  the  test- 
ing machine.  The  test  results 
parallel  the  theoretical  curve 
fairly  closely.  That  there  is 
not  closer  agreement  between 
theory  and  test  in  this  in- 
stance is  the  result  of  an  error 
which  was  not  discovered 
until  after  the  test.  The  zero 
readings  of  the  Huggenberger 
gage  (shown  in  the  photo- 
graph) were  taken  after  the 
specimens  in  the  machine 
were  subjected  to 
initial  load.  The 
therefore,  were  all 
gage,    and    this    is 


Fig.  20 — Stress  distribu- 
tion over  section  of  eccen- 
trically loaded  round 
column  under  limit  load. 


a   slight 

stresses, 

higher   than  those  indicated  by  the 

why  the  experimental  curve  falls 
above  the  theoretical  one.  These  curves  would  not  be 
shown  or  discussed  if  Fig.  19  did  not  also  contain  a  curve 
for  the  limit  load,  the  load  corresponding  to  the  state  of 


Fig.  19 
THE  ENGINEERING  JOURNAL     December,  1941 


Fig.  21 


581 


Fuitïndïd  Versus nou.vD L'ndid  Coilmas 

,f^ 

r"X, 

fi 

/ 

f 

i 

A 

f 

$ 

f 

<S 

T 

/ 

^1 

! 

Fia 

-in-ted 

2 

^ 

CrU— 

vt. 

30 

RoV'  ld  -  i  ndec  '  7 

O 

y 

■^-r 

// 

S.4 

Y 

aoo 

a 

3tAL£ 

Unit  Akial    DeroKA*AT/o/v 

Fig.  22 

completely  ductile  stress  distribution  in  the  columns.' The 
limit  load  curve  represents  the  maximum  values  of  P/A 
obtained  in  the  tests.  This  curve  is  not  affected  by  any 
initial  load  readings.  Of  the  three  curves  shown  in  Fig.  19 
this  is  to  us  the  most  interesting  one,  and  to  the  designing 
engineer  the  one  of  greatest  significance.  Only  one  value  on 
the  limit  load  curve  could  be  theoretically  determined,  the 
value  of  P/A  for  l/i  =  0.  When  Hi  =  0  then  the  stress 
distribution  over  the  cross  section  of  the  column  appears  as 
shown  on  Fig.  20.  For  this  stress  distribution  the  following 
conditions  prevail  : 

S;A2   =    P 

%SjA  Xi  =  Pe 
2A,  +  A2  =  A 

Solving  the  above  three  equations  simultaneously,  we 
obtain 

/^ 
AjXj  =  (— -  At)  e 

2 


In  this  last  equation  A  and  e  are  known, 
and  A,  and  x,  form  only  one  unknown, 
since  either  of  them  may  be  easily  calcu- 
lated if  the  other  is  known.  The  solution 
of  these  equations  for  a  one-inch  round  column 
with  an  eccentricity  e  =  %  in.  yields  the 
following  result: 

A,  =  0.272  .4 

thus  Az  =  A  -  fSAt  =  0.456  A 

and  P  =  stA2  =  0.456  s,A 


Finally 


-  =  0.456  Si 
A 


Fig.  23— Load- 
ingof  flat-end- 
ed column 
af  ter  bu cklin g . 


582 


With  the  yield  point  of  the  one-inch  round 
specimen  at  about  38,000  lb.  per  sq.  in.,  the 
limit  P/A  is: 

0.456  X  38,000  =  17,300  lb.  per  sq.  in. 

It  appears,  in  agreement  with  theoretical 
considerations,  that  the  critical  load  P,  when 
the  elastic  limit  stress  is  first  attained,  and 
the  limit  load  P,  when  the  state  of  complete 
ductility  in  the  column  is  reached,  are  very 
nearly  the  same  for  slender  columns.  How- 
ever, there  is  a  very  marked  difference 
between  them  in  case  of  short  columns.  This 
is  a  vital  consideration  in  the  theory  of  limit 
design. 

Figure  21  shows  Euler  load  values  obtained 
from  silicon  steel  3  by  3  by  9/64  in.  angle 
specimens.  Under  a  full  load  of  20,000  lb.  the 


Fig.  24 — Tests  of  steel  angles. 


Fig.  25 — Eccentric-loading  tests. 
December,  1941     THE  ENGINEERING  JOURNAL 


specimens  could  still  be  easily  turned  by  hand 
about  the  axis  of  loading.  Again  we  were  suc- 
cessful in  loading  with  an  eccentricity  which 
was  nearly  zero,  as  some  of  the  specimens 
failed  with  the  outstanding  flanges  in  com- 
pression while  others  failed  with  the  outstand- 
ing flanges  in  tension.  All  of  those  which 
failed  with  the  outstanding  flanges  in 
compression  manifested  twisting,  as  may 
be  observed  in  the  photograph,  Fig.  26. 
It  is  of  interest  to  note  that  this  twisting, 
this  secondary  failure  of  the  flanges,  did 
not  commence  until  after  the  specimen  had 
failed  as  an  Euler  column. 

Figure  22  shows  load-axial-deformation 
curves  for  two  identical  one-inch  round 
specimens.  The  one  was  tested  with  spherical 
ends.  The  other  specimen  was  tested  with 
flat  ends.  So  long  as  the  flat  ends  remain 
parallel  we  have  the  equivalent  of  a  fixed- 
ended  column.  Note  that  the  maximum  load 
of  the  flat-ended  column  is  3.5  times  greater 
than  that  of  the  theoretical  pin-ended  one. 
The  most  striking  feature  of  the  test,  to  us, 
is  that  for  the  flat-ended  specimen  the  load 
drops  suddenly  once  the  maximum  load  is 
reached,  but  for  the  spherical-ended  speci- 
men it  remains  constant  while  the  deforma- 
tion increases.  After  the  flat-ended  specimen 


fails  the  load  drops  markedly,  to  be  sure, 
but  it  remains  greater  than  the  critical  load 
of  the  pin-ended  column  of  the  same  length. 
This  fact  is  as  theory  prescribes.  Once  the 
flat-ended  column  fails  the  loading  condition 
undergoes  a  sudden  and  radical  change.  The 
column  then  is  neither  flat-ended  nor  pin- 
ended,  but  definitely  becomes  a  column 
loaded  with  a  pronounced  negative  eccentri- 
city (see  Fig.  23).  This  column  loaded  with  a 
negative  eccentricity  naturally  offers  greater 
resistance  than  the  one  loaded  with  zero 
eccentricity. 

Under  the  heading  Theory,  Tests  and 
Practice,  we  discussed  the  inadequacy  of 
laboratory  tests  because  of  failure  to  simu- 
late actual  working  conditions.  The  author 
wonders  whether  the  common  idea,  that 
column  load-carrying  capacity  is  suddenly 
destroyed  when  the  column  buckles,  is  not 
due  to  an  erroneous  picture  created  by  over 
familiarity  with  flat-ended  column  tests. 
Such  flat-ended  column  tests  give  a  wrong 
picture  of  characteristic  column  behaviour 
because  the  flat-ended  column  neither  simu- 
lates assumed  theoretical  conditions  nor 
actual  conditions  as  met  with  in  practice. 

Fig.  26 — Column  failures. 


MUNICIPAL  MANAGEMENT  AND  THE  ENGINEER 

JEAN  ASSELIN,  m.e.i.c. 
Town  Engineer  and  Manager,  LaTuque,  Que. 

Paper  presented  before  the  Montreal  Branch  of  The  Engineering  Institute  of  Canada,  on  October  30th,  1941. 


Only  25  per  cent,  of  city  managers  are  engineers. 
The  remaining  75  per  cent,  is  composed  of  men  whose 
ability  is  not  questioned.  The  city  manager  profession 
stands  by  itself.  Even  city  managers  would  not  accept 
in  their  association  engineer  members  just  because  they 
are  engineers.  The  question  arises,  why  are  there  not  more 
engineers  in  the  field  of  government  and  specially  muni- 
cipal government?  After  all,  the  engineer  is  the  link 
between  capital  and  labour.  Why  then  should  he  not  be 
the  link  between  government  and  the  tax  payers? 

Engineers  have  been  calculating,  designing,  translating 
facts  into  figures  and  figures  into  facts,  with  the  result 
that  steam,  electricity,  and  gasoline  have  transformed 
the  world  we  live  in.  They  have  done  it  so  quickly  that 
very  few  realize  even  the  physical  evolution  of  the  com- 
munity. 

Mr.  G.  S.  Mooney  has  recently  described  very  clearly 
the  growth  and  frantic  progress  which  changed  the  nature 
of  urban  life  in  Canada.*  He  points  out  that  the  most  im- 
portant of  our  national  resources,  and  the  one  in  terms 
of  which  all  others  have  to  be  judged,  is  human  life.  He 
remarks  that  the  safety,  welfare  and  happiness  of  the 
Canadian  people  are  the  end  for  which  all  these  resources 
are  merely  instruments.  The  manner  of  life  of  our  people, 
the  problems  they  face,  and  the  hopes  and  desires  they 
cherish  for  improvement  in  their  existence  and  the  ad- 
vance of  our  civilization,  should  be  the  supreme  concern 
of  government.  In  that  spirit,  let  us  discuss  a  special 
form  of  local  government  which  has  been  in  existence  for 
the  last  quarter  of  a  century. 

There  is  no  doubt  that  the  inventions  which  characterize 
our  age  have  changed  our  ideas  of  values  such  as  space, 

*  G.  S.  Mooney — Our  Cities,  Their  Role  in  the  National  Economy 
— Engineering  Journal,  Aug.  1941,  pp.  394-399. 


time  and  money.  Modern  inventions  being  the  product 
of  a  minority,  it  was  quite  natural  that  the  philosophy 
of  the  majority  could  not  keep  pace  with  progress.  While 
industry  was  improving  its  efficiency,  government  seemed 
to  be  lagging.  Social  internal  strains  followed.  We  saw 
industry  wanting  to  industrialize  government  and  govern- 
ment trying  to  democratize  industry.  The  war  has  brought 
a  truce.  But  we  should  not  forget  that  engineers  have 
some  responsibility  in  this  matter,  because  they  have  put 
in  the  hands  of  the  masses  tools  which  have  brought  havoc 
to  the  world. 

Unfortunately,  there  is,  amongst  certain  business  men 
and  politicians,  a  feeling  that  engineers,  in  their  oper- 
ations, forget  about  the  human  factor.  Some  of  us  have 
experienced  that  handicap.  Not  only  do  aldermen  and 
members  of  Parliament  think  we  are  not  practical;  if 
they  look  at  us  as  ingenious  fellows,  they  also  view  us  as 
very  active  spenders  of  public  funds. 

Some  industrialists  have  mentioned  this  weakness  of 
our  profession.  For  example,  Dr.  Walther  Mathesius, 
"Vice-President,  United  States  Steel  Corporation,  of  Dela- 
ware, speaking  last  year  at  a  sectional  meeting  of  the 
Society  for  the  Promotion  of  Engineering  Education,** 
said  "  While  these  technical  graduates  can  solve  specific- 
ally assigned  and  difficult  engineering  problems,  their 
trained  engineering  mind  tends  to  focus  narrowly  upon 
their  task  in  its  designing,  construction  or  production 
phases  and  it  fails  to  grasp  the  importance  of  essential 
economic,  sociological  and  other  fundamental  relation- 
ships. Yet  it  is  frequently  more  important,  in  industry, 
and  so  much  more  in  government,  that  the  needs  for  an 
improvement  and  its  consequences,  if  made,  be  carefully 
and  intelligently  analysed  in  their  commercial,  social  and 

**  Engineering  Journal,  Sept.  1941,  p.  439. 


THE  ENGINEERING  JOURNAL    December,  1941 


583 


economical  aspects  rather  than  the  mechanics  of  the  pro- 
posal be  designed  to  the  highest  degree  of  perfection  and 
precision." 

Even  in  our  own  society,  the  question  has  been  asked 
why  so  few  engineers  concern  themselves  with  public  af- 
fairs. How  many  of  us  would  dare  step  into  the  ring 
of  organized  politics?  How  many  of  us  would  consent  to 
run  or  be  run  by  party  machines?  Actually  if  an  engineer 
showed  himself  on  the  hustings  with  his  plans,  and  his 
reasoning  as  his  only  weapons,  he  would  fall  an  easy  prey 
to  the  foxy  politician.  Years  of  concentration  on  technical 
matters  have  tended  to  produce  in  us  an  inferiority  com- 
plex towards  the  electoral  side  of  public  affairs. 

There  is  another  reason  why  engineers  have  kept  away 
from  government.  We  feel  that  democratic  metnods  have 
been  distorted  in  the  hands  of  unscrupulous  politicians, 
who  rely  too  much  on  human  nature  and  not  enough  on 
science  in  solving  the  problems  of  government. 

The  present  world  conflict  has  put  our  institutions  to 
the  test.  Many  of  the  flaws  in  our  social  set-up  are  more 
evident  than  in  peace  time.  If  public  interest  has  now 
focussed  on  local  government,  let  us  take  advantage  of 
this,  with  the  proviso  that  we,  city  managers,  take  for 
granted  that  democracy  should  be  defended  in  peace  as 
well  as  in  war. 

Before  considering  local  government,  we  should  agree 
on  some  general  principles  related  to  democracy.  These 
are: 

1 — Democracy  does  not  mean  lack  of  power;  it  does 
not  mean  debate  without  decision. 

2 — There  is  no  danger  in  power,  if  only  it  be  not 
irresponsible. 

3 — Authority  is  commensurate  with  responsibility.  In 
fact,  the  best  form  of  democratic  government,  is  one  in 
which  a  man,  to  keep  his  office,  must  achieve  open  and 
honest  success. 

In  municipal  government  a  fundamental  distinction  be- 
tween legislative,  executive  and  judiciary  activities,  as 
defined  in  the  constitutions  of  both  Canada  and  United 
States,  has  been  successfully  put  into  effect  in  the  council- 
manager  form  of  government.  Self  government  does  not 
mean  taking  a  hand  in  everything,  any  more  than  house- 
keeping means  cooking  one's  own  dinner. 

The  International  City  Managers'  Association  explains 
the  plan  thus: 

"  The  central  idea  of  the  council-manager  plan  is  a 
far-reaching  attempt  to  resolve  the  apparent  conflict  be- 
tween democracy  and  efficiency.  Democracy  is  preserved 
in  the  popular  election  of  a  small  council,  on  a  short  ballot 
which  does  not  overtax  the  capacity  of  the  citizen  to 
understand  his  government.  Efficiency  is  achieved  by  the 
employment  of  a  manager  professionally  trained  for  the 
technical  job  of  administration.  The  danger  of  bureau- 
cracy, irresponsible  and  unresponsive  to  the  will  of  the 
community,  is  met  by  giving  the  council  complete  control 
of  the  manager's  tenure  in  office.  It  is  definitely  under- 
stood that  the  council  deals  with  administration  only  in 
a  formal  manner  through  the  city  manager,  and  that  ad- 
ministrative functions  are  at  no  time  delegated  to  com- 
mittees or  individual  members  of  the  council." 

"  The  city  manager  is  appointed  by  the  council  as  a 
whole.  The  exercise  of  administrative  authority  is  con- 
centrated in  this  appointed  executive  who  is  accountable 
to  the  council.  He  provides  the  council  with  information 
which  enables  it  to  determine  municipal  policies,  advises 
the  council  in  matters  of  policy  if  the  council  so  desires, 
and  executes  the  policies  determined  by  the  council.  He 
introduces  the  best  principles  of  advanced  administrative 
organization  and  practice,  and  is  held  responsible  for  the 
proper  co-ordination  of  all  administrative  activities  under 
his  direction." 

The  duties  of  the  city  manager,  as  set  forth  in  most 


council-manager  charters,  broadly  stated,  generally  re- 
quire him: 

1 — To  see  that  all  laws  and  ordinances  are  enforced. 

2 — To  exercise  control  over  all  departments  and  in 
accordance  with  civil  service  regulations,  appoint,  super- 
vise, and  remove  department  heads  and  subordinate 
employees  of  the  city. 

3 — To  make  such  recommendations  to  the  council  con- 
cerning the  affairs  of  the  city  as  may  seem  to  him 
desirable. 

4 — To  keep  the  council  advised  of  the  financial  con- 
dition and  future  needs  of  the  city. 

5 — To  prepare  and  submit  to  the  council  the  annual 
budget. 

6 — To  prepare  and  submit  to  the  council  such  reports 
as  may  be  required  by  that  body. 

7 — To  keep  the  public  informed,  through  reports  to  the 
council,  regarding  the  operation  of  the  city  government. 

In  addition  the  charter  generally  states  that  the  manager 
is  to  perform  such  duties  as  may  be  prescribed  by  the 
charter  or  required  of  him  by  ordinance  or  by  resolution 
of  the  council. 

To  summarize,  the  underlying  principles  which  make 
the  success  of  the  plan  are:  separation  of  functions,  dele- 
gation of  authority  and  respect  of  the  public  will  in 
formulation  and  execution.  The  elected  council  rules,  the 
chief  administrator  carries  out  the  decisions  within  the 
charter.  The  charter  should  reflect  the  will  of  the  people. 
The  people,  to  make  decisions,  must  be  well  informed. 
There  we  have  the  closed  cycle  essential  to  democracy. 

Elimination  of  patronage  and  a  ban  on  the  spoils  system, 
by  killing  petty  politics,  clear  the  atmosphere  for  true 
democracy. 

Managers  through  their  association  which  acts  as  a 
clearing  house,  have  carried  the  technique  of  management 
to  a  point  which  enables  cities  like  Cincinnati,  Westmount, 
or  Outremont  to  boast  with  good  reason.  City  managers 
have  adapted  tools  to  municipal  administration  such  as 
budgetary  control,  cost  accounting,  planning,  merit  sys- 
tem, reporting,  and  so  forth.  Of  course,  managers  do  not 
pretend  to  have  invented  these  methods,  but  it  is  in  the 
council-manager  form  of  government  that  we  find  them 
used  most  effectively. 

To  use  efficiently  such  means  as  engineering  and  ac- 
counting, and  to  enforce  legislation,  managers  depend  on 
an  unbroken  chain  of  authority  down  to  the  last  garbage 
collector.  They  have  also  devised  a  tool  which  is  entirely 
their  own,  at  least  in  the  municipal  field,  for  they  have, 
on  the  administrative  side  of  government,  drawn  a  dis- 
tinction between  staff  and  line  functions.  This  may  be 
explained  as  follows:  A  foreman  may  know  the  ins  and 
outs  of  his  job,  he  may  be  a  good  leader  of  men  besides, 
but  if  he  has  to  lose  time  in  computing  figures,  or  com- 
piling statistics,  his  overall  efficiency  will  be  reduced,  even 
if  he  were  also  a  good  mathematician.  To  preserve  that 
efficiency  and  to  improve  methods,  managers  usually  ap- 
point men,  whose  duty  is  not  to  command,  but  to  report, 
whose  role  is  not  to  spy,  but  to  translate  into  standard 
measurements  the  activities  of  the  complex  machine  which 
the  modern  city  constitutes.  Then,  if  reporting  is  done 
in  the  reverse  direction  of  the  delegation  of  authority, 
that  is  from  down  up,  we  have  a  check  on  the  whole  of 
the  operations.  Budgetary  control  working  only  one  way 
is  pure  dictatorship.  It  is  unjust  to  the  taxpayer  as  well 
as  to  the  employee.  Drastic  cuts  in  the  budget  may  be 
called  government  by  some,  but  in  themselves  do  not 
constitute  real  administration. 

With  his  mastery  of  these  tools,  the  manager  is  ready, 
under  the  control  of  the  council,  for  the  job  of  "  resolving 
the  apparent  conflict  between  democracy  and  efficiency." 

Since   the   days   when   the  taxpayers  used   to   gather 


584 


December,  1941     THE  ENGINEERING  JOURNAL 


around  the  stove  of  the  general  store  to  fix  the  course  of 
destiny,  the  democratic  system  has  become  more  and  more 
complicated.  Decades  ago,  the  people  were  the  govern- 
ment. They  made  the  laws  and  enforced  them,  and  the 
laws  were  very  few.  Gradually  direct-participation  de- 
mocracy was  replaced  by  representative  government,  and 
full-time  officials  took  over  the  task  of  administration. 
As  the  village  grew  a  gap  opened  between  the  people  and 
the  government.  Popular  interest  and  vigilance  weakened 
with  the  widening  of  the  breach  between  the  public  and 
its  representatives.  Correspondingly,  council  members  lost 
their  sense  of  responsibility. 

One  day  a  political  boss,  with  amateur  ability,  through 
vast  unplanned  public  works,  steered  the  ship  of  state  on 
the  shoals  of  financial  trouble.  His  successor,  a  hitherto 
unknown  financial  wizard,  saved  the  ship  by  throwing 
the  sinking  fund  overboard.  (After  this  encouraging 
debut,  he  discovered  the  original  plan  of  meeting  bond 
issues.  .  .  .  with  bond  issues.)  All  that  time  the  public 
works  department  had  been  resting  on  a  comfortable 
routine.  To  satisfy  some  candid  electors,  laws  and  by- 
laws, ordinances  and  resolutions  had  been  passed  and 
have  filled  unread  volumes.  The  venerable  charter,  so 
often  amended  that  its  patches  overlap,  had  become  a 
cosy  retreat  for  lawmakers,  solicitors,  barristers,  attorneys 
and  lobbyists.  By  that  time  the  village  had  become  a 
large  city,  proud  of  its  achievements,  proud  of  its  legal 
labyrinth,  proud  of  its  fiscal  puzzles,  proud  of  its  hap- 
hazard city  plan,  proud  of  its  vice  rackets.  That  is  a 
pessimistic  view  of  the  hypothetical  city  the  manager  has 
had  to  reform  with  a  new  council  not  yet  informed  as 
to  the  virtues  of  the  "  govern  as  you  go  "  formula. 

Let  us  follow  the  reform  step  by  step.  First,  the  man- 
ager must  be  satisfied  that  the  council  is  not  opposed  to 
the  necessary  measures  for  success.  Second,  he  must  draw 
up  a  chart  of  the  organization.  Then,  get  the  council  to 
describe  in  short  and  clear,  though  legal,  form,  the  duties 
and  functions  of  the  executive  and  department  heads. 
Third,  with  the  powers  thus  conferred,  the  chief  executive, 
with  each  department  head,  including  welfare's,  sets  a 
tentative  detailed  organization  chart,  checking  on  the 
ability  of  the  personnel.  Fourth,  he  draws  up  a  plan  of 
work  for  each  department,  beginning  with  the  treasury. 
An  inventory  of  revenue  together  with  a  survey  of  the 
debt  and  a  compilation  of  fixed  charges,  until  extinction 
of  the  debt,  will  permit  a  hit  and  miss  budget  for  the 
coming  fiscal  year.  The  legal  department  is  set  to  work 
boiling  down  the  hundreds  of  by-laws  to  plain  regulations 
to  be  approved  later  by  the  council  and  codified.  Usually 
a  general  overhaul  of  the  police  and  fire  departments,  to- 
gether with  a  new  line  up  in  public  works  may  be  con- 
sidered good  practice,  though  much  tact  must  be  used  in 
seasoning  the  dish. 

It  will  be  found  that  budgetary  control,  cost  accounting, 
planning,  personnel  administration,  and  reporting  will  re- 
store balance  in  services.  The  personnel  and  the  public 
will  develop  interest  and  pride  in  the  work.  The  prestige 
of  government  and  its  representatives  will  gradually  build 
up.  In  practice  this  goal  will  appear  out  of  reach,  but  it 
may  seem  closer  after  a  period  varying  from  five  to 
twenty  years  depending  on  the  manager,  the  council,  in- 
dustrial depression,  war,  elections,  and  many  other  factors. 

Finally,  managers  are  not  machines.  If  we  blame  the 
engineer  for  having  neglected  the  human  aspect  of  effic- 
iency, the  manager  should  be  very  cautious  to  avoid  the 
same  pitfall.  It  does  not  mean  that  the  manager  should 
indulge  in  the  good-natured  generosity  of  the  politician, 
but  he  should  not  forget  that  he  is  dealing  with  men,  in 
the  highest  form  of  civilization,  the  democratic.  Therefore 
city  managers  are  very  touchy  on  professional  etiquette. 


The  manager  is  in  no  sense  a  political  leader.  In  order 
that  policy  may  be  intelligent  and  effective,  he  provides 
the  council  with  information  and  advice,  but  he  encour- 
ages positive  decisions  on  policy  by  the  council  rather 
than  passive  acceptance  of  his  recommendations. 

He  realizes  that  it  is  the  council,  the  elected  representa- 
tives of  the  people,  which  is  entitled  to  the  credit  for  the 
success  of  municipal  policies  and  leaves  to  the  council 
the  defence  of  policies  which  may  be  criticized. 

He  keeps  the  community  informed  on  municipal  affairs 
but  himself  remains  in  the  background. 

The  council-manager  form  of  government  was  first  tried 
in  1908  at  Staunton,  Virginia.  The  plan  as  known  today 
functioned  as  early  as  1913,  in  Sumter,  South  Carolina. 
On  September  15th  last,  the  profession  counted  504 
recognized  manager-members.  In  the  United  States,  one 
city  out  of  five  over  10,000  population,  and  22  per  cent, 
of  the  92  cities  over  100,000  population,  now  operate  under 
the  council-manager  plan.  The  largest  proportion,  27  per 
cent.,  is  to  be  found  in  the  cities  of  50,000  to  100,000 
population. 

The  National  Municipal  League,  headquarters  in  New 
York,  incorporated  the  manager  plan  in  its  Model  City 
Charter  as  early  as  1915.  Since  then  it  has  conducted 
dozens  of  surveys  in  different  cities  where  this  form  of 
government  has  been  in  effect.  Comparative  reports  be- 
tween the  old  and  the  new  system  and  comparisons  be- 
tween cities,  convinced  the  League  that  the  council- 
manager  form  of  government  is  the  best  and  most  demo- 
cratic way  of  solving  the  municipal  problem.  The  office 
of  the  League,  299  Broadway,  New  York,  can  furnish 
a  complete  list  of  publications  which  should  prove  of  great 
value  to  members  of  the  Institute  interested  in  the  im- 
provement of  the  community.  For  many  reasons  this  form 
of  city  government  should  appeal  to  engineers.  It  attracts 
and  retains  the  best  candidate  aldermen. 

We  should  apply  to  city  management  the  opinion  of 
Dr.  Mathesius  which  he  expressed  as  follows:  "It  is 
obvious  that  engineers  must  be  effective  technologists, 
but  it  is  also  necessary  that  this  profession,  in  order  that 
it  may  render  creditable  services  to  the  interest  of  the 
nation,  be  able  to  recognize  and  analyze  correctly  the 
many  varied  and  complex  economic,  commercial  or  human 
problems  which  beset  the  majority  of  industrial  develop- 
ments today.  .  .  It  is  not  enough  to  drive  for  cost  reduction 
and  improved  production  methods,  but  that  systematic 
attention  must,  of  necessity,  be  given  to  public  and  indus- 
trial relations,  to  personnel  administration  and  to  research 
in  these  directions  as  well  as  in  strictly  engineering  mat- 
ters. ...  all  of  these  subjects  must  be  considered  as 
rightfully  belonging  within  the  sphere  of  technological 
influence." 

Here  is  a  challenge  so  direct  that  it  cannot  be  ignored. 

Whether  we  like  it  or  not,  democracy,  like  all  human 
ideas,  must  develop  with  time.  Progress  in  its  physical 
manifestations  has  been  free-wheeling  during  the  last  half 
century.  The  engineer  must  do  his  share  in  adapting 
physical  progress  to  human  needs.  Only  after  machines 
and  methods  have  been  set  to  work  effectively  from  a 
social  standpoint,  can  we  say  that  civilization  has  pro- 
gressed. 

There  is  no  reason  why  the  men  who  built  the  modern 
city  should  not  supervise  its  operation,  or  at  least,  take  a 
large  part  in  its  management,  utilizing  the  facilities  which 
they  have  put  in  the  hands  of  the  masses;  having  in  mind 
the  happiness  of  all,  materially  and  socially. 

(In  the  compilation  of  this  paper,  the  author  has  been 
indebted  to  many  fellow  managers,  from  whose  literary 
work  he  has  taken  very  liberally.) 


THE  ENGINEERING  JOURNAL     December,  1941 


585 


THE  PORTLAND-MONTREAL  PIPE  LINE 

WALLACE  R.  FINNEY 

President,  The  Portland  Pipe  Line  Company,  New  York  City,  N.Y.,  U.S.A. 

Paper  presented  before  the  Montreal  Branch  of  the  Engineering  Institute  of  Canada,  on  November  27th,  1941 


The  story  of  the  pipe  line  began  near  Oil  City,  Pennsyl- 
vania, a  few  years  after  the  famous  Drake  well  was  drilled 
in  August,  1859.  It  was  a  primitive  affair  only  a  few  miles 
long,  made  of  two-inch  wrought  iron  pipe,  but  it  repre- 
sented the  faith  and  vision  of  its  builders  and  from  this 
humble  beginning  the  pipe  line  industry  has  grown  to 
130,000  miles  of  main  lines,  moving  close  to  4,000,000 
barrels  of  oil  each  day. 

The  early  pipe  lines  were  made  of  heavy  iron  with  caulked 
and  bolted  joints  but  it  was  not  long  before  steel  pipe  came 
rolling  from  the  mills  with  threads  and  collars.  This  type 
of  pipe  was  used  for  most  of  the  lines  that  now  serve  every 
oil  field  on  this  continent  and  criss-cross  the  country  in  a 
binding  network  as  an  integral  part  of  our  national  economy 
and  defence. 

The  first  pipe  lines  were  limited  to  the  movement  of 
crude  oil  as  the  leakage  through  the  various  types  of  joints 
discouraged  their  use  for  gasoline  and  other  refined  pro- 
ducts. This  situation  lasted  for  almost  forty  years  but  was 
finally  changed  by  the  development  of  the  oxy-acetylene 
welding  method,  and  it  was  not  long  before  this  new 
welding  process  was  applied  to  pipe  line  construction  in  the 
field.  Oxy-acetylene  welding  was  introduced  in  1914  with 
the  electric  method  following  a  few  years  later  and  in  a 
short  time  all  lines  throughout  the  country  had  welded 
joints  from  one  end  to  the  other. 

The  success  of  welded  lines  led  to  their  adoption  for 
refined  products.  One  of  the  first  gasoline  lines  was  laid  in 
Wyoming  in  1917  and  while  old  pipe  line  men  scoffed  at 
the  plan  it  was  a  complete  success  from  the  first  and  the 
pipe  line  loss  which  had  proved  such  a  problem  in  the  early 
days  was  eliminated.  From  about  1920  it  has  been  general 
practice  to  weld  both  crude  and  products  lines  and  such 
progress  led  to  the  adoption  of  double-length  joints  of  pipe 
to  reduce  the  number  of  welds.  This  required  improvements 
in  actual  welding  technique  to  speed  up  the  work  and  lower 
the  cost,  and  while  both  gas  and  electric  methods  have 
certain  things  in  their  favour,  the  latter  is  more  widely  used. 

Better  welding  required  better  steel  which  hastened  the 


development  of  the  specially  rolled,  electrically  welded  pipe 
made  from  plate,  and  was  followed  by  the  perfection  of 
seamless  tubing.  With  these  improvements  in  material  and 
workmanship  it  is  now  possible  to  lay  a  solid  welded  pipe 
line  up  hill  and  down,  under  rivers,  and  across  plains  with- 
out any  fear  of  failures,  nor  is  there  any  need  to  worry  about 
the  kind  of  joint  as  the  plain  beveled  end,  welded  type  is  as 
strong  as  the  pipe  itself.  These  welds  are  free  from  metal 
intrusions,  called  icicles,  and  make  a  perfect  joint. 

The  success  of  the  welded  pipe  line  allows  the  claim 
that  it  is  a  safe  and  satisfactory  way  to  move  crude  oil  and 
refined  products  across  the  country  under  almost  any  con- 
dition. This  is  especially  true  in  times  of  trouble  as  a 
buried  welded  line  is  least  subject  to  damage  and  inter- 
ruption from  outside  causes. 

The  first  pipe  line  in  the  early  days  of  Pennsylvania  was 
forced  on  the  oil  producers  by  the  highhanded  methods  and 
exorbitant  demands  of  the  teamsters.  This  same  competitive 
situation  has  existed  through  the  years  and  even  to-day 
no  pipe  line  can  expect  to  secure  and  retain  any  of  the  oil 
transportation  business  unless  it  can  meet  the  competition 
of  tankers,  barges,  railroads,  tank  cars,  and  trucks.  This  is  a 
fundamental  rule  and  determines  the  success  or  failure 
of  any  new  pipe  line  project. 

If  we  assume  that  a  pipe  line  can  meet  competition,  the 
next  consideration  is  construction  costs,  then  the  probable 
operating  expenses,  and  finally  a  return  on  the  investment. 
The  average  costs  of  several  different  sizes  of  crude  oil  pipe 
lines  together  with  the  diesel  engine-driven  reciprocating 
pumps,  are  shown  in  Table  I.  These  figures  compiled  in 
June,  1941,  must  be  revised  to  meet  the  higher  labour  and 
material  costs  in  effect  to-day.  They  are  on  a  basis  of  50 
per  cent  standby  capacity  in  pumping  equipment  which  is 
often  required  to  meet  the  summer  and  winter  fluctuations 
as  well  as  to  handle  oils  with  different  pumping  character- 
istics. The  deliveries  in  barrels  per  day,  shown  in  Table  I 
are  based  on  36  gravity  A.  P.  I.  Mid-Continent  crude  with 
working  pressures  up  to  1,000  lb.  per  sq.  in.  and  the  usual 
station  spacing  of  approximately  30  miles,  with  allowance 


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note  These  estimates  were  made  in  June  1941  and  must  be  revised  to  meet  increased  Labour  and  naienal  tosls  since  then. 

Fig.  1 — Chart  showing  the  theoretical  tariff  required  for  crude  oil  pipe  line  operation  based  on  10  in.  pipe. 


586 


December,  1941     THE  ENGINEERING  JOURNAL 


TABLE  I 
CRUDE  OIL  PIPE  LINES— ESTIMATED  CONSTRUCTION  AND  OPERATING  COSTS 
Diesel  Engines  Driving  Reciprocating  Pumps  with  an  Allowance  of  50%  Spare  Pumping  Equipment 


Pipe 
Size 

Barrels/Day 

Pipe  Line 
Cost/Mile 

Station 
Cost/Mile 

Total  Cost 

Operating 

Costs  per  Barrel 

100  Miles 

500  Miles 

1000  Miles 

1500  Miles 

4" 

5,000 

$  4,400 

$  2,400 

$  6,800 

Operation 

Depreciation .... 

7.98c 
1.21 

28.19c 
5.48 

52.03c 
12.11 

77.30c 
18.16 

Sub-Total 

8%  Return 

Income  Tax 

9.19c 

2.98 

1.61 

33.67c 

14.90 

8.03 

64.14c 

29.81 

16.05 

95.46c 

44.71 

24.08 

Total 

13.78c 

56.60c 

110.00c 

164.25c 

6" 

10,000 

$  8,800 

$  1,950 

$10,750 

Operation 

Depreciation 

4.47c 
0.96 

16.08c 
4.79 

29.18c 
9.57 

41.52c 
14.36 

Sub-Total 

8%  Return 
Income  Tax .... 

5 .  43c 

2.35 

1.27 

20.87c 

11.78 

6.35 

38.75c 
23.56 

12.69 

55.88c 

35.34 

19.03 

Total 

9.05c 

39.00c 

75.00c 

110.25c 

8" 

20,000 

$12,300 

$  3,700 

$16,000 

Operation 

Depreciation .... 

2.95c 
0.71 

9.44c 
3.56 

16.71c 
7.12 

24.46c 
10.68 

Sub-Total 

8%  Return 
Income  Tax .... 

3.66c 

1.75 

0.94 

13.00c 

8.77 
4.72 

23 . 83c 

17.53 

9.44 

35 . 14c 

26.30 

14.16 

Total 

6 .  35c 

26  16c 

50 . 80c 

75.60c 

10" 

40,000 

$15,800 

$  5,700 

$21,500 

Operation 

Depreciation 

2.07c 
0.48 

6.71c 
2.39 

10.81c 
4.79 

17.52c 
7.18 

Sub-Total 

8%  Return 
Income  Tax .... 

2 .  55c 

1.18 

0.63 

9.10c 

5.89 

3.17 

15.60c 

11.78 

6.35 

24.70c 

17.67 
9.52 

Total 

4.36c 

18.16c 

33.73c 

51.89c 

12" 

60,000 

$18,600 

$  7,150 

$25,750 

Operation 

Depreciation   ... 

1.70c 
0.38 

5.49c 
1.91 

9.18c 
3.82 

14.86c 
5.73 

Sub-Total 

8%  Return 
Income  Tax .... 

2.08c 

0.94 

0.51 

7.40c 

4.70 

2.53 

13.00c 
9.41 
5.07 

20.59c 

14.11 

7.60 

Total 

3 .  53c 

14.63c 

27.48c 

42.30c 

These  figures  were  compiled  June,  1941,  and  must  be  revised  to  meet  increased  labour  and  material  cost  since  then. 


for  differences  in  elevation.  Working  pressures  and  wall 
thickness  of  the  pipe  depend  on  the  grade  of  steel  and,  in 
this  study,  follow  a  factor  of  safety  of  four.  The  operating- 
figures  shown  in  the  right  half  of  Table  I  are  based  on  using 
an  average  rate  of  depreciation  of  3}4  Per  cent,  which  is 
generally  allowed  for  crude  oil  pipe  lines  and  the  last 
figure  in  each  case  indicates  the  revenue  necessary  to 
return  8  per  cent  on  the  investment  after  an  allowance  for 
income  taxes.  This  table  shows  that  the  cost  per  barrel  for 
a  single  100  miles  is  higher  than  the  cost  per  100  miles  as  a 
part  of  a  1,000-mile  line.  This  is  to  be  expected  as  overhead, 
office  and  general  expense  cost  per  barrel  is  lower  for  the 
longer  distance.  The  figures  given  are  estimates  based  on 
general  experience  with  various  size  lines  handling  different 
crudes  at  many  locations  and  must  be  modified  by  existing 
conditions  if  used  as  a  guide  for  any  new  project. 

The  theoretical  tariff  required  for  crude  oil  pipe  lines  is 
shown  in  Fig.  1.  The  interpretation  of  this  chart  requires 
some  explanation.  For  example,  if  oil  is  to  be  moved  500 
miles  the  chart  indicates  that  the  revenue  needed  to  cover 
operation  expense,  income  taxes  and  profits  will  be  17.5c. 
per  barrel.  This  serves  as  a  guide  in  establishing  the  tariff 
but  in  so  doing  the  varying  load  factor  must  be  considered 
which  makes  it  necessary  to  set  the  tariff  slightly  higher,  at 
223^c.  per  barrel.  This  has  been  worked  out  on  a  zoning 
system  which  allows  a  certain  freedom  in  meeting  the  com- 


petitive rates  of  other  pipe  lines  and  carriers.  This  means 
that  the  tariff  of  223^0  per  barrel  can  cover  a  zone  from 
450  to  525  miles,  and  the  same  pattern  can  be  used  for 
other  distances.  Various  modifications  on  account  of  load 
factor,  location,  line  size  and  kind  of  oil  must  be  made. 

There  is  one  conclusion  that  can  be  drawn  from  the  many 
years  of  pipe  line  operation  and  that  is,  they  must  meet 
competition  and  in  so  doing  are  entitled  to  a  reasonable 
return  on  a  fair  valuation.  This  varies  for  different  locations, 
and  short-lived  projects  require  a  higher  earning  to  prevent 
loss.  Pipe  lines  should  be  allowed  a  liberal  fluctuation  in 
their  net  earnings  to  carry  them  through  bad  years  and 
protect  them  against  unforeseen  difficulties. 

The  comments  in  the  preceding  paragraphs  have  applied 
to  common  pipe  line  practice  and  can  be  further  amplified 
by  a  few  remarks  on  the  Portland-Montreal  pipe  line. 

This  project  was  first  conceived  because  of  the  tanker 
shortage  and  was  decided  upon  as  a  means  of  delivering 
crude  oil  to  the  Canadian  refineries  in  Montreal  without 
interruption  during  the  emergency  period  brought  on  by 
the  war.  Therefore  it  can  be  properly  classified  as  a  defence 
measure.  It  has  the  additional  advantage  of  providing  year 
round  service  whereas  the  St.  Lawrence  is  closed  to  oil- 
carrying  tankers  about  five  months  each  winter.  The 
Portland-Montreal  line  has  a  further  claim  in  that  it 
eliminates  the  12-day  tanker  haul  of  2,000  miles  around 


THE  ENGINEERING  JOURNAL     December,  1941 


587 


Fig.  2 — Map  showing  normal  tanker  route  from 
South  America  to  Montreal. 


Nova  Scotia  and  results  in  a  net  saving  of  four  ocean-going 
tankers.  This  is  important  when  boats  are  needed  for  so 
many  purposes.  The  normal  tanker  route  from  South 
America  and  the  Gulf  Coast  and  its  relation  to  the  Portland- 
Montreal  line,  and  the  St.  Lawrence  river,  is  shown  in 
Fig.  2.  The  new  line  in  relation  to  the  existing  pipe  line 
system  in  the  United  States  and  Canada  is  shown  in  Fig.  3. 

When  the  decision  was  made  to  build  this  line,  the  first 
step  was  to  select  the  best  route,  and  an  aerial  survey  of  the 
area  from  Portland,  Maine,  northwest  to  Montreal  was 
made.  This  proved  that  a  straight  line  could  not  be  fol- 
lowed as  it  was  necessary  to  work  out  a  route  through  the 
mountain  gaps  to  maintain  reasonable  difference  in  eleva- 
tion. The  early  reconnaissance  work  was  followed  by  the 
land  survey  and  the  mapping  which  was  used  in  securing 
the  right-of-way.  The  actual  route  of  the  line  and  the  loca- 
tion of  the  pump  stations  are  shown  in  Fig.  4. 

While  the  route  was  being  selected,  the  engineers  in 
charge  of  the  design  and  construction  completed  the 
specifications  and  placed  the  orders  for  all  the  pipe  and 
equipment  needed.  It  was  decided  to  lay  a  12-in.  line, 
which  has  a  normal  delivery  of  60,000  barrels  per  day  when 
handling  a  light  grade  of  crude  oil.  This  system  called  for 
eight  pump  stations,  two  of  which  will  be  driven  by  diesel 
engines.  The  other  six  are  motor  driven  as  electric  power  is 
available  at  these  localities.  All  of  the  pumps  are  of  the 
reciprocating  type  as  the  line  must  handle  several  different 


SASKATCHEWAN 


/         MID  CONTINENT  OIL  FIELDS 


Eastern    refineries 


grades  and  gravities  of  crude  oil,  some  with  high  viscosities 
which  eliminate  the  use  of  centrifugal  pumps,  especially 
during  the  severe  months  of  winter.  The  line  will  not  be 
heated  in  the  winter  so  the  oil  must  have  a  cold  test  below 
32  deg.  F. 

After  all  the  new  material  and  equipment  was  ordered  it 
was  a  simple  matter  to  let  the  contracts  for  the  construction 
of  the  line.  Pipe  line  contractors  are  a  hardy  lot  and  are 
willing,  and  at  times  even  anxious,  to  take  a  contract  at  a 
flat  price  per  foot  to  construct  the  entire  line.  This  practice 
was  followed  and  the  two  contractors  hauled  the  pipe 
from  the  railroad  stations,  strung  it  along  the  route,  dug 
the  ditch,  welded  the  pipe  and  laid  it  in  the  trench,  then 
backfilled  it,  all  subject  to  the  usual  inspection  and  super- 
vision of  the  Pipe  Line  Companies'  representatives.  The 
pipe  line  construction  programme,  which  was  handled  by 
Williams  Brothers  and  the  Oklahoma  Contracting  Com- 
pany, was  started  in  July  and  finished  in  October. 

In  addition  to  the  pipe  line  which  is  236  miles  long  and 
the  eight  pump  stations  referred  to,  the  Portland  Pipe  Line 
Company  was  obligated  to  provide  a  complete  terminal  for 
sea-going  tankers.  Casco  Bay,  at  South  Portland,  which 
has  a  channel  open  the  year  round  was  selected.  This 
terminal  necessitated  dredging  and  the  construction  of  a 
complete  new  pier,  the  erection  of  six  140,000-barrel  steel 


IMMUL 


Fig.  3 — Map  showing  Portland-Montreal  pipe  line  in  relation 
to  the  existing  pipe  line  system  in  United  States  and  Canada. 


Fig.  4 — Map  showing  the  route  of  the  new  pipe  line  and  the 
location  of  the  pumping  stations. 

storage  tanks  together  with  a  transfer  pump  at  the  water's 
edge  and  lines  leading  to  the  tank  farm  at  the  edge  of  the 
town  where  the  initial  mainline  pump  station  is  located. 

All  of  the  terminal  work  was  done  under  the  direction  of 
Ford,  Bacon  &  Davis,  Consulting  Engineers,  and  was 
planned  and  is  being  built  to  enable  the  Pipe  Line  Company 
to  handle  several  grades  of  crude  without  delay  night  and 
day  during  the  entire  year. 

The  Pipe  Line  Company  was  also  required  to  build  a 
terminal  at  Montreal  and  made  every  effort  to  avoid 
interruption  in  service  by  laying  double  lines  under  the 
St.  Lawrence  river  with  separate  distributing  branches  to 
each  customer.  This  company  will  have  its  own  complete 
office  in  Montreal  and  will  function  as  an  independent 
Canadian  unit  ready  to  serve  the  customers  in  every 
reasonable  way. 

The  South  Portland  harbour,  in  its  relation  to  the 
Atlantic  Coast,  is  shown  in  Fig.  5,  and  the  location  of  the 
pipe  line  across  the  St.  Lawrence  river  and  the  several 
refineries  in  Montreal  can  be  seen  in  Fig.  6. 

The  construction  of  the  Portland-Montreal  pipe  line 
through  the  mountain  country  of  Maine,  New  Hampshire 
and  Vermont  proved  a  difficult  task.  It  is  a  beautiful 
country  but  a  large  part  of  it  has  solid  granite  only  a  foot  or 


588 


December,  1941     THE  ENGINEERING  JOURNAL 


Aimfe 

OlûMÛNO  1 


Fig.  5 — Map  showing  the  layout  of  the  South  Portland  harbour. 

two  under  the  surface  so  when  the  contractors  came  through 
the  country  to  dig  the  pipe  line  ditch  it  required  rock  work 
and  blasting  about  80  per  cent  of  the  way.  The  reverse  was 
true  in  Canada  as  most  of  the  route  was  through  level 
productive  farming  country.  In  addition  to  construction 
problems  there  was  a  considerable  delay  in  obtaining  pipe 
line  equipment.  This  was  especially  true  of  the  large 
reciprocating  pumps  which  forced  the  company  to  borrow 
motor-driven  centrifugal  units  for  temporary  installation. 
The  many  difficulties  in  construction  and  installation  were 
gradually  overcome  one  by  one  by  the  experienced  staff  of 
pipe  line  engineers  and  contractors  so  that  the  entire  line 
was  welded  and  the  pumps  set  in  the  record  time  of  four 
months.  This  required  long  hours  every  day  in  the  week 
and  extra  expense,  but  the  effort  was  justified. 

The  first  boat  arrived  in  Portland  harbour  on  November 
4th,  carrying  a  light  grade  Colombian  crude  oil  but  the  new 
pier  was  not  complete  so  it  was  tied  up  to  the  Pan-American 
dock  and  started  pumping  out  its  cargo  into  the  Portland 
Pipe  Line  Company's  storage  tanks.  The  main  line  pumps 
were  put  into  service  on  the  morning  of  November  5th  to 
test  the  pumping  facilities  and  the  pipe  line  leading  to 
Montreal.  The  trial  run  was  continued  with  some  losses  of 
oil  and  minor  troubles  for  a  number  of  days  until  the  line 
was  declared  officially  open  at  a  ceremony  in  Portland 
on  November   10th    which   was    attended    by    Governor 


Sumner  Sewell  of  Maine,  and  other  notables.  The  oil 
reached  Canada  on  November  16th  and  the  line  is  now  in 
steady  service. 

The  Portland-Montreal  pipe  line  is  now  in  a  position  to 
serve  the  refineries  in  the  Montreal  area  with  crude  oil, 
the  products  of  which  are  so  vitally  needed  in  Canada's 
industrial  life  and  defence  activities.  This  transportation 
unit  will  make  every  effort  to  handle  different  grades  of 
crude  for  all  customers  without  delay  or  loss  and  stands 
ready  to  meet  competitive  methods  of  transportation  at 
all  times. 

In  our  efforts  to  complete  this  economic  link  of  defence 
between  the  United  States  and  Canada  we  have  had  the 


Fig.  6 — Map  showing  the  location  of  the  pipe  line  across  the 
St.  Lawrence  and  of  the  refineries  at  Montreal. 

wholehearted  support  and  co-operation  of  all  local,  state, 
and  national  agencies  of  both  countries,  for  which  we  are 
duly  appreciative.  This  is  especially  true  of  the  river, 
harbour  and  customs  officials.  Likewise,  the  author  wishes 
to  offer  tribute  to  his  company  associates,  Messrs.  H.  M. 
Stevenson,  George  Lee,  J.  H.  Slaughter,  A.  H.  Chapman, 
and  all  the  others  who  made  this  early  completion  of  a 
difficult  task  possible.  We  also  are  grateful  to  Mr.  F.  C. 
Mechin,  m.e.i.c,  Mr.  Jack  Simpson  and  our  many  friends 
in  Montreal  and  Canada  who  have  done  so  much  to  help  us 
bring  this  project  to  a  successful  conclusion. 


THE  ENGINEERING  JOURNAL     December,  1941 


589 


PLASTIC  LAMINATED  WOOD  IN  AIRCRAFT  CONSTRUCTION 

W.  J.  JAKIMIUK 

Chief  Designer,  The  de  Havilland  Aircraft  of  Canada,  Limited,  Toronto,  Ont.;  formerly  Chief  Engineer  of  the 

National  Aircraft  Corporation  of  Poland 

Paper  presented  before  the  Toronto  Branch  of  The  Engineering  Institute  of  Canada,  on  October  16th,  1941. 


Wood  is  a  natural  grown  material  which  has  fine 
structural  properties,  but  also  some  serious  defects.  Wood 
was  the  only  material  used  by  aircraft  constructors  at  the 
earlier  stages  of  aviation,  but  towards  the  end  of  the  first 
world  war  other  materials  made  their  appearance.  Mild 
steel  in  tubes  and  wires  was  always  used  in  small  quanti- 
ties in  aeroplanes;  with  the  development  of  the  art  of 
welding,  steel  became  a  serious  competitor  of  wood. 

Soon  after  the  first  war  chrome  molybdenum  weldable 
steels  of  high  strength  were  developed,  and  competition 
between  steel  and  wood  increased.  It  became  usual  to 
make  fuselages,  undercarriages  and  engine  mountings  of 
welded  steel  tubes;  wings  and  control  surfaces  were  made 
of  wood.  This  state  existed  until  about  1925.  At  that 
time,  light  alloys  made  their  appearance  in  the  aircraft 
industry.  Aluminum  and  magnesium  alloys  were  known 
much  earlier,  but  their  application  had  not  been  extensive. 
When  steel  had  replaced  wood  in  fuselages  light  alloys 
began  to  push  wood  out  of  the  wing  structure.  This 
struggle  between  wood,  steel  and  light  alloys  resulted  in 
victory  for  the  latter  when  the  so-called  stressed  skin 
construction  was  developed. 

In  earlier  aeroplanes,  there  was  a  main  structure  or 
frame  and  a  skin  which  existed  only  for  streamlining 
purposes  and  did  not  contribute  to  the  strength.  It  was 
found  that  the  total  weight  could  be  reduced,  if  the  skin 
and  frame  both  participated  in  the  structural  strength  of 
the  aeroplane.  The  separate  frame  disappeared  and  the 
stiffened  skin  transmitted  all  forces.  Light  alloys  were 
particularly  suitable  for  this  stressed  skin  construction, 
which  started  about  1930,  developed  very  quickly  es- 
pecially in  the  United  States,  then  was  adopted  on  the 
European  continent  and  was  accepted  in  England  rather 
reluctantly  and  quite  lately.  In  fact,  even  today  several 
well-known  English  aircraft  are  not  of  the  stressed  skin 
type,  for  instance  the  Vickers  "  Wellington  "  and  the 
Hawker  "  Hurricane."  It  may  be  said  that  since  the  be- 
ginning of  the  second  world  war  light  alloys  have  almost 
entirely  eliminated  wood  from  aircraft  construction  except 
in  some  types  of  light  planes  and  in  the  Italian  aircraft 
industry  where  wood  was  used  because  of  the  shortage 
of  aluminum. 

This  temporary  passing  of  wood  out  of  aircraft  con- 
struction may  be  explained  by  the  defects  of  wood  which 
limited  its  use  in  modern  aeroplanes.  About  1935  new 
methods  in  wooden  aircraft  construction  made  their  ap- 
pearance. Certain  new  synthetic  resins  were  applied  in 
wooden  construction  with  great  success,  opening  an  era 
in  which  the  employment  of  wood  has  been  revived. 

In  order  to  better  understand  the  influence  of  synthetic 
resins  on  wooden  construction  we  may  note  some  prop- 
erties of  wood.  One  of  its  main  advantages  for  aircraft 
construction  is  high  strength-to-weight  ratio.  Spruce,  one 
of  the  best  aircraft  woods,  has  a  tensile  strength  parallel 
to  grain,  9400  lb.  per  sq.  in.,  and  specific  gravity  0.40. 
Thus  its  strength-to-weight  ratio  is  23500;  for  high  ten- 
sible  steel  the  figure  is  22900  and  for  duralumin  22100. 
One  of  the  most  valuable  properties  of  wood  is  its  excellent 
shock  and  vibration  absorbing  quality.  Unfortunately, 
wood  is  not  homogeneous.  Its  cells  are  arranged  in  longi- 
tudinal fibres  and  the  molecular  bond  between  cells  is 
greater  along  the  grain  than  normal  to-  the  grain.  The 
strength  of  wood  in  tension  is  considerably  higher  than  in 
compression  and  the  strength  parallel  to  the  grain  is  higher 


than  that  normal  to  the  grain.  These  directional  varia- 
tions of  strength  create  considerable  difficulties  in  aircraft 
construction.  The  greatest  disadvantage  of  wood  is  change 
of  volume  and  strength  caused  by  variation  in  atmospheric 
conditions  and  in  its  moisture  content. 

The  crushing  strength  of  green  or  wet  spruce  is  increased 
over  fourfold  merely  by  drying.  In  addition,  timber 
changes  its  dimensions  and  tends  to  warp  or  crack  with 
variation  of  its  moisture  content.  Alternate  shrinking  and 
swelling  causes  unpleasant  working  of  the  wood.  Radial 
shrinkage  averages  about  three  fifths  as  great  as  tangential 
shrinkage,  but  is  many  times  greater  than  longitudinal 
shrinkage.  Many  physical  defects  diminish  the  structural 
value  of  wood.  These  defects  are:  knots,  pitch  pockets, 
wavy,  curly  and  interlocked  grain,  mineral  streaks,  etc. 


WOOOEN    SHELL 


WING  MUT  4  BOLT 


BA,^t:  ^  FOR* 


TOP   VICW 

Fig.  1 — Diagram  showing  method  of  moulding  with 
male  die. 

Wooden  structures  in  aircraft  construction  are  held  to- 
gether mainly  by  glue.  The  average  engineer  is  apt  to 
treat  glues  and  gluing  with  contempt.  Even  the  aero- 
nautical engineer  often  considers  glue  as  being  rather 
unreliable.  Actually,  there  is  no  reason  to  doubt  the  re- 
liability of  a  properly  glued  joint  which  has  been  designed 
with  sufficient  gluing  area  to  take  ultimate  stress. 

There  are  two  main  types  of  adhesives,  reversible  and 
irreversible.  The  former  has  the  peculiarity  that  the  bond 
produced  may  be  loosened  at  any  time  by  dissolution  or 
softening  of  the  bonding  agent,  because  no  setting  takes 
place.  Adhesives  of  this  type  are,  for  instance,  gum  arabic, 
fish  glues,  hide  glue  and  thermoplastic  cements  such  as 
acetyle  cellulose. 

The  irreversible  type  is  characterized  by  a  chemical 
reaction  within  the  adhesive  during  the  gluing  process 
which  results  in  a  setting  of  the  glue.  This  type  is  repre- 
sented by  animal  albumen  glues  (coagulation  of  albumen 
at  the  gluing  temperature) ,  by  casein  cold  glue  (chemical 


590 


December,  1941     THE  ENGINEERING  JOURNAL 


WOODEN  SHELL 
BETWEEN  RUBBER 
BLANKET  $  FORM 


BLEEDING  TU&E 


BUftBEB,  felANKET 


WIN6  NUT  4   &0'-"r 


PRESSURE   PLATE 


X: 

.~J« 

a 

'    ''                         1 

* 

A(     -=- 

O 

1 

fc-'j tu !—- 

<> 

i: 

Cl^  -     -• 

fl 

TOP   VIEW 

Fig.  2 — Diagram  showing  method  of  moulding  with 
female  die. 

bondage  of  protein  by  alkalies) ,  and  by  phenol  formalde- 
hyde (resin  stage  C  reached  through  condensation  and 
polymerization).  When  gluing  timber  the  bonding  forces 
existing  in  the  glue  joints  are  forces  of  molecular  adhesion 
between  the  closely  contacting  surfaces  (specific  adhesion) 
and  a  purely  mechanical  connection  caused  by  the  inter- 
locking of  minute  glue  pillars  which  become  imbedded  in 
the  open  pores  and  cells  of  the  contacting  surfaces 
(mechanical  adhesion). 

Adhesives  used  in  earlier  periods  of  aircraft  construction 
were  albumen  glues  and  casein  glues.  Joints  made  with 
these  adhesives  were  quite  strong  but  not  resistant  to 
water  and  bacterial  decay  (mould),  a  great  disadvantage 
of  wooden  aeroplanes  in  the  competition  with  metal  air- 
craft. 

Wood  is  a  very  easy  material  to  work  with.  It  does  not 
require  highly  skilled  labour  and  costly  tools  and  where 
only  a  small  quantity  has  to  be  made  wooden  construction 
is  much  cheaper  than  metal.  But  considerable  difficulties 
arise  when  great  quantities  of  aeroplanes  are  needed  and 
a  quantity  production  method  has  to  be  devised. 

The  greatest  difficulty  in  applying  quantity  production 
methods  in  wooden  construction  was  the  impossibility  of 
forming  wood  by  presses,  hammers,  etc.,  methods  easily 
applicable  to  sheet  metal  materials.  This,  with  such  dis- 
advantages of  wood  as  non-homogeneity  of  strength  prop- 
erties, variation  of  volume  and  strength  properties  with 
the  moisture  content,  physical  defects,  unreliability  of 
animal  glues  and  unsuitability  for  quantity  production 
hindered  the  development  of  wooden  aircraft  construction 
for  many  years. 

The  most  serious  obstacle  was  the  unreliability  of  the 
glues  then  available,  but  when  this  difficulty  was  overcome 
others  could  be  easily  dealt  with. 

The  return  to  the  use  of  wood  began  with  the  advent 
of  adhesives  made  of  synthetic  resins,  which  are  either 
based  upon  phenolic  formaldehydes  (so-called  bakélite) , 
or  upon  urea  formaldehydes  or  carbamides.   During  their 


transition  period  from  the  soluble  stage  (stage  B)  to 
complete  condensation  or  polymerization  (stage  C),  these 
synthetic  resins  make  excellent  adhesives  for  timber. 

Synthetic  resins  are  the  only  glues  which  are  moisture 
resistant  after  solidification  and  are  immune  to  bacterial 
and  mould  attack.  Their  inherent  strength  may  be  used 
for  improving  the  natural  strength  of  timber. 

The  advent  of  synthetic  resins  started  a  new  era  in 
wooden  aircraft  construction  and  after  considerable  efforts 
made  by  engineers  most  of  the  disadvantages  of  wood 
have  been  eliminated.  The  lack  of  uniformity  of  strength 
of  wood,  its  susceptibility  to  variation  of  moisture  content 
and  lack  of  homogeneity  because  of  physical  defects,  are 
remedied  by  employing  laminated  wood.  This  material  is 
made  of  wooden  veneers  sliced  or  rotary  cut,  assembled 
with  a  proper  adhesive  under  pressure.  In  modern  wood 
construction  synthetic  resins  are  used  almost  exclusively. 
By  a  suitable  arrangement  of  veneers,  combining  different 
thicknesses,  using  different  kinds  of  wood  and  disposing 
grain  at  suitable  angles  it  is  possible  to  build  wooden 
panels  and  beams  of  fairly  uniform  strength  and  of  con- 
stant shape  and  volume;  the  strength  and  moisture  re- 
sistance of  this  material  is  greatly  improved  by  the 
presence  of  synthetic  resins. 

The  experimental  work  in  modern  wood  construction  is 
carried  on  by  several  organizations  in  this  country,  for 
instance,  in  the  National  Research  Council  by  Mr.  W.  T. 
Reid,  under  the  supervision  of  Dr.  Parkin;  in  the  Massey 
Harris  Company  by  Mr.  Lezier  and  Mr.  Mclntyre,  and 
by  the  Experimental  Department  of  de  Havilland  Aircraft 
of  Canada.  The  author's  connection  with  the  latter  com- 
pany enables  him  to  describe  some  of  its  work. 


-    5ECTION     - 

Fig.  3 — Diagram  showing  method  of  moulding  with 
"cold  set"  adhesive. 

Experiments  are  carried  out  with  three  objects:  finding 
the  best  arrangement  of  veneer  in  composite  laminated 
panels,  determining  the  most  suitable  adhesive  and  de- 
veloping production  methods  comparable  to  methods  used 
in  metal  construction. 

A  series  of  systematic  tests  have  been  made  on  com- 
posite panels  made  of  Sitka  spruce  and  yellow  birch 
veneer.  The  effect  of  different  factors  has  been  inves- 
tigated and  among  them  the  influence  of  angle  of  grain 
with  the  direction  of  main  force  applied,  thickness  of 
veneer,  etc.    Composite  panels  of  very  satisfactory  and 


THE  ENGINEERING  JOURNAL     December,  1941 


591 


PRU^b 


AC 

HI<»H  FREQUENCY 


Fig.  4 — Diagram  showing  method  of  moulding  with 
high  frequency  electrostatic  process. 

uniform  strength  have  been  developed.  The  tensile  strength 
of  spruce  panels  was  raised  from  9,400  to  12,000  lb. 
per  sq.  in.  and  the  compressive  strength  from  5,000 
to  8,000  lb.  per  sq.  in.  Tests  were  made  on  adhesives 
of  different  kinds.  Phenol  formaldehyde  or  bakélite  resins 
of  Canadian  make  have  given  good  results.  All  phenolic 
adhesives  tested  were  of  the  hot  setting  type.  A  solution 
of  fusible  resin  is  used  for  assembling  veneer.  In  order  to 
pass  into  the  final  insoluble  stage  the  resin  must  be  cured 
at  about  300  deg.  F.,  after  which  it  becomes  insoluble  and 
when  heated  again  does  not  melt.  After  extensive  tests 
it  has  been  found  that  bakélite  resin  TR.  9066  is  very 
suitable  for  manufacturing  composite  laminated  panels. 
A  large  family  of  urea  formaldehyde  resins  was  inves- 
tigated and  it  was  found  that  glues  manufactured  by  the 
Plaskon  Company,  Toledo,  Ohio,  give  very  good  results. 
There  are  cold  setting  Plaskon  glues  which  do  not  require 
hot  cure  and  are  very  convenient  for  the  assembly  of 
aeroplane  components. 


Considerable  work  has  been  done  in  elaborating  pro- 
cesses which  may  make  large  production  of  wooden  aero- 
planes possible.  A  method  which  is  being  extensively  tried 
is  that  of  moulding  in  a  pressure  tank. 

Let  us  assume  that  a  double  curvature  surface,  for  in- 
stance a  part  of  a  streamlined  fuselage  skin,  is  to  be 
manufactured.  A  wooden  form  of  the  required  shape  is 
made.  Strips  of  skin  veneer  1/32-1/16  in.  thickness  are 
laid  in  several  layers  on  the  form,  and  are  spread  with 
a  solution  of  resin  and  dried.  The  form,  with  veneers,  is 
put  in  a  rubber  bag  with  a  valve.  The  bag  is  closed  and 
the  air  is  exhausted  from  the  bag.  Then  the  bag,  with 
the  contents,  is  put  into  a  pressure  tank  (autoclave).  The 
interior  of  the  bag  remains  in  communication  with  the 
atmosphere.  Steam  under  pressure  of  about  70  lb.  and 
temperature  about  300  deg.  F.  is  admitted  to  the  tank, 
supplying  the  pressure  and  heat  necessary  for  curing  the 
resin.  Aiter  a  suitable  interval  of  time  the  bag  is  removed 
from  the  tank  and  the  form  taken  out  of  the  bag.  The 
veneers  laid  on  the  form  are  found  to  be  moulded  into  a 
smooth  rigid  surface  of  the  desired  shape.  Another  method 
of  forming  laminated  surfaces  makes  use  of  a  female  die 
and  the  result  is  much  the  same. 

If  urea  resins  are  used,  only  220-230  deg.  F.  temperature 
is  needed  and  in  that  case,  a  combination  of  steam  and 
compressed  air  is  used. 

Another  very  promising  process  is  in  preparation,  in 
which  the  curing  heat  is  generated  by  a  high  frequency 
electro-static  field  of  about  50.000,000  cycles.  The  pressure 
is  applied  by  a  hydraulic  press. 

The  Experimental  Department  of  the  de  Havilland 
Company  is  making  a  wing  for  one  of  the  metal  aeroplanes 
in  production  in  this  country  using  moulded  plastic  wood 
construction.  Other  experiments  are  under  way  and  there 
is  reason  to  suppose  that  there  will  be  a  new  branch  of 
aircraft  industry  based  on  the  product  so  abundant  in 
this  country  contributing  to  the  war  effort  and  helping  to 
put  an  aeroplane  within  the  reach  of  the  average  man. 


CO-OPERATIVE  ENGINEERING  EDUCATION* 

DOUGLAS  F.  MINER 
George  Westinghouse  Professor  of  Engineering,  Carnegie  Institute  of  Technology,  Pittsburg,  Pa.,  U.S.A. 

An  address  delivered  at  the  Sixth  Annual  Meeting  of  the  Allegheny  Section  of  the  Society  for  the  Promotion  of  the 
Engineering  Education,  Pittsburg,  Pa.,  on  October  26th,  1940. 


The  preparation  of  engineers  for  positions  of  responsi- 
bility in  industry  involves  training  in  two  steps.  The  first 
step  covers  the  learning  of  general  principles  of  technical 
and  allied  subjects,  chiefly  through  recorded  and  spoken 
means,  or  in  other  words  from  formal  teaching.  Hereby 
the  mental  tools  of  the  profession  are  provided,  and  in- 
struction given  for  their  use.  Knowledge  is  imparted  by 
telling  or  demonstrating  what  other  people  have  found 
out  or  are  at  present  doing.  Laboratory  and  shop  practice 
emphasize  and  supplement  this  information  by  having  the 
student  gain  manual  and  visual  verification  of  the  findings 
of  his  predecessors.  Knowledge  then  becomes  a  part  of  his 
own  experience.  So  far  he  has  made  no  productive  con- 
tribution to  society.  As  a  physical  analogy,  he  has  been 
practicing  in  a  gymnasium  by  lifting  weights,  swinging 
clubs,  and  flexing  his  muscles,  acquiring  strength  and  skill 
in  their  use,  for  later  application  to  useful  pursuits.  He 
has  not  yet  shoveled  any  dirt  or  hoisted  a  load  or  felled 
a  tree. 

The  second  phase  of  training,  just  as  necessary  as  the 


*  Reproduced  by  special   arrangement  with  the  Society  for  the 
Promotion  of  Engineering  Education. 


first,  is  learning  through  actual  work  how  to  apply  the 
knowledge  acquired.  Such  development  may  be  a  planned 
procedure  under  educational  guidance,  or  it  may  be  the 
trial  and  error  and  observation  method  of  the  individual 
in  growing  up  in  a  job.  Here  what  he  does  counts  in 
dollars  and  cents  for  good  or  bad.  When  the  exercise  is 
over,  the  elements  cannot  be  taken  apart  and  put  back 
on  the  shelf,  as  with  laboratory  equipment  or  the  familiar 
constructional  toys.  The  result  stands  as  an  irretraceable 
event.  In  this  phase  the  student  learns  by  doing  and  as 
his  judgment  and  experience  increase,  his  responsibilities 
grow.  He  learns  to  select  and  choose  from  the  tools  he 
has  forged  and  sharpened  in  school  to  suit  the  problems 
presented. 

The  two  parts  of  this  educational  problem  are  both 
essential  and  must  be  acquired  either  formally  or  by  self- 
effort.  The  fundamental  instruction  can  best  be  done  on 
the  college  campus,  where  facilities  and  staff  are  available 
for  this  kind  of  work.  It  seems  unnecessary  and  a  duplica- 
tion of  facilities  for  industry  to  set  up  engineering  colleges 
within  the  factory  gates.  Likewise,  it  is  somewhat  futile 
for  the  engineering  college  to  maintain  up-to-date  shops 
and  production  facilities  in  which  comprehensive  instruc- 


592 


December,  1941     THE  ENGINEERING  JOURNAL 


tion  can  be  given.  Such  equipment  in  industry  is  con- 
stantly changing,  as  are  the  engineering  and  manufactur- 
ing procedures  that  go  with  it;  and  what  is  the  latest 
word  to-day  may  be  obsolete  next  year.  Design  procedure 
also  changes  rapidly,  so  that  the  materials  and  methods 
of  to-day  are  gone  to-morrow.  Only  the  essential  principles 
are  of  permanent  value  to  the  student.  This  part  of  the 
job,  of  adjusting  the  man  to  his  work  and  teaching  him 
to  get  desired  results  that  are  measured  for  good  or  bad 
in  dollars  and  cents  and  not  in  A's  and  F's,  can  be  left 
to  industry  for  the  most  part.  In  fact,  the  detailed  training 
desirable  for  one  factory  may  be  useless  in  another. 
Studying  the  methods  of  a  foundry  may  be  wholly  un- 
necessary for  a  man  entering  a  textile  mill. 

While  it  is  clear  that  there  are  two  distinct  phases  of 
technical  training,  it  must  not  be  concluded  that  the  two 
are  independent  and  unrelated.  Co-ordination  is  useful 
and  productive  of  best  results.  If  the  two  parts  of  educa- 
tion are  locked  in  separate  brain  compartments,  the  one 
will  not  supplement  the  other.  The  student  must  on  one 
hand  know  why  he  is  learning  the  principles  of  static 
mechanics,  and  in  what  kind  of  situations  his  knowledge 
may  be  applied.  On  the  other  side,  he  must  "  spot  "  in 
every  new  or  puzzling  practical  problem,  its  breakdown 
into  simple  parts  and  must  recognize  into  what  classifica- 
tion the  elements  of  the  unsolved  difficulty  can  be  placed. 
Then  he  will  be  able  to  select  the  principles  to  apply,  from 
his  accumulated  knowledge.  Let  us  illustrate.  The  laws 
of  heat  dissipation  by  conduction,  radiation,  and  con- 
vection will  take  on  new  significance  when  the  young 
engineer  goes  through  the  process  of  calculating  tempera- 
ture rise  in  an  electrical  machine.  And  on  the  other  side, 
when  the  engineer  is  confronted  with  failures  of  high-speed 
turbine  blades,  he  will  first  consider  that  here  is  a  com- 
bination of  heat,  alternating  stress,  impact  stresses,  and 
erosion  of  steam,  which  may  all  be  in  the  picture.  He  will 
find  methods  of  measuring  the  stresses  and  vibration 
amplitudes,  will  study  how  his  chosen  materials  behave 
at  the  temperatures  observed,  and  will  then  begin  to  apply 
principles  of  static  and  dynamic  mechanics,  thermal  be- 
havior of  metals,  and  the  metallurgical  facts  he  may 
require,  all  resulting  in  a  better  design. 

If  he  is  having  trouble  with  drying  a  lacquer,  he  will 
start  brushing  up  on  vapor  pressures,  rates  of  evaporation, 
and  how  these  vary  with  temperature  and  humidity. 

To  bring  about  this  element  of  co-ordination,  between 
scientific  principles  and  their  use,  the  various  known  plans 
of  co-operative  education  have  been  devised.  Interspersed 
or  concurrent  school  and  factory  work  have  been  thereby 
combined  to  give  the  needed  twofold  training. 

The  historical  development  of  co-operative  engineering 
courses  was  very  interestingly  related  by  Professor  K.  L. 
Wildes,*  who  states  that  the  alternating  or  "  sandwich  " 
system  of  education  existed  in  Scotland  a  century  ago. 
The  six  months'  university  term  was  followed  by  a  six 
months'  work  term,  because  of  financial  necessity.  Any 
correlation  between  the  work  and  school  was  incidental. 
In  1824  in  this  country  Rensselaer  Polytechnic  Institute 
supplemented  classroom  work  with  inspection  trips  to 
selected  factories  as  a  means  of  illustrating  classroom 
subjects.  In  1868,  Worcester  Polytechnic  Institute  was 
established  to  teach  skill  in  the  industrial  arts,  along  with 
training  in  science;  and  for  that  purpose  a  factory  was 
built  on  the  campus  which  manufactured  articles  for  sale. 
Student  apprentices  supplemented  the  skill  of  journeymen 
artisans.  This  shop  is  still  in  operation,  the  students  using 
the  commercial  facilities  but  no  longer  producing  goods 
for  sale.  Then  in  1880,  Massachusetts  Institute  of  Tech- 
nology established  a  shop  on  the  campus  in  which  manu- 
facturing methods  could  be  seen  and  tried  as  laboratory 

*  Co-operative  Courses:  Their  Development  and  Operating 
Principles.    A.I.E.E.,  July,  1930. 


practice  by  the  students.  Subsequently,  most  engineering 
schools  included  more  or  less  campus  shop  practice  in  the 
courses  offered. 

There  have  been  many  types  of  co-operative  courses  in 
successful  operation,  each  designed  to  follow  a  definite 
plan  for  the  accomplishment  of  certain  objectives.  It 
should  be  recognized  that  the  immediate  purposes  may  not 
all  be  the  same  in  co-operative  education.  Some  plans  have 
been  expressly  designed  as  a  standard  type  of  course  for 
all  or  most  students  entering  the  institution.  Courses  and 
shop  assignments  must  then  be  adapted  to  handling  large 
groups  of  students.  Other  plans  have  been  directed  toward 
special  training  of  a  limited  group  of  selected  students, 
aiming  at  the  development  of  the  best  that  a  combination 
of  good  human  material  and  good  special  training  can 
attain. 

A  description  of  the  Cincinnati  Plan  and  the  Massa- 
chusetts Institute  of  Technology  Plan  will  illustrate  the 
principles  of  the  two  types,  the  standard  course  and  the 
selective  course. 

The  Cincinnati  Plan,  originating  in  1906,  started  with 
a  6-week  cycle  of  work  and  study,  which  was  later  changed 
to  4  weeks.  The  basis  is  an  alternating  four  weeks  of 
school,  followed  by  four  weeks  of  shop  work,  throughout 
the  year,  which  is  divided  into  three  terms,  18  weeks,  16 
weeks,  and  18  weeks,  with  two  vacations  of  one  week 
each  during  the  last  week  of  each  of  the  two  18-week 
terms.  The  course  involves  a  total  of  five  years'  training, 
comprising  120  weeks  of  shop  experience  and  the  same 
amount  of  classroom  work,  all  leading  to  a  B.S.  degree. 
The  campus  time  is  thus  reduced  from  the  usual  144  weeks 
to  120.  This  general  plan  with  modifications  has  been 
adopted  by  more  than  twenty  colleges,  including  Antioch, 
Georgia  Tech,  University  of  Tennessee,  Alabama  Tech, 
University  of  Akron,  Newark,  and  Case.  In  some,  the 
periods  are  lengthened  to  13  weeks,  or  even  as  long  as  a 
semester  (Alabama  Tech) .  In  all  these  plans,  the  students 
are  grouped  in  pairs,  having  alternate  schedules.  One  of 
each  pair  works,  while  the  other  is  in  school.  In  this  way, 
a  given  factory  job  is  continuously  filled. 

The  Massachusetts  Institute  of  Technology  Plan  was 
started  in  1917  with  Professor  Timbie  in  charge,  to  de- 
velop selected  men  for  top  industrial  positions.  In  this 
scheme,  the  selection  of  certain  outstanding  men  taking 
the  regular  courses  is  made  at  the  end  of  the  second  year. 
Co-operative  work  begins  with  the  third  year  and  con- 
tinues for  three  years,  at  the  end  of  which  the  student 
is  granted  two  degrees,  B.S.  and  M.S.  The  schedule  for 
the  three  co-operative  years  is  divided  into  three  sections, 
the  two  school  semesters  and  the  summer.  Each  of  the 
co-operative  years  comprises  an  average  of  23%  weeks' 
work,  23%  weeks'  school,  and  5  weeks'  vacation.  The 
work  periods  are  of  term  length,  varying  in  length  from 
15  to  19  weeks.  During  the  last  term  of  the  fifth  year, 
the  two  alternate  groups  are  reunited  at  school  to  complete 
the  requirements  for  the  M.S.  degree. 

Instruction  is  continued  during  the  work  periods  by 
classes  conducted  by  the  school  staff.  The  work  periods 
are  given  all  by  one  company  for  a  given  student,  al- 
though several  companies  have  entered  the  Plan.  The 
students  are  thus  trained  for  the  business  and  usually 
enter  the  concern  at  which  they  obtained  their  experience. 
During  the  work  period,  two  school  subjects  are  conducted 
after  working  hours  and  are  completed  for  credit  in  four 
work  cycles.  This  permits  enough  credits  to  obtain  the 
two  degrees  at  the  end  of  five  years.  The  hours  spent  total 
11  per  week  in  two  periods  per  week. 

The  M.  I.  T.  Plan,  keeping  in  mind  its  aims,  offers  the 
advantage  of  a  trial  period  for  the  candidates.  Only  those 
who  successfully  complete  the  first  two  years,  thereby 
demonstrating  their  interest  in  and  adaptability  for,  an 
engineering  career,  are  eligible  for  the  co-operative  train- 


THE  ENGINEERING  JOURNAL    December,  1941 


593 


ing.  Selections  are  the  joint  responsibility  of  the  college 
and  the  co-operating  company. 

It  is  the  practice  at  some  colleges  to  broaden  the  outlook 
of  the  student  during  his  work  periods  by  supervised 
reading  and  report  writing.  At  Drexel,  this  plan  has  been 
admirably  worked  out.  During  each  of  the  seven  work 
periods,  three  books  must  be  read  and  reported,  ultimately 
covering  all  twelve  selected  subjects  such  as  economics, 
history,  travel,  religion,  psychology,  biology.  In  other 
words,  the  fields  are  chosen  deliberately  outside  of  engi- 
neering. It  is  reported  that  80%  of  the  students  read  more 
than  the  required  minimum,  and  in  addition  have  formed 
an  Industry  Club  for  the  discussion  of  cultural  subjects. 

Some  schools  have  recognized  the  15  months'  plan,  in 
which  the  student  leaves  school  after  the  junior  year  and 
spends  15  months  in  industrial  practice,  returning  to  finish 
the  final  year.  This  procedure  is  sometimes  followed  by 
the  student  for  financial  reasons,  apart  from  any  educa- 
tional motive.  Taken  by  itself,  the  15-month  work  period 
can  hardly  be  called  a  co-operative  plan  of  education, 
unless  there  is  real  co-ordination  between  school  and 
factory. 

There  are  inherent  virtues  in  both  the  Cincinnati  and 
M.  I.  T.  types  of  plan,  and  both  have  been  successful  in 
several  schools.  This  has  been  attested  both  by  the  college 
and  by  the  co-operating  industry.  Representative  of  the 
many  favourable  opinions  of  industry  is  the  paper  by 
A.  S.  Hotchkiss,  Director  of  Training,  Tennessee  Coal, 
Iron,  and  Railroad  Company,  "  Our  Purposes  and  Aims 
in  Employment  of  Co-operative  Students."*  He  states  that 
the  present  improvements  in  educational  methods  can  be 
greatly  aided  by  the  tremendous  facilities  of  industry 
used  as  a  laboratory  for  co-operative  learning.  Co-opera- 
tive work  shows  up  what  a  diploma  does  not.  It  brings  out 
the  following  bad  points,  if  existent,  in  sharp  relief:  the 
wrong  attitude  toward  work,  habits  of  carelessness,  tend- 
ency to  absences,  lack  of  mental  and  physical  alertness, 
abuse  or  waste  of  equipment,  slow  learning  rate.  On  the 
other  side,  it  will  show  energetic  attack,  acquisition  of 
poise,  discipline  of  mind  and  body,  appreciation  of  "the 
feelings  of  others,  refraining  from  "  frank  "  criticism .  and 
a  co-operative  spirit. 

We  wish  now  to  present  a  description  of  a  new 
co-operative  plan  devised  by  the  Westinghouse  Electric  & 
Manufacturing  Company  and  the  Carnegie  Institute  of 
Technology,  and  put  into  operation  in  1D38.  Before  start- 
ing, let  us  re-examine  the  goals  of  engineering  education 
aimed  at  industrial  positions. 

Much  has  been  written  on  the  subject  of  engineering 
education,  setting  forth  the  proposed  objectives.  We  will 
not  now  repeat  an  extensive  treatment  of  the  subject,  but 
give  a  few  high  points  which  have  been  found  important. 
A  negative  approach  might  conceivably  be  made  to  what 
is  wanted  in  young  engineers  by  listing  what  we  know 
that  we  want  to  avoid.  Thomas  Spooner**  analyzed  the 
apparent  causes  for  failure  of  young  engineers  from  a 
large  number  of  case  histories  and  found  only  a  small 
proportion  of  failures  were  from  lack  of  technical  training. 
He  notes  the  following  negative  attributes:  lack  of  co- 
operative ability,  diffidence,  unimpressive  personality,  lack 
of  initiative,  inability  to  sell  one's  self,  lack  of  ambition, 
lack  of  resourcefulness,  lack  of  analytical  ability.  The 
opposites  of  these  defects  seem  to  be  remote  from  the 
content  of  an  engineering  curriculum,  but  are  of  vital 
interest  to  industry,  particularly  for  leading  positions. 
Admitting  that  the  reverse  of  these  characteristics  is  de- 
sired, can  they  be  produced  by  engineering  courses  or  by 
any  type  of  education?  Some  believe  that  a  man  either 
has  acceptable  qualities  or  does  not  have  them,  and  that 
no  amount  of  training  will  create  something  that  does  not 


*S.  P.  E.  E.,  June.  1938. 

**  "  Characteristics  of  a  Group  of  Engineers,"  A.I.E.E.,  Dec.  1934. 


exist.  Carl  Snyder  in  his  book,  Capitalism  the  Creator, 
devotes  considerable  space  to  proof  of  the  universality 
of  inequality — that  resources  of  nature  and  abilities  in 
man  are  inherently  poorly  distributed,  according  to 
Pareto's  Law,  and  no  amount  of  human  muddling  can 
change  the  unequal  division  of  nature's  bounties.  If  we 
were  to  accept  this  fully,  all  we  can  do,  then,  is  to  develop 
a  satisfactory  means  of  selection  of  the  leaders  and  rele- 
gate the  rest  to  mere  existence.  But  most  of  us  are  not 
quite  that  despairing  of  human  intelligence.  Frequently 
human  minds  remain  incompletely  developed  until  some 
impulse  stirs  the  native  abilities  most  of  us  possess.  Snyder 
admits  that  each  of  us  has  some  ability,  probably,  to  do 
some  things  better  than  the  average  person  can;  and  the 
hope  of  civilization  lies  in  discovering  what  each  of  us 
can  do  best.  This  is  relevant  to  the  square  peg  and  round 
hole  concept.  The  very  word  "  education  "  implies  a 
"  drawing  forth,"  presumably  of  something  we  already 
have.  And  so,  technical  education  involves  first  the  selec- 
tion of  men  having  innate  abilities  above  the  average  in 
technical  fields  and  then  a  drawing  out  or  developing  by 
various  means  of  encouragement  and  stimulation.  If  there 
is  sufficient  exposure  of  the  promising  student  to  industrial 
conditions  and  problems  and  a  guidance  in  tying  in  the 
formal  study  with  its  application,  more  rapid  development 
of  the  man  is  attained,  provided  that  a  suitable  subject 
has  been  selected  in  the  first  place. 

One  thing  a  co-operative  course  can  accomplish  is  a 
prompt  adjustment  of  the  student  to  industrial  life.  Often 
a  student  entering  his  first  job  is  bewildered  by  the  situ- 
ation in  which  he  finds  himself.  The  routine  of  school  life 
with  direction  at  every  point  is  cast  aside.  He  is  thrown 
in  with  people  who  know  the  job  better  than  he  does 
and  know  short  cuts  through  daily  practice.  He  has  to 
make  his  own  decisions,  small  ones  at  first,  but  neverthe- 
less by  his  own  thinking,  and  is  hesitant  to  act  thereupon. 
He  begins  to  work  with  things  that  count  in  dollars  and 
cents.  No  longer  are  the  problems  mere  exercises  or  play. 
It  is  the  difference  between  a  child's  world  and  a  man's 
world.  He  is  often  bewildered  by  the  complexity  of  the 
daily  picture,  why  things  are  done  in  a  certain  way  and 
how  the  complex  organization  functions.  Recognizing  this 
state  of  affairs,  many  firms  hiring  engineering  graduates 
have  a  training  programme  designed  to  bridge  this  gap, 
a  procedure  long  ago  proven  to  be  worth  its  cost  in  time 
and  money.  If  this  readjustment  can  be  made  during  the 
school  years  through  co-operative  training,  much  is  to 
be  gained.  Such  a  plan  permits  a  gradual  and  controlled 
initiation  into  the  ways  of  industry,  to  the  advantage 
of  all. 

Another  advantage  of  co-operative  education  is  the 
mutual  education  of  the  educators.  Often  industry  under- 
stands little  of  the  process  of  administering  a  college;  and 
likewise,  many  college  staffs  have  slight  acquaintance 
with  the  "  work-a-day  "  world,  a  condition  less  marked  in 
engineering  colleges,  however,  than  in  other  types.  When 
both  sides  have  a  hand  in  preparing  a  student  for  his  job, 
entering  into  the  plan  with  whole-hearted  understanding, 
the  best  known  to  both  sides  can  be  effectively  combined. 

The  Westinghouse-Carnegie  Co-operative  Scholarship 
Plan,  inaugurated  in  1938,  was  patterned  after  the 
selective  scheme.  Representatives  of  the  Westinghouse 
Company  and  the  Carnegie  Institute  of  Technology 
undertook  an  extensive  study  of  possible  alternatives  and 
developed  the  present  plan  of  procedure.  The  aim  is  to 
select  and  train  a  limited  number  of  exceptional  students, 
with  the  hope  that  several  will  rapidly  develop  into  the 
leaders  of  the  future.  Some  people  have  claimed  that  there 
can  be  an  excess  of  opportunity  which  turns  young 
men's  heads,  creating  a  sense  of  snobbish  superiority. 
This  might  happen  with  some  students,  but  such  a  result 
would    cast     suspicion    on     the    method    of    selection    of 


594 


December,  1941     THE  ENGINEERING  JOURNAL 


candidates.  If  the  best  that  can  be  offered  in  the  cur- 
riculum, supplemented  by  the  best  that  can  be  given  in 
industrial  experience,  fails  to  produce  superior  men,  the 
blame  can  be  placed  on  a  lack  of  knowledge  of  how  to 
select  candidates,  a  possibility  which  cannot  be  ruled  out 
when  we  consider  the  inexactness  of  our  methods  of  mental 
measurements. 

The  financial  obligation  the  Westinghouse  Company 
undertook  in  this  programme  consisted  first  of  an  endow- 
ment sufficient  to  establish  a  professorship  of  engineering 
for  the  supervision  and  correlation  of  the  Plan.  Second, 
the  Westinghouse  Company  offers  ten  co-operative  scholar- 
ships each  year,  with  a  total  value  of  $3,420  each.  In 
addition,  responsibility  is  assumed  for  placing  the  students 
in  work  which  is  adapted  as  far  as  possible  to  the  train- 
ing planned  by  the  George  Westinghouse  Professor  of 
Engineering,  for  the  individual  student. 

The  Carnegie  Institute  of  Technology  assists  in  selection 
and  rating  of  the  candidates  and  enrolls  the  scholars  in 
the  regular  engineering  courses.  It  accepts  the  summer 
factory  experience  as  substitution  for  any  summer  shop 
or  laboratory  work  usually  required  on  the  campus. 

The  scholarships,  ten  of  which  are  awarded  each  year, 
cover  a  period  of  five  years,  during  which  time  a  four- 
year  engineering  course  is  completed  and  two  years  of 
industrial  experience  accumulated.  Each  summer,  includ- 
ing the  months  between  graduation  from  high  school  and 
entering  the  Carnegie  Institute  of  Technology,  the  scholar 
spends  at  a  Westinghouse  plant.  In  addition,  he  leaves 
school  in  the  middle  of  the  junior  year  and  spends  a 
full  year  in  the  factory,  returning  to  finish  the  remaining 
one  and  one-half  years.  During  the  whole  period  of  five 
years,  the  Westinghouse  Company  pays  the  scholar  a 
monthly  stipend  starting  at  $50  per  month.  At  graduation 
there  is  an  expectation  that  the  engineer  will  enter  the 
employ  of  the  Westinghouse  Company  if  he  so  desires, 
but  there  is  no  stated  obligation  on  either  side.  When  the 
plan  is  in  full  operation  there  will  be  fifty  men  in  training, 
for  which  the  Westinghouse  Company  is  paying  $34,200 
a  year  as  an  investment  to  produce  future  leaders. 

Early  each  year  announcement  of  the  scholarships  is 
publicized  through  Westinghouse  offices  all  over  the 
United  States.  The  process  of  selection  of  ten  boys  from 
the  hundreds  of  applicants  then  starts  with  a  comparison 
of  high-school  records.  Most  of  the  boys  stand  near  the 
top  of  their  high-school  classes,  and  a  choice  on  this  basis 
only  is  difficult  to  make.  One  straight-A  record  looks 
about  the  same  as  another.  Considerable  attention  is 
given  to  participation  in  student  activities  and  outside 
interests  such  as  publications,  sports,  etc.  In  the  applica- 
tion the  boy  is  asked  to  describe  some  technical  device 
as  an  indication  of  his  aptitude  in  engineering  subjects. 
After  all  the  records  are  collected  and  compared,  about 
150  of  the  most  promising  candidates  are  selected  for  an 
examination.  This  test  is  of  the  mental  aptitude  type 
and  is  given  on  the  same  day  at  as  many  as  50  locations 
over  the  United  States  under  the  supervision  of  a  West- 
inghouse representative.  These  two  criteria  (high-school 
record  and  examination)  constitute  the  basic  means  of 
selection;  but  to  these  are  added  several  others.  Letters 
of  recommendation  are  considered,  and  personal  interview 
of  each  candidate  is  used  as  an  essential  procedure  in 
bringing  out  some  personality  factors.  Some  effort  is 
directed  toward  obtaining  good  geographical  distribution 
of  the  candidates,  other  factors  being  equal.  It  is  advan- 
tageous to  both  the  Company  and  to  Carnegie  Tech  to 
have  representation  from  many  sections  of  the  country. 

Among  the  present  30  scholars,  6  are  from  Pittsburgh 
and  vicinity,  8  from  Pennsylvania  outside  of  Pittsburgh, 
and  the  remaining  16  from  10  states  spreading  from 
Washington  to  New  Jersey  and  from  Wisconsin  to  Georgia 
and  Texas. 


The  selection  of  courses  by  the  successful  candidates 
has  embraced  most  of  the  engineering  courses  offered,  as 
segregation   of  the  present  30   students  shows: 

Chemical  Engineering 5 

Electrical  Engineering 8 

Management  Engineering 5 

Mechanical  Engineering 8 

Metallurgical   Engineering 2 

Physics 2 

30 
We  come  now  to  an  attempt  to  evaluate  the  results 
attained  thus  far.  One  tangible  criterion  is  the  scholastic 
grades  made  by  the  scholars.  By  that  standard,  the  record 
is  good.  Translated  into  factors  (4.00  maximum),  the 
first  two  groups  have  established  the  following  averages: — 

1938  Group 

First  Year 2.85 

Second  Year 2.81 

1939  Group 

First   Year . 3.44 

At  the  end  of  the  first  year,  the  1939  Group  captured  the 
four  top  places  in  their  class,  and  all  ten  were  in  the 
highest  20%. 

The  campus  activity  interests  of  the  Westinghouse 
Scholars  have  been  varied  and  many.  Encouragement  has 
been  given  to  active  participation  in  something  for  every 
man,  in  accordance  with  his  natural  talent  or  tendency. 

Activities  of  1938  and  1939  Groups  (20  Men) 

No.  of  Men 
Activity                                                                    Participating 

Class  officer 1 

Dormitory   officer 4 

Fraternity    offices 3 

Undergraduate    honoraries 3 

Y.  M.  C.  A.  Cabinet 4 

Publications 13 

Musical  Organizations 7 

Camera    Club 2 

Debating    2 

Rifle    Team 2 

Hockey   1 

Basketball    1 

Tennis     2 

Swimming    2 

Misc.  Social  Activities 4 

Intramural  and  Dormitory  Athletics 12 

The  industrial  assignments  during  the  summers  have 
covered  three  general  locations:  laboratories,  engineering 
offices,  and  factory  offices.  Several  students  have  had  in- 
teresting experiences  in  the  Research  and  other  labora- 
tories. One  worked  on  the  Westinghouse  atom-smasher, 
helping  make  adjustments  and  measurements  during  its 
assembly.  The  job  ranged  from  setting  up  electronic 
measuring  circuits  for  counting  electrons  to  cleaning  soot 
out  of  the  tank  after  an  accidental  fire  occurred  in  some 
insulation.  Although  the  metallurgical  knowledge  of  a 
high-school  student  is  obviously  limited,  one  boy  found 
himself  in  the  summer  before  entering  Carnegie  preparing 
single  metal  crystals.  Measuring  the  electrical  properties 
of  new  organic  compounds  rather  had  one  fellow  in  over 
his  depth,  but  after  he  returned  to  school  the  principles 
of  Physics  and  Chemistry  took  on  new  meanings.  The 
uses  to  which  Analytical  Chemistry  can  be  put  in  the 
inspection  of  incoming  raw  materials  occupied  the  time 
of  a  young  Chemical  Engineering  student.  Another  job 
was  to  follow  through  in  the  shop  the  trial  of  a  new 
insulated  wire  and  see  what  troubles  were  encountered. 

Some  of  the  Management  students  have  helped  study 


THE  ENGINEERING  JOURNAL     December,  1941 


595 


costs  of  manufacture.  What  are  the  parts  of  which  a 
device  is  made,  and  how  much  does  each  operation  cost? 
Is  there  a  means  of  eliminating  a  machining  operation, 
or  can  two  parts  be  fastened  at  one  operation?  Another 
factory  job  was  finding  possible  applications  for  newly 
discovered  or  developed  methods.  A  new  type  of  brazed 
joint  was  thought  to  be  excellent  for  making  tips  for 
contactors.    Would  it  be  satisfactory   and   save  money? 

Students  in  the  engineering  design  offices  have  acted  as 
messengers,  going  all  over  the  shop  for  drawings,  corre- 
spondence, or  information.  Some  have  had  experience 
in  drafting  and  others  in  working  with  drawings,  learning 
how  they  are  made  and  used,  and  how  the  necessary- 
clerical  system  of  numbers  on  drawings  functions.  Trans- 
lating experimental  data  on  new  designs  into  quickly 
comprehended  curves  helped  another  student  to  learn  the 
language  of  expressing  engineering  facts.  Some  design 
experience  included  the  calculation  of  critical  speeds  of 
machines,  using  some  of  the  short-cut  methods  that  have 
been  evolved.  Estimating  the  weight  of  machine  parts 
from  the  drawing  proved  to  be  an  interesting  job. 

This  last  summer,  six  of  the  students  were  sent  to 
Westinghouse  plants  in  other  cities  to  get  experience  on 
specific  subjects.  Two  were  interested  in  large  quantity 
production.  Another  wanted  to  find  out  how  transformers 
were  built.  From  such  assignments  the  organization  and 
operation  of  a  large  company  can  be  studied. 

In  all  this  work  the  department  heads  at  the  plants 
have  taken  a  keen  interest  and  have  paved  the  way  for  a 
maximum  of  useful  experiences;  but  the  boys  obtain  no 
special  favours  and  are  expected  to  put  out  a  day's  work 
the  same  as  regular  employees.  Adjustment  to  the  ways 
of  industrial  life  is  gradual,  and  the  students  get  to  feel 
at  home  among  factory  and  office  surroundings. 

It  has  been  noted  that  this  practical  experience  has 
motivated  the  subsequent  school  work.  The  uses  to  which 
technical  information  is  put  become  apparent;  and,  more 
important,  the  need  for  more  training  is  emphasized. 
Every  day  a  new  problem  is  met,  and  the  answer  requires 
information  the  student  does  not  have.  He  feels  he  wants 
to  learn  more  on  specific  subjects,  so  he  will  know  why 
certain  devices  behave  the  way  they  do.  Perspective  is 
increased  notably,  and  all  the  various  subjects  become 
integrated  into  a  harmonious  picture.  The  effect  of  some 
of  the  summer  work  has  been  decisive  in  steering  the 
students'  programmes.  Some  have  found  confirmation  of 
their  original  interests,  and  others  have  had  an  awakening 
in  new  channels  sufficient  to  warrant  a  change  of  course. 

Four  of  twenty  scholars  changed  courses  at  the  end  of 
the  first  year  because  of  new  interests  brought  out  by 
their  experiences. 

We  feel  fully  confident  after  two  years'  operation  of  the 
Carnegie-Westinghouse  Scholarship  Plan  that  we  have 
embarked  on  a  successful  venture,  and  that  some  of  the 
admitted  difficulties  in  engineering  training  may  be  solved 
by  a  process  of  learning  which  includes  us  all.  Carnegie 
Institute  of  Technology  will  have  a  more  adequate 
appreciation  of  the  problems  and  needs  of  an  industry, 
and  Westinghouse  will  learn  that  the  education  of 
engineers  is  not  all  football  and  vacations. 

DISCUSSION 

J.  Harrison  Belknap* 

Dr.  Miner's  paper  is  so  complete  that  I  shall  not  attempt 
to  cover  more  than  the  mechanism  of  the  plan. 

Each  year  as  we  make  our  arrangement  for  the  selection 
of  the  ten  scholars,  we  seek  the  help  of  our  district  offices 
— located   in   all   principal   cities — in   spreading   the   an- 

*  Manager,  Technical  Employment  and  Training,  Westinghouse 
Electric  and   Manufacturing  Company,  Pittsburgh,  Pa. 


nouncement  of  the  opportunity  to  the  high  schools  of  their 
areas.  In  this  action  we  obtain  a  remarkably  large  cover- 
age but,  through  the  personal  effort  of  our  Westinghouse 
associates  and  others,  a  still  larger  spread  of  information 
concerning  the  scholarships  is  had. 

Applications  received  from  all  sources  by  Westinghouse 
are  next  sent  to  the  Registrar's  Office  at  Carnegie  Institute 
of  Technology.  The  grades  as  reported  on  the  transcripts 
are  weighted  in  terms  of  the  high  school  standing  and, 
after  due  consideration  of  all  points  in  connection  with 
the  student's  academic  record,  a  numerical  value  is  affixed 
to  the  application. 

The  first  elimination  of  application  papers  is  on  the 
basis  of  the  Carnegie  requirements  as  agreed  upon  when 
the  plan  was  developed.  During  the  past  year  we  con- 
sidered only  those  applicants  whose  grades  were  above 
3.4,  4.0  representing  a  straight  A  record.  This  plan  without 
question  eliminates  all  who  would  not  be  found  in  the 
upper  15%  of  their  respective  classes. 

Dr.  Miner  has  briefly  mentioned  our  consideration  of 
the  extra-curricular  activities  of  the  student.  We  do  give 
the  participation  in  significant  high  school  student  body 
and  class  activities  a  very  careful  examination  and  look 
to  the  testimonials  submitted  by  the  applicants'  teachers 
and  others  for  supporting  evidence  of  well-rounded  char- 
acteristics. The  high  scholastic  standing  of  the  great 
majority  of  the  applicants  justifies  critical  consideration 
of  other  characteristics,  aptitudes  and  interests. 

After  the  second  step  in  eliminations  mentioned  in  the 
foregoing,  competitive  examinations  are  arranged  for  as 
many  geographical  locations  as  are  necessary  to  meet  the 
requirements.  Last  year  groups  of  from  1  to  95  were 
given  the  examination  in  42  different  cities.  The  examina- 
tions were  administered  in  accordance  with  a  carefully 
prescribed  plan  by  a  Westinghouse  representative  assisted 
by  a  local  high  school  principal. 

The  careful  comparison  of  examination  papers,  high 
school  records,  outside  activities,  aptitudes  and  interests 
results  in  the  appointment  by  Westinghouse  of  10  George 
Westinghouse  Scholars.  In  the  final  selections  consider- 
ation is  given  to  the  interests  of  the  candidates  as  related 
to  the  typical  Westinghouse  requirements  from  the  various 
classifications  such  as  electrical  engineering,  mechanical 
engineering,  metallurgical  engineering,  etc. 

I  may  emphasize  that  we  operate  with  meticulous  care 
as  we  proceed  through  the  various  steps  leading  to  the 
appointments.  All  applications  are  acknowledged  and  all 
candidates  are  advised  of  their  standing.  Notices  of 
acceptability  for  appointment  are  made  by  telegraph  and 
confirmed  by  letter  with  complete  advice  as  to  reporting. 
The  parents  have  a  part  in  the  final   arrangements. 

It  may  interest  you  to  know  that  all  out-of-town 
scholars  are  met  by  a  Westinghouse  representative  upon 
their  arrival.  Assistance  is  given  as  they  locate  rooming 
accommodations  and  finally  a  wire  is  sent  to  the  parents 
advising  of  their  son's  location  in  our  community.  I  can 
assure  you  a  definite  personal  interest  in  the  welfare  of 
the  newcomers  is  evident. 

The  first  day  at  the  East  Pittsburgh  plant  is  given  over 
to  an  explanation  of  the  initial  assignment,  a  trip  through 
the  factory,  a  group  meeting  with  the  older  scholars,  a 
luncheon  and  finally  a  personal  introduction  to  the  one 
under  whom  each  will  serve  during  the  first  summer. 

A  little  later  the  several  groups  are  called  together  for 
a  garden  party  at  which  time  the  individual  scholars  give 
a  short  report  of  their  activities  on  their  first  assignment. 
Assemblies  for  the  purpose  of  "  seeing  what  the  other 
scholars  are  doing  "  continue  throughout  the  summer. 
These  informal  meetings  are  of  real  benefit  as  a  part  of 
the  plan  of  orientation.  Facts  uncovered  as  the  "  work  and 
learn  "  programme  continues,  together  with  counsel  with 


596 


December,  1941     THE  ENGINEERING  JOURNAL 


the  "  older  heads,"  enables  the  scholar  to  judge  as  to  the 
correctness  of  his  choice  of  engineering  field.  Changes  in 
programme  may  be  made,  and  factory  experiences  may  be 
altered  accordingly.  There  is  complete  flexibility  in  the 
plan. 

Finally  as  the  plan  continues  into  the  3rd,  4th  and  5th 
years,    there   will    be    complete    co-ordination    with    our 


graduate  student  programme,  as  the  groups,  upon  the 
completion  of  their  academic  preparation  at  Carnegie, 
will  indeed  become  an  additional  source  of  technical  per- 
sonnel. We  believe  that  the  scholars  will  be  entirely 
oriented  and  definitely  productive  after  graduation. 
Westinghouse  is  very  glad  indeed  to  be  associated  with 
Carnegie  Tech  in  this  new  co-operative  arrangement. 


THE  ENGINEER  AND  THE  POST-WAR  PERIOD 


E.  R.  JACOBSEN,  m.e.i.c. 


The  Atlantic  Charter 

Prime  Minister  Churchill  failed  to  show  up  for  a  christ- 
ening and  President  Roosevelt  had  gone  fishing.  For  three 
days  they  conferred  somewhere  in  the  "  gray  reaches  "  of 
the  North  Atlantic.  True,  their  general  staffs  also  con- 
ferred, but  the  announced  result  of  this  historic  meeting 
was  the  now  famous  "  Charter  of  the  Atlantic.  "  Previous- 
ly, it  had  not  been  considered  quite  the  thing  to  discuss 
war  aims  beyond  the  patent  necessity  of  winning.  But 
ordinary  people  everywhere  had  not  forgotten  the  frustra- 
tions and  disillusionments  of  the  last  twenty  years.  They 
knew  that  we  must  do  more  than  win.  We  did  that  much 
last  time.  And  so  the  Atlantic  Charter  is  the  promise, 
for  free  and  conquered  peoples  alike,  not  only  of  victory 
but  of  a  better  world.  It  is  the  recognition  of  the  fact  that 
men  and  women  will  fight  better  and  endure  more  if  they 
are  given  a  vision  of  a  brighter  future  and  the  assurance 
that  practical  steps  are  being  taken  to  implement  that 
vision.  Serious  and  detailed  discussions  of  our  post-war 
plans  are  now  coming  to  be  recognized  as  an  essential 
part  of  our  war  effort  and  an  important  contribution  to 
our  morale. 

Quite  apart  from  the  psychological  value  of  starting 
our  post-war  planning  now,  there  are  also  the  most  urgent 
practical  reasons.  We  dare  not  wait  for  victory  before 
starting  the  foundations  for  a  better  world.  By  the  time 
victory  is  won,  much  of  the  world  will  be  exhausted,  de- 
pleted and  embittered.  The  tension  and  unity  and  en- 
thusiasm of  a  great  effort  to  meet  a  great  emergency  will 
be  lost.  The  problems  of  survival  may  eclipse  all  others  and 
the  chaos  which  would  attend  an  unplanned  transition 
might  well  provide  the  opportunity  for  which  extremists 
with  no  love  of  democracy  are  even  now  laying  their  plans. 
Further,  the  problems  which  will  await  the  decisions  of 
free  peoples  will  be  so  unprecedented  and  so  far  reaching 
that  only  a  long  period  of  education  and  preparation  will 
make  correct  decisions  more  sure  and  prevent  the  hesita- 
tion and  division  which  would  open  the  way  for  the  de- 
magogue. 

A  Job  for  Engineers 

The  post-war  period  may  be  divided  into  two  phases. 
The  first  has  to  do  with  the  transition  from  war  to  peace. 
This  phase  includes  the  most  obvious  and  immediate  prob- 
lems which,  to  a  certain  degree  may  be  studied  from  a  na- 
tional or  even  local  point  of  view.  Upon  the  success  with 
which  these  problems  are  solved  will  depend  our  oppor- 
tunity to  join  with  others  in  facing  the  second  phase — 
the  great  task  of  producing  a  better  world.  Local  econom- 
ic collapse  and  dislocation  would  immeasurably  compli- 
cate the  more  important  long  term  problem.  Further, 
there  is  the  danger  that  such  collapse  and  dislocation 
might  be  used  as  a  pretext  for  converting  the  extensive 
governmental  controls  made  necessary  by  total  war  into 
the  permanent  machinery  of  a  totalitarian  state. 

It  is  becoming  more  and  more  clear  that  only  a  care- 
fully planned  programme  of  capital  expenditure  on  a  scale 


at  least  commensurate  with  our  war-time  expenditure 
will  suffice  to  tide  us  over  this  dangerous  period.  At  this 
point,  it  should  be  repeated  emphatically  that  the  prob- 
lems of  reconstruction  will  demand  solutions  far  beyond 
a  mere  physical  construction  programme.  What  is  being 
urged  in  this  article,  however,  is  the  suggestion  that  such 
a  programme  if  properly  planned,  will  bridge  a  chasm  into 
which  all  our  more  important  plans  might  otherwise  col- 
lapse. 

Such  a  programme  of  capital  expenditure  should  arise 
in  part  from  governmental^  inspired  public  works,  in 
part  from  capital  expansion  on  behalf  of  private  invest- 
ment, and  in  part  as  the  result  of  enterprises  springing 
from  technological  advances  or  pioneering  ventures. 

It  is  very  probable  that  in  the  early  stages  of  the  post- 
war period,  the  state  will  be  called  upon  to  assume 
the  major  portion  of  the  burden.  But  it  would  be  unwise 
to  rely  entirely  upon  the  conventional  type  of  public 
works  programme,  especially  if  it  were  improvised  at 
the  last  moment.  Such  a  solution  might  tend  to  prolong 
governmental  bureaucracy;  it  would  delay  the  return  to 
normal  peace  economy;  it  would  increase  the  burden  of 
taxation;  and  it  would  be  at  least  subject  to  the  dangers 
of  patronage  and  partisan  short-sightedness.  Nevertheless, 
the  government  and  the  public  who  support  it  should  be 
persuaded  that  public  expenditure  must  continue  with  lit- 
tle diminution  from  the  war-time  level  for  several  years 
after  the  war.  This  expenditure  should  be  so  skilfully 
planned  and  directed  that  it  will  then  taper  off  in  such  a 
manner  that  private  business  may  be  encouraged  to  take 
up  the  difference. 

Private  industry,  once  assured  of  this  type  of  co-oper- 
ation, should  be  willing  to  start  planning  its  own  capital 
expansion  now  and  to  begin  putting  it  into  effect  as  soon 
as  the  war  is  over.  The  extent  to  which  such  private  initi- 
ative can  be  persuaded  to  supplement  governmental  initi- 
ative will  be  a  direct  measure  of  the  speed  of  our  return 
to  normal  conditions  of  peace-time  production. 

Apart  from  capital  expenditures  for  the  extension,  im- 
provement, maintenance  and  repair  of  our  present  plant 
and  equipment,  what  new  developments  will  Canada  need 
and  support?  What  technological  advances  in  Canadian 
engineering  might  contribute  to  her  advantage?  How  are 
we  to  use  our  unharnessed  water  power?  How  are  we  to 
open  up  our  great  North  West?  How  can  we  use  synthetics 
and  plastics  and  the  soy-bean  to  bring  industry  and  farm- 
ing closer  together?  Are  we  to  try  to  attract  the  bombed 
industries  of  Britain  to  rebuild  in  Canada?  What  special 
development  in  low-cost  housing  might  result  from  the 
conjunction  of  Canadian  weather  and  Canadian  ingenu- 
ity? What  are  to  be  the  peace-time  products  of  our  greatly 
expanded  chemical  industry?  What  are  the  engineering 
implications  of  the  Hyde  Park  and  Ogdensburg  agree- 
ments? Writing  in  the  Carnegie  Report,1  Eugene  Staley 


1  Report  of  the  Commission  to  Study  the  Organization  of  Peace, 
International  Conciliation,  April,  1941. 


THE  ENGINEERING  JOURNAL     December,  1941 


597 


says,  "All  over  the  world  there  are  tools  to  be  made  and 
installed,  roads  to  be  built,  swamps  to  be  drained,  rivers 
to  be  controlled,  waterfalls  to  be  harnessed.  It  is  probably 
in  concerted  efforts  to  do  this  job  that  the  peoples  of  the 
world  stand  the  best  chance  of  finding  what  William 
James  called  the  moral  equivalent  of  war.  "  Now  Canada 
is  one  of  the  great  exporting  nations  of  the  world.  Are 
Canadian  engineers  technically  and  psychologically  pre- 
pared to  take  a  commensurately  important  place  in  the 
international  field? 

Public  works  and  private  investment  and  technological 
advance  cannot  and  should  not  be  considered  in  separate 
categories.  All  of  them  require  long  and  careful  advance 
planning  and  their  very  interdependence  adds  to  the  prob- 
lem. Committees  and  reports  and  recommendations  on 
reconstruction,  valuable  as  these  are,  are  not  enough.  By 
the  time  the  peace  is  signed,  there  should  be  in  vaults 
across  Canada — in  the  vaults  of  architects  and  engineers, 
government  and  municipal  departments,  engineering  and 
contracting  firms — completed  plans  and  drawings  for 
all  manner  of  necessary  projects.  Sites  should  be  chosen 
and  surveyed;  land  purchased  or  appropriated;  estimates 
made;  methods  of  financing  worked  out  and  even  the  al- 
location of  work  planned  in  advance. 

The  Problem  of  Control 

Another  very  important  aspect  of  the  problem  which 
will  demand  careful  thought  and  pre-arrangement  is  the 
constitution  of  proper  controlling  authorities.  Problems 
of  control  will  be  far  beyond  the  capacities  of  the  town 
council  or  the  local  politician.  Just  in  this  connection,  it 
may  be  that  the  discovery  of  the  proper  type  of  decen- 
tralized control  board,  with  specialized  functions,  work- 
ing autonomously  within  a  given  framework,  will  furnish 
the  middle  way  between  the  extremes  of  an  unplanned 
chaos  and  the  despotic  centralized  state.  The  British  Elec- 
tricity Board,  the  B.B.C.,  the  London  County  Council, 
the  Port  of  New  York  Authority,  the  Ontario  Hydro,  or 
the  Tennessee  Valley  Authority  may  well  be  sign  posts 
pointing  the  way  to  a  new  type  of  democratic  control.  If 
so,  it  is  significant  for  engineers  to  note  that  they  are  all 
primarily  engineering  undertakings. 

Of  course,  it  would  be  very  foolish  to  underestimate  the 
difficulties  involved  in  the  above  recommendations.  The 
author's  indulgence  in  dogmatic  statements — -far  from 
being  a  measure  of  the  simplicity  of  the  problem — is  di- 
rected merely  to  the  ends  of  brevity  and  provocation. 

British  and  U.S.  Plans 

It  is  not  the  purpose  of  this  paper  to  pursue  this  sub- 
ject much  beyond  the  stage  of  easy  generalities.  We  might, 
however,  sketch  in  a  few  outlines. 

The  first  step  which  suggests  itself  is  the  critical  ex- 
amination of  all  projected  non-war  work  with  a  view  to 
seeing  whether  it  could  possibly  be  postponed.  Indirectly, 
this  is  being  done  through  the  medium  of  the  various  ma- 
terial control  boards.  A  study  of  the  rate  of  deterioration 
and  obsolescence  would  be  a  useful  guide  in  laying  future 
plans.  In  listing  new  works  which  might  be  embarked 
upon  with  profit  or  social  advantage,  the  whole  field  of 
both  public  and  private  enterprise  should  be  canvassed. 
In  Britain,  where  this  problem  is  being  taken  very  seri- 
ously and  where  no  fewer  than  three  cabinet  ministers 
are  charged  with  post-war  planning  responsibilities,  they 
are  laying  down  construction  programmes  ranging  up  to 
thirty  years  in  the  more  severely  bombed  sections.  In  the 
United  States,  the  National  Resources  Planning  Board 
was  set  up  by  the  Executive  Order  of  President  Roose- 
velt who  has  recently  called  upon  it  to  work  out  a  six 
year  "  post  defense  "  programme.  The  Engineering  News 
Record  quotes  its  basic  objectives  as  follows: 

"In  order  to  provide  a  '  shelf  '  or  '  reservoir  '  of  pub- 


lic construction  projects  of  tested  value,  the  National 
Resources  Planning  Board  recommends: 

1.  Continuous  and  invigorated  efforts  to  secure  the 
preparation  of  six  year  programs  or  capital  budgets 
by  federal  agencies,  state  governments,  and  other 
agencies,  public  and  private,  anticipating  a  large  vol- 
ume of  construction  activity. 

2.  Development  of  alternative  lists  of  projects  in- 
cluded in  the  six  year  programs  according  to  size 
of  the  project,  types  and  location  of  skilled  and  un- 
skilled labor  involved,  materials  needed,  rapidity  of 
beginning,  and  flexibility  of  termination. 

3.  Immediate  inauguration  of  surveys,  investigations, 
and  preparations  of  engineering  plans  and  specifica- 
tions for  selected  projects  through  allocation  of  aids  to 
federal  and  non-federal  agencies  from  a  revolving  fund 
to  be  administered  by  the  President  through  his  execu- 
tive offices;  and  reimbursed  to  the  revolving  fund  as 
part  of  the  cost  of  contraction  of  the  project.  " 

More  specifically  charged  with  the  task  of  "  post  de- 
fense "  planning  is  the  newly  formed  Public  Works  Re- 
serve Board. 

Financing 

The  cost  of  financing  post-war  planning  might  be  re- 
garded as  a  legitimate  part  of  the  cost  of  our  war  effort. 
Compared  with  the  vast  cost  of  the  war,  it  would  be  a 
very  small  part  and  might  well  pay  for  itself  many  times 
over  as  a  sheer  investment  in  morale.  The  "  revolving 
fund,"  mentioned  above,  is  a  self  liquidating  scheme. 
There  is  also  a  bill  at  present  before  the  U.S.  Congress 
which  would  authorize  the  making  of  financial  advances 
for  future  planning. 

Engineers  Too  Busy 

One  of  the  most  obvious  difficulties  is  that  engineers 
already  have  more  work  than  they  can  manage.  About 
the  only  answer  to  this  is  that  we  usually  have  to  choose 
the  busiest  man  to  do  the  extra  job.  In  the  past,  engin- 
eers have  either  been  too  busy  to  worry  about  their  re- 
sponsibilities to  themselves  and  society  or  they  have  had 
nothing  to  do  except  reflect  that  opportunity  had  again 
passed  them  by.   It  is  said  that  this  is  an  engineer's  war. 

Problems  Being  Closely  Studied 

In  closing,  it  should  be  pointed  out  that  leaders  in  Can- 
adian life  are  keenly  aware  of  these  problems.  As  chair- 
man of  a  national  committee  on  post-war  reconstruction, 
it  has  been  part  of  the  author's  task  to  find  out  what  is 
being  done  in  official,  semi-official  and  private  circles  in 
respect  to  post-war  planning.  His  bibliography  of  books, 
reports,  publications  and  articles  on  reconstruction  already 
covers  four  closely  typed  sheets.  An  entire  article  could 
be  written  on  the  important  beginnings  already  made  in 
what  may  prove  to  be  a  movement  so  essentially  demo- 
cratic that  the  very  future  of  democracy  will  depend 
upon  it.  But  the  most  inspired  leadership  is  powerless 
under  democracy  if  it  has  not  the  support  and  encourage- 
ment of  an  educated  and  a  roused  public  opinion.  This 
time,  leaders  with  vision  must  not  be  repudiated  by  their 
own  people,  nor  should  the  leaders  be  allowed  to  proceed 
in  ignorance  of  their  peoples  wishes  and  intentions.  This 
article  suggests  that  engineers  should  take  an  important 
place  in  helping  to  build  an  educated  public  opinion;  it 
carries  the  implication  that  engineers  will  be  called  upon 
to  be  the  shock  troops  in  our  own  "  peace  offensive  "  and 
makes  the  plea  that  they  be  not  found  wanting. 


Editor's  Note: — The  author  has  made  available  to  Head- 
quarters a  limited  number  of  copies  of  a  bibliography  on  the 
subject  of  this  paper.  A  copy  will  be  sent,  upon  request,  to 
members  of  the  Institute  who  may  be  interested. 


598 


December,  1941     THE  ENGINEERING  JOURNAL 


Abstracts  of  Current  Literature 


THE  40-mm.  ANTI-AIRCRAFT  CANNON 

By  Major  Daniel  J.  Martin,  Ordnance  Dept.,  U.S.  Army 

From  Army  Ordnance,  Nov.-  Dec,  1941 

The  funnel-mouthed  Bofors  40-mm.  "  automatic  field 
gun  "  has  inspired  international  acceptance  probably  quite 
beyond  any  dreams  of  its  designers — if  cannon  designers 
may  be  said  to  dream  hopefully  for  popularity  of  a  pro- 
duct. The  gun  already  was  in  production  by  Bofors  in 
Sweden  when  the  Spanish  War  demonstrated  the  truth  of 
a  long-held  military  conclusion:  that  intermediate  calibre 
automatic  cannon  would  be  a  requisite  in  future  action  for 
defence  against  low-flying  aircraft. 

Great  Britain  has  continued  to  be  partial  to  the  40-mm. 
Bofors  gun,  and  there  have  been  many  published  reports 
attesting  its  efficiency  and  reliability.  There  have  been 
stories  that  it  was  this  gun  in  great  numbers  which  en- 
abled the  British  to  make  their  successful  withdrawal  at 
Dunkerque.  There  are  others  which  attribute  the  loss  of 
Crete  to  absence  of  these  weapons.  Still  others  report 
that  German  fliers  shy  away  from  areas  known  to  be 
protected  by  40-mm.  Bofors  guns. 

In  1940,  the  40-mm.  Bofors  gun  was  the  subject  of  ex- 
haustive tests  at  Aberdeen  Proving  Ground,  Md.  Results 
of  these  tests,  together  with  authoritative  information  on 
their  European  performance  against  low-flying  aircraft, 
combined  to  effect  standardization  of  a  gun  of  this  type 
by  the  Ordnance  Committee  early  last  spring  as  the  "  U.S. 
Army  40-mm.  gun  Ml." 

Contracts  for  manufacture  of  the  gun  have  been  award- 
ed and  the  first  pilot  models  were  turned  out  in  early  sum- 
mer. The  Chrysler  Corporation  of  Detroit  has  the  prime 
contract  for  the  gun  and  the  Firestone  Tire  &  Rubber 
Company  of  Akron,  a  prime  contract  for  the  carriage. 
Chrysler  is  sub-contracting  its  work  throughout  its  large 
organization,  and  Firestone  has  spread  its  work  among  368 
subcontractors. 

It  has  been  widely  known  for  some  time  that  aircraft 
most  dangerous  to  field  forces  do  not  fly  high.  Moreover, 
bombardment  of  cities  and  industrial  areas  has  been  con- 
ducted for  months  at  low  and  intermediate  altitudes,  as 
well  as  from  greater  heights.  Higher  aircraft  speeds  and 
aircraft  armor  also  are  considerations.  The  40-mm.  Bofors 
antiaircraft  automatic  cannon  (termed  by  the  manufac- 
turers the  "  40-mm.  automatic  field  gun  ")  has  proved  it- 
self under  these  conditions  of  aircraft  attack.  The  object 
of  its  fire  is  to  put  aircraft  out  of  action  by  direct  hits. 
Its  shells  are  detonated  instantly  on  impact.  "  Point- 
blank  "  fire  is  made  possible  by  tracking  aircraft  with 
reflecting  sights  and  adjusting  the  corrector  with  great  ac- 
curacy. Use  of  tracer  shell  permits  making  necessary 
corrections  and  observation  of  the  shell  group  near  the 
target. 

Fire  is  usually  in  bursts  of  four  to  five  rounds,  full 
automatic.  The  gunner  may  use  further  continuous  auto- 
matic fire  if  his  observations  show  it  can  be  effective. 
High  muzzle  velocity,  2,850  ft.  a  second,  results  in  a  vir- 
tually straight  trajectory  up  to  about  3,280  yds.  Short 
firing  time  makes  it  possible  to  regulate  the  fire  quickly. 
This  is  now  necessary  because  the  faster  bombers  remain 
within  effective  range  for  not  more  than  ten  seconds.  The 
sooner  the  bursts  reach  the  target,  the  more  rapidly  can 
any  necessary  corrections  be  made.  The  40-mm.  Bofors 
gun  can  be  aimed  with  great  rapidity  before  an  attack 
made  at  extremely  short  range  can  accomplish  all  the 
intended  results. 

General  data  of  the  40-mm.  gun  are  as  follows:  Rate  of 
fire,  120  to  140  rounds  a  minute;  weight  of  gun  in  firing 


Abstracts    of   articles    appearing    in 
the  current   technical  periodicals 


and  travelling  position,  4,300  lb.;  maximum  range,  11,000 
yd.  horizontal;  weight  oi  projectile,  2.205  lb.;  weight  of 
powder  charge,  0.628  lbs.;  weight  of  fixed  cartridge,  4.63 
lb.;  muzzle  velocity,  2,850  ft.  a  second;  vertex  for  time  of 
flight  of  11.5  sec,  high-explosive  tracer  shell,  5,391 
yd.;  range  for  time  of  flight  of  11.5  sec,  high-explosive 
shell,  5,413  yd.;  gas  pressure,  maximum,  42,630  lb.  per 
sq.  in.;  elevation  field,  minus  5  deg.  to  plus  90  deg. ;  tra- 
versing field.  360  deg.;  length  of  recoil,  7.874  in.;  wheel- 
base,  125.98  in.;  maximum  vertical  range  for  11.5  sec, 
5,391  yd. 

Following  are  the  general  characteristics  of  the  gun: 
the  barrel  is  provided  with  a  counter-recoil  spring  and 
flash  hider.  The  latter  prevents  the  flash  from  blinding 
the  crew,  particularly  during  night  firing.  The  barrel  has 
no  water  jacket,  and  the  counter-recoil  spring  consists  of 
a  cylindrical  coil  spring  installed  around  the  barrel.  The 
front  of  the  recoil  spring  bears  against  a  nut  screwed  to 
the  barrel  and  the  rear  of  the  spring  bears  on  a  washer 
housed  in  the  front  casing.  The  muzzle  is  conical  and  its 
exterior  is  provided  with  a  screw  thread  for  the  flash 
hider.  The  bore  consists  of  the  chamber,  the  transition 
cone  and  sixteen  rifling  lands. 

"WITH  GOOD  CONFIDENCE" 

From  Robert  Williamson,  London,  Eng. 

Mr.  Winston  Churchill  has  written  to  the  Federation  of 
British  Industries  expressing  the  Government's  gratitude 
to  all  sections  of  industry  for  their  war  effort. 

The  Prime  Minister  was  congratulating  the  Federation 
upon  the  twenty-fifth  anniversary  of  its  formation  during 
the  Great  War.  A  message  from  the  Grand  Council  of  the 
Federation  expressed  their  sincere  and  heartfelt  admira- 
tion for  Mr.  Churchill's  leadership  and  courage  during 
these  stern  months. 

"  They  assure  you,"  it  ran,  "  that  the  F.B.I.,  which 
came  into  being  in  the  midst  of  the  last  Great  War,  is 
proud  once  again  to  help  in  the  marshalling  of  the  forces 
of  production  to  the  single  end  of  victory. 

"  They  recognize  that  in  this  great  struggle  for  liberty 
the  '  workshop  front  '  has  a  vital  contribution  to  make. 
Industry  is  determined,  under  your  inspiring  leadership,  to 
carry  out  its  part  in  the  double  task  of  equipping  the 
fighting  forces  with  the  instruments  of  war  and  maintain- 
ing in  health  and  all  possible  safety  the  normal  life  of  the 
nation." 

In  reply,  Mr.  Churchill  said  :  "  Thank  you  for  your 
kind  message,  which  I  greatly  value,  and  which  will  be 
a  source  of  encouragement  both  to  myself  and  my  col- 
leagues. 

"  In  conveying  to  the  Grand  Council  of  the  Federation 
of  British  Industries  my  warmest  congratulations  upon  the 
25th  anniversary  of  the  foundation  of  the  Federation  and 
upon  its  many  achievements  in  the  industrial  field  since  it 
was  first  set  up,  I  shall  be  glad  if  you  will  also  express  the 
gratitude  of  H.M.  Government  for  the  magnificent  contri- 
bution which  all  sections  of  industry  have  made  and  are 
making  to  the  war  effort. 

"We  value  their  counsel,  we  welcome  their  advice  and 
assistance.  Our  fortunes  in  the  struggle  in  which  we  are 
engaged  depend  no  less  upon  the  industrial  than  upon 
other  aspects  of  our  effort,  and  if  we  all  pursue  our  course 
in  the  spirit  of  co-operation  which  animates  your  message, 
we  may  march  forward  with  good  confidence." 


THE  ENGINEERING  JOURNAL    December,  1941 


599 


PERSONNEL  AND  WAR  PRODUCTION 

Excerpts   from   a   speech    by   Mr.   Ernest   Bevin,    Minister    of 

Labour  and  National  Service,  at  the  Institution  of 

Production  Engineers'  luncheon,  Friday, 

September  26th,  1941 

From  The  Engineer,  (London),  October  3rd,  1941 

I  was  very  interested  to  note  that  you  have  adopted  as 
one  of  your  principles  that,  as  a  scientific  organization 
hours  and  conditions  of  labour  were  no  concern  of  yours, 
but  that  the  training  and  the  use  to  be  made  of  labour 
were  matters  to  which  you  could  properly  devote  your 
attention.  In  so  far  as  the  payment  of  wages  is  concerned, 
it  is  no  doubt  a  wise  decision,  but  I  should  like  to  have 
seen  more  attention  paid  by  the  production  engineering 
organizations  to  the  working  out  and  application  of  an 
optimum  labour  effort.  In  my  view,  sufficient  attention 
has  not  been  paid  to  this  subject,  neither  has  there  been 
due  consideration  of  the  fact  that  workers  have  had  to 
carry  on  through  two  "  black-out  "  winters  with  long 
hours  on  intense  production.  What  has  been  proved,  how- 
ever, is  that  serious  difficulties  have  been  caused  in  the 
world  of  production  during  this  past  year  by  irregular 
hours,  some  of  them  necessarily  due  to  the  circumstances 
of  the  moment,  but  others  enforced  and  operated  without 
regard  to  the  most  precious  and  valuable  of  all  machines 
—the  human.  I  have  done  my  best  to  get  industry  to  pay 
more  attention  to  this  matter,  for  I  was  convinced  that 
the  long  hours  that  were  expected  of  the  workers  were 
having  a  bad  effect  on  our  total  production.  It  seems  to 
me  that  in  war  this  question  of  optimum  hours  is  not  so 
much  one  of  bargaining  but  one  demanding  a  scientific 
approach  which  takes  account  of  all  the  factors  involved 
at  any  given  time,  and  recognizes  the  need  for  adjustment 
as  those  factors  change.  Those  responsible  for  the  direc- 
tion of  production  should  quickly,  energetically,  and 
scientifically  deal  with  the  problem  and  make  such 
adaptations  as  are  necessary  in  order  to  preserve  the 
physical  strength  of  the  human  being,  his  morale,  and 
create  the  feeling  that  the  well-being  of  the  industrial 
army  is  being  properly  taken  care  of.  I  have  been  re- 
luctant to  make  Orders  on  this  question  of  hours  because 
they  tend  to  become  inflexible,  and  cannot  be  changed 
quickly  enough  in  wartime  to  meet  necessary  changes — 
changes  which  may  not  apply  universally,  as  legal  Orders, 

of  course,  must. 

****** 

I  particularly  want  to  place  before  you  my  conviction 
that  in  designing,  planning,  and  working  out  the  proper 
utilization  of  our  productive  units  there  is  an  imperative 
necessity  for  much  closer  collaboration  between  the  per- 
sonnel manager  and  the  rest  of  the  executive,  including 
the  production  engineer.  The  functions  are  equally  im- 
portant; the  best  of  plans  can  be  totally  upset  and  much 
effort  vitiated  if  the  important  human  factor  is  not  ade- 
quately considered  and  measured  as  a  part  of  the  general 
plan  of  production.  In  fact,  there  should  be  constant 
collaboration,  owing  to  the  changes  that  war  produces. 


In  the  lay-out  of  this  war  effort  there  was  not  sufficient 
attention  paid  to  the  personnel  problem.  It  took  us  a  long 
time  to  get  industry  as  a  whole  to  appreciate  the  need  for 
proper  canteens,  to  imagine  what  "  blitzes  "  would  be  like, 
or  to  have  regard  to  the  very  severe  nerve  strain  that 
would  follow  air  attacks.  I  emphasize  this  now  because, 
although  we  have  had  a  respite,  we  shall  have  to  face  it 
again,  and  the  longer  the  war  goes  on  the  more  necessary 
it  becomes  to  pay  greater  regard  to  this  personnel  side  of 
the  industry.  The  absence  of  a  proper  understanding  of 
the  problem  has  been  one  of  our  greatest  handicaps  in  this 
great  struggle.   Remember,  thousands  of  people  have  had 


to  be  moved,  their  homes  broken  up,  and  billeted  some- 
times under  conditions  that  were  not  too  good.  All  these 
factors  have  a  bearing  on  the  inevitable  human  problems 
which  are  bound  to  arise;  hence  my  additional  plea  for 
the  personnel  manager,  who  should  be  specially  trained, 
to  have  an  equal  position  in  industry  with  other  members 
of  the  executive.  Indeed,  I  am  sure  that  our  post-war 
position  will  be  materially  helped  and  the  future  of  British 
industry  enhanced  by  a  full  appreciation  of  this  important 

fact. 

****** 

It  is  well  to  remember  in  this  mechanized  war  that  our 
factories  and  productive  capacity  are  pitted  against  not 
merely  those  of  Germany,  but  also  those  of  the  countries 
the  Nazis  have  over-run.  We  have  a  smaller  population, 
our  raw  materials  have  to  be  brought  from  overseas,  and, 
in  addition,  the  enemy  had  many  years'  start.  Therefore, 
if  this  deficiency  on  our  side  is  to  be  made  good  and 
parity  reached,  spasmodic  effort  is  not  enough.  It  may 
serve  as  a  momentary  stimulus,  but  its  effect  is  not  usually 
lasting.  The  factors  that  will  count  are  the  timing,  flow 
of  materials,  components,  and  the  sustaining  of  effort  over 
a  long  period  with  a  continuously  increasing  rhythm. 
Nothing,  I  suggest,  is  so  irritating  to  the  workpeople  as 
to  be  screwed  up  to  a  great  pitch  and  then  have  a  period 
of  reaction  and  slack  work  and  idling.  A  study  of  the 
curve  of  production  over  a  period  of  months  reveals  that 
the  final  result  achieved  by  spasmodic  effort  is  not  so  good 
as  that  resulting  from  well-organized  and  sustained  effort. 
****** 

It  is  sometimes  not  appreciated  that  we  started  this 
war  with  a  dearth  of  really  skilled  people,  and  we  have 
been  compelled  to  ration  them  out  so  that  we  can  maintain 
production  and  at  the  same  time  open  up  new  factories 
and  train  more  workers.  We  created  labour  supply  com- 
mittees, training  establishments,  labour  inspectors,  and 
everything  that  human  ingenuity  could  devise  to  try  to 
make  good  our  deficiency.  As  the  programme  expands, 
and  it  must  expand  more  and  more,  I  must  ask  everyone 
responsible  for  production  to  turn  his  attention  to  getting 
the  greatest  possible  use  out  of  our  total  available  skill. 
The  differences  in  achievement  in  this  direction  are  very 
striking.  The  ratio  of  skilled  people  to  trainees  and  others 
in  one  works  doing  the  same  operation  may  be  much 
larger  than  at  another,  and  it  is  essential  to  establish  a 
standard  that  will  guide  our  inspectors.  This  is  an  aspect 
of  our  problem  which  production  engineers  might  profit- 
ably consider  in  the  light  of  the  war  development,  and 
the  great  need  for  distributing  our  skilled  labour  to  the 
best  advantage,  and  thereby  give  us  the  advantage  of  any 
recommendation  they  care  to  make. 


I  am  sure,  to  a  gathering  of  this  kind,  there  is  no  need 
for  me  to  emphasize  the  imperative  necessity  for  more 
training.  At  this  point  I  would  like  to  say  how  much  it 
has  been  borne  upon  me  since  I  have  had  to  deal  with  this 
man-power  problem  what  a  great  mistake  the  State  made 
in  maintaining  such  a  low  school-leaving  age  for  the  last 
twenty  years.  How  valuable  it  would  have  been  to  the 
State  now  if  those  children  had  been  kept  at  school  and 
under  the  control  of  the  educational  institutions  of  the 
country  for  another  couple  of  years,  and  a  portion  of 
that  period  devoted  to  some  form  of  training  in  order  at 
least  to  give  a  basic  knowledge  of  production,  not  merely 
in  industry,  but  in  agriculture. 

****** 

We  have  shown  to  the  world  in  this  war  that  there  is 
virtually  no  such  thing  as  an  unemployable  person,  unless 
really  mentally  and  physically  incapable,  if  proper  train- 
ing is  given  to  him  and  opportunity  for  employment  after- 


600 


December,  1941     THE  ENGINEERING  JOURNAL 


wards.  Hence  the  importance  of  the  medical  and  nursing 
services  as  part  of  the  production  organization,  and  this 
should  be  linked  up  with  treatment  outside  and  a  great 
national  rehabilitation  service.  This  will  see  to  it  that 
no  producing  unit  is  allowed  to  be  wasted  and  no  person 
who  is  injured  as  a  result  of  enemy  action  or  is  a  victim 
of  an  accident  in  our  great  industrial  arena  is  left  with  a 
hopeless  outlook  for  the  rest  of  his  life.  It  may  lead  to 
the  necessity  of  adapting  machines  to  the  man,  instead  of 
the  man  to  the  machines,  but  that  is  not  difficult,  and  I 
would  ask  you  specially  to  study  this  problem. 


One  gets  a  little  tired  of  the  constant  demand  for  the 
return  of  people  from  the  Army,  and  the  resistance  to  the 
call  to  make  up  units  to  a  proper  fighting  strength.  If 
we  listened  to  all  the  demands  we  would  never  have  an 
Army  and  certainly  it  would  never  be  properly  trained. 
I  assert,  having  regard  to  the  task  which  we  expect  will 
have  to  be  performed  before  this  war  is  over,  that  the 
numbers  allocated  to  the  Services  is  not  too  large. 
****** 

We  hear  constantly  of  wasted  efforts  in  industry.  To 
what  extent  there  is  truth  in  it,  it  is  impossible  accurately 
to  say,  but  the  demand  made  in  the  productive  field  for 
man-power  is  just  colossal.  It  must  be  remembered  that 
when  working  in  buildings  and  factories  your  man-power 
is  static;  you  do  not  get  a  drain  away  continuously  to 
provide  drafts  to  make  up  wastage  as  you  have  in  the 
Services.  In  other  words,  you  do  not  give  six  months' 
training  and  then  draft  your  people  out  to  the  Middle 
East  or  some  other  theatre  of  war,  and  then  have  to  train 
another  lot.  Industry  has  a  better  chance  of  progressive 
improvement  in  the  skill  and  further  simplification  of 
operations  in  order  to  make  up  any  deficiency.  Therefore 
I  would  urge  that  everyone  responsible  for  production  in 
the  country  should  endeavour,  first,  to  foster  the  co- 
operative spirit  in  the  works,  and,  secondly,  to  make  the 
fullest  possible  use  of  all  available  labour,  and  to  con- 
sider, having  regard  to  the  claims  made  upon  us,  how  far 
you  can  by  change  of  methods,  adaptation  or  adjustment 
reduce  the  demand  and  so  facilitate  the  building  up  of  a 
properly  balanced  force  for  a  total  war.  In  this  connection 
I  would  urge  that  the  most  tremendous  efforts  should  be 
made  to  get  the  full  twenty-four-hour  use  of  machine 
tools.  I  know  the  difficulties  and  the  problems  that  con- 
front you,  but  I  believe  if  all  divisions  between  manage- 
ment and  labour  could  be  broken  down,  the  whole  factor 
of  production  regarded  as  one  service,  and  a  right  leader- 
ship developed — a  leadership  which  produces  confidence 
in  the  minds  of  the  humblest  worker — even  better  results 
than  we  have  yet  achieved  would  result. 


I  am  convinced  there  is  a  great  untapped  reserve  of 
managerial  and  productive  energy  and  drive  in  this 
country  that  must  now  be  called  out.  It  is  like  bringing 
up  your  reserves  and  this  drive  must  be  directed  to  a  great 
objective.  We  must  sustain  at  least  a  six  to  twelve  months' 
drive,  so  as  to  enable  us  during  that  period  to  hand  to 
Russia  out  of  our  own  production,  and  the  addition  we 
can  create,  a  great  flow  of  equipment  to  aid  her  in  her 
defence  and  our  mutual  final  victory. 

THE  VIEWS  OF  INDUSTRY 

From  Trade  &  Engineering  (London),  October,  1941 

The  executive  council  feel  that  in  view  of  the  steps 
which  are  being  taken  in  other  directions  it  is  essential 
that  those  who  are  responsible  at  present  for  the  direction 
and  control  of  industry  should  be  in  a  position  to  present 
to  the  country  a  considered  policy  for  the  solution  of  the 
difficulties  with  which  the  industrial  community,  employer 


and  employed,  will  be  faced  after  the  war  is  won.  While 
it  cannot  be  denied  that  there  is  a  general  desire  to  discuss 
the  policy  to  be  adopted  after  the  war,  it  has  to  be 
remembered  that  no  one  can  predict  what  the  position 
will  be  and  anything  in  the  nature  of  a  hard  and  fast 
policy  is  out  of  the  question.  Last  month  we  drew  atten- 
tion to  the  experience  of  the  London  Chamber  of  Com- 
merce in  the  War  of  1914-18.  That  body  set  up  a  strong 
committee  in  1916  to  consider  the  policy  to  be  adopted 
after  the  War.  Three  reports  were  issued,  but  in  view 
of  the  unexpected  turn  of  subsequent  events  it  was  found 
necessary  to  reconstitute  the  committee  in  1918  to  revise 
the  original  findings.  We  are  entirely  favourable  to  the 
idea  of  collecting  all  relevant  information  and  putting  it 
into  a  form  in  which  it  can  be  used,  but  it  is  too  early 
to  arrive  at  conclusions  as  to  the  form  that  post-war 
policy  should  take.  Probably  the  greatest  benefit  will  be 
derived  from  clearer  definition  of  the  nature  of  the  prob- 
lems to  be  solved  and  their  extent.  It  seems  clear  that 
far-reaching  changes  are  inevitable  in  almost  every 
direction  and  it  is  well  that  men  should  be  prepared  to 
adapt  themselves  to  new  conditions. 

FURTHER  DEVELOPMENT  IN  FIGHTER  DESIGN 

By  Dr.  Ing.  Aurelio  C.  Robotti.  From  Revista  Aeronautica, 
Roma,  Sept.,  1940 

Abstracted  by  The  Engineers'  Digest  (London),  Eng. 

The  impetus  for  a  new  design  of  fighter  aircraft  can  be 
derived  and  justified  by  the  needs  of  to-day's  air  warfare. 
In  meeting  these  needs  the  designer  is  facing  many  new 
problems. 

The  advantages  and  disadvantages  of  monoplanes  as 
compared  with  biplanes  are  now  well  known.  Monoplanes 
are  aerodynamically  superior,  while  biplanes  offer  greater 
structural  strength  combined  with  lower  empty  weight  and 
greater  manoeuvrability.  As  the  chief  task  of  the  fighter 
aircraft  is  to  destroy  the  enemy  bomber  its  speed  is 
dictated  by  the  bomber  in  both  types  of  fighters,  i.e.,  pur- 
suit planes  and  interceptors.  This  requirement  of  superior 
speed  necessitates  the  adoption  of  the  monoplane  design. 

Future  bombers  will  undoubtedly  be  fitted  with  more 
powerful  engines  and  will  be  aerodynamically  still  more 
refined.  It  is  strategically  justifiable  to  reduce  the  safety 
factor,  and  thus  to  build  the  bomber  lighter  and  faster. 

On  the  other  hand  it  is  by  no  means  an  easy  matter 
to  reduce  the  weight  of  a  fighter,  or  achieve  improve- 
ments by  reducing  the  drag.  An  increase  in  speed  obtained 
by  increasing  the  power  of  a  single-engined  fighter  cannot 
be  achieved  without  dangerously  lowering  its  stability  and 
lateral  manoeuvrability.  Neither  does  higher  engine  speed 
together  with  reduced  air-screw  diameter  give  a  satisfac- 
tory solution,  as  the  speed  of  sound  is  at  present  assumed 
to  be  the  limit  for  the  air-screw  tip  speed. 

These  considerations  appear  to  indicate  that  the  modern 
fighter  must  be  two-engined,  and  the  engine  power  must 
be  utilized  so  as  to  free  the  aircraft  from  undesirable  yaw- 
ing and  rolling  which  would  be  experienced  with  a  single- 
engined  fighter  of  the  same  power. 

Although  two-engined  fighters  are  being  manufactured 
by  many  countries,  the  question  of  engine  location  is  far 
from  being  settled. 

There  are  four  immediate  possibilities,  several  of  which 
are  already  adopted  in  practice. 

Fig.  1.  Both  engines  located  in  the  fuselage,  and  the 
power  is  transmitted  to  two  counter-rotating  air-screws 
arranged  symmetrically  about  the  rolling  axis.  Such  a 
design  is  free  from  great  lateral  inertia  which  would  result 
if  the  engines  would  be  mounted  in  the  wing. 

Fig.  2.  Two  engines  fitted  so  that  the  "  contra  props  " 
are  at  the  nose  and  stern  respectively  of  the  "  centre- 
section  "  to  which  the  fuselage  shrinks,  while  booms  are 
necessary  to  carry  the  elevator  and  rudders. 


THE  ENGINEERING  JOURNAL     December,  1941 


601 


Figs.  3  and  4.  These  solutions  are  principally  the  same; 
two  co-axial  oppositely  rotating  air-screws  are  used,  fitted 
as  tractor  or  pusher  unit  respectively. 

To  a  successful  realization  of  these  designs  a  great  deal 
of  development  work  on  engines,  aircraft  and  propellors 
has  to  be  carried  out. 

Actually  the  problem  of  this  research  is  that  of  "  high 
speed  flying  "  and  controlability,  and  in  the  design  all 
features  affecting  aerodynamical  efficiency  must  be  retain- 
ed, such  as  retractable  undercarriage,  high-finish  surfaces, 
flush  riveting,  and  utilization  of  exhaust  and  duct 
propulsion. 

NEW  "CONTRA-PROPS" 

From  Trade  &  Engineering  (London)  ,  October,  1941 

Following  the  recent  announcement  by  Rotol  Airscrews, 
two  other  firms  have  now  revealed  that  they  have  pro- 
duced contra-rotating  airscrews.  The  Fairey  contra- 
rotating  variable-pitch  airscrew  is  the  first  of  its  type 
in  the  world  to  be  flight  tested.  America,  Italy,  and  other 
countries  have  flown  aircraft  with  contra-rotating  air- 
screws, but  these  were  with  fixed  and  not  variable  pitch. 
It  consists  of  two  airscrews  which  rotate  in  opposite 
directions,  and  the  technical  achievement  of  incorporating 
variable-pitch  is  of  very  considerable  importance. 

The  Fairey  Aviation  Company  is  the  pioneer  in  contra- 
rotating  airscrew  development  in  this  country.  Five  years 
ago  it  began  investigation  and  design,  and  the  following 
year  manufacture  was  started.  On  completion  of  manu- 
facture hangar  testing  was  carried  out,  and  by  October, 
1939,  the  airscrew  was  through  its  "teething"  troubles 
and  was  operating  satisfactorily.  The  next  stage  was  flight 
testing,  and  this  began  in  February,  1940.  Since  then 
valuable  flying  experience  and  knowledge  have  been 
gained. 

The  Fairey  Aviation  Company,  well  known  for  its  Fleet 
Air  Arm  aircraft,  was  from  its  knowledge  of  this  type  of 
machine  fully  aware  of  the  advantages  to  be  obtained  by 
using  contra-rotating  airscrews.  These  advantages  are 
even  greater  in  the  case  of  ship-borne  aircraft,  which  must 
operate  from  the  confined  space  of  a  deck,  than  for  land 
craft.  The  airscrew  has  been  designed  chiefly  for  Fleet 
Air  Arm  work,  as  the  contra-rotating  principle  enables 
the  following  advantages  to  be  gained: 

(1)  A  smaller  diameter  airscrew  disk  can  be  used,  con- 
stituting a  valuable  asset  for  aircraft  which  have  to 
take  off,  land,  and  be  stowed  in  the  limited  space 
of  an  aircraft  carrier. 

(2)  A  shorter  chassis  with  consequent  structural  gains 
can  be  employed. 

(3)  Swing  is  eliminated  by  the  absence  of  torque,  thus 
facilitating  a  straight  take-off;  this  is  also  a  great 
advantage  when  the  machine  is  taking  off  cross-wind. 
The  contra-rotating  airscrews  also  give  a  straight 
slip-stream  over  the  fuselage  with  consequent  aero- 
dynamic gain  and  better  manoeuvrability  in  flight. 

The  Fairey  airscrew  is  electrically  operated  by  a  single 
reversible  electric  motor.   It  is  possible  to  constant-speed 


or  stop  the  airscrew  at  any  intermediate  pitch.  At  the 
end  of  the  pitch  range  a  clever  electrical  device  is  in- 
corporated for  automatically  switching  off  the  motor.  This 
scheme  has  worked  very  satisfactorily.  The  general  oper- 
ation is  by  means  of  gears.  There  is  nothing  complicated, 
as  the  whole  unit  is  so  designed  that  production  presents 
no  problems.  Another  point  of  interest  is  that  the  front 
and  intermediate  gear  boxes  and  the  airscrews  can  be 
removed  as  complete  units.  Thus,  from  a  servicing  point 
of  view  the  Fairey  contra-rotating  airscrews  are  as  easy  to 
handle  as  other  types  of  airscrews  now  in  use  by  the 
R.A.F.  and  Fleet  Air  Arm.  The  difficult  problem  of 
lubrication  has  been  successfully  solved,  and  designs  are 
available  for  obtaining  a  rapid  rate  of  pitch  change,  full 
feathering,  and  hydraulic  operation  as  an  alternative  to 
electric. 

The  airscrew  was  originally  intended  for  a  type  of 
engine  still  on  the  secret  list,  but  designs  are  available 
to  make  it  adaptable  for  Service  types  of  engines. 

A  number  of  test  and  Service  pilots  have  flown  behind 
this  airscrew  and  they  have  all  been  very  impressed  with 
the  performance.  They  have  also  been  able  to  compare 
the  flying  qualities  of  a  standard  machine  with  that  of 
one  fitted  with  the  contra-rotating  airscrew,  and  they  have 
found  the  rudder,  elevator,  and  ailerons  much  more  posi- 
tive in  operation.  This  contra-rotating  airscrew  has  been 
produced  for  the  same  weight  as  a  single  airscrew  which 
absorbs  the  same  engine  power. 

PROTECTING  CABLES  FROM  INCENDIARIES 

From  Electrical  Review,  London,  Eng.,  October  17,  1941 

During  an  air  raid  on  Erith  an  incendiary  bomb  fell 
through  the  roof  of  an  electricity  substation,  which  con- 
sisted of  asbestos  sheeting,  and  dropped  into  a  position 
within  a  few  inches  of  the  electric  cables  shown  in  the 
picture.  The  bomb  remained  in  this  position  until  it  was 
completely  burnt  out,  without  causing  any  damage  to  the 
cables. 

The  interesting  point  is  that  until  the  war  these  par- 
ticular cables  were  untreated  and  were  carried  below 
ground  level  in  a  trench  with  a  wood  batten  cover.  Shortly 
after  the  outbreak  of  war  when  the  fire  danger  was  fully 
realized  the  wooden  covers  were  removed  and  the  trench 
was  filled  to  ground  level  with  moist  sand.  The  cables 
themselves  were  treated  with  gypsum  plaster  and  hessian. 
The  hessian  simply  forms  a  binder,  of  course,  and  does 
not  contribute  to  the  fireproof  qualities. 

It  is  remarkable  that,  although  the  incendiary  bomb 
completely  burnt  itself  out  almost  in  contact  with  the 
centre  cable,  the  cable  covering  is  quite  undamaged.  The 
dividing  box  shows  a  deposit  of  magnesia  from  the  burning 
of  the  bomb.  The  whole  method  of  cable  protection  is 
extremely  cheap  and  was  carried  out  by  the  Erith  Elec- 
tricity Department's  own  workmen.  No  special  rights  of 
any  sort  are  claimed  for  the  method,  and  Mr.  E.  A.  Logan, 
the  borough  electrical  engineer,  tells  us  that  the  idea  of 
using  gypsum  plaster  arose  from  seeing  a  demonstration 
of  the  ignition  of  thermite  charges  upon  plaster  boards. 
The  plaster  board  in  these  demonstrations  resisted  the 
extreme  heat  of  the  thermite  very  well  indeed,  and  it  was 
explained  that  this  was  due  to  the  fact  that  gypsum 
plaster  contained  a  large  percentage  of  water  of  crystal- 
lization which  prevented  the  raising  of  the  temperature 
on  the  side  remote  from  the  heating  agency  until  the  whole 
of  the  plaster  had  been  calcined;  calcination  of  the  plaster 
proceeded  very  slowly  from  the  outer  to  the  inner  surface. 


602 


December,  1941     THE  ENGINEERING  JOURNAL 


ANNUAL  GENERAL  MEETING 

AND 

GENERAL  PROFESSIONAL 

MEETING 

THE   ENGINEERING   INSTITUTE   OF   CANADA 

MONTREAL  -  Thursday  and  Friday 
February  5th  and  6th,  1942 

The  Montreal  Branch  has  set  up  a  special  committee  under 
the  chairmanship  of  W.  G.  Hunt,  M.E.I.C.,  to  handle  all 
arrangements. 

All  sessions  will  be  held  at  the  Windsor  Hotel. 


PnelimUt&Uf,  Pnxxyiatn<me 

THURSDAY, 

FEBRUARY  5TH 

9.00  A.M. 

-    REGISTRATION 

10.00  A.M 

-    ANNUAL  MEETING 

12.30 

P.M 

-    LUNCHEON-CHAIRMAN,  J.  A.  LALONDE 
SPEAKER,  HON.  C.  D.  HOWE 

2.30 

P.M 

-    TECHNICAL  SESSIONS 

8.00 

P.M 

MONTREAL  BRANCH  ANNUAL  SMOKER 

FRIDAY,  FEBRUARY  6TH 

9.30  A.M. 

-    TECHNICAL  SESSIONS 

12.30 

P.M 

-     LUNCHEON       CHAIRMAN,     deGASPE 
BEAUBIEN 

2.30 

P.M 

•    TECHNICAL  SESSIONS 

7.30 

P.M 

-     ANNUAL  DINNER-CHAIRMAN,  DEAN 

C.  J.  MACKENZIE 

10.30 

P.M 

-     DANCE 

rf-all  detaili  will  Le  sfruuid  in  Ike  fla+uta/uf,  fjou/wud 


EISCINKKKIM,  jot  l«\\l.     December,  1 


Wtt 


From  Month  to  Month 


THE  FIFTY-SIXTH  ANNUAL  GENERAL  MEETING 

Notice  is  hereby  given  in  accordance  with  the  by-laws, 
that  the  Annual  General  Meeting  of  The  Engineering 
Institute  of  Canada  for  1942  will  be  convened  at  Head- 
quarters at  eight  o'clock  p.m.  on  Thursday,  January  22nd, 
1942,  for  the  transaction  of  the  necessary  formal  business, 
including  the  appointment  of  scrutineers  for  the  officers' 
ballot,  and  will  then  be  adjourned  to  reconvene  at  the 
Windsor  Hotel,  Montreal,  at  ten  o'clock  a.m.  on  Thursday, 
February  5th,  1942. 

L.  Austin  Wright,  General  Secretary. 

BALLOT  ON  THE  NEW  BRUNSWICK  AGREEMENT 

Publication  of  this  issue  of  the  Journal  was  delayed  in 
order  that  the  results  of  the  ballot  on  the  proposed  agree- 
ment between  the  Institute  and  the  Association  of  Profes- 
sional Engineers  of  New  Brunswick  could  be  announced. 
The  report  of  the  scrutineers  for  the  Institute  ballot,  which 
closed  on  December  5th,  is  as  follows: 

Ballot  of  members  of  Council: 

Total  ballots  received 33 

Valid  ballots 32 

Invalid  ballot 1 

Votes  approving  agreement 32 

Ballot  of  corporate  members  in  New  Brunswick: 

Total  ballots  received 47 

Valid  ballots 47 

Votes  approving  agreement 46 

Contrary  vote 1 

The  secretary  has  reported  the  following  results  for  the 
Association  ballot,  which  closed  on  December  6th  : 

Total  ballots  received 87 

Votes  approving  agreement 80 

Contrary  votes 7 

ANNUAL  MEETING 

Attention  is  called  to  the  page  elsewhere  in  this  number 
which  gives  information  on  the  annual  meeting  for  Feb- 
ruary 5th  and  6th,  1942.  The  decision  to  hold  the  meeting 
has  been  based  on  the  thought  that  if  confined  to  certain 
fields  it  might  aid  materially  in  the  country's  war  effort. 
Accordingly,  the  papers  are  restricted  to  war  topics. 

The  committee  has  obtained  the  support  of  the  Minister 
of  Munitions  and  Supply,  the  Honourable  C.  D.  Howe, 
Hon.  M.E.I. C,  who  has  agreed  to  open  the  proceedings  by 
speaking  at  the  first  luncheon.  Papers  will  deal  with  the 
manufacture  of  war  implements  and  matériel,  and  will 
emphasize  the  new  fields  into  which  Canadian  industry 
and  Canadian  engineers  have  entered  with  success. 

A  feature  of  the  meeting  will  be  discourses  on  the  effects 
of  bombing  and  gun  fire  on  utilities  and  structures.  It  is 
expected  that  discussion  on  this  important  topic  will  be 
led  by  an  engineer  who  will  have  investigated  the  whole 
problem  right  in  England.  The  engineering  phases  of  civil 
defence  in  Canada  have  not  been  given  the  consideration 
which  their  importance  would  seem  to  justify.  The  In- 
stitute's decision  to  investigate  this  field  is  important. 
First  hand  information  will  be  invaluable,  and  leadership 
thus  provided  should  be  helpful  to  the  country  as  a  whole 
as  well  as  to  individual  communities  and  corporations. 

The  Montreal  Branch  extends  a  warm  invitation  to 
engineers  all  over  Canada  to  attend  this  important  pro- 
fessional meeting.  Their  attendance  will  be  the  reward  for 
"  a  good  job  well  done."  There  will  be  much  to  learn,  and 
to  enjoy.  Make  a  note  of  the  dates,  and  a  resolution  to 
attend. 


News  of  the  Institute  and  other 
Societies,  Comments  and  Correspon- 
dence,    Elections     and     Transfers 


INVITATION  FROM  THE  MONTREAL  BRANCH 

To  all  members  of  the  Institute, 

On  behalf  of  the  Montreal  Branch  of  the  Engineering 
Institute  of  Canada  I  extend  a  cordial  invitation  to  all 
members  of  the  Institute  and  their  friends,  to  attend  the 
annual  meeting  in  Montreal,  February  5th  and  6th,  19^2. 
They  will  receive  a  hearty  welcome. 

This  meeting  will  be  of  special  interest  at  this  time, 
since  the  technical  portion  of  the  programme  will  deal 
mainly  with  certain  engineering  features  of  the  country's 
war  activities,  many  of  which  are  along  lines  new  in 
Canada. 

Arrangements  are  being  made  for  distinguished  speakers, 
including  responsible  officers  from  departments  and  organ- 
izations concerned  with  wartime  research,  manufacture 
of  guns,  instruments  and  aircraft,  air-raid  precautions 
and  civilian  defence.  It  is  expected  that  those  who  attend 
the  discussions  will  hear  much  that  will  enable  them  to 
assist  in  the  nation's  war  effort. 

Details  of  the  various  events  arranged  for  this  occasion 
will  be  found  elsewhere  in  this  issue  of  the  Engineering 
Journal. 

It  should  be  noted  that  191$  will  be  a  good  year  to  visit 
Montreal — it  is  the  300th  anniversary  of  the  foundation 
of  the  city — 

Plan  to  attend  this  important  meeting. 

R.  E.  Heartz,  Chairman. 

REGIONAL  MEETINGS  OF  COUNCIL 

The  November  meeting  of  Council  was  held  in  Quebec 
city.  Meetings  at  other  times  this  year  have  been  held  at 
Hamilton,  Toronto,  Kingston  and  St.  Johns,  N.B. 

The  practice  of  Council  meeting  frequently  at  places 
other  than  Montreal  has  met  with  general  approval.  This 
year  fifty  percent  of  all  meetings  were  at  branches.  In  the 
last  four  years  a  similar  percentage  has  obtained,  and  in 
that  time,  meetings  have  been  held  at  twelve  different 
centres.  Already  there  are  discussions  about  a  further 
expansion  for  next  year. 

Regional  meetings  have  much  to  recommend  them.  Not 
only  are  they  good  for  Council  but  they  are  good  for  the 
branch.  To  such  meetings  are  invited  past  councillors  of  the 
branch,  past  officers  resident  in  the  district,  members  of  the 
branch  executive,  and  any  others  who  have  shown  a  special 
interest  in  Institute  affairs. 

They  bring  together  many  people  who  are  still  interested 
but  who  get  few  chances  to  know  of  the  workings  of  the 
governing  body. 

The  excellent  attendance  indicates  the  popularity  of  such 
meetings.  Not  infrequently  it  runs  to  over  fifty.  The 
advantage  of  having  the  opinions  of  so  many  people  on 
problems  that  affect  the  whole  membership  is  great  and  the 
opportunity  to  give  consideration  to  local  problems  is  very 
helpful. 

It  is  a  source  of  satisfaction  and  inspiration  to  see  so 
many  officers  of  the  Institute  journey  long  distances  at 
their  own  expense  to  attend  regional  meetings.  At  a  meeting 
held  in  Halifax  there  were  present  three  officers  from  Quebec 
and  at  meetings  held  in  Calgary  there  have  been  as  many  as 
four  officers  from  the  east.  At  the  latest  meeting  in  Quebec 
city,  there  were  four  officers  from  Ontario  as  well  as  several 
from  other  branches  within  the  province. 

A  continuation  of  this  policy  will  do  much  towards 
reminding  members  all  over  Canada  that  the  Institute  is 
really  national  in  scope. 


604 


December,  1911     THE  ENGINEERING  JOURNAL 


I 


AERONAUTICAL  PAPERS 

The  Institute  has  an  agreement  with  the  Royal  Aero- 
nautical Society  whereby  certain  special  privileges  are 
available  reciprocally  to  members  of  each  organization. 
The  agreement  calls  for  the  Institute  to  publish,  from  time 
to  time,  in  reprint  form  its  papers  on  aeronautical  topics, 
which  are  then  distributed  by  the  Royal  Aeronautical 
Society  to  its  members. 

Another  "Aeronautical  Reprint  "  is  now  ready.  Mem- 
bers of  the  Institute  may  also  secure  copies  by  applying 
to  Headquarters.  All  papers  have  been  published  in  the 
Journal,  but  it  may  be  advantageous  to  some  members  to 
have  them  in  booklet  form. 

Herewith  is  a  list  of  titles  and  authors: 

Practicable  Forms  for  Flight  Test  Reporting 

Elizabeth  M.  G.  MacGill,  M.E.I.C. 

Factors  Affecting  the  Mass  Production  of  Aeroplanes 

Elizabeth  M.  G.  MacGill,  M.E.I.C. 

Aerodrome  Construction  for  the  British  Commonwealth 
Air  Training  Plan 

J.  A.  Wilson,  M.E.I.C. 

Aircraft  Engineering  in  Wartime  Canada 

Elizabeth  M.  G.  MacGill,  M.E.I.C. 

Estimating  Production  Costs  in  Aircraft  Manufacture 

A.  T.  E.  Wanek,  M.E.I.C,  A.R.Ae.S. 

Air  Traffic  Control 

Ewan  D.  Boyd 

ENGINEERS'  COUNCIL  FOR' PROFESSIONAL 
DEVELOPMENT 

The  annual  meeting  of  the  Engineers'  Council  for  Pro- 
fessional Development  is  an  important  occasion.  This 
year  the  Institute  participated  for  the  second  time,  as  a 
member,  and  sent  to  New  York  a  delegation  which  in- 
cluded the  president,  the  three  members  of  Council,  and 
representatives  on  four  committees. 

A  detailed  account  of  the  meeting  is  printed  in  this 
number  of  the  Journal,  which  gives  a  good  idea  of  the 
nature  of  the  proceedings.  From  time  to  time  as  space 
permits  it  is  proposed  to  publish  the  reports  of  various 
committees. 

Without  doubt  the  work  of  E.C.P.D.  is  one  of  the  most 
important  endeavours  in  the  profession  today.  Represent- 
ing as  it  does  the  senior  engineering  societies  of  North 
America,  the  Council  is  in  a  position  to  give  great  weight 
to  all  matters  that  concern  the  profession.  With  this  back- 
ing it  can  call  to  its  committees  the  best  minds  to  think 
out  the  problems  of  professional  development,  and  the 
most  useful  persons  to  place  these  findings  before  the 
societies  where  they  may  be  used  to  advantage. 

Already  E.C.P.D.  in  its  eight  years  of  existence  has 
done  a  great  work.  It  has  entered  boldly  into  fields  which 
hitherto  resisted  approach,  and  has  brought  order  out  of 
chaos  in  many  matters  that  previously  confused  the  minds 
of  engineers  and  public  alike.  Perhaps  its  greatest  achieve- 
ment, in  that  it  made  all  other  achievements  possible,  is 
that  it  represents  "  the  first  wholly  successful  co-ordin- 
ated, co-operative  institution  in  the  engineering  profession 
in  America."  The  quotation  is  from  the  Chairman's  Report 
for  1939. 

The  interests  of  the  Council  are  shown  by  the  names 
of  the  Committees,  i.e., 

Committee  on  Engineering  Schools 
Committee  on  Professional    Recognition 
Committee  on  Professional  Training 
Committee  on  Student  Selection   and  Guidance 
Committee  on  Information 
Committee  on  Principles  of  Engineering   Ethics. 

In  reporting  on  behalf  of  the  Engineering  Institute  of 


Canada,  Past-President  Challies  who  represents  the  Insti- 
tute on  the  executive,  called  attention  to  the  work  already 
done  in  Canada  towards  the  objectives  of  E.C.P.D.  All 
Council's  objectives  are  of  great  concern  to  Canadians, 
although  the  accrediting  of  curricula  has  not  seemed 
necessary  because  of  the  high  entrance  requirements  of 
our  universities.  Mr.  Challies  pointed  out  that  the  mem- 
bership of  the  Engineering  Institute  in  proportion  to 
population  was  equal  to  the  membership  of  all  the  seven 
other  constituent  organizations  put  together.  He  intro- 
duced the  members  of  the  Institute  party  and  received 
great  applause  when  he  pointed  out  that  the  Institute  had 
in  attendance  at  this  meeting  every  representative  on 
E.C.P.D.  and,  in  addition,  its  president  and  an  additional 
past  president — a  total  of  nine. 

The  work  of  E.C.P.D.  is  far  from  finished.  Ground  has 
been  broken  in  several  fields,  but  it  may  take  years  of 
patient,  intelligent  endeavour  to  complete  the  selected 
tasks.  Its  interest  in  the  finer  things  of  the  profession 
gives  greater  promise  to  the  future  of  engineering  than 
anything  hitherto  attempted. 

"SPURIOUS" 

Recently  Headquarters  has  received  several  letters  in- 
quiring about  an  organization  calling  itself  the  Canadian 
Institute  of  Engineering  Technology.  The  use  of  words 
almost  identical  with  the  title  of  the  Engineering  Institute 
has  brought  other  letters  to  Headquarters  that  were  in- 
tended for  the  outfit  just  referred  to.  An  inquiry  has 
revealed  a  deplorable  state  of  affairs,  and  the  purpose 
of  commenting  on  it  in  the  Journal  is  to  assist  in  the 
circulation  of  information  that  may  be  helpful  in  bring- 
ing this  thing  to  an  end. 

The  so-called  Institute  of  Engineering  is  offering  cor- 
respondence courses  in  engineering  and  allied  subjects. 
Our  information  is  that  a  man  named  Marsh  is  soliciting 
business  in  parts  of  Quebec  where  there  are  industrial 
developments,  such  as  at  Arvida.  Subscribers  have  com- 
plained that  the  courses  were  not  satisfactory  and  they 
have  declined  to  continue  payments. 

Inquiry  at  the  Better  Business  Bureau  of  Montreal  has 
elicited  a  reply  that  leaves  no  doubt.  We  quote,  "  Their 
status  as  a  school  is  ill-defined  and  they  appear  to  have 

no  permanent  address  other  than  a  post-office  box 

We  have  received  complaints  charging  non-fulfillment  of 
contract  and  also  from  persons  who  have  been  sued  for 
the  balance  of  their  contracts." 

The  same  organization  or  individuals  have  operated  in 
Ontario  as  well,  but  we  have  before  us  a  report  from  an 
Ontario  official  which  shows  what  happened  there.  Again 
we  quote,  "  Re  your  inquiry  about  the  Canadian  In- 
stitute of  Engineering  Technology,  this  is  a  spurious 
organization  being  promoted  by  Mr.  J.  H.  Marsh.  For  a 
time  Mr.  Marsh  attempted  to  do  work  in  Ontario  under 
the  name  of  the  British  Canadian  Institute  of  Engineer- 
ing Technology  but  was  never  given  registration  and  after 
some  difficulty  we  were  able  to  eliminate  him  from  this 
Province  through  the  working  of  the  Trade-Schools 
Regulation  Act.  In  this  Province  we  had  to  resort  to  the 
use  of  the  Courts  and  even  the  Provincial  Police  to  put 
an  end  to  his  activities.  As  far  as  we  are  able  to  find  out 
he  has  nothing  reliable  to  offer  and  those  who  pay  him 
money  simply  throw  it  away.  Behind  him  there  is  no 
reputable  organization  or  even  facility  to  provide  for 
what  he  claims  to  sell.  It  may  be  necessary  for  the  Pro- 
vince of  Quebec  to  deal  with  him  as  has  the  Province  of 
Ontario." 

Letters  have  been  written  by  Headquarters  to  provincial 
officers  urging  that  some  action  be  taken  to  protect  the 
citizens  of  this  province  from  such  persons  and  methods. 
It  is  suggested  that  members  circulate  this  information  as 
quickly  as  possible  in  order  to  curtail  these  harmful 
activities. 


THE  ENGINEERING  JOURNAL     December,  1941 


605 


ANNUAL  MEETING  OF  ENGINEERS'  COUNCIL 
FOR  PROFESSIONAL  DEVELOPMENT 

Representatives  of  Constituent  Bodies  Report  Favourably  and 
Offer  Suggestions  at  1941  Annual  Meeting  of  the  Council 

Most  significant  of  the  many  features  of  the  1941  An- 
nual Meeting  of  the  Engineers'  Council  for  Professional 
Development,  held  at  the  Engineering  Societies  Building, 
New  York,  N.Y.,  on  October  30,  were  the  reports  of  repre- 
sentatives of  the  constituent  bodies  of  the  Council  on  its 
effectiveness  and  its  accomplishments.  These  reports  were 
gratifying  because  of  their  favourable  nature  and  because 
they  afforded  opportunity  for  individual  assessments  and 
for  suggestions  for  future  action.  An  attempt  will  be  made 
later  in  this  review  to  present  the  highlights  of  these 
reports. 

By  far  the  largest  attendance  ever  recorded  at  a  meet- 
ing of  the  Council  was  attributed  to  a  number  of  guests 
who  found  opportunity  to  attend  because  of  the  annual 
meeting  in  New  York  earlier  in  the  week  of  the  National 
Council  of  State  Boards  of  Engineering  Examiners,  one 
of  the  eight  constituent  bodies  of  E.C.P.D.  Another  notable 
fact  in  connection  with  attendance  was  the  delegation  of 
nine  representatives  of  the  Engineering  Institute  of  Can- 
ada, headed  by  C.  J.  Mackenzie,  president  of  the  Institute. 

Officers  and  Committees  to  Serve  in  1941-1942 

Officers  for  the  year  1941-1942  were  elected  as  follows: 
chairman,  R.  E.  Doherty,  president,  Carnegie  Institute  of 
Technology,  reelected;  vice-chairman,  H.  T.  Woolson, 
member  American  Society  of  Mechanical  Engineers  (A.S. 
M.E.),  executive  engineer,  Chrysler  Corporation  reelected; 
secretary,  H.  H.  Henline,  national  secretary  American  In- 
stitute of  Electrical  Engineers  (A.I.E.E.)  ;  and  assistant- 
secretary,  A.  B.  Parsons,  secretary  American  Institute  of 
Mining  Engineers  (A.I.M.E.). 

Chairman  of  the  Council's  committees  for  the  coming 
year  will  be  as  follows:  Committee  on  Engineering  Schools, 
D.  B.  Prentice,  member  A.S.M.E.,  president  Rose  Poly- 
technic Institute;  Committee  on  Professional  Recognition, 
C.  F.  Scott,  member  A.S.M.E.  (reappointment)  ;  Commit- 
tee on  Professional  Training,  E.  S.  Lee,  member  A.S.M.E., 
engineer,  General  Engineering  Laboratory,  General  Elec- 
tric Company,  Schenectady,  NY.  ;  Committee  on  Student 
Selection  and  Guidance,  R.  L.  Sackett,  fellow  A.S.M.E., 
(reappointment)  ;  Committee  on  Principles  of  Engineering 
Ethics,  D.  C.  Jackson,  member  A.S.M.E.  (reappointment). 

The  personnel  of  the  Executive  Committee  for  the  en- 
suing year  will  be  as  follows:  George  W.  Burpee,  consult- 
ing engineer,  Coverdale  and  Colpitts,  New  York,  N.Y., 
American  Society  of  Civil  Engineers  (A.S.C.E.)  ;  A.  R. 
Stevenson,  Jr.,  staff  assistant  to  vice-president  in  charge 
of  engineering,  General  Electric  Company,  A.S.M.E.; 
James  F.  Fairman,  Consolidated  Edison  Company  of 
New  York,  Incorporated,  A.I.E.E.;  C.  C.  Williams,  presi- 
dent, Lehigh  University,  Societv  for  the  Promotion  of 
Engineering  Education  (S.P.È.E.)  ;  B.  F.  Dodge, 
professor  of  chemical  engineering,  Yale  University; 
American  Institute  of  Chemical  Engineers  (A.I.Ch.E.)  ; 
Charles  F.  Scott,  professor-emeritus  of  electrical  engineer- 
ing, Yale  University,  National  Council  of  State  Boards  of 
Engineering  Examiners  (N.C.S.B.E.E.)  ;  and  J.  B.  Challies, 
vice-president,  The  Shawinigan  Water  and  Power  Com- 
pany, Montreal,  P.Q.,  Canada,  The  Engineering  Institute 
of  Canada  (E.I.C.).  The  representative  of  the  A.I.M.E.  on 
the  Executive  Committee  has  not  yet  been  announced. 

Standing  Committes  Report  Progress 

Reports  of  the  committees,  which  had  been  mimeograph- 
ed and  distributed  in  advance  of  the  meeting,  were  not 
read,  but  were  briefly  summarized  in  order  to  afford  time 
for  the  presentation  of  reports  of  delegates  from  the  spon- 
soring organizations.  In  view  of  the  fact  that  the  high- 


lights of  these  committee  reports  are  mentioned  in  tne 
report  of  the  chairman  to  the  Council,  which  will  be  repro- 
duced in  an  early  issue,  no  attempt  will  be  made  at  a  sum- 
mary in  this  review.  The  reports  were  accepted  and  will  be 
published  by  the  Council  in  its  Ninth  Annual  Report. 

Unified  Engineering  Profession  in  Prospect  in  Canada 

What  the  constituent  bodies  of  E.C.P.D.  think  about  its 
work,  what  their  own  societies  have  been  doing  in  forward- 
ing the  purposes  of  the  Council,  and  what  might  be  done  in 
the  future  formed  the  general  scheme  of  reports  presented 
by  the  representatives  of  those  bodies. 

The  Engineering  Institute  of  Canada  was  greatly  im- 
pressed with  the  Council's  accomplishments,  said  Mr. 
Challies,  first  of  the  representatives  to  report.  He  gave  a 
brief  summary  of  what  the  Institute  had  done  and  was 
planning  to  do  to  enhance  the  status  of  the  engineering 
profession.  He  doubted  that  members  of  the  Council  had 
full  knowledge  of  the  Institute,  which  was  an  all-embracing 
engineering  society,  the  only  one  of  national  scope  in  Can- 
ada. On  the  basis  of  comparative  populations  of  Canada 
and  the  United  States  the  membership  of  the  Institute 
was  equal  to  the  combined  membership  of  the  other  con- 
stituent bodies  of  E.C.P.D. 

Registration  and  licensing  of  engineers  in  Canada  had 
been  initiated  by  the  Institute.  A  "  model  act  "  had  been 
drafted.  Provincial  associations  of  registered  engineers 
worked  closely  with  the  Institute  and  concerned  them- 
selves with  administration  of  the  registration  acts,  leaving 
the  Institute  to  foster  the  technical  interests  of  engineers. 
Relationships  between  the  associations  and  the  Institute 
were  cordial  and  further  co-operation  was  being  actively 
undertaken  with  the  result  that  a  truly  unified  engineer- 
ing profession  in  Canada  was  imminent. 

Of  present  activities,  Mr.  Challies  said,  there  was  little 
to  report  owing  to  the  war  economy.  A  committee  had 
been  set  up  to  investigate  "  the  servicing  of  young  en- 
gineers, "  and  a  Canadian  edition  of  E.C.P.D.'s  guidance 
booklet  "  Engineering  as  a  Career,  "  was  in  progress  under 
the  title  "  The  Profession  of  Engineering  in  Canada.  "  As 
to  the  future,  he  concluded,  engineers  could  count  on  the 
Engineering  Institute  of  Canada  pulling  its  load,  the  first 
duty  now  however  being  to  help  Britain  win  the  war. 

A.I.Ch.E.  Looks  Forward  to  Further  Co-operation 
with  E.C.P.D. 

Relations  with  E.C.P.D.  were  valued  highly  by  the  Am- 
erican Institute  of  Chemical  Engineers,  Mr.  Kirkpatrick 
reported,  and  it  was  their  hope  that  that  appraisal  was 
reciprocated.  Although  differences  of  opinion,  viewpoint, 
and  procedure  might  have  been  disturbing,  chemical  en- 
gineers who  had  worked  intimately  with  both  organiza- 
tions believed  that  better  understanding  and  greater  co- 
operation were  fast  developing. 

As  to  the  future,  Mr.  Kirkpatrick  expressed  the  hope 
that  the  Institute  and  E.C.P.D.  would  work  together  more 
closely.  The  Institute  would  welcome  an  opportunity  for 
a  joint  meeting  along  the  lines  of  the  A.S.M.E.-E.C.P.D. 
programme  at  Kansas  City  in  June,  1941. 

A.S.C.E.  Serves  Notice  of  Charter  Revocation  on 
Chapters  in  Unaccredited  Schools 

Reporting  for  the  American  Society  of  Civil  Engineers, 
Mr.  Burpee  stated  that  that  society's  Committee  on  En- 
gineering Education  had  suggested  that  E.C.P.D.  might 
well  limit  its  work  of  accrediting  curricula  to  the  five 
major  fields  and  general  engineering.  This  committee's 
views  had  been  reaffirmed  by  the  A.S.C.E.  Board  of  Di- 
rection in  April,  1941.  The  committee  agreed  with  Dr. 
Jackson's  report  that  "  undergraduate  curricula  should  be 
made  broader  and  more  fundamental  through  increased 
emphasis  on  basic  science  and  humanistic  and  social  stu- 


606 


December,   1941     THE  ENGINEERING  JOURNAL 


dies,  "  including  "  the  abandonment  of  effort  to  develop 
the  stabilized  skills  that  are  now  emphasized.  " 

The  A.S.C.E.,  Mr.  Burpee  said,  had  continued  its  active 
participation  in  the  programme  of  student  guidance,  and 
through  its  121  student  chapters  and  junior  branches  of 
local  sections  was  attempting  to  foster  the  development 
of  a  professional  viewpoint.  Student  chapters  had  been 
furnished  copies  of  the  E.C.P.D.  bulletin,  "  Suggestions  to 
Juniors.  " 

At  its  recent  meeting,  Mr.  Burpee  continued,  the  A.S.C. 
E.  Board  of  Direction  had  voted  that  "  student  chapters 
at  institutions  where  civil-engineering  curricula  had  not 
been  accredited  by  E.C.P.D.  would  have  their  charters 
withdrawn  on  January  1,  1944,  unless  these  curricula  had 
been  accredited  by  that  time." 

A.S.C.E.  members,  he  concluded,  were  greatly  concern- 
ed with  the  solidarity  of  the  engineering  profession  during 
these  times  and  looked  to  E.C.P.D.  to  stimulate  the  con- 
sciousness of  the  profession  at  large  and  particularly  to 
devise  tools  to  use  in  the  development  of  young  engineers 
in  their  technical  training,  their  engineering  experience, 
their  objective  and  scientific  approach  toward  their  prob- 
lems, and  their  ethical  attitude  toward  their  undertakings. 

Suggests  Greater  Publicity  for  E.C.P.D. 

A  "  vote  of  confidence  "  in  E.C.P.D.  was  extended  by 
Mr.  Fairman  speaking  for  the  American  Institute  of  Elec- 
trical Engineers.  The  Institute's  faith  in  E.C.P.D.  had 
taken  concrete  form,  he  said,  by  the  doubling  of  its  an- 
nual contribution  toward  the, Council's  activities.  As  one 
of  the  Institute's  representatives  he  had  secured  approval 
of  the  publication  in  Electrical  Engineering  of  President 
Doherty's  report  "  E.C.P.D.  Should  Look  Ahead.  " 

Booklet  for  Engineering  Graduates  Proposbd 

Stating  that  as  incoming  American  Institute  of  Mining 
Engineers  representative  on  the  E.C.P.D.  he  had  been  ask- 
ed at  the  last  moment  to  prepare  a  report,  Mr.  Chedsey 
said  that  what  he  had  to  say  had  not  been  approved  by 
his  colleagues  because  of  lack  of  time. 

The  activities  of  A.I.M.E.  which  lay  in  the  field  of  E. 
C.P.D.,  he  said  were  mostly  covered  by  its  Mineral  In- 
dustry Education  Division.  There  was  also  a  Student  Re- 
lations Committee  which  concerned  itself  mostly  with  re- 
lations with  undergraduates  and  worked  mostly  through 
student  chapters  and  affiliated  student  societies.  The  cen- 
tral committee  aided  by  securing  speakers  for  student 
meetings,  by  arranging  for  visits  by  A.I.M.E.  officials,  and 
by  establishing  contacts  for  field  trips.  No  workable 
method  had  as  yet  been  found  to  cover  the  need  for  sys- 
tematic contact  with  young  engineers  after  graduation,  al- 
though the  subject  had  been  given  consideration. 

Two  suggestions  as  to  what  additional  activities  E.C. 
P.D.  might  undertake  were  made  by  Mr.  Chedsey.  The 
first  was  a  booklet  for  engineering  graduates  "  setting 
forth  why  and  when  they  should  consider  becoming  regis- 
tered as  professional  engineers,  with  a  brief  summary  of 
the  laws  or  regulations  of  the  various  states  that  would 
be  of  help  to  them  in  this  procedure.  "  He  also  outlined 
other  matters  that  the  booklet  might  cover.  His  second 
suggestion  was  the  encouragement,  and  possibly  some 
aid  in  direct  development,  by  a  committee  of  E.C.P.D.,  of 
personnel  methods,  through  the  use  of  scientific  and  en- 
gineering aids,  in  other  words,  assisting  in  the  develop- 
ment of  so-called  "  Human  Engineering.  "  During  the 
year,  Mr.  Chedsey  said,  the  A.I.M.E.  had  contributed  in 
several  ways  toward  furthering  the  objectives  of  E.C.P.D. 

What  E.C.P.D.  Might  Do  and  What  N.C.S.B.E.E.  Has 
Done  to  Help 

The  report  of  N.  W.  Dougherty  for  the  National  Coun- 
cil of  State  Boards  of  Engineering  Examiners  was  divided 
into  two  parts:  (1)  What  E.C.P.D.  might  do  that  it  is  not 


doing  to  make  the  programme  of  professional  develop- 
ment, and  (2)  what  the  National  Council  had  done  during 
the  year,  or  plans  to  do,  toward  furthering  the  objectives 
of  E.C.P.D. 

Dean  Dougherty  summarized  his  suggestions  as  follows: 

"  1.  Determine  causes  or  reasons  why  students  select 
different  fields  of  engineering. 

2.  Accredit  graduate  curricula. 

3.  Closer  co-ordination  between  E.C.P.D.  and  N.C.S. 
B.E.E.  in  the  field  of  professional  training.  E.C.P.D.  is 
looking  toward  the  right  kind  of  mental  activity,  N.C. 
S.B.E.E.  is  primarily  interested  in  the  right  kind  of  ex- 
perience. Both  are  needed  to  develop  the  young  en- 
gineer. 

4.  Might  gather  information  and  publish  a  booklet 
for  students  and  junior  members.  "  Engineering,  a 
Career  "  is  for  parents  and  the  beginner.  A  booklet  for 
professionally  orienting  students  and  for  directing  re- 
cent graduates  would  be  a  great  help. 

5.  By  aiding  in  securing  uniform  laws  by  raising  the 
quality  of  weaker  laws;  and  by  supporting  efforts  to 
maintain  high  standards  in  their  administration.  " 

What  the  National  Council  has  done  was  summarized 
as  follows: 

"  1.  On  professional  training  the  National  Council 
has  been  very  active.  Emphasis  has  been  placed  on 
qualifying  experience  rather  than  education.  Studies 
are  being  made  of  examinations  as  measures  of  educa- 
tion. 

2.  On  professional  recognition  a  committee  has  tried 
to  appraise  the  effects  of  registration  on  the  engineering 
profession. 

3.  The  Committee  on  Legal  Procedure  has  made 
study  of  legal  practices  used  in  protecting  the  engineer 
and  the  public  against  the  unqualified. 

4.  What  more  may  be  done,  (a)  Assist  with  the  guid- 
ance programme,  (b)  Revive  the  Committee  on  En- 
gineering Education,  (c)  Take  a  broader  attitude  to- 
ward the  young  engineer.  Boards  are  not  trying  to 
prevent  registration;  they  are  trying  to  see  that  appli- 
cants are  competent,  (d)  Cause  every  member  of  State 
Boards  to  thoroughly  inform  himself  about  E.C.P.D.  " 

Dean  Sackett  Announces  President  Doherty's 

Address  on  E.C.P.D.  at  1941  A.S.M.E.  Annual 

Meeting 

In  the  absence  of  the  American  Society  of  Mechanical 
Engineers  representative,  A.  R.  Stevenson,  Jr.,  who  was  to 
have  reported  for  the  Society,  Dean  R.  L.  Sackett  review- 
ed briefly  what  had  been  done  during  the  year  to  further 
the  objectives  of  E.C.P.D.  He  told  how  the  A.S.M.E.  had 
increased  its  annual  appropriation  to  E.C.P.D.  in  com- 
mon with  other  constituent  bodies  and  about  the  joint 
sessions  of  the  Society  and  the  Council  at  the  Kansas  City 
meeting  in  June,  1941,  under  the  sponsorship  of  the  Com- 
mittee on  Education  and  Training  for  the  Industries. 
Copies  of  the  eighth  annual  report  of  E.C.P.D.  had  been 
sent  to  chairmen  of  the  Society's  local  sections  with  the 
request  that  they  study  it  and  transmit  questions  and 
comments  to  the  Committee  on  Education  and  Training. 
Articles  relating  to  E.C.P.D.  and  its  work,  including 
President  Doherty's  report  "  E.C.P.D.  Should  Look 
Ahead,  "  *  had  been  published  in  Mechanical  Engineering. 

At  the  1941  A.S.M.E.  Annual  Business  Meeting,  to  be 
held  at  the  Hotel  Astor,  New  York,  N.Y.  on  Monday, 
December  1,  at  2  p.m.,  Dean  Sackett  announced,  Presi- 
dent Doherty  would  deliver  an  address  on  E.C.P.D. 


See  Engineering  Journal,  September,  1941,  pp.  446-447. 


THE  ENGINEERING  JOURNAL     December,  1941 


607 


Recommends  More  Practicing  Engineers  on  E.C.P.D. 

The  Society  for  the  Promotion  of  Engineering  Educa- 
tion had  had  a  large  part  in  the  activities  of  E.C.P.D. 
said  Dean  Seaton  in  reporting  as  representative  of  this 
Society,  and  this  included  the  services  of  five  members  of 
the  E.C.P.D.  Executive  Committee.  He  pointed  out  that 
on  a  per  capita  basis  the  S.P.E.E.  was  making  a  larger 
contribution  financially  than  any  of  the  constituent  bodies. 

Dean  Seaton's  major  suggestion  was  that  an  effort  be 
made  to  appoint  a  greater  number  of  practicing  engineers 
to  E.C.P.D.  inasmuch  as  educators  had  made  up  a  major 
part  of  the  Council's  membership  to  date.  The  services  of 
practicing  engineers  were  particularly  desirable  on  the  ac- 
crediting committees,  he  asserted.  They  were  also  greatly 
needed  as  lecturers  in  engineering  schools  and  as  members 
of  boards  of  regents  and  trustees.  In  some  institutions 
practicing  engineers  had  been  helpful  in  fostering  research 
programmes.  In  his  opinion  E.C.P.D.  should  urge  partici- 
pation of  practicing  engineers  in  such  institutional  rela- 
tionships. 

The  S.P.E.E.,  he  announced,  had  limited  its  institution- 
al memberships  to  engineering  schools  whose  curricula 
had  been  accredited  by  E.C.P.D.,  with  the  exception  of 
Canadian  schools  where  E.C.P.D.  accreditation  had  not 
been  undertaken. 

Professional  training  had  been  advanced  by  the  schools' 
participation  in  the  Engineering  Science  and  Defense 
Training  programme  of  the  U.S.  Office  of  Education 
which  had  an  enrollment  of  150,000,  of  whom  90  per  cent 
were  engaged  in  in-training  courses.  It  was  his  hope  that 
ways  would  be  found  to  continue  this  type  of  adult  edu- 
cation of  men  in  industry  after  the  emergency  should  have 
passed. 

In  Dean  Seaton's  opinion,  uniform  admission  require- 
ments and  membership  grade  qualifications  of  engineer- 
ing societies  were  desirable.  He  favoured  the  extension 
of  industrial-employment  opportunities  for  engineering 
school  undergraduates  between  their  junior  and  senior 
years  and  for  young  instructors  of  engineering  schools. 
Engineering  registration  should  be  promoted  also. 

In  closing,  Dean  Seaton  characterized  E.C.P.D.  as 
practically  the  only  co-ordinating  agency  in  the  engineer- 
ing profession. 

Annual  Dinner  Surveys  E.C.P.D.  Programme 

The  1941  Annual  Dinner  was  held  at  the  Engineers' 
Club,  New  York,  on  Thursday  evening,  October  30,  with 
President  Doherty  acting  as  toastmaster.  Addresses  were 
delivered  by  N.  W.  Dougherty,  dean  of  engineering,  Uni- 
versity of  Tennesse,  who  spoke  on  "  Relation  of  E.C.P.D. 
to  Registration  Boards  ";  by  A.  H.  White,  president  S.P. 
E.E.,  whose  subject  was  "  Relation  of  S.P.E.E.  to  E.C. 
P.D.;"  and  by  James  F.  Fairman,  Consolidated  Edison 
Company  of  New  York,  Inc.,  who  analyzed  the  "  Rela- 
tion of  E.C.P.D.  to  the  Engineering  Societies.  " 

President  Doherty  also  introduced  Dr.  C.  J.  Mackenzie, 
president  of  the  Engineering  Institute  of  Canada,  C.  R. 
Young,  dean  of  engineering,  University  of  Toronto;  Vir- 
gil M.  Palmer,  retiring  president,  N.C.S.B.E.E.,  and  E.  A. 
Holbrook,  president  National  Society  of  Professional  En- 
gineers, all  of  whom  responded  briefly. 

Dean  Dougherty  Praises  Work  of  E.C.P.D. 

Asserting  that  there  must  be  some  idealism  in  engineer- 
ing, Dean  Dougherty  cited  the  addresses  of  W.  E.  Wick- 
enden,  "  The  Second  Mile,2  "  before  The  Engineering  In- 
stitute of  Canada,  and  that  of  Vannevar  Bush/1  before  the 
American  Engineering  Council  in  1939,  in  which  it  had 
been  stated  that  "  if  there  is  no  central  organization  which 


2  Engineering  Journal,  March,  1941,  pp.  111-114. 

3  "  The  Professional  Spirit  in  Education,"  by  Vannevar  Bush, 
Mechanical  Engineering,  March,  1939,  pp.  195-198- 


had  as  its  creed  the  best  service  of  the  profession  to  the 
society  of  which  it  forms  a  part  then  there  will  be  in  the 
end  no  engineering  profession.  " 

It  was  the  function  of  E.C.P.D.,  he  said  to  admit  desir- 
able young  men  to  the  profession  and  to  keep  out  the  un- 
desirable ones,  and  it  was  the  function  of  the  N.C.S.B. 
E.E.  to  cast  out  of  the  engineering  profession  all  unquali- 
fied engineers  who  attempted  to  practice  in  it. 

In  the  accreditation  of  engineering  curricula,  Dean 
Dougherty  pointed  out,  E.C.P.D.  and  N.C.S.B.E.E.  had  a 
common  objective.  Registration  boards  had  benefitted 
by  the  accrediting  programme  because  they  made  effec- 
tive daily  use  of  the  list  of  accredited  curricula. 

The  National  Council,  he  said,  had  set  up  a  committee 
on  professional  training  to  parallel  the  E.C.P.D.  commit- 
tee on  this  subject.  It  had  also  inquired  into  the  question, 
"  What  is  qualifying  experience  satisfactory  to  the 
board?  "  and  had  arrived  at  a  definition  of  the  term  "  sat- 
isfactory to  the  board.  "  In  the  work  of  the  boards,  he 
continued,  it  was  often  difficult  to  distinguish  between 
"  eminent  "  and  "  beginning  "  qualification,  and  it  was  the 
board's  duty  to  deal  with  minimum  qualifications. 

He  paid  tribute  to  the  E.C.P.D.  Committee  on  En- 
gineering Schools  for  the  effect  of  its  work  on  the  schools, 
and  concluded  by  stating  that  E.C.P.D.  must  secure  the 
same  recognition  of  the  value  of  the  work  of  its  other 
major  committees  that  had  been  accorded  the  work  of  the 
Committee  on  Engineering  Schools,  so  that  all  engineers 
would  feel  that  they  were  a  party  to  the  E.C.P.D.  pro- 
gramme. 

Growing  Importance  of  Engineering  Education 
Acclaimed  by  White 

In  speaking  of  the  relation  between  education  and  en- 
gineering, President  White  said  that  the  history  of  the 
beginnings  of  the  E.C.P.D.  deserved  to  be  recorded  as  the 
Council  had  become  a  co-ordinating  factor  in  engineering 
development.  The  engineering  schools,  he  argued,  were 
like  a  factory.  Partially  fabricated  material  was  received, 
inspected,  shaped,  tempered,  and  passed  on  so  that  it 
could  be  fitted  into  the  organization  of  the  engineering 
profession.  In  this  process  the  E.C.P.D.  was  the  "  boss  " 
of  S.P.E.E.  and  the  colleges  inasmuch  as  it  set  the  speci- 
fications for  the  college  president. 

Engineering  colleges  dealt  with  adolescent  engineers,  he 
pointed  out,  while  the  National  Council  dealt  with  their 
admission  to  the  profession.  There  had  been  a  time  when 
the  engineer  had  been  called  a  "  roughneck.  "  This  was 
not  so  to-day.  Engineering  had  come  into  its  own  be- 
cause it  had  been  recognized  that  engineers  thought  clear- 
ly from  cause  to  effect.  It  had  been  his  observation  that 
many  arts  students  did  not  think  clearly  and  did  not  work 
hard.  There  was  too  much  "  Do  as  you  please  and  we 
hope  you  will  do  what  is  right,  "  and  not  enough  stress  on 
the  discipline  of  accuracy  and  every  day  work. 

Engineers  must  look  to  the  future,  he  continued;  E.C. 
P.D.  had  indicated  what  must  be  done.  Twenty-five  years 
ago  engineers  had  worked  12  hours  a  day  and  seven  days 
a  week.  They  had  been  too  tired  to  engage  in  other  ac- 
tivities. But  to-day,  with  a  40-hour  week,  they  had 
time  and  energy  for  constructive  work,  and  E.C.P.D.  had 
laid  out  for  them  a  programme  for  continued  growth  not 
only  in  technical  but  in  cultural  fields  as  well. 

Fairman  Tells  of  Experiences  on  E.C.P.D. 

Making  it  clear  that  he  was  speaking  solely  for  himself 
and  not  for  the  engineering  societies,  Mr.  Fairman  de- 
veloped a  "  master  and  servant  "  analogy  of  the  relations 
between  the  engineering  societies  and  E.C.P.D.  in  which 
the  societies  were  the  master  and  E.C.P.D.  the  servant. 
He  likened  the  professional  development  to  a  beautiful 
mansion  which  the  masters  seldom  inhabited  but  which 
was  well  staffed  with  servants  who  were  accustomed  to 


608 


December,  1941     THE  ENGINEERING  JOURNAL 


send  an  annual  greeting  to  their  masters.  Apparent  indif- 
ference of  the  masters,  he  said,  had  led  some  of  the  serv- 
ants to  dream  about  how  nice  it  would  be  if  they  owned 
the  mansion,  so  that  they  forgot  their  places  as  servants 
and  became  guilty  of  insubordination.  It  would  be  better, 
he  asserted,  if  the  servants  were  to  stop  dreaming  and 
get  back  to  their  jobs. 

Turning  to  what  he  termed  his  conclusions,  Mr.  Fair- 
man  asserted  that  great  care  should  be  exercised  in  the 
selection  of  representatives  to  make  up  the  E.C.P.D. 
These  should  be  made  on  the  basis  that  appointment  was 
to  a  job,  not  an  honour.  It  must  be  ascertained  that  the 
appointee  had  time  and  capacity  to  do  the  job.  It  was  a 
failing  of  bodies  like  engineering  societies  to  assign  too 
many  jobs  to  the  same  man,  on  the  theory  that  a  busy 
man  had  the  most  time,  but  he  for  one  felt  that  there  was 
a  limit  to  the  wise  application  of  this  theory. 

Officers  and  directors  of  participating  bodies,  he  de- 
clared, should  review  what  they  were  getting  for  the 
money  contributed  to  E.C.P.D.  He  criticized  the  practice 
of  setting  up  new  organizations  to  handle  new  tasks  on 
the  theory  that  a  new  group  would  best  do  the  job,  when, 
as  a  matter  of  fact,  he  said,  continued  interest  and  sus- 
tained effort  were  essential. 

In  conclusion,  Mr.  Fairman  emphasized  again  the 
statement  that  he  was  expressing  his  personal  opinions 
and  not  those  of  any  group  and  his  conviction  that  "  we 
are  not  doing  what  we  might  do.  " 

WARTIME  BUREAU  OF  TECHNICAL  PERSONNEL 

Monthly  Bulletin 

The  distribution  of  questionnaires  to  research  and 
science  workers  which  was  announced  previously  is  prac- 
tically complete.  The  establishment  of  a  satisfactory 
mailing  list  for  this  group  has  been  more  difficult  than  in 
the  case  of  engineers,  chemists,  and  architects,  because 
there  are  no  societies  to  which  they  belong  in  quantities 
that  adequately  represent  the  group.  However,  through 
universities,  the  National  Research  Council,  and  the  Royal 
Society  a  list  of  over  two  thousand  names  has  been  set 
up  which  it  is  believed  covers  the  field. 

Under  war  conditions  the  importance  of  research  work 
is  multiplied  many  times.  The  need  of  attacking  the  many 
new  problems  and  of  completing  the  details  of  those  al- 
ready under  way  is  great.  More  problems  mean  more 
workers.  The  Bureau  is  now  in  a  position  to  aid  in  this 
expansion  by  furnishing  information  on  the  availability 
and  qualifications  of  most  persons  experienced  in  this  field. 

The  demand  for  mechanical  engineers  continues.  It  is 
difficult  to  see  how  the  hundreds  of  openings  can  be  suit- 
ably filled  under  the  present  method  of  distribution.  It  is 
the  opinion  of  the  Bureau  that  many  qualified  persons  are 
still  engaged  in  non-essèntial  work,  and  that  others  while 
employed  by  an  essential  industry  are  themselves  not 
wholly  engaged  in  war  work  that  uses  their  abilities  to 
anything  like  capacity. 

The  fact  is  being  slowly  evolved  that  new  measures  will 
be  necessary  if  anything  like  an  even  distribution  or  an 
efficient  utilization  of  mechanical  engineering  skill  is  to 
be  obtained  in  this  country.  Beyond  a  doubt  engineering 
ability  is  being  wasted  right  now.  Groups  which  are  crying 
for  more  men  are  competing  with  each  other  in  their  search 
and  yet  none  seems  to  be  utilizing  efficiently  those  already 
in  its  service. 

It  is  the  opinion  of  the  Bureau  that  a  survey  of  the 
work  being  done  by  engineers  will  reveal  the  fact  that 
such  persons  are  being  used  in  great  numbers  for  work 
which  is  not  engineering  at  all.  For  instance,  an  officer  of 
the  Bureau  was  shown  by  an  engineer  in  the  employ  of  a 
large  industry  where  in  one  office  two  engineers  out  of 
seven  were  being  wasted.  The  men  themselves  made  the 
survey.  They  found  that  between  them  they  were  spending 


almost  thirty  per  cent,  of  their  total  time  in  work  which 
could  be  equally  well  done  by  clerks.  Here  is  a  specific 
case  which  probably  is  repeated  over  and  over  in  plants 
all  over  the  country.  Perhaps  similar  surveys  by  all  em- 
ployers would  yield  similar  results,  and  would  assist  in 
solving  their  own  problem  of  engineering  shortages. 

The  Bureau  is  impressed  with  the  serious  shortage  of 
technical  help  in  many  vital  activities  including  the  armed 
forces,  and  believes  that  present  methods  will  not  solve 
the  problem  quickly  enough.  Under  any  conditions  it  will 
not  be  solved  easily,  and  may  never  be  solved  entirely, 
but  there  are  things  which  can  be  done  now  that  will  help 
a  lot.  The  total  supply  of  technical  help — limited  as  it  is — 
should  be  spread  out  in  proportion  to  the  needs.  This  will 
require  the  sympathetic  co-operation  of  engineer,  em- 
ployer, and  government,  but  it  should  not  be  impossible 
of  attainment. 

MEETING  OF  COUNCIL 

A  regional  meeting  of  the  Council  of  the  Institute  was 
held  at  the  Château  Frontenac,  Quebec,  on  Saturday, 
November  15th,  1941,  at  four  o'clock  p.m. 

President  C.  J.  Mackenzie  (Ottawa)  was  in  the  chair; 
Past-President  J.  B.  Challies  (Montreal)  ;  Vice-Presidents 
K.  M.  Cameron  (Ottawa)  and  deGaspé  Beaubien  (Mont- 
real) ;  Councillors  J.  H.  Fregeau  (St.  Maurice  Valley), 
A.  Larivière  (Quebec),  W.  R.  Manock  (Niagara  Penin- 
sula), H.  Massue  (Montreal),  J.  A.  Vance  (Woodstock), 
and  General  Secretary  L.  Austin  Wright  were  present. 

There  were  also  present  by  invitation — Past-Presidents 
A.  R.  Decary  and  0.  0.  Lefebvre;  Past- Vice-Presidents 
Hector  Cimon  (Quebec),  J.  H.  Hunter  (Montreal),  W.  G. 
Mitchell  (Montreal),  and  A.  B.  Normandin  (Quebec); 
Past-Councillor  B.  Grandmont  (Rimouski)  ;  Dr.  A.  H. 
Heatley,  chairman  of  the  St.  Maurice  Valley  Branch  ;  Dr. 
Paul  E.  Gagnon,  past-president  of  the  Canadian  Chemical 
Association  and  honorary  treasurer  of  the  Canadian 
Institute  of  Chemistry;  L.  C.  Dupuis,  chairman,  E.  R. 
Gray-Donald,  councillor-elect  and  vice-chairman,  Paul 
Vincent,  secretary-treasurer,  T.  M.  Déchêne,  A.  Lafram- 
boise,  P.  Méthé  and  Gustave  St-Jacques,  members  of  the 
executive  of  the  Quebec  Branch. 

The  general  secretary  reported  that  the  amount  received 
from  the  branches  towards  the  building  fund  to  date  was 
approximately  $7,000.00,  of  which  more  than  $5,500.00 
had  been  contributed  by  the  Montreal  Branch.  Several 
of  the  branches  were  continuing  their  campaign,  and  it 
was  understood  that  further  amounts  would  be  received. 
The  president  felt  that  the  Institute  should  be  very  grate- 
ful to  the  Montreal  Branch,  and  expressed  his  own 
personal  appreciation  of  their  splendid  effort  on  behalf 
of  the  fund.  He  also  described  his  pleasure  at  the  success 
of  the  efforts  of  the  other  branches. 

The  general  secretary  reported  that  as  the  annual  meet- 
ing committee  of  the  Montreal  Branch  desired  to  have  a 
paper  or  papers  dealing  with  the  engineering  phases  of 
civil  defence  he  had  cabled  the  Institution  of  Civil 
Engineers  in  London  to  see  if  there  was  any  possibility 
of  one  of  their  members  who  was  familiar  with  this  work 
coming  to  Canada  at  that  time  to  participate  in  the  meet- 
ing. The  secretary  of  the  Institution  replied  that  it  was 
not  expected  that  sny  of  their  members  familiar  with  this 
important  subject  would  be  so  situated  that  they  could 
assist  with  the  annual  meeting,  but  suggested  that  the 
Institute  might  send  a  member  to  England  to  investigate 
the  field  for  himself,  and  that  in  such  circumstances  the 
Institution  would  afford  every  facility. 

The  secretary  reported  that  from  conversations  with 
President  Mackenzie  and  Vice-Presidents  Beaubien  and 
Cameron  it  appeared  that  it  might  be  possible  to  carry 
out  such  a  proposal,  and  that  in  view  of  the  Institute's 
desire  to  give  leadership  in  this  matter  it  was  advisable 


THE1ENGINEERING  JOURNAL     December,  1941 


609 


to    bring  the    proposal    before    Council    for    further   con- 
sideration and  decision. 

In  the  discussion  which  followed  several  councillors  and 
guests  expressed  themselves  as  favouring  such  an  activity. 
The  president  announced  that  Vice-President  Cameron 
had  offered  to  make  available  one  of  the  engineers  in  his 
department  who  was  competent  to  do  the  work.  The  ad- 
vantages of  having  a  government  engineer  undertake  the 
work  was  apparent  to  everyone,  and  it  was  unanimously 
agreed  that  Mr.  Cameron's  offer  be  accepted,  and  that 
the  Institute  do  everything  possible  to  secure  for  the  use 
of  government  and  civilian  bodies  throughout  Canada  the 
information  which  would  be  helpful  in  protecting  and  re- 
pairing public  utilities  and  structures  which  might  be 
subject  to  attack  by  bombing  or  gun  fire.  It  was  also 
agreed  that  the  representative,  while  in  England,  should 
gather  the  latest  information  on  anti-sabotage  methods 
for  the  protection  of  utilities.  The  arranging  of  details  was 
left  with  the  president,  Vice-President  Cameron,  and  the 
general  secretary. 

The  general  secretary  reported  that  a  list  of  engineers 
and  scientists  of  German  and  Austrian  origin,  who  are 
now  in  refugee  camps  in  Canada,  had  been  furnished  to 
the  Wartime  Bureau  of  Technical  Personnel  with  the  in- 
formation that  such  men  could  be  released  for  war  work 
in  Canada  providing  satisfactory  positions  were  offered 
to  them.  A  subsequent  proposal  had  been  reported  to  the 
Bureau  wherein  it  was  indicated  that  the  government  was 
considering  setting  up  a  manufacturing  plant  in  which 
all  these  refugees  could  set  to  work  on  the  same  or  similar 
projects. 

In  view  of  the  fact  that  such  persons,  if  competent, 
could  readily  find  employment,  it  was  agreed  that  the 
need  of  writing  Institute  examinations  in  order  to  establish 
their  qualifications  became  unnecessary.  Therefore,  in 
view  of  the  expense  involved  in  setting  papers,  the  secre- 
tary suggested  that  nothing  be  done  for  the  present  about, 
giving  examinations  to  those  who  requested  it.  The  original 
proposal  from  the  refugees  had  been  that  they  might  write 
the  Institute's  examinations  to  obtain  membership,  but 
upon  being  informed  that  by  a  recent  ruling  of  Council 
membership  could  not  be  given  to  enemy  aliens,  they  had 
requested  that  the  examinations  be  given  to  them  in  any 
case  as  a  means  of  establishing  their  status  in  Canada 
for  purposes  of  finding  employment. 

On  the  recommendation  of  the  Montreal  Branch  executive 
committee  it  was  unanimously  resolved  that  Mr.  Walter 
G.  Hunt  be  appointed  councillor  to  represent  the  Mont- 
real Branch  until  the  next  annual  election,  replacing  Mr. 
H.  J.  Vennes  who  had  resigned.  It  was  also  unanimously 
resolved,  on  the  recommendation  of  the  Montreal  Branch, 
that  Mr.  Hunt's  name  be  submitted  on  the  forthcoming 
Officers'  Ballot,  as  councillor  for  the  years  1942  and  1943, 
completing  Mr.  Vennes'  term  of  office. 

The  general  secretary  reported  that  the  various  branches 
had  been  written  to  with  a  suggestion  that  they  might 
extend  the  facilities  of  the  branch  to  engineers  from  other 
countries  now  in  Canada.  Letters  offering  to  co-operate 
had  been  received  from  several  of  the  branches,  and  ac- 
cordingly the  names  of  the  members  of  the  Association 
of  Polish  Engineers  and  of  the  Institution  of  Electrical 
Engineers  which  had  been  received  at  Headquarters  had 
been  sent  to  the  branches  concerned. 

The  Toronto  branch  had  made  a  good  start  by  inviting 
fifteen  Polish  engineers  as  their  guests  at  a  dinner  held 
previous  to  their  opening  meeting,  at  which  a  Polish 
engineer  wras  the  guest  speaker.  Letters  received  indicated 
that  such  hospitality  was  very  much  appreciated. 

Vice-President  Beaubien,  as  chairman  of  the  Finance 
Committee,  reported  that  the  finances  of  the  Institute 
were  in  a  healthy  condition.  Revenue  had  increased  over 
last  year  and  over  the  budget;  expenditures  had  increased 


slightly  over  last  year,  but  not  over  the  budget,  which 
placed  the  Institute  at  this  time  of  the  year  in  a  better 
position  than  it  has  been  for  a  long  time.  Mr.  Beaubien 
pointed  out  that  this  was  rather  an  unusual  occasion,  in 
that  for  the  month  of  November,  the  Finance  Committee 
had  absolutely  no  resignations  or  removals  from  the 
membership  list  for  other  reasons,  to  consider. 

Past-President  Challies  reported  that  at  a  recent  meet- 
ing in  Montreal,  at  which  six  past-presidents  were  present, 
including  three  of  those  who  originally  established  the 
Past-Presidents'  Fund,  Council's  request  for  a  recon- 
sideration of  the  purposes  of  the  award  was  discussed. 
The  past-presidents  did  not  wish  to  make  any  fixed  de- 
cision that  would  bind  Council.  They  explained  that  the 
fund  had  been  collected  originally  for  the  purpose  of 
assisting  the  Institute  in  establishing  prizes  and  building 
up  its  finances.  Opinions  were  expressed  by  the  past- 
presidents  that  it  was  thought  desirable  to  continue  an 
award  known  as  the  Past-Presidents'  Prize  with  a  value 
of  about  $100.00  to  be  paid  out  of  interest  on  .the  fund. 
The  balance  of  the  fund  might  be  used  for  whatever 
purposes  Council  felt  would  be  most  useful  at  the  time. 

Mr.  Challies  also  reported  that  there  was  a  discussion 
as  to  whether  or  not  contributions  to  the  fund  by  past- 
presidents  should  be  continued.  In  view  of  the  fact  that 
since  Dr.  Lefebvre's  presidency  the  custom  had  been 
established  of  presidents  visiting  all  the  branches  it  was 
thought  that  the  fund  might  be  of  some  financial  assistance 
to  those  presidents  whose  personal  incomes  could  not  meet 
this  cost  without   considerable  inconvenience. 

Past-President  Décary  thought  that  the  privilege  of 
contributing  to  the  fund  should  be  continued,  and  Past- 
President  Lefebvre  agreed  with  him,  stating  at  the  same 
time  that  he  thought  that  the  interest  should  be  used 
every  year  and  that  any  increase  in  the  total  amount 
should  come  only  from  new  contributions. 

Finally,  at  Past-President  Challies'  suggestion,  it  was 
agreed  that  the  final  decision  as  to  the  use  of  the  interest 
and  the  future  of  the  fund  should  be  left  to  the  Finance 
Committee  to  determine.  It  was  also  suggested  that  in 
view  of  the  report  on  prizes  and  awards  being  drawn  up 
by  Mr.  Durley  some  further  consideration  be  given  by 
him  to  the  Past-Presidents'  Prize  and  included  in  the 
report. 

In  view  of  the  fact  that  the  Julian  C.  Smith  Medal  was 
a  new  award  and  final  regulations  have  not  yet  been 
agreed  upon,  Vice-President  Cameron  recommended  that 
the  awards  for  this  year  should  be  determined  in  the  same 
manner  as  the  original  awards  of  last  year.  By  this  means 
the  names  of  the  candidates  will  be  selected  by  the  Pro- 
visional Committee  of  Past-Presidents,  and  will  be  sub- 
mitted to  Council  for  approval.  The  final  regulations  for 
the  medal  are  included  in  Mr.  Durley's  report,  but  it  is 
necessary  to  make  this  year's  selections  before  the  report 
can  be  presented  for  approval. 

The  secretary  reported  that  the  dates  set  for  the  Annual 
General  Professional  Meeting  in  Montreal  were  Thursday 
and  Friday,  February  5th  and  6th,  1942.  A  meeting  of 
the  annual  meeting  committee  of  the  Montreal  Branch 
had  been  held  recently,  and  the  programme  for  the  meet- 
ing was  now  practically  complete.  The  principal  papers 
are  on  war  industries,  such  as  guns  and  aircraft  manu- 
facture, research  enterprises  and  the  manufacture  of 
munitions.  This  had  the  approval  of  the  Hon.  C.  D.  Howe, 
Minister  of  Munitions  and  Supply,  who  had  consented  to 
speak  at  the  opening  luncheon.  It  was  also  expected  that 
there  would  be  an  exhibit  of  war  materials  being  made 
in  Canada  for  the  first  time. 

On  Thursday  night  the  Montreal  Branch  would  hold 
its  Annual  Smoker,  and  on  Friday,  the  Annual  Dinner 
of  the  Institute. 


610 


December,  1941     THE  ENGINEERING  JOURNAL 


To  comply  with  the  by-laws,  it  was  unanimously 
resolved  that  the  Annual  General  Meeting  be  convened 
at  Headquarters  on  Thursday,  January  22nd,  1942,  at 
eight  o'clock  p.m.,  the  meeting  to  be  adjourned  and  recon- 
vened at  the  Windsor  Hotel,  Montreal,  at  ten  o'clock  a.m. 
on  Thursday,  February  5th,  1942. 

Past-President  Challies,  as  the  Institute's  representative 
on  the  executive  committee  of  the  Engineers'  Council  for 
Professional  Development,  reported  briefly  on  the  annual 
meeting  of  that  body,  which  had  been  held  recently  in 
New  York  City.  A  full  delegation  of  Institute  members 
had  been  present,  including  the  three  representatives  on 
the  governing  body  of  the  Council,  the  representatives  on 
each  of  the  standing  committees,  the  president  of  the  In- 
stitute, and  Past-President  Cleveland,  of  Vancouver.  In 
Mr.  Challies'  opinion,  the  Institute  was  taking  a  very 
creditable  part  in  the  work  of  E.C.P.D.  A  detailed  account 
of  the  meeting  appears  in  this  issue. 

The  general  secretary,  as  assistant  director  of  the  War- 
time Bureau  of  Technical  Personnel,  made  a  brief  progress 
report  on  the  activities  of  the  Bureau.  He  indicated  that 
the  work  was  expanding,  both  in  volume  and  in  import- 
ance, and  that  members  of  the  Bureau  realized  that  they 
had  a  very  serious  problem  on  their  hands.  He  mentioned 
that  regulations  were  now  being  drawn  up  in  Ottawa 
which  would  strengthen  the  hands  of  the  Bureau  con- 
siderably, but  at  the  same  time  would  place  greater 
responsibilities  upon  it. 

The  secretary  reported  that  the  ballots  for  approval  of 
the  co-operative  agreement  in  New  Brunswick  were  now 
in  the  hands  of  all  councillors  and  corporate  members  in 
the  province,  and  were  returnable  on  December  5th.  It 
was  unanimously  resolved  that  Messrs.  H.  Massue  and 
W.  G.  Hunt  be  appointed  scrutineers  to  open  the  ballot 
and  report  to  Council. 

In  view  of  war  conditions  it  was  unanimously  agreed 
that  the  Institute  would  not  send  out  Christmas  cards 
this  year  as  has  been  done  in  recent  years,  but  would 
instead  send  a  suitable  letter  to  the  presidents  and  officers 
of  sister  societies  in  Great  Britain  and  the  United  States. 

An  invitation  to  participate  in  an  Inter-American  Con- 
gress of  Engineers  and  Geologists  to  be  held  in  Chile  in 
January  of  next  year  had  been  received  through  the 
Consul  General  of  that  country.  Correspondence  had  in- 
dicated that  it  might  be  possible  to  include  the  subject 
of  hydro-electric  power  development,  in  which  case  the 
Institute  might  be  able  to  participate. 

Mr.  Challies  thought  that  the  Institute  should  be 
represented  at  such  a  conference  if  at  all  possible,  and 
suggested  that  it  be  left  with  the  president  and  the  general 
secretary  to  do  whatever  was  necessary  in  the  best  in- 
terests of  the  Institute.  It  was  possible  that  Mr.  Hunter 
would  be  in  Chile  at  that  time.  Mr.  Hunter  explained 
that  although  his  plans  were  rather  indefinite  at  the 
moment,  he  would  keep  in  touch  with  the  general  secre- 
tary, and  would  be  very  pleased  to  represent  the  Institute 
if  he  should  be  in  Chile  at  the  time  of  the  Congress. 

A  number  of  applications  were  considered,  and  the  fol- 
lowing elections  and  transfers  were  effected: 

Admissions 

Members    2 

Juniors    2 

Students    61 

Transfers 

Student  to  Member 1 

Student  to  Junior 1 

It  was  left  with  the  president  and  the  general  secre- 
tary to  decide  on  the  date  for  the  December  meeting  of 
Council. 

The  president  expressed  his  appreciation  of  the  hospi- 


tality of  the  Quebec  Branch,  his  only  regret  being  that  it 
had  been  necessary  to  hurry  through  the  business  of  the 
Council  meeting  in  order  that  he  and  other  out-of-town 
members  might  catch  the  evening  train  to  Montreal. 

Dr.  Gagnon  expressed  his  appreciation  at  being  invited 
to  the  meeting,  a  privilege  which  he  had  greatly  enjoyed. 
Similar  acknowledgments  were  made  by  other  out-of-town 
guests. 

ELECTIONS  AND  TRANSFERS 

At  the  meeting  of  Council  held  on  November  15th,  1941,  the  fol- 
lowing elections  and  transfers  were  effected: 

Members 

Fraser,  John  Hugh,  gen.  supt.,  steel  divn.,  Dominion  Steel  and  Coal 
Corporation,  Sydney,  N.S. 

Parry,  Thomas  M.,  b.sc  (Elec),  (Univ.  of  Alta.),  Technical  Vice- 
Principal,  Western  Canada  High  School,  Calgary,  Alta. 

Juniors 

Farstad,  Charles,  B.Eng.  (Mech.),  (Univ.  of  Sask.),  asst.  engr.,  mech. 

dept.,   Laurentide  Divn.,   Consolidated  Paper   Corporation   Ltd., 

Grand  Mere,  Que. 
Hoseason,  Harry  J.,  b.a.sc.  (Univ.  of  Toronto),  sales  engr.,  H.  H, 

Robertson  Co.  Ltd.,  Toronto,  Ont. 

Transferred  from  the  class  of  Student  to  that  of  Member 

Lecavalier,  Jean-Paul,  b.a.sc,  ce.,  (Ecole  Polytechnique),  asst.  dis- 
trict engr.,  Quebec  Roads  Dept.,  Quebec,  Que. 

Transferred  from  the  class  of  Student  to  that  of  Junior 

Harding,  Charles  Malcolm,  b.sc.  (Elec),  (Univ.  of  Alta.),  elec.  engr. 
Calgary  Power  Co.  Ltd.,  Calgary,  Alta. 

Students  Admitted 

Bowman,  William  A.,  (Univ.  of  Man.),  Hudson,  Ont. 

Dixon,  Frederick,  instrument  dept.,  Bepco  Canada  Limited,  Montreal. 

Glenn,  Clayton  H.,  (Univ.  of  Man.),  655  Mulvey  Ave.,  Winnipeg, 
Man. 

Harvie,  John  Duncan,  (Univ.  of  Man.),  1185  Wolseley  Ave.,  Winni- 
peg, Man. 

Johnston,  Bruce  Fraser,  (McGill  Univ.),  3520  McTavish  St.,  Mont- 
real, Que. 

Lawson,  Glenn  William,  (Univ.  of  Man.),  760  14th  St.,  Brandon,  Man. 

Merkley,  Murray  Roy,  (McGill  Univ.),  257  Strathearn  Ave.,  Mont- 
real West,  Que. 

O'Brien,  William  Smith,  4278  Sherbrooke  St.  West,  Montreal,  Que. 

Pink,  John  Frederick,  (Univ.  of  Man.),  371  Inglewood  St.,  St.  James» 
Man. 

Smith,  Robert  Lovelace,  (Univ.  of  Man.),  38  Furby  St.,  Winnipeg 
Man. 

Swerdfeger,  John  Harvey,  (Univ.  of  B.C.),  1065  S.W.  Marine  Drive, 
Vancouver,  B.C. 

Verdier,  Paul  André,  1610  Sherbrooke  St.  West,  Montreal,  Que. 

Students  at  the  Ecole  Polytechnique,  Montreal,  Que. 

Auger,  Roland,  1131  Laurier  Avenue  West,  Outremont,  Que. 
Bédard,  Jacques,  Ecole  Polytechnique,  1430  St.  Denis  St.,  Montreal. 
Berthiaume,  Joseph-Alphonse,  Contracoeur,  Verchères  Co.,  Que. 
Bouthillier,  Jean,  2564  Desjardins  Ave.,  Maisonneuve,  Que. 
Brunette,  Charles  Edouard,  1468  Gilford  St.,  Montreal,  Que. 
Caron,  Lucien,  1690  St.  Hubert  St.,  Montreal,  Que. 
Dumont,  Lomer,  P.O.  Box  513,  Amos,  Abitibi  County,  Que. 
Dury,  Jean,  3621  St.  Denis  St.,  Montreal,  Que. 
Ewart,  Philip,  121  Second  Ave.,  Verdun,  Que. 
Grenier,  François,  440  Cherrier  St.,  Montreal,  Que. 
Joubert,  Max  Nowlen,  607  Merton  Ave.,  St.  Lambert,  Que. 
Julien,  Roger,  684  Radisson  St.,  Three  Rivers,  Que. 
Labrosse,  Fernand,  3668  St.  Hubert  St.,  Montreal,  Que. 
Lalande,  Jacques  Bernard,  6270  St.  Denis  St.,  Montreal,  Que. 
Laroche,  Jean-Luc,  4128  St.  Hubert  St.,  Montreal,  Que. 
Lavallée,  Jean-Charles,  1451  Sicard  St.,  Viauville,  Montreal,  Que. 
Laverdure,  Jean  Conrad,  4311  Fabre  St.,  Montreal,  Que. 
Laviolette,  Jean-Guy,  2324  Orléans  St.,  Montreal,  Que. 
Laviolette,  Jean-Paul,  3921  St.  Hubert  St.,  Montreal,  Que. 
LeBrun,  Hubert,  3683  Laval  Ave.,  Apt.  6,  Montreal,  Que. 
Lacavalier,  Robert,  6280  St.  Denis  St.,  Montreal,  Que. 
Leclerc,  André,  6824  St.  Denis  St.,  Montreal,  Que. 
Lemieux,  Jacques  Raymond,  108  DufTerin  St.,  Sherbrooke,  Que. 
Livernoche,  Roger,  113  rue  des  Sulpiciens,  L'Epiphanie,  Que. 
Mailhiot,   Fernard  A.,   4174  Oxford  Ave.,   Notre-Dame-de-Graces, 

Montreal,  Que. 
Marcotte,  Benoit  Wilfrid,  4439  Adam  St.,  Maisonneuve,  Que. 
Marsolais,  Irenée  Wilfrid,  1612  St.  André  St.,  Montreal,  Que. 


THE  ENGINEERING  JOURNAL     December,  1941 


611 


Ménard,  Jean,  837  Cherrier  St.,  Montreal,  Que. 

Ménard,  Robert,  5840  Chabot  St.,  Montreal,  Que. 

Mousseau,  J.  A.  Francois,  3457  Laval  Ave.,  Apt.  1,  Montreal,  Que. 

O'Bomsawin,  Gérard,  4785  Ste.  Emilie  St.,  St.  Henri,  Montreal,  Que. 

Palmer,  Joseph  Paul  Victor,  Ecole  Polytechnique,  1430  St.  Denis 
St.,  Montreal,  Que. 

Pauzé,  Jean,  382  St.  Joseph  Blvd.  East,  Montreal,  Que. 

Pépin,  Georges  Alphonse  Maurice,  134-9th  Ave.,  Longueuil,  Que. 

Proulx,  Jean-Noël,  7964  St.  Gérard  St.,  Montreal,  Que. 

Rochon,  Georges  André,  1029  Lafontaine  Park,  Montreal,  Que. 

Rolland,  Gilbert  Lucien,  Mont-Rolland,  Que. 

Ross,  Miville,  Ecole  Polytechnique,  1430  St.  Denis  St.,  Montreal,  Que. 

St-Laurent,  Aurèle,  865  Roy  St.  East,  Montreal,  Que. 

Sansfaçon,  Jacques,  441  Malines  St.,  Montreal,  Que. 

Séguin,  Bernard,  2925  Gouin  Blvd.  East,  Montreal,  Que. 

Sicotte,  Bernard,  Ecole  Polytechnique,  1430  St.  Denis  St.,  Montreal. 

Smith,  Paul  M.,  Ecole  Polytechnique,  1430  St.  Denis  St.,  Montreal. 

Thauvette,  Laurent,  3664  Lafontaine  Park,  Montrea,l  Que. 

Thibault,  Sylvain,  4080  St.  Hubert  St.,  Montreal,  Que. 

Troalen,  Pierre,  4281  Chapleau  St.,  Montreal,  Que. 

Trudeau,  Jean,  7764  DeGaspé  St.,  Montreal,  Que. 

Turcotte,  Leonel,  7656  Boyer  St.,  Montreal,  Que. 

Turgeon,  Joseph  Alfred  Maurice,  526  Sherbrooke  St.  East,  Mont- 
real, Que. 


COVER  PICTURE 

The  picture  on  the  cover  of  this  issue  shows  members  of 
an  East  Coast  anti-aircraft  battery  at  one  of  the  listening 
devices  which  are  trained  on  the  sky  night  and  day.  So 
sensitive  is  this  equipment  that  the  sound  of  a  locomotive 
whistle  a  mile  away  creates  an  almost  deafening  racket  in 
the  ears  of  the  operators. 

COMING  MEETINGS 

Association  of  Professional  Engineers  of  Ontario — ■ 

Annual  Meeting  and  Dinner,  Royal  York  Hotel,  Toronto, 
Ont.,  on  January  17th,  1942.  Walter  McKay,  Secretary- 
Treasurer,  350  Bay  Street,  Toronto,  Ont. 

The  Engineering  Institute  of  Canada — Fifty-sixth 
Annual  General  and  General  Professional  Meeting,  Windsor 
Hotel,  Montreal,  Que.,  February  5th-6th,  1942.  L.  Austin 
Wright,  General  Secretary,  2050  Mansfield  Street,  Mont- 
real, Que. 


Personals 


Dr.  J.  B.  Challies,  M.E.I. c,  vice-president  of  Shawinigan 
Water  and  Power  Company,  and  past-president  of  the 
Institute,  was  inducted  recently  as  chairman  of  the  board 
of  governors  of  the  United  Theological  College,  Montreal. 
He  has  been  for  several  years  a  prominent  layman  in 
Dominion-Douglas  Church. 

Dr.  T.  H.  Hogg,  m.e.i.c,  chairman  and  chief  engineer  of 
The  Hydro-Electric  Power  Commission  of  Ontario,  and 
past-president  of  The  Engineering  Institute  of  Canada,  was 
invited  to  deliver  the  "Brackett"  Lecture  at  Princeton  Uni- 
versity on  Tuesday,  November  18th,  1941 — a  tribute  that 
has  only  been  paid  to  one  other  Canadian  engineer,  Sir 
Henry  Thornton,  who  some  years  ago  gave  a  Brackett 
Lecture  on  Transportation. 

The  subject  of  Dr.  Hogg's  lecture  was  "The  Hydro- 
Electric  Power  Commission  of  Ontario — a  Study  in  Public 
Service."  He  explained  how  the  Commission  was  formed, 
how  it  operates,  how  it  is  meeting  the  requirements  of  the 
present  war  emergency,  and  described  the  social  and 
economic  benefits  it  has  achieved  during  its  thirty  years 
of  operation. 

The  Cyrus  Fogg  Brackett  Lectureship  was  established 
in  1921  at  Princeton  University  in  the  School  of  Engineering, 
by  the  Princeton  Engineering  Association — the  official 
graduate  body  of  Princeton  engineering  alumni.  The  lec- 
tureship is  in  memory  of  Dr.  Cyrus  Fogg  Brackett,  the 
Henry  Professor  of  Physics  at  Princeton  from  1873  to  1908 
— one  of  Princeton's  greatest  and  most  beloved  teachers. 
The  Brackett  Foundation  has  brought  to  Princeton,  as 
lecturers,  many  of  the  leaders  of  America,  including  Irving 
Langmuir,  Samuel  Insull,  the  late  Sir  Henry  W.  Thornton, 
and  many  others.  Its  objective  is  to  bring  before  the  students 
and  faculty  men  of  prominence  in  engineering,  finance,  law 
and  business,  and  to  give  to  Princeton  students  a  better 
understanding  of  the  implications  of  engineering  in  the 
affairs  of  the  world. 

T.  W.  Fairhurst,  m.e.i.c,  is  at  present  in  Canada  on 
business.  He  is  a  director  of  Ruston  and  Hornsby  Limited, 
London,  England.  Several  years  ago  he  was  connected  with 
the  Vancouver  Machinery  Depot,  Limited,  and  he  also 
spent  several  years  in  the  United  States  before  going  to 
England. 

Lieut. -Col.  K.  S.  Maclachlan,  m.e.i.c,  has  resigned  his 
post  as  deputy  minister  of  the  Department  of  National 
Defence  for  Naval  Services  at  Ottawa  in  order  to  undertake 


News  of  the  Personal  Actirities  of  members 
of  the  Institute,  and  visitors  to  Headquarters 


active  service  with  the  Royal  Canadian  Navy.  In  comment- 
ing on  Colonel  Maclachlan's  resignation,  the  Minister  of 
Naval  Services  said:  "Colonel  Maclachlan's  work  as 
associate  deputy  minister  of  National  Defence  for  the  first 
year  of  the  war  and  from  July,  1940,  to  date  as  deputy 
minister  for  Naval  Services  was  marked  by  thoroughness, 
efficiency  and  a  great  zeal.  He  entered  into  all  the  work  of 
the  Department  with  earnestness  and  vigour  and  his 
experience  in  business  of  various  kinds,  together  with  his 
military  knowledge,  were  great  assets  to  the  Department." 

Lieut. -Col.  W.  S.  Wilson,  m.e.i.c,  secretary  of  the 
Faculty  of  Applied  Science  and  Engineering  at  the  Univer- 
sity of  Toronto,  since  1927,  has  in  addition  recently  been 
appointed  assistant  dean  of  the  Faculty. 

Major  J.  F.  Plow,  m.e.i.c,  is  now  overseas  with  the  Can- 
adian army.  He  had  been  stationed  for  sometime  at  Pet- 
awawa,  Ont.  Major  Plow  was  assistant  general  secretary 
of  the  Institute  from  1930  until  1938  when  he  went  with 
Chas.  Warnock  &  Company,  Limited,  Montreal. 

Ernest  Smith,  m.e.i.c,  who  was  with  the  provincial 
Department  of  Public  Works  of  British  Columbia,  has  re- 
cently been  transferred  from  New  Westminster  to  Nelson, 
where  he  is  district  engineer. 

E.  H.  Beck,  m.e.i.c,  formerly  connected  with  the  construc- 
tion of  the  new  National  Research  Council  Laboratories  at 
Ottawa,  has  recently  joined  the  staff  of  E.  G.  M.  Cape  and 
Company  at  Botwood,  Newfoundland. 

H.  M.  Black,  m.e.i.c,  is  manager  of  the  Longueuil  Plant 
of  Dominion  Engineering  Works  Limited  at  Longueuil,  Que. 
He  has  been  with  the  firm  since  1940  when  he  left  English 
Electric  Company  of  Canada  Limited,  St.  Catharines,  Ont., 
where  he  was  sales  manager. 

Thomas  Lees,  m.e.i.c,  has  recently  been  transferred  from 
Calgary  to  Vancouver,  where  he  is  district  engineer  for 
the  Canadian  Pacific  Railway  Company.  He  has  been  in 
the  service  of  this  company  since  1905  and  has  occupied 
the  position  of  district  engineer  at  Calgary  since  1923. 


612 


December,  1941     THE  ENGINEERING  JOURNAL 


Neville  Beaton,  M.E.I.C. 

Neville  Beaton,  m.e.i.c,  has  recently  been  appointed  to 
the  consulting  branch  of  Wartime  Merchant  Shipping 
Limited,  Montreal.  He  had  resigned  his  position  as  resident 
engineer  of  the  Powell  River  Company  Limited,  Powell 
River,  B.C.,  in  which  capacity  he  had  had  for  the  past 
eight  years,  charge  of  plant  properties,  projects  and  engi- 
neering developments,  including  the  recently  completed 
$1,000,000  constant  angle  arch  dam  at  Lois  River. 

Gerald  Molleur,  m.e.i.c,  has  been  transferred  from  Quebec 
to  the  Montreal  Office  of  the  Public  Service  Board  of  the 
Province  of  Quebec.  He  was  graduated  from  the  Ecole  Poly- 
technique  in  1924  and  after  a  year  spent  with  the  National 
Research  Council,  he  went  with  Quebec  Streams  Com- 
mission where  he  remained  until  1936,  except  for  a  few 
months  in  1927,  when  he  worked  with  the  Quebec  Pulp 
and  Paper  Mills  Limited.  He  joined  the  Quebec  Electricity 
Commission  in  1936  and  became  in  charge  of  the  Quebec 
office,  a  position  which  he  occupied  until  his  recent  transfer. 

W.  L.  Kent,  m.e.i.c,  has  accepted  the  position  of  assistant 
to  the  project  engineer  for  construction  with  Basic  Mag- 
nesium Incorporated,  Las  Vegas,  Nevada,  U.S.A.  He  was 
previously  on  the  staff  of  the  Stuart  Cameron  Company 
Limited  at  Lang  Bay,  B.C. 

Flying-Ofïicer  G.  S.  G.  Henson,  m.e.i.c,  has  obtained 
a  leave  of  absence  from  the  Winnipeg  Electric  Company 
and  has  enlisted  with  the  Royal  Canadian  Air  Force,  Aero- 
nautical Engineering  Branch.  After  completing  his  course 
at  the  aeronautical  school  in  Montreal,  he  was  recently 
posted  at  Yorkton,  Sask. 

R.  P.  Freeman,  m.e.i.c,  has  joined  the  staff  of  Wartime 
Merchant  Shipping  Limited,  Montreal,  where  he  is  in 
charge  of  the  Maritime  operations  of  the  Company.  Lately 
he  had  been  connected  with  Defence  Industries  Limited 
at  Montreal. 

R.  L.  Morrison,  m.e.i.c,  who  is  employed  with  Messrs. 
Airspeed  (1934)  Limited  at  Portsmouth,  England,  has  been 
for  the  past  eight  months  chief  technical  liaison  officer, 
co-ordinating  the  work  of  various  sub-contractors,  work- 
shops, inspection  departments,  and  drawing  office.  He  also 
advises  on  problems  of  plant  efficiency. 

J.  Lyle  McDougall,  m.e.i.c,  who  until  recently  was  on 
the  staff  of  H.  G.  Acres  and  Company  at  Niagara  Falls, 
Ont.,  is  now  located  in  Montreal  with  the  Canadian  Pulp 
and  Paper  Association,  where  he  acts  as  assistant  co-or- 
dinator  for  the  Wartime  Machine  Shop  Board. 

J.  B.  Snape,  m.e.i.c,  has  joined  the  staff  of  the  Works 
and  Buildings  Department  of  the  Naval  Service  and  is  at 
present  stationed  at  Halifax,  N.S.  He  was  previously  con- 
nected with  the  National  Parks  Branch  of  the  Department 
of  Mines  and  Resources,  as  resident  engineer,  at  Jasper 
Park,  Alta. 


Flying-Officer  D.  S.  Patterson,  m.e.i.c,  has  been  com- 
missioned in  the  Royal  Canadian  Air  Force,  and  has  been 
posted  to  the  Vancouver  station.  He  was  previously  con- 
nected with  the  Department  of  Highways  of  Ontario  at 
Kenora,  Ont. 

W.  E.  P.  Duncan,  m.e.i.c,  general  superintendent  of  the 
Toronto  Transportation  Commission,  addressed  the  sixtieth 
annual  convention  of  the  American  Transit  Association 
and  affiliated  organizations  held  in  Atlantic  City,  New 
Jersey,  recently,  on  the  subject,  "Transit  Operations  in- 
Wartime." 

F.  S.  Stratton,  m.e.i.c,  is  in  the  employ  of  the  industrial 
sales  division  of  Exide  Batteries  of  Canada  Limited  at 
Toronto.  He  was  previously  connected  with  the  Montreal 
Light,  Heat  and  Power  Consolidated,  Montreal. 

Lieut.  R.  F.  Shapcotte,  jr.E.i.c,  has  left  his  position  with 
Pacific  Mills  Limited,  at  Ocean  Falls,  B.C.,  to  accept  a 
commission  with  the  Royal  Canadian  Engineers,  and  is  at 
present  stationed  at  Gordon  Head,  B.C. 

Pilot-Officer  M.  F.  Baird,  Jr.E.i.c,  who  is  serving  with 
the  Royal  Air  Force  Ferry  Command  is  now  overseas. 

Pilot-Officer  W.  M.  Diggle,  Jr.E.i.c,  has  left  his  position 
with  the  Canadian  Bridge  Company  at  Walkerville,  Ont., 
to  join  the  Royal  Canadian  Air  Force  and  is  at  present 
stationed  at  the  School  of  Aeronautical  Engineering  at 
Montreal. 

R.  C.  Peck,  jr.E.i.c,  has  accepted  a  position  with  Demerara 
Bauxite  Company  at  Mackenzie,  British  Guiana,  S.A.  He 
was  graduated  in  civil  engineering  from  the  University  of 
Alberta  in  1940. 

Capt.  J.  T.  Hugill,  s.e.i.c,  has  recently  returned  from 
England  and  is  at  present  located  at  the  experimental  station 
at  Suffield,  Alta. 

James  O.  Dineen,  s.e.i.c,  has  recently  accepted  a  position 
at  the  University  of  New  Brunswick  in  the  Royal  Canadian 
Air  Force  radio  technicians'  school,  as  a  radio  instructor, 
and  is  also  assistant  in  the  department  of  electrical  engi- 
neering at  the  university. 

J.  G.  Wall,  s.e.i.c,  is  now  employed  as  a  junior  radio 
engineer  by  the  Department  of  Transport.  He  was  grad- 
uated in  electrical  engineering  from  the  University  of  New 
Brunswick  in  1939. 

VISITORS  TO  HEADQUARTERS 

G.  R.  Duncan,  m.e.i.c,  Fort  William,  Ont.,  on  October 
30th. 

J.  G.  D'Aoust,  m.e.i.c,  Consolidated  Paper  Corporation 
Limited,  Port  Alfred,  Que.,  on  November  3rd. 

D.  W.  McLachlan,  m.e.i.c,  Department  of  Transport, 
Ottawa,  Ont.,  on  November  11th. 

O.  Quévillon,  s.e.i.c,  city  engineer,  St-Hyacinthe,  Que., 
on  November  11th. 

T.  S.  Mills,  m.e.i.c,  chief  engineer,  Department  of  Mines 
and  Resources,  Ottawa,  Ont.,  on  November  12th. 

J.  A.  Vance,  m.e.i.c,  general  contractor,  Woodstock,  Ont., 
on  November  15th. 

Major  J.  Ormond  Riddel,  M.Am.soc.c.E.,  Port  of  Spain, 
Trinidad,  B.W.I.,  on  November  19th. 

R.  B.  Young,  m.e.i.c,  testing  engineer,  Hydro-Electric 
Power  Commission  of  Ontario,  Toronto,  Ont.,  on  November 
23rd. 

A.  C.  Northover,  jr.E.i.c,  Trinidad,  B.W.I.,  on  November 
25th. 


THE  ENGINEERING  JOURNAL     December,  1941 


613 


Obituaries 


The  sympathy  of  the  Institute  is  extended  to  the  relatives  of 
those  whose  passing  is  recorded  here. 

George  Phillips,  m.e.i.c,  died  suddenly  at  his  home  in 
Victoria,  B.C.,  on  November  4th,  1941.  He  was  born  at 
London,  England,  on  March  21st,  1868.  He  joined  the 
Admiralty  service  at  the  age  of  eighteen,  being  for  several 
years  with  the  works  department  before  he  came  to  Canada 
in  1898  as  a  representative  of  the  Admiralty.  In  that 
capacity,  under  the  Imperial  service,  he  served  at  Esquimalt 
as  Admiralty  agent  until  1910,  when  the  Canadian  Gov- 
ernment took  over  the  dockyard.  At  their  request,  he  re- 
mained a  short  time  in  the  Canadian  service  to  train  the 
dockyard  staff. 

At  the  end  of  that  period  he  transferred  permanently  to 
the  Canadian  Government  service.  His  family,  which  had 
been  waiting  his  return  to  England,  joined  him  in  Victoria, 
where  he  was  in  charge  of  the  dockyard  until  his  transfer 
to  Halifax  in  1917.  There  he  remained  two  years  until  his 
appointment  to  the  Naval  Defence  Department  in  Ottawa 
in  1919.  In  1922  he  was  transferred  back  to  the  dockyard 
in  Esquimalt,  serving  as  superintendent  until  his  retirement 
in  1933. 

Mr.  Phillips  helped  to  negotiate  the  purchase  of  the  two 
submarines  secured  by  the  Government  during  the  regime 
of  the  late  Sir  Richard  McBride,  and  helped  to  outfit  the 
hospital  ship,  Prince  Robert,  which  made  the  port  of 
Victoria  its  headquarters  during  the  last  war. 

It  was  during  his  time  at  the  dockyard  that  the  Stef ansson 
expedition  left  for  the  Arctic,  and  in  that  year,  1918,  he 
played  an  important  part  in  helping  to  outfit  the  expedition. 
Phillips  Strait  memorializes  this  connection,  it  being  named 
after  him  by  Stef  ansson. 

Mr.  Phillips'  well-known  interest  in  music  predated  his 
coming  to  Canada,  as  he  was  a  member  of  the  Royal 


Choral  Society  in  London.  Immediately  on  arriving  here, 
he  associated  himself  with  various  musical  activities.  He 
was  a  charter  member  of  the  Arion  Choir  of  Victoria,  of 
which  he  was  president  for  some  years. 

He  was  one  of  the  founders  of  the  Victoria  Choral  and 
Orchestral  Union  and  held  the  office  of  secretary-treasurer. 
Until  recent  years  he  was  active  in  dramatic  and  musical 
comedy  performances,  his  name  figuring  in  many  entertain- 
ments during  the  last  war  and  since,  both  in  Victoria  and 
Halifax. 

After  his  retirement  in  1933,  he  became  secretary  of  the 
Naval  Veterans'  Branch  of  the  Canadian  Legion,  which 
position  he  still  occupied  at  the  time  of  his  death. 

Mr.  Phillips  joined  the  Institute  as  an  Associate  Member 
in  1904,  and  he  became  a  Life  Member  in  1934. 

Malcolm  Sinclair,  m.e.i.c,  died  in  the  hospital  at  York- 
town,  Sask.,  on  October  12th,  1941.  He  was  born  at  Edin- 
burgh, Scotland,  on  the  11th  of  May,  1880,  and  received 
his  education  at  the  Edinburgh  University  and  Watt  Col- 
lege, where  he  served  his  apprenticeship  from  1900  to  1906 
in  the  office  of  James  D.  Gibson,  Civil  Engineer,  Edinburgh. 
He  spent  the  next  five  years  with  various  firms  of  consulting 
engineers  and  was  engaged  in  general  construction  work. 
He  came  to  Canada  in  1911  and  for  the  next  four  years 
was  connected  with  the  Dominion  Land  Survey  Depart- 
ment at  Moose  Jaw,  Sask.  During  the  first  world  war  he 
was  inspector  of  munitions  at  Moose  Jaw.  Following  the 
war  he  became  city  engineer  at  Moose  Jaw  and  remained 
in  this  position  for  ten  years.  During  that  time  he  did  a 
great  amount  of  construction,  developing  parks,  buildings 
and  water  works.  In  1930  he  became  city  engineer  of  York- 
town,  Sask.  Lately  Mr.  Sinclair  had  been  connected  with 
construction  work  on  the  British  Commonwealth  Air  Train- 
ing Plan  airports  in  the  vicinity  of  Yorktown. 

Mr.  Sinclair  joined  the  Institute  as  an  Associate  Member 
in  1917  and  he  became  a  Member  in  1940. 


News  of  the  Branches 


CALGARY  BRANCH 


Secretary-Treasurer 
Branch  News  Editor 


Activities  of  the  Twenty-five  Branches  of  the 
Institute  and  abstracts  of  papers  presented 


P.    F.    PEELE,    MJE.I.C. 

F.  A.  Brownie,   m.e.i.c. 

The  following  is  a  summary  of  our  recent  meetings: 

A  talk  on  Oil  Exploration  was  given  by  Mr.  W.  H. 
Gibson,  engineer  with  the  McColl-Frontenac  Oil  Co.,  on 
October  9th.  Mr.  Gibson  described  five  methods  in  use 
for  locating  possible  oil  structures.  Soil  analysis  whereby 
an  increase  in  the  hydro-carbon  content  provides  a  pos- 
sible clue  to  the  existence  of  an  oil-bearing  structure. 
Measurement  of  the  electrical  resistance  of  the  earth  as 
well  as  the  determination  of  the  strength  of  the  vertical 
component  of  the  earth's  magnetic  field  provides  another 
means  of  locating  possible  oil  structures.  Both  of  these 
methods  must  be  supplemented  by  more  accurate  altern- 
atives. 

Another  and  more  accurate  method  consists  in  measur- 
ing the  variations  in  gravity  over  the  piece  of  ground  to 
be  explored.  Delicate  gravimeters  show  the  difference  in 
mass  distribution  and  hence  the  presence  or  absence  of 
rock  strata. 

The  seismic  method  is  the  one  considered  most  accurate 
at  the  present  time.  Reflected  and  refracted  waves  from 
explosives  can  be  accurately  measured  and  subsurface 
structures  mapped. 

On  October  23rd  Mr.  H.  K.  Dutcher  gave  a  very 
interesting  account  of  the  Building  of  the  Terraleah 
Power  Plant  in  Tasmania.  A  comparison  was  made  be- 
tween working  conditions  there  and  in  Canada.  The  Aus- 
tralian workman  proved  to  be  very  efficient  and  took  a 


keen  interest  in  the  work.  The  lack  of  standard  railroad 
track  gauges  proved  a  handicap  in  transporting  equipment. 

On  November  6th  Flight-Lieutenant  W.  Thornber  of 
R.C.A.F.  No.  4  Training  Command  in  Calgary  gave  a 
very  interesting  talk  on  Modern  Military  Aircraft.  The 
importance  of  striking  power  and  safety  to  the  crew  is 
uppermost  in  the  minds  of  the  designers,  and  present 
trends  are  in  the  direction  of  increased  speeds  and  heavier 
armament. 

The  speaker  outlined  the  salient  features  of  both  allied 
and  enemy  aircraft.  By  means  of  slides  he  was  able  to 
show  the  means  used  in  identifying  the  more  common 
types  of  planes. 

The  Calgary  Branch  recently  formed  a  special  commit- 
tee to  assist  local  military  and  airforce  engineers  in 
selecting  suitable  recruits  for  commissioned  ranks.  This 
committee  is  composed  of  two  members  from  the  Alberta 
Professional  Association  so  that  there  will  be  a  proper 
tie-in  between  the  two  organizations.  It  is  proposed  to 
invite  the  chief  engineer  of  our  local  military  district  to  be 
present  at  any  meetings  of  this  committee. 

HALIFAX  BRANCH 

S.  W.  Gray,  m£.i.c.        -        Secretary-Treasurer 
G.  V.  Ross,  mju.c.         -         Branch  News  Editor 
The  first  dinner  meeting  since  May  was  held  Thursday, 
October  23rd,  at  the  Halifax  Hotel.   Sixty-seven  members 


614 


December,  1941     THE  ENGINEERING  JOURNAL 


and  guests  were  present,  an  unusually  large  attendance  for 
this  Branch. 

The  guest  speaker  was  Mr.  Guina,  Assistant  General 
Manager  of  Canadian  Colloid  Company,  who  spoke  on 
Boiler  Feed-water  and  its  Control.  Mr.  Guina  outlined 
the  sources  of  impurities  in  feed  waters,  the  chemical 
composition  of  harmful  ones  and  the  condition  they  pro- 
duce in  a  boiler.  He  then  dealt  with  the  reagents  used 
in  water  treatment  and  the  chemical  reactions  and  results 
which  each  one  produced  in  the  boiler,  and  illustrated  test- 
ing apparatus  and  control  charts  for  use  in  boiler  plants. 

Although  Mr.  Guina's  paper  was  quite  technical  it 
proved  to  be  interesting  and  informative  even  to  those 
who  have  no  contact  with  feed-water  problems.  The  dis- 
cussion which  followed  covered  everything  from  small 
heating  plants  to  battleships  until  Chairman  Fultz  called 
a  halt. 

Lieutenant  Moore,  R.C.N.,  supplied  the  comedy.  His 
skill  in  card  dealing  is  such  that  few  of  those  present 
would  care  to  sit  in  with  him  for  even  a  friendly  game. 

HAMILTON  BRANCH 

A.  R.  Hannaford,  m.e.i.c.    -    Secretary-Treasurer 
W.  E.  Brown,  jh.e.i.c.      -      Branch  News  Editor 

On  Thursday,  November  7th  at  8  p.m.,  the  branch 
visited  the  plant  of  the  Dominion  Foundries  and  Steel 
Limited,  Hamilton.  The  occasion  was  War  Production, 
and  on  this  account  only  Members,  Juniors  and  Students 
of  the  Institute  were  invited. 

The  members,  numbering  65,  assembled  in  the  firm's 
board  room  where  Chairman  W.  A.  T.  Gilmour  introduced 
the  party  to  Mr.  W.  D.  Lamont. 

Chief  Metallurgist  Lamont  welcomed  the  party  on  be- 
half of  his  management  and  then  gave  a  descriptive  talk 
on  peace-time  and  present  production  of  the  plant,  to- 
gether with  a  volume  of  information  of  the  work  we  were 
about  to  see.  He  stated  that  peace-time  production  of 
the  steel  foundry  was  castings  of  which  a  large  percentage 
is  alloy  steel.  The  castings  are  electric  steel  exclusively. 
Until  very  recently  they  operated  the  only  plate  mill  in 
the  Dominion  of  Canada.  Five  years  ago  they  started 
the  only  tin  plate  mill  in  the  Dominion  and  are  still  oper- 
ating the  only  cold  reduction  tin  plate  mill  in  Canada. 
In  normal  times  railway  car  forged  axles  accounted  for  a 
share  of  the  plant's  production. 

Dealing  with  the  change  of  operation  due  to  present 
needs,  Mr.  Lamont  said  that  having  available  a  1,000-ton 
steam  hydraulic  press,  their  position  was  ideal,  in  fact 
unique,  for  making  gun  barrels;  also  the  fact  that  they 
had  plate  mills  already  in  operation  made  possible  the 
immediate  start  on  production  of  rolled  armour  plate. 

The  Canadian  Government  asked  the  Dominion  Foun- 
dries and  Steel  Limited  to  attempt  to  produce  homogene- 
ous rolled  armour  plate;  which  up  to  this  time  had  never 
been  produced  in  the  Empire,  except  in  the  British  Isles. 
The  attempt  was  made  and  the  first  war  material  pro- 
duced was  bullet-proof  plate  which  is  necessary  in  the 
construction  of  the  Bren  gun  carrier.  This  first  attempt 
stood  up  against  all  the  British  Government  ballistic  tests 
and,  since  that  effort,  every  month  production  is  being 
improved  and  vastly  increased. 

At  the  same  time,  as  previously  referred  to,  the  Alloy 
Steel  Foundry  placed  the  firm  in  an  excellent  position  to 
produce  armour  castings  for  use  in  both  the  British  and 
the  American  designed  tanks  which  are  being  fabricated 
and  assembled  elsewhere  in  Canada. 

The  above  explains  briefly  why  the  firm  was  able  to 
enter  the  war  production  business  and  the  following  will 
outline  what  the  E.I.C.  members  saw  in  the  foundries 
and  shops. 

The  arrangement  of  guides  was  very  good  as  each  party 
consisted  of  five  or  six  members  only,  so  that  in  some  of 


the  noisy  shops  each  person  could  hear  their  guide's 
information. 

We  first  witnessed  the  forging  of  a  gun  barrel  blank, 
from  an  8,000  lb.  ingot,  under  the  dies  of  the  1,000-ton 
hydraulic  press.  During  this  operation  the  forging  is  bal- 
anced in  an  endless  chain  manipulator,  which  handles  the 
hot  metal  with  the  skill  of  a  human  juggler.  When  the 
forging  is  completed  it  is  heat  treated  for  machinability. 

The  foundry  is  busy  producing  armour  castings  for 
tanks  and  Bren  gun  carrier  castings. 


First  blow  of  1,000-ton  press. 

Next  we  went  to  the  Machine  Shop  and  saw  a  piece 
being  turned  on  a  low  swing  eight-tool  lathe.  This  oper- 
ation is  completed  in  four  hours  following  which  the  piece 
is  bored  on  a  double-ended  boring  lathe  to  a  size  that  we 
are  requested  to  call  "  blank."  The  guns  are  then  heated 
in  a  30-ft.  deep  electric  furnace  and  are  treated  in  pairs, 
in  each  furnace,  suspended  from  a  jig  that  passes  through 
the  furnace  door  and  then  rests  hanging  on  a  beam  or 
bracket  that  crosses  over  the  top  of  the  furnace.  The  fur- 
nace is  about  7  ft.  in  diameter  and  the  top  is  about  4  ft. 
above  the  shop  floor;  thus  the  "  door  "  referred  to  is  the 
top  or  hatchway  of  the  furnace. 

This  circular  furnace  or  well  is  divided  into  5  zones, 
each  of  which  is  under  close  pyrometric  control  and  each 
of  these  zones  can  be  controlled  to  a  -4-  or  —  5  deg.  range. 
This  is  very  different  from  the  old  fuel-fired  furnaces. 

It  is  very  impressive  to  see  the  two  20-ft.  long  barrels 
brought  up,  vertically,  from  out  of  this  white  hot  electric- 
ally heated  well. 

The  barrels  are  now  carried  a  short  distance  to  a  similar 
well,  except  that  it  is  35  ft.  deep  and  filled  with  oil.  The 
hot  metal  is  rapidly  lowered  into  the  oil  and  quenched. 
After  45  minutes  in  the  oil  they  are  again  raised  and 
placed  in  another  vertical  furnace  for  temper. 

At  the  end  of  this  shop,  six  machines  stand  close  by 
where  tests  are  prepared  for  observation  and  acceptance — 
or  rejection — by  the  British  representatives. 

Passing  into  the  Armour  Plate  Department  we  saw  the 
processing  of  armour  plate  and  bullet  proof  plate  ranging 
in  gauge  from  3  to  60  millimetres.  Here  we  also  saw  the 
cast  steel  tank  turrett.  This  complete  casting,  in  one  unit, 
supersedes  the  former  fabricated  turret  which  was  made 
up  of  rolled  plate  and  castings  which  involved  consider- 
able cutting  and  fitting.  This  new  unit  enables  a  saving 
of  75  per  cent,  of  man-hours  machinery  time.  This  devel- 
opment was  conceived  by  this  plant  during  the  past  few 
months  and  had  to  receive  the  approval  of  the  British 
Government  after  it  had  been  devised. 

Next  we  went  to  the  Melting  Department.   All  the  gun 


THE  ENGINEERING  JOURNAL     December,  1941 


615 


Close  up  of  lathe  rough  turning  gun. 

and  armour  plate  steel  is  melted  in  electric  arc  furnaces. 
There  are  two  10-ton  furnaces  and  one  25-ton  furnace. 
Nearing  completion  is  a  50-ton  electric  furnace  which  will 
have  a  transformer  capacity  of  12,000  kva.  and  this 
branch  of  the  Institute  was  pleased  to  hear  that  this  unit 
of  the  furnace  is  built  by  the  Canadian  Westinghouse 
Company. 

The  "  open  hearth  "  capacity  consists  of  four  60-ton 
Isley  control  furnaces.  This  kind  of  furnace  is  found  to  be 
most  suitable  for  melting  and  refining  of  the  "  bottom 
poured  "  steel  the  firm  is  producing. 

Next  we  went  to  the  Tin  Plate  Mill.  The  processing  of 
tin  plate  starts  with  the  continuous  pickling  of  the  hot  roll 
strip,  which  is  then  cold  reduced  in  either  the  36-inch  or 
the  42-inch  four  high  cold  reduction  mill.  The  processing 
of  tin  plate  strip  in  this  type  of  mill  is  revolutionary  and 
marvellous  and  it  was  hard  to  get  the  party  away  from 
this  operation.  The  pressure  exerted  by  the  main  screws 
on  this  mill  runs  as  high  as  1,000,000  lb.  on  each  screw. 

The  processing  was  carried  through  the  cleaning  line 
where  the  surface  is  de-greased  and  made  chemically  clean 
and  then  on  through  the  annealing  department.  In  the 
Annealing  Department  the  coils  are  annealed  in  radiant 
tube  inert  atmosphere  furnaces.  From  there  to  the  Temp- 
erature Mill  the  strip  is  reduced  1,  2  or  3  per  cent,  to  give 
it  the  desired  temper.  For  example,  the  temper  required 
for  a  bottle  top  is  quite  different  to  that  required  for  a 
sardine  can. 

Next  it  goes  to  the  shear  line  in  which  a  "  flying  shear  " 
cuts  the  travelling  strip  faster  than  one  can  count.  An 
electro  limit  gauge  segregates  heavy  or  light  gauge 
material  automatically.  These  bright  steel  sheets  then  go 
to  the  Tin  House  to  be  given  their  coating  of  tin.  This  is 
done  automatically,  the  sheets  being  fed  singly  into  the 
tin  pot  by  a  system  of  magnetic  rolls.  The  steel  sheet  is 
now  completed  and  becomes  known  as  "  tinplate." 

After  inspection  and  packing  the  tin  plate  is  shipped 
to  some  of  the  many  packing  factories  of  the  Dominion. 

After  the  members  had  completed  the  tour  of  the  works, 
they  were  taken  back  to  the  cafeteria  where  a  most  en- 
joyable light  supper  was  served. 

Mr.  C.  H.  Hutton  proposed  a  vote  of  thanks  to  Mr. 
Lamont  for  his  lecture  and  the  able  way  he  had  conducted 
the  visit  and  asked  him  to  thank  the  management,  and 
particularly  Mr.  F.  A.  Sherman  and  Mr.  F.  A.  Loosley, 
both  Hamilton  branch  affiliates,  for  this  most  instructive 
evening. 

LAKEHEAD  BRANCH 

W.  C.  Byers,  jr.E.i.c.        -        Secretary-Treasurer 

A  dinner  meeting  was  held  at  the  Italian  Hall  in  Port 
Arthur  on  October  15th  at  6.45  p.m.  There  were  34  mem- 
bers and  guests  present. 

The  chairman,  B.  A.  Culpeper,  presided  at  the  meeting 
and  five  short  addresses  were  given. 

G.  H.  Burbidge  spoke  on  Lakehead  Winds.    He  men- 


tioned the  various  mythical  conceptions  of  winds  and  with 
charts  he  described  the  causes  and  actions  of  the  various 
prevailing  and  trade  winds  and  showed  the  differences  be- 
tween cyclones,  tornados  and  thunderstorms.  He  then  de- 
scribed a  diagram  showing  statistics  of  average  velocities 
and  maximum  wind  recordings  of  Lakehead  winds. 

J.  Koreen  explained  briefly  the  Building  of  a  Ship.  He 
referred  to  the  building  of  the  Ark,  the  length  of  which 
was  six  times  its  width,  the  same  proportions  as  are  used 
in  modern  ship  construction.  Previous  to  1840  all  ships 
were  made  of  wood  and  seldom  exceeded  200  ft.  in  length. 
He  showed  pictures  of  the  first  British  passenger  ship,  the 
Comet,  which  was  43  by  11  by  5  ft.  and  the  latest,  the 
Queen  Mary,  which  was  1018  by  118  by  135  ft.  He  de- 
scribed various  phases  of  shipbuilding  and  illustrated 
these  with  plans  and  photos. 

S.  T.  McCavour  spoke  on  the  Trials  and  Tribulations 
of  the  Pulp  and  Paper  Industry  in  Wartime.  During 
the  first  two  years  of  the  war  the  industry  provided  $400,- 
000,000  of  foreign  currency,  and  has  the  largest  Canadian 
industrial  payroll  being  approximately  $50,000,000  an- 
nually plus  woods  operation.  It  consumes  about  half  the 
industrial  electrical  energy  sold  in  Canada.  The  industry 
met  the  needs  of  the  United  Kingdom  when  European 
markets  were  cut  off.  The  speaker  then  described  prob- 
lems arising  from  the  war  and  how  the  industry  was  meet- 
ing them.  Every  Canadian  mill  is  practically  running  at 
capacity. 

R.  J.  Prettie  talked  on  Pre-fabricated  Hangars.  He 
described  the  methods  of  preframing  and  the  use  of  ring 
connectors  for  joining  the  timbers.  Timber  shrinkage  pre- 
sented no  problems  because  the  wood  was  treated  with  a 
chemical  which  attracts  moisture  and  thus  keeps  the  wood 
from  becoming  absolutely  dry.  The  speaker  illustrated 
his  talk  with  plans  and  photos. 

H.  P.  Sisson  gave  an  address  on  the  Building  of  a 
Road.  He  reviewed  the  history  of  road  building  in  the 
Thunder  Bay  district,  the  earliest  account  of  which  was 
found  in  a  report  of  1857  made  by  the  Red  River  expedi- 
tion. He  described  the  work  of  survey  parties  and  the 
constant  struggle  to  open  up  the  country.  Most  of  the 
earlier  work  was  done  voluntarily.  He  outlined  work  done 
by  the  provincial  government;  the  establishment  of  a 
colonization  road  branch  in  the  late  19th  century;  the 
organization  of  the  Department  of  Northern  Development 
in  1911,  and  the  change-over  in  1937,  when  the  mainten- 
ance and  construction  of  local  roads  was  taken  over  by 
the  Department  of  Highways.  There  are  now  1595  miles 
of  roads  in  the  district. 

W.  H.  Small  tendered  a  vote  of  thanks  to  the  various 
speakers. 

LONDON  BRANCH 
H.  G.  Stead,  jr.E.i.c. 

A.    L.    FtJRANNA,    S.E.I.C. 

The  branch  held  its  regular  meeting  on  Wednesday, 
October  29th  in  the  drill  hall  of  the  Talbot  Street  armour- 
ies. 

The  chairman,  R.  W.  Garrett,  introduced  Mr.  Saunders 
of  the  Canadian  General  Electric  Company  who  showed 
moving  pictures  of  the  present  war.  These  pictures  are 
the  property  of  Mr.  H.  R.  Henderson  of  Woodstock,  who 
loaned  them  in  aid  of  the  "  Milk  for  Britain  "  Fund. 

The  first  scenes  were  of  the  Russian  invasion  "of  Fin- 
land. Following  these  were  pictures  of  the  German  poc- 
ket battleship  Admiral  Graf  Spee  taken  as  it  limped  into 
the  port  of  Montevideo  after  its  engagement  with  units  of 
the  British  fleet.  Other  pictures  showed  the  ship  partial- 
ly submerged,  twisted  and  burning  where  it  lay  scuttled 
by  its  own  crew.  Then  was  shown  the  German  march  into 
Denmark  and  Norway.  These  pictures  included  several 
in  which  the  British  fleet  was  seen  in  action  during  a  raid 
on  the  port  of  Narvik.    Following  these  were  pictures  of 


Secretary-Treasurer 
Branch  News  Editor 


616 


December,   1911     THE  ENGINEERING  JOURNAL 


the  German  advance  through  the  Netherlands  and  Bel- 
gium, then  into  France  and  the  Maginot  Line.  Some  of 
the  most  remarkable  pictures  were  taken  during  the  re- 
treat at  Dunkerque.  The  third  reel  was  of  the  Italian  in- 
vasion of  Ethiopia,  Albania  and  Greece  and  ended  with 
scenes  of  the  British  campaign  against  the  Italians  in 
Africa.  The  final  reel  was  a  colour  film  of  the  Royal 
visit  taken  in  Ottawa  and  Toronto. 

The  large  number  of  members  and  guests  in  attendance 
included  several  officers  from  the  headquarters  of  Mili- 
tary District  No.  1. 

A  silver  collection  was  taken  in  aid  of  the  "  Milk  for 
Britain  "  Fund. 

NIAGARA  PENINSULA  BRANCH 


J.   H.   INGS,    M.E.I.C. 
C.    G.    ClINE,    M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


In  connection  with  the  opening  of  the  Rainbow  Bridge 
recently  constructed  over  the  Niagara  River  at  Niagara 
Falls,  a  dinner  meeting  of  the  Niagara  Peninsula  Branch 
was  held  at  the  General  Brock  Hotel  on  October  29th.  The 
branch  chairman,  A.  L.  McPhail,  presided  and  there  was 
an  attendance  of  105. 

Mr.  C.  E.  Kaumeyer,  general  manager  of  the  Niagara 
Bridge  Commission,  introduced  the  first  speaker,  Mr. 
Shortridge  Hardesty,  LL.D.,  of  Wardell  and  Hardesty, 
who  spoke  on  the  design  of  the  bridge,  using  lantern  slides 
to  illustrate  his  subject.  The  new  bridge  was  built  for  the 
Niagara  Falls  Bridge  Commission  to  replace  a  former 
two-hinged  arch  span,  owned  by  the  International  Rail- 
way Company,  which  was  destroyed  by  ice  in  January 
1938.  The  new  bridge  is  400  ft.  downstream  from  the  old 
bridge  and  the  deck  was  raised  to  cross  over  roadways 
on  each  bank  and  give  better  approach  conditions.  The 
springing  points  of  the  new  arch  were  raised  30  ft.  and 
the  span  was  lengthened  110  ft.  to  give  a  total  span  of  950 
ft.,  which  makes  this  the  longest  plate-girder  arch  ever 
built.  The  first  preliminary  designs  were  for  a  two-hinged 
arch,  but  the  hingeless  arch  design  was  adopted  finally  to 
give  greater  stiffness.  The  two  box-type  ribs  are  144  ins. 
deep  and  54  ins.  wide  and  are  stiffened  by  internal  plates 
and  by  angles.  The  ribs  are  spaced  56  ft.  on  centres  and 
have  K-type  lateral  bracing  at  the  top  and  bottom  flanges, 
the  struts  at  each  panel  point  being  trussed  to  form  a  sway 
frame.  The  deck  framing  is  supported  by  square  spandrel 
columns  which  were  left  unbraced  to  improve  the  appear- 
ance. The  approach  structures  at  each  end  of  the  main 
span  are  of  reinforced  concrete.  Further  details  can  be 
found  in  an  article  by  Dr.  Hardesty  published  in  the 
September  issue  of  Civil  Engineering. 

The  second  speaker  was  Mr.  E.  L.  Durkee,  erection 
engineer  of  the  Bethlehem  Steel  Company,  who  described 
the  general  erection  procedure  and  commented  on  the 
motion  pictures  taken  during  erection.  The  method  of 
erection  was  described  in  the  Branch  News  section  of  the 
August  Journal  in  the  report  of  the  June  meeting  of  the 
branch.  Even  those  who  had  heard  Mr.  Durkee  before, 
found  much  of  interest  in  this  second  showing  of  the  pic- 
tures. 

Councillor  W.  R.  Manock  moved  a  vote  of  thanks  to  the 
two  speakers. 

OTTAWA  BRANCH 

R.  K.  Odell,  M.E.I.C.        -        Secretary-Treasurer 

The  initial  event  of  the  fall  and  winter  season  of  the 
Ottawa  Branch  was  a  noon  luncheon  at  the  Chateau 
Laurier  on  Thursday,  October  23rd,  at  which  President 
C.  J.  Mackenzie  spoke  upon  the  subject  of  The  Role  of 
the  Research  Worker  in  War.  Dr.  Mackenzie  indicated 
the  place  in  the  war  effort  now  occupied  by  the  National 
Research  Council,  of  which  he  is  acting  president. 


Workers  who  had  been  engaged  on  pure  research  before 
the  war,  both  in  Great  Britain  and  Canada,  are  now  en- 
gaged on  problems  of  immediate  and  vital  importance  to 
the  war  effort,  declared  the  speaker.  These  trained  men 
had  had  to  turn  their  talents  away  from  pure  research  to 
ad  hoc  problems  and  were  found  to  be  excellently  suited 
to  carrying  on  such  work.  This  is  just  one  more  argument 
in  favour  of  keeping  up  research  work  during  peace  times, 
for  the  value  of  research  in  wartime,  has  been  established 
beyond  question.  "  If  scientists  had  not  been  able  to 
overcome  the  magnetic  mines  used  by  the  enemy,  and  to 
do  that  quickly,  there  is  no  need  for  going  into  details  of 
what  might  have  happened,  "  stated  Dr.  Mackenzie. 

In  the  present  effort,  team-play  counts  for  a  great  deal. 
Any  resemblance  to  a  caste  system,  maintaining  differ- 
ences between  research  men,  and  the  mechanics  who  work 
with  them,  can  no  longer  be  found.  Quite  often  the  most 
valuable  team  is  the  university  man,  and  the  workman 
at  the  bench,  working  together  and  there  is  always  fine 
harmony  between  them. 

There  is  one  thing  that  must  be  remembered,  however. 
Under  war  conditions,  time  is  a  vital  element  and  radical 
changes  involving  extensive  delays  are  not  feasible.  Un- 
less we  can  put  the  equipment  in  the  hands  of  the  man  in 
the  field,  it  is  of  no  use.  In  some  cases,  therefore,  it  is 
better  to  go  ahead  with  inferior  equipment  than  to  try  to 
make  the  effort  to  change.  This  would  be  the  case  with 
large  items  when  major  changes  involved  an  extensive 
time  element. 

With  small  items  it  is  possible  to  effect  changes  in  a 
reasonable  length  of  time  and  these  can  be  made.  Also  in 
the  "  middle  field  "  of  tanks,  planes  and  other  like  equip- 
ment, changes  may  have  to  be  made  as  the  battle  goes  on 
in  order  to  keep  pace  with  or  keep  ahead  of  the  enemy. 
This  is  a  very  difficult  field  in  that  the  development  end 
and  the  production  end  of  the  whole  process  may  have  to 
be  "  telescoped  "  as  much  as  possible.  Quite  often  a  com- 
promise has  to  be  made  and  a  design  "  frozen  "  at  some 
point  in  order  to  go  ahead  with  production. 

Since  the  war  started,  real  studies  have  been  made  in 
many  fields  in  Canada.  There  exists  an  excellent  liaison 
between  scientists  in  this  country  and  those  of  Great  Bri- 
tain and  United  States,  through  personal  contact  and  in- 
terchange of  personnel,  thereby  enabling  the  work  to  be 
correlated.  "  We  are  not  working  in  a  vacuum  in  Can- 
ada ",  stated  Dr.  Mackenzie. 

T.  A.  McElhanney,  chairman  of  the  Ottawa  Branch 
presided,  and  included  among  the  guests  at  the  head  table 
were  three  past-presidents  of  the  Institute:  G.  J.  Des- 
barats,  Dr.  Charles  Camsell,  and  Dr.  J.  M.  R.  Fairbairn. 

Previous  to  the  president's  address,  the  chairman  an- 
nounced that  a  mantel  clock  with  chimes  had  been  sent 
by  the  Branch,  to  the  officers'  mess  of  the  Royal  Canadian 
Engineers'  Training  Centre  at  Petawawa.  It  was  sent  to 
them  following  a  visit  of  the  branch  to  the  training  cen- 
tre during  the  summer,  and  was  acknowledged  by  the 
commanding  officer  and  the  mess  president. 

PETERBOROUGH  BRANCH 


D.  J.  Emery,  m.e.i.c. 

E.  Whiteley,  s.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


At  the  technical  meeting  on  October  23rd,  Mr.  A.  E. 
Byrne  of  the  appliance  and  merchandise  department, 
Canadian  General  Electric  Company  Ltd.,  Toronto  spoke 
to  Peterborough  Branch  about  Plastics. 

Mr.  Byrne  described  in  broad  outline  the  field  of  plas- 
tics as  it  is  to-day  and  the  probable  trends.  The  main 
classes  of  plastics  were  shown,  their  derivation,  outstand- 
ing properties  and  typical  uses  being  mentioned  in  each 
case. 

This  was  one  of  those  papers,  particularly  useful  in 
these   days    of   restricted    material   supplies,    which    can 


THE  ENGINEERING  JOURNAL     December,  1941 


617 


At  the  Regional  Meeting  of  Council  in  Quebec  City.  From  left 

to  right,  A.  B.  Normandin,  Past-Presidents  O.  O.  Lefebvre  and 

A.     R.     Decary,    Alex.     Larivière,    Hector    Cimon    and     Bruno 

Grandmont. 


Past  Presidents  0.  0.  Lefebvre,  J.  B.  Challies,  A.  R.  De- 
cary; Past  Vice-Presidents  J.  H.  Hunter,  W.  G.  Mitchell, 
Hector  Cimon,  and  A.  B.  Normandin;  Dr.  A.  H.  Heatley, 
chairman  of  the  St-Maurice  Valley  Branch;  Dr.  Paul 
Gagnon,  of  Laval  University,  Quebec,  the  officers  and 
several  members  of  the  Quebec  Branch.  This  was  an  ex- 
cellent occasion  for  all  to  meet  and  chat. 

At  two  o'clock,  all  sat  for  the  luncheon  which  was  pre- 
sided over  by  L.  C.  Dupuis,  chairman  of  the  Quebec 
Branch.  Mr.  Dupuis  welcomed  the  Headquarters  party, 
expressed  the  pleasure  of  the  branch  at  having  them 
present  and  introduced  the  president. 

Dean  Mackenzie  expressed  his  delight  for  this  oppor- 
tunity to  visit  the  Quebec  Branch  and  his  appreciation  of 
the  hearty  welcome  of  the  members. 

He  then  spoke  in  an  informal  way  on  the  National 
Research   Council  Work  in  Relation  to  the  Present 


greatly  assist  the  puzzled  engineer  in  an  intelligent  ap- 
preciation of  as  many  available  materials  as  possible  and 
their  field  of  usefulness. 

QUEBEC  BRANCH 

Paul    Vincent,    m.e.i.c.      >      Secretary-Treasurer 

The  president  of  the  Institute,  Dean  C.  J.  Mackenzie, 
honoured  the  Quebec  Branch  with  his  visit  on  November 
the  15th. 

At  1.30  p.m.  a  reception  at  the  Chateau  Frontenac  was 
given  to  officers  of  the  Institute,  who  had  come  to  Quebec 
to  attend  the  regional  meeting  of  the  Council.    Besides 


The  president  was  guest  of  the  Quebec  Branch  at  the  luncheon 
before  the  Council  meeting.  From  left  to  right,  President  C.  J. 
Mackenzie,    Chairman    L.    C.    Dupuis,    Past    President    O.    O. 

Lefebvre. 

the  president,  there  were  among  the  guests  Vice-Presidents 
de  Gaspé  Beaubien,  Montreal;  K.  M.  Cameron,  Ottawa; 
Councillors  W.  R.  Manock,  Fort  Erie;  J.  A.  Vance,  Wood- 
stock; Huet  Massue,  Montreal;  A.  Larivière,  Quebec;  J. 
H.  Frégeau,  Three-Rivers;  Treasurer  John  Stadler,  Mont- 
real and  General-Secretary  L.  Austin  Wright,  Montreal; 


L.    D.    Swift,    Jean    Saint -Jacques,    René    Dupuis,    Théo.     M. 
Dechene,  Adhémar  Laframboise. 

War.  As  acting  president  of  the  National  Research 
Council  Dean  Mackenzie  described  the  work  done  by 
this  organization.  He  gave  a  very  interesting  outline  of 
the  tasks  undertaken  in  every  field,  and  especially  in 
aviation. 

He  stated  that  the  present  war  had  developed  into  an 
engineer's  war  and  the  engineers  and  the  technicians  were 
working  together  as  a  team  by  pooling  their  resources. 
Through  this  scientific  research  Canadian  engineers,  he 
mentioned,  helped  greatly  to  make  the  British  supreme 
in  the  air. 

Scientific  research  to-day  meant  the  full  co-operation 
of  all  the  individuals  from  the  Ph.D.  to  the  mechanic  at 
the  bench  and  the  importance  of  one  individual  over  an- 
other could  not  really  be  established. 

He  expressed  that  we  had  to  be  prepared  for  a  long  and 
hard  industrial  war,  which  included  four  steps:  research 
and  development;  engineering  design;  industrial  produc- 
tion; and  fourthly,  the  operations  by  and  equipment  of 
the  men. 

In  view   of  this   fact,  the   National   Research  Council 


«    • 

• 

■     2 

r 

i      1 

1  * 

i 

From  left  to  right,  Branch  Chairman  L.  C.       Bruno  Grandmont,  Philippe  Méthé      R.  B.   McDunnough,  W.  R.   Manock,  J.  A. 
Dupuis,    Past -Presidents    O.    O.    Lefebvre,  and  Alex.  Larivière.  Vance  and  Gustave  St-Jacques. 

J.     B.     Challies     and     Past     Vice-President 
J.  H.  Hunter. 


618 


December,   1941     THE  ENGINEERING  JOURNAL 


was  planning  to  increase  its  staff  of  nearly  two  hundred 
to  some  nine  hundred  and  to  spend  five  times  more  money 
than  their  last  budget  of  $800,000,  in  order  to  operate  on 
a  much  larger  scale  in  the  four  divisions  of  the  Council: 
mechanical  engineering,  physics  and  electrical  engineering, 
chemistry  and  biology. 

Past  Vice-President  Hector  Cimon  thanked  the  speaker 
in  the  name  of  all  members. 

A  short  recess  followed  the  lunch,  after  which  Council 
members  invited  all  Past-Presidents,  Past  Vice-Presidents, 
and  the  officers  of  the  Quebec  Branch  to  the  regional 
meeting.    This  meeting  was  adjourned  at  5.30  p.m. 

At  the  close  of  the  meeting,  Dr.  A.  H.  Heatley  and  Dr. 
Paul  Gagnon  moved  a  vote  of  thanks  for  the  kind  invita- 
tion which  had  been  made  to  them  to  attend  Council's 
deliberations. 

SASKATCHEWAN  BRANCH 

Stewart  Younc,  m.e.i.c.   -   Acting  Secretary-Treasurer 

A  special  meeting  of  the  Saskatchewan  Branch  was  held 
in  the  Saskatchewan  Hotel  on  Thursday,  September  25th, 
to  meet  the  president  Dean  C.  J.  Mackenzie.  At  the  noon 
luncheon,  at  which  the  attendance  was  thirty,  Dean  Mac- 
kenzie spoke  of  his  activities  as  acting  president  of  the 
National  Research  Council  of  Canada.  The  meeting  ad- 
journed at  2  p.m.  to  meet  at  4.30  when  Dean  Mackenzie 
addressed  the  meeting  on  the  activities  of  the  Institute 
Both  meetings  were  entirely  informal  and  at  the  conclu- 
sion, Mr.  L.  A.  Thornton  moved  a  hearty  vote  of  thanks 
to  the  president,  expressing  gratitude  at  his  being  able  to 
stop  over  for  the  day  in  Regina. 

TORONTO  BRANCH 


J.  J.  Spence,   m.e.i.c. 

D.    FORGAN,    M.E.I.C. 


Secretary-Treasurer 
Branch  News  Editor 


The  Debates  Room,  Hart  House,  was  filled  almost  to 
capacity  on  November  6th  for  the  second  meeting  this 
season  of  the  Toronto  Branch  of  the  Institute.  Mr.  H.  E. 
Brandon,  branch  chairman,  conducted  the  meeting. 

The  speaker  of  the  evening,  Mr.  D.  C.  Tenant  of  the 
Dominion  Bridge  Company,  who  is  well  known  in  both 
Toronto  and  Montreal,  was  introduced  by  Dean  C.  R. 
Young.  His  subject  was  Air  Raid  Precautions,  Struc- 
tural Defence,  and  the  large  attendance  testified  to  the 
widespread  interest  felt  in  this  timely  subject.  It  is  ex- 
pected that  his  paper  will  be  printed  in  an  early  issue  of 
the  Journal.  Mr.  Tenant's  most  interesting  talk  was  il- 
lustrated by  lantern  slides,  and  at  its  conclusion  a  further 
vivid  description  of  the  actual  results  of  German  bombing 
in  London,  profusely  illustrated  by  actual  photographs, 
was  given  by  Captain  Gordon  Kennedy.  The  latter  has 
spent  several  months  in  London  and  England  until  re- 
turning to  Canada  recently.  At  the  conclusion  of  both 
talks  a  considerable  amount  of  discussion  took  place,  dur- 
ing which  some  illuminating  information  in  regard  to  the 
behaviour  and  structural  protection  afforded  by  various 
building  materials,  was  brought  out.  The  thanks  of  the 
meeting  were  expressed  by  Mr.  W.  E.  P.  Duncan. 

Owing  to  its  conflicting  with  other  previously  sched- 
uled '•'agineering  affairs,  the  third  meeting  for  the  year 
which  was  to  have  been  held  on  November  20th,  has  been 
cancelled. 

VANCOUVER  BRANCH 


T.  V.  Berry,  mi.i.c, 
A.  Peebles,  m.e.i.c. 


Secretary-Treasurer 
Branch  News  Editor 


The  branch  opened  its  season  with  a  dinner-meeting 
in  honour  of  Dean  Mackenzie,  president  of  the  Institute, 
during  his  recent  visit  to  the  western  branches.  The  meet- 
ing was  well  attended,  and  members  were  treated  to  a 
splendid  address  by  Dean  Mackenzie. 

He  spoke  principally  of  his  experiences  with  engineers 


who  are  engaged  in  war  production  and  training.  In  his 
position  as  head  of  the  National  Research  Council,  Dean 
Mackenzie  comes  into  intimate  contact  with  all  branches 
of  war  work,  both  in  industry  and  in  the  services.  His  de- 
scriptions of  the  work  done  by  the  engineering  profession, 
and  the  part  taken  by  members  of  the  Engineering  Insti- 
tute of  Canada,  were  both  illuminating  and  of  deep  in- 
terest to  the  Vancouver  Branch. 

Others  who  spoke  briefly  were  two  past-presidents  of 
the  Institute,  Major  G.  A.  Walkem  and  Dr.  E.  A.  Cleve- 
land. Dean  J.  N.  Finlayson,  branch  chairman,  presided 
over  the  meeting. 

The  first  programme  meeting  of  the  season  was  held 
in  the  Medical  Dental  building  on  October  16th.  The 
speaker  was  Mr.  Jack  Cribb,  superintendent  of  West 
Coast  Shipbuilders  Ltd.  His  subject  was  Some  Marine 
Salvage  Experiences  of  the  Pacific  Coast. 

Mr.  Cribb  traced  the  marine  salvage  history  of  the 
Pacific  coast,  in  which  he  has  played  a  prominent  part. 
He  then  recounted  in  detail  some  of  the  most  interesting 
and  spectacular  salvage  jobs  which  have  been  carried  out 
on  this  coast.  From  the  narrow  channels  and  rocky  shores 
of  northern  British  Columbia  to  the  sandy  beaches  of 
Guatemala  and  Mexico,  each  salvage  job  presents  its  own 
problems.  Every  branch  of  engineering  is  involved  to 
some  degree,  and  the  salvage  superintendent  must  under- 
stand the  methods  of  mining,  logging,  civil,  electrical  and 
mechanical  engineers,  as  he  may  have  to  apply  any  or 
all  of  these  to  some  particular  salvage  operation.  One  ship 
will  be  rescued  by  hydraulic  dredging  of  sand,  another 
by  building  a  cofferdam  around  her,  or  by  blasting  away 
the  rocks  on  which  she  is  grounded.  Again,  the  cargo 
may  be  salvaged  by  a  logger's  skyline,  and  in  every  case 
the  salvor  must  set  up  and  keep  in  operation  many  types 
of  equipment  and  machinery  under  difficult  conditions  of 
weather  and  remoteness.  On  occasions  he  may  have  to 
contend  with  hostile  government  agents  or  hijacking 
beachcombers,  and  must  be  able  to  deal  tactfully  and  suc- 
cessfully with  the  numerous  interested  parties  who  cluster 
around  the  wrecked  vessel.  Some  operations  are  highly 
remunerative,  others  are  just  the  opposite,  but  in  every 
case  the  risk  is  high,  and  those  who  undertake  it  must 
not  be  lacking  in  ability  or  the  courage  to  work  in  the 
face  of  great  odds. 

In  closing,  the  speaker  expressed  the  opinion  that  nine 
out  of  ten  marine  mishaps  are  the  direct  result  of  incom- 
petence and  carelessness  on  the  part  of  someone,  be  it  the 
builder,  owner,  or  captain  of  the  vessel. 

A  vote  of  thanks  was  tendered  the  speaker  for  his  de- 
lightfully informal  and  non-technical  story,  by  Mr.  W. 
H.  Powell.  Several  among  the  thirty-two  members  and 
visitors  present,  contributed  to  an  informal  discussion. 

Tool  Steels — Their  Use  from  the  Viewpoint  of  the 
Shop.  This  was  the  subject  of  a  paper  presented  to  the 
branch  on  November  6th,  by  W.  O.  Scott,  vice-chairman 
of  the  branch,  and  assistant  superintendent  of  the  Domin- 
ion Bridge  Company  in  Vancouver. 

Mr.  Scott  first  gave  a  list  of  the  tools  and  equipment 
requiring  a  special  quality  of  steel  which  would  be  found 
in  the  average  shop  not  engaged  in  mass  production  work. 
These  included  punches,  dies,  chisels,  rivet  snaps  and  dies, 
shear  and  saw  blades,  drift  pins,  taps  and  dies,  hand  tools, 
drills  and  blacksmith  tools.  Other  special  equipment  de- 
pending upon  the  nature  of  the  work  done  includes,  in  the 
case  of  a  structural  shop,  lattice  bar  punches  and  dies, 
square  hole  punches  and  dies,  spacing  tables  for  multiple 
punching,  boring  and  milling  machine  tools,  rotary  planer 
tools,  threading  tools,  reamers,  as  well  as  various  small 
machine  parts  which  are  subjected  to  severe  shock  or 
wear.  The  items  requiring  some  special  type  of  steel  will 
number  many  thousand,  and  these  must  be  made  and  re- 
paired in  the  shop  itself  in  most  cases,  as  it  is  not  always 


THE  ENGINEERING  JOURNAL     December,  1941 


619 


possible  to  secure  the  necessary  item  quickly  enough  from 
a  machine  tool  manufacturer. 

The  common  requirements  of  a  special  steel  for  such 
tools  and  parts  are  hardness,  toughness,  high  cutting 
speed,  resistance  to  impact,  durability  at  high  tempera- 
tures, machinability,  and  the  properties  necessary  for  dies 
of  intricate  design.  These  properties  will  be  desired  in 
varying  degrees  for  each  purpose,  and  the  selection  and 
treatment  of  a  material  will  determine  its  subsequent  be- 
haviour in  service. 

Most  of  the  ordinary  tools  may  be  made  from  a  straight 
carbon  steel.  The  controlling  factor  is  the  carbon  content 
which  may  range  from  0.4  to  1.4  per  cent,  thereby  provid- 
ing a  wide  variety  of  steels  for  different  types  of  service. 
The  speaker  showed  a  chart  of  carbon  steels,  indicating 
the  range  of  carbon  contents  for  each  tool  in  common  use. 

In  many  cases,  desirable  qualities  can  be  improved  by 
the  use  of  an  alloy  steel.  Alloys  will  also  provide  more 
accurate  dies  and  tools,  due  to  the  reduced  shrinkage  and 
distortion  under  heat  treatments.  A  comprehensive  chart 
was  displayed,  showing  the  effects  produced  by  the  com- 
mon alloy  metals,  manganese,  chromium,  nickel,  tungsten, 
vanadium  and  cobalt.  Some  of  the  desirable  qualities  of 
the  steel  will  be  increased  and  some  will  be  decreased  by 
the  addition  of  the  above  metals.  This  is  according  to 
whether  the  alloy  metal  tends  to  unite  with  the  ferrite 
portion  or  the  iron  carbide  portion  of  the  steel.  The 
phenomenon  of  grain  growth,  which  is  a  factor  in  hard- 
ness and  toughness,  is  also  affected  by  alloying.  Grain 
growth  at  high  temperatures  is  retarded,  which  preserves 
better  these  qualities  under  such  circumstances.  Another 
quality  acquired  in  alloy  steels  is  greater  uniformity  of 
heat  treatment  throughout  the  thickness  of  the  piece.  Car- 
bon steels  are  usually  hardened  to  a  very  limited  depth 
below  the  surface,  leaving  the  interior  relatively  soft. 

At  the  present  time  there  are  many  tool  steels  on  the 
market  under  trade  names.  These  are  merely  alloy  steels 
of  a  definite  composition,  and  they  will  perform  the  same 
work  as  any  other  steel  of  the  same  composition.  They 
should  not  be  treated  any  differently,  regarding  the  work 
which  they  are  expected  to  do,  than  any  tool  steel  of  some 
specific  chemical  composition.  It  is  necessary  to  follow  a 
manufacturer's  specifications  closely  when  the  composi- 
tion of  his  product  is  not  furnished,  just  as  it  is  necessary 
to  use  the  correct  treatment  with  any  steel  of  standard 
composition.  Tools  are  also  available,  made  by  casting, 
pressing  and  sintering  materials  other  than  iron.  These 
are  special  purpose  tools  which  require  different  treatment 
and  application  than  steel  tools. 

Some  discussion  took  place  after  Mr.  Scott's  address, 
and  a  vote  of  thanks  was  proposed  by  Mr.  P.  Buchan. 
Dean  J.  N.  Finlayson,  branch  chairman,  presided,  and 
thirty-five  members  and  guests  were  in  attendance. 

VICTORIA  BRANCH  . 


Kenneth  Reid,   m.ej.c. 


Secretary-  Treasurer 


Spans  in  Time  and  Space  was  the  intriguing  subject 
of  an  address  presented  before  the  Victoria  Branch  of  the 
Institute  by  Sir  Heaton  Forbes  Robinson,  C.G.M.,  M. 
Inst.  C.  E.,  on  the  evening  of  Monday,  October  27th.  The 
meeting  was  preceded  by  a  dinner  to  which  were  invited 
all  engineers  serving  locally  in  any  of  His  Majesty's  Ser- 
vices, whether  members  of  the  Institute  or  not.  Twelve 
engineers  in  the  naval  and  army  services  were  guests  of 
the  branch  on  this  occasion.  Altogether  thirty-two  mem- 
bers and  visitors  were  present. 

Sir  Heaton  Forbes  Robinson  is  an  engineer  of  wide  dis- 
tinction having  practiced  extensively  on  the  continent  of 
Europe,  in  South  Africa,  and  in  the  Argentine  in  South 
America.    He  is  now  retired  and  living  in  Victoria  and 


this  Branch  is  fortunate  in  securing  him  as  a  speaker.  Sir 
Heaton  is  a  graduate  of  the  University  of  London  and  a 
Member  of  the  Institution  of  Civil  Engineers  of  Great 
Britain. 

In  introducing  his  subject,  Sir  Heaton  Forbes  Robinson 
contrasted  the  working  conditions  of  half  a  century  ago 
with  those  of  to-day  when  an  engineer  paid  for  his  ap- 
prenticeship and  worked  from  6  to  6.  Wonderful  advances 
have  been  accomplished  during  the  past  50  years.  What 
have  the  next  50  to  offer?  Looking  back,  tremendous  de- 
velopments have  taken  place  particularly  with  regard  to 
tools,  material  and  fundamental  principles  connected  with 
bridge  building  and  design.  The  speaker  went  on  to  trace 
this  development  from  as  early  as  the  stone  age  showing 
the  advance  in  the  use  of  clean  cutting  edges,  the  chisel, 
axe,  saw,  file  and  the  turning  lathe,  a  transition  from  the 
wheel.  The  advance  in  development  of  materials,  wood, 
stone  and  metals  contributed  its  effect.  Improvements  in 
fundamental  principles  contributed  to  the  suspension 
bridge,  lintel,  corbel,  cantilever  and  arch. 

Various  types  of  early  bridges  in  use  in  widespread 
parts  of  the  world  were  then  described  and  the  develop- 
ment of  modern  structures  traced  from  them  down  to  the 
modern  suspension  bridge.  By  means  of  carefully  pre- 
pared charts,  the  speaker  showed  the  fundamental  types 
of  spans;  the  lintel  and  posts,  the  truss,  which  was  a  tap- 
pered  lintel  with  the  inside  cut  out;  plate  girders,  exagger- 
ated lintel;  lattice  girders,  such  as  used  on  the  Quebec 
bridge;  and  the  arch. 

Sir  Heaton  concluded  by  a  comparison  of  music  and 
bridge  building;  the  fundamental  principles  of  each  being 
few  but  equally  interesting.  He  compared  the  musical 
symphony  to  an  automobile;  the  changing  tempo  to  the 
changing  gears — the  automatic  gear  shift  is  equivalent  to 
the  perfect  musical  score;  the  model  T  Ford  to  the  silly 
symphony. 

A  hearty  vote  of  thanks  was  accorded  the  speaker  for 
a  most  interesting  address. 

Seven  reels  of  motion  pictures  showing  mechanical 
equipment  engaged  in  actual  fire-fighting  scenes  in  the 
forests  of  British  Columbia  and  kindly  supplied  and  oper- 
ated by  Mr.  J.  H.  Blake  of  the  Provincial  Forestry  De- 
partment completed  the  evening. 

On  the  evening  of  November  10th  the  members  of  the 
Victoria  Branch  met  to  witness  the  showing  of  the  Insti- 
tute's motion  picture  film  on  the  Tacoma  Bridge  Dis- 
aster. The  meeting  was  preceded  by  the  customary  din- 
ner at  Spencer's  dining  room. 

Sufficient  comment  has  already  been  made  concerning 
this  marvelous  film.  As  was  stated  by  many  present,  the 
Institute  is  to  be  congratulated  on  its  enterprise  and  initi- 
ative in  acquiring  and  distributing  this  film  to  the  various 
branches  across  Canada.  It  has  virtually  to  be  seen  to  be 
believed,  and  provides  an  opportunity  for  study  and  com- 
parison of  such  bridge  structures  and  the  possibility  of  un- 
forseen   behaviour  under  unfavourable  conditions. 

During,  and  following  the  showing  of  this  film,  the 
branch  was  fortunate  in  having  Mr.  A.  L.  Carruthers, 
provincial  bridge  engineer,  to  augment  the  descriptive 
portion  of  the  picture.  Mr.  Carruthers  was  very  fam- 
iliar with  this  bridge  and  its  behaviour  subsequent  to  con- 
struction. He  explained  the  unusual  behaviour  and  the 
building  up  of  periodic  vibrations  until  dangerous  propor- 
tions could  be  reached.  His  remarks  were  illustrated  by 
the  aid  of  several  slides  from  his  own  collection.  This  com- 
bination of  motion  pictures  and  descriptive  comment 
proved  a  most  interesting  subject  indeed. 

Further  moving  pictures  shown  by  Mr.  J.  H.  Blake  of 
the  provincial  forestry  department  depicting  the  opening 
of  the  Big  Bend  Highway  and  other  subjects  rounded  out 
a  very  interesting  and  instructive  evening. 


620 


December,  1911     THE  ENGINEERING  JOURNAL 


WINNIPEG  BRANCH 

C.  P.  Haltalin,  m.e.i.c      -      Secretary-Treasurer 
T-  A.  Lindsay,  m^j.o.         -     Branch  News  Editor 

The  Winnipeg  Branch  held  its  first  meeting  of  the  1941- 
42  season  on  October  16th  in  the  Broadway  Building  of 
the  University  of  Manitoba. 

A  motion  picture,  The  Tacoma  Bridge  Failure  was 
presented  to  an  excellent  attendance  of  one  hundred  and 
forty-one  members  and  visitors. 

Mr.  J.  C.  Trueman,  designing  engineer,  Dominion 
Bridge  Company,  Winnipeg,  introduced  the  picture  with 
a  short  historical  paper.  He  traced  the  development  of 
suspension  bridge  design  from  its  early  beginnings  of 
about  140  years  ago  to  the  present.  During  the  first  fifty 
years  of  this  period  there  were  a  number  of  failures  by 
wind  action.  The  behaviour  of  some  of  these  failures  bore 
a  striking  resemblance  to  the  mode  of  failure  of  the 
Tacoma  span. 

These  early  bridges  were  light  structures  with  plank 
deck  built  for  horse-drawn  vehicles.  They  did  not  have 
much  in  the  way  of  stiffener  trusses.  About  the  end  of 
this  early  period  at  the  middle  of  the  last  century,  Trau- 
twine,  of  handbook  fame,  suggested  that  the  danger  arose 
"  from  action  of  strong  winds  striking  below  the  floor 
either  lifting  the  whole  platform  and  letting  it  drop  or  im- 
parting to  it  violent  wave-like  undulation  ".  He  proposed 
that  substantial  trusses  be  used  to  dampen  the  undula- 
tion. 

Coincident  with  this  suggestion,  the  demands  of  the 
heavy  live-load  concentrations  of  railway  and  suburban 
trains  made  obvious  the  necessity  of  stiffener  trusses  to 
distribute  these  loads  along  the  flexible  cable.  Following 
the  use  of  a  substantial  stiffener  truss,  trouble  from 
undulation  ceased  and  there  were  no  further  failures  from 
this  cause  until  the  present. 

There  seems  to  be  some  doubt  whether  the  function  of 
the  stiffener  truss  to  dampen  undulations,  as  well  as  to 
distribute  live-load  concentrations,  was  generally  under- 


stood at  the  time  of  its  introduction.  Probably  it  was 
thought,  and  understandably  so  considering  the  data 
available,  that  dead  load  heavy  enough  to  resist  wind  up- 
lift was  sufficient  for  this  purpose.  We  do  know,  however, 
that  subsequently-developed  methods  of  designing  the 
stiffener  truss  did  not  directly  consider  the  dampening 
function. 

The  modern  trend  to  lighter  girders  was  the  direct  re- 
sult of  the  smaller  live-load  concentrations  of  automobile 
traffic.  The  Tacoma  bridge  girder  was  stiff  enough  to 
distribute  this  live-load  but  not  to  dampen  the  undula- 
tions. The  low  vertical  stiffness  combined  with  the  nar- 
row width  resulted  in  insufficient  torsional  rigidity. 

The  heavy  deck  of  the  modern  suspension  could  not  be 
raised  by  direct  wind  uplift  and  when  undulations  ap- 
peared the  aerodynamic  origin  became  apparent.  Look- 
ing back  it  appears  likely  that  the  failures  of  the  early 
structures  of  a  century  ago  were  due  to  this  same  phen- 
omenon. There  had  been,  however,  no  evidence  or  analy- 
sis which  would  have  lead  to  this  conclusion  until  the  pre- 
sent development.  It  has  apparently  taken  the  failure  of  a 
modern,  hardly  comparable,  structure  to  fully  explain  the 
failures  of  those  pioneer  structures  of  one  hundred  years 
or  more  ago. 

Mr.  Trueman  had  a  table  summarizing  some  of  the 
main  characteristics  of  several  long  suspension  bridges. 
The  table  showed  how  much  more  flexible  vertically, 
horizontally  and  in  torsion,  the  Tacoma  bridge  was,  com- 
pared to  other  bridges  of  like  span. 

The  picture  followed  and  showed  very  graphically  the 
extraordinary  nature  of  the  failure. 

Following  the  showing  of  the  picture  there  were  num- 
erous questions  and  considerable  discussion  which  brought 
out  some  very  interesting  points  as  regards  design  and 
aerodynamic  action.  Mr.  Trueman  was  quite  confident 
that  safe,  adequate,  light,  long  span  bridges  can  be  built 
with  the  present  knowledge.  He  thought  that  research 
would  probably  make  for  economies  in  design. 


INews  of  Other  Societies 


ENGINEERING  EXAMINERS  SEEK  BETTER 
LAW  ADMINISTRATION 

Means  for  improving  the  handling  of  applications  for 
professional  registration  were  the  chief  subjects  of  inter- 
est at  the  22nd  annual  meeting  of  the  National  Council  of 
State  Boards  of  Engineering  Examiners  held  in  New  York 
Oct.  27-30.  Represented  at  the  meeting  were  35  of  the 
44  member  boards  of  the  council,  the  largest  registration 
at  any  meeting  of  the  council.  In  addition,  members  of 
the  Engineers  Council  for  Professional  Development  meet- 
ing concurrently  in  New  York,  took  part  in  the  discussion. 

A  recommendation  from  the  secretary  that  the  publi- 
cation of  a  registered  engineers  national  directory  and 
handbook  be  undertaken  if  a  satisfactory  proposition  for 
the  publication  of  such  a  directory  can  be  obtained  was 
approved,  provided  that  it  involved  no  financial  commit- 
ments on  the  part  of  the  council. 

Qualification 

Wide  divergence  in  the  practices  of  the  several  registra- 
tion boards  with  respect  to  the  qualifications  of  appli- 
cants for  registration  were  noted  by  the  committee  on 
qualifications  for  registration.  The  committee  observed 
that  some  states  lay  principal  stress  on  the  knowledge  of 
the  fundamentals  of  engineering  while  others  give  much 
greater  weight  to  practical  experience.  To  aid  in  obtain- 
ing greater  uniformity  in  qualifying  applicants,  the  com- 
mittee presented  for  adoption  an  outline  of  requirements 
basic  to  a  determination  of  competence.   It  also  presented 


Items    of    interest    regarding    activities    of 
other  engineering  societies  or   associations 


for  approval  a  set  of  general  principles  to  be  applied  to 
interviews  of  applicants  for  registration,  and  a  set  of  gen- 
eral requirements  basic  to  all  branches  of  engineering  that 
should  be  applied  in  determining  whether  the  four  years 
of  qualifying  experience  required  under  most  registration 
acts  are  up  to  adequate  standards.  This  latter  general 
statement  was  supplemented  by  a  detailed  statement  cov- 
ering civil  engineering.  Following  approval  of  the  com- 
mittee's report,  it  was  instructed  to  prepare  similar  de- 
tailed statements  for  the  other  major  fields.  With  respect 
to  civil  engineering,  the  report  states  "  All  four  years 
should  be  of  a  calibre  equivalent  to  that  described  under 
and  classified  as  Grade  1  by  the  American  Society  of  Civil 
Engineers'  Committee  on  Salaries,"  as  published  in  the 
February,  1939,  issue  of  Civil  Engineering. 

Engineering  Examinations 

Prof.  J.  H.  Dorroh,  chairman  of  the  New  Mexico  board, 
stated  that  the  preparation  of  examinations  and  the  grad- 
ing of  papers  presented  by  applicants  for  registration  had 
not  generally  reached  a  satisfactory  status.  This  matter 
is  less  serious  with  the  respect  to  examinations  in  fun- 
damentals, he  said,  than  with  professional  examinations. 
In  the  latter,  there  is  a  serious  lack  of  information  as  to 
how  to  bring  out  satisfactorily  the  evidence  of  a  man's 
ability  to  apply  his  fundamental  knowledge.  In  discussion 


THE  ENGINEERING  JOURNAL     December,  1941 


621 


it  was  stated  that  the  committee  on  qualifications  for 
registration  is  collecting  examination  papers  and  making 
a  study  of  them  in  the  hope  of  improving  practices  in  this 
line. 

The  committee  reported  that  in  about  one-fourth  of 
the  states  the  qualifications  for  registration  are  substan- 
tially below  those  of  the  model  law.    This  is  especially 


Professor  C.  C.  Knipmeyer,  the  new  president  of  the  N.C.S.B.- 
E.E.  (right)  and  the  secretary,  Mr.  Keith  Legaré  (left). 

true  of  the  older  laws.  The  committee  urged  the  council  to 
work  more  aggressively  for  improvement  of  these  laws. 

Registration  Laws 

Wide  divergence  of  views  developed  in  discussion  of  the 
recommendation  of  the  committee  on  qualifications  that 
the  national  council  ask  the  Engineers  Council  for  Pro- 
fessional Development  to  make  a  study  of  engineering 
registration  laws  and  of  examining  board  procedures  with 
the  object  of  bringing  out  the  weak  points  in  the  laws  and 
in  their  administration.  Some  members  of  the  council 
maintained  that  such  a  study  should  be  a  basic  function 
of  the  council  itself,  not  of  an  outside  agency,  while  others 
held  that  an  outside  agency  would  have  less  hesitancy  in 
pointing  out  defective  laws  or  in  their  administration  than 
would  the  council  itself.  Chairman  Dorroh  suggested  that 
E.C.P.D.  might  accredit  state  licensing  just  as  it  accredits 
engineering  schools,  but  Dean  N.  W.  Dougherty  of  Ten- 
nessee took  strong  exception  to  this  view  on  the  basis 
that  practices  with  respect  to  registration  are  matters  of 
state  law  while  the  make-up  of  the  curricula  of  engineer- 
ing schools  is  not  a  matter  of  law  but  a  matter  that  can 
be  changed  by  the  faculty  of  the  school  at  will.  Also,  he 
said  that  he  does  not  believe  that  divergence  between 
states  in  the  matter  of  licensing  requirements  and  examin- 
ation of  applicants  is  as  important  as  some  people  believe 
it  to  be. 

Problems  raised  by  efforts  to  promote  reciprocal  regis- 
tration between  states  for  the  benefit  of  engineers  who 
practice  in  several  states  were  discussed  by  D.  B.  Stein- 
man  in  a  report  by  the  committee  on  interstate  registra- 
tion. The  committee  stated  that  insistence  on  reciprocal 
registration  is  a  form  of  coercion  toward  relaxing  respon- 
sibility and  lowering  standards.  It  urged  more  general  use 
of  "registration  by  endorsement  "  under  which  registration 
is  permissive  rather  than  mandatory,  decision  in  each 
case  being  left  to  the  board  as  to  whether  it  will  grant 
registration  to  a  registered  applicant  from  another  state 
on  his  record  without  re-examination. 

Effect  of  Registration 

Broader  aspects  of  the  registration  movement  were  con- 
sidered in  a  general  discussion  of  the  report  of  the  com- 
mittee on  the  effect  of  registration,  presented   by  Prof. 


Charles  F.  Scott.  Professor  Scott  recommended  that  the 
council  ask  E.C.P.D.  to  prepare  a  pamphlet  for  the  use 
of  engineering  students  and  young  engineering  graduates 
to  help  them  in  rounding  out  their  development  in  the 
period  before  they  apply  to  the  registration  board  for  ad- 
mission to  practice.  President  Harry  F.  Rogers  of  Brook- 
lyn Polytechnic  Institute  endorsed  the  views  expressed 
by  Professor  Scott  as  to  the  desirability  of  doing  more 
for  the  young  engineers  in  their  formative  period  and 
urged  the  council  to  co-operate  with  the  professional 
groups  in  such  work. 

The  desirability  of  requiring  applicants  for  registration 
to  give  their  endorsement  to  a  code  of  professional  ethics 
as  part  of  their  application  for  registration,  as  is  now  done 
in  some  states,  was  put  forward  as  a  desirable  step  in  de- 
veloping professional  consciousness.  A  major  obstacle  to 
such  practice  is  lack  of  a  universally  acceptable  code  of 
ethics  for  the  engineering  profession.  Development  of 
such  a  code  by  E.C.P.D.  was  recommended  as  an  objec- 
tive to  be  sought  in  the  near  future. 

The  question  was  raised  by  P.  S.  Callahan  from  Cali- 
fornia as  to  the  legality  of  asking  applicants  to  subscribe 
to  a  code  of  ethics,  stating  that  in  his  opinion  enforcement 
of  codes  of  ethics  was  a  function  of  the  professional  so- 
cieties rather  than  of  the  registration  board.  Exception 
to  that  view  was  taken  by  F.  E.  Rightor,  secretary  of  the 
Texas  board,  who  pointed  out  that  under  the  model  law 
a  license  can  be  revoked  for  unprofessional  conduct,  and 
that  lawyers  look  upon  subscription  to  a  code  of  ethics  as 
the  best  way  to  define  what  is  and  what  is  not  profes- 
sional conduct. 

A  feature  of  the  meeting  was  the  annual  dinner,  attend- 
ed by  representatives  of  the  major  engineering  societies 
both  in  this  country  and  in  Canada,  at  which  Mayor  La 
Guardia  took  a  few  minutes  from  his  political  campaign 
to  talk  to  the  group,  urging  them  as  engineers  to  take  a 
more  active  part  in  the  new  era  into  which,  in  his  view, 
we  are  entering. 

C.  C.  Knipmeyer,  professor  of  electrical  engineering  at 
Rose  Polytechnic  Institute,  Terre  Haute,  Ind.,  was  elect- 
ed president  to  succeed  Virgil  M.  Palmer  of  Rochester, 
N.Y..  and  J.  H.  Dorroh,  dean  of  engineering  at  the  Uni- 
versity of  New  Mexico,  was  elected  vice-president.  New 
regional  directors  elected  were  George  M.  Shepard  of  St. 
Paul  and  F.  W.  Anderson  of  Lexington,  Va.  The  next 
meeting  is  to  be  held  in  Indianapolis,  Ind. 

A.S.M.E.  ANNUAL  DINNER 

President  Looks  Ahead  to  Post-war  Period 

Speaking  at  the  annual  dinner  of  the  American  Society 
of  Mechanical  Engineers  at  the  Hotel  Astor,  New  York, 
on  December  3rd,  William  A.  Hanley,  president,  called 
for  "  some  realistic  thinking  and  some  definite  planning  " 
for  the  post-war  period. 

While  pledging  full  support  of  the  engineering  profession 
to  the  task  of  carrying  out  our  government's  pledges  and 
restoring  peace  to  the  earth,  Mr.  Hanley  said  that  it  was 
the  job  of  every  individual  in  the  country  to  help  prepare 
for  the  situation  to  be  faced  when  the  war  ends. 

Based  on  the  estimate  of  the  U.S.  National  Resources 
Planning  Board  that,  if  the  war  continues,  nearly  half  of 
the  country's  55,000,000  workers  in  1944  will  be  either 
in  defence  projects  or  under  arms,  Mr.  Hanley  said  that 
when  the  war  ends  the  United  States  will  have  the  colossal 
job  of  putting  more  than  20,000,000  workers  back  into 
peace-time  employment. 

Unless  government  is  to  put  fifteen  to  twenty  million 
on  AVPA  work  and  in  CCC  camps,  Mr.  Hanley  said,  the 
alternative  "  is  to  prepare  now  to  create  jobs  in  private 
industry,  and  to  plan  to  reduce  government  employees  to 
a  bare  necessary  number." 

"If  all  the  men  and  women  in  America  will  become  in- 
terested in  this  post-war  employment,"  he  declared,  "  and 


622 


December,  1941     THE  ENGINEERING  JOURNAL 


will  individually  adopt  a  policy  to  help  in  the  solution, 
we  can  solve  the  problem,  and  America  can  thrive  as  she 
did  thrive  from  1790  to  1930.  The  solution  lies  with  in- 
dividuals to  a  greater  degree  than  it  does  with  corpor- 
ations, municipalities  or  other  groups. 

"As  individuals,  as  corporations,  as  cities  and  states  and 
as  a  nation  we  should  reduce  our  peace-time  expenditures 
now,  so  that  we  can  accumulate  money  to  spend,  and  then 
spend  it,  when  the  war  is  over.  Accumulate  needs  and 
money  now.  Satisfy  those  needs  and  spend  the  money 
when  the  war  ceases. 

"  If  we  could  have  ten  million  orders  for  new  automo- 
biles in  the  first  two  years  after  the  war,  it  would  be  very 
helpful.  If  the  majority  of  car  owners  will  drive  their 
cars  twenty-four  months  longer  than  has  been  their  cus- 
tom, then  we  should  have  the  ten  million  orders  for 
automobiles.  As  a  patriotic  duty,  to  save  this  nation  at 
home,  to  save  our  form  of  life  for  ourselves  and  our 
children,  to  avoid  fascism,  we  should  not  only  have  this 
demand  for  ten  million  new  automobiles  but  for  great 
quantities  of  goods  and  commodities  which  must  be  pro- 
duced by  labour.  We  should  accumulate  the  need  for 
clothing,  home  furnishings,  new  equipment  for  homes  and 
in  addition  accumulate  the  need  for  several  million  new 
homes. 

"  Millions  of  men  can  go  back  to  work  on  these  jobs 


alone,  if  this  back-log  is  provided.  There  may  be  some 
personal  inconvenience  in  such  a  programme  of  waiting, 
but  surely  the  sacrifices  will  be  greatly  repaid  in  helping 
create  a  staple  economic  condition  in  America. 

"  In  the  same  way  the  commercial  organizations  should 
have  an  accumulation  of  man-hour  projects  which  have 
been  postponed  until  the  war  is  over  and  then  should 
carry  forward  such  projects  fearlessly,  to  assist  the  job 
programme. 

"  The  town  and  city  should,  where  possible,  postpone 
the  paving  of  streets,  building  of  bridges,  municipal  build- 
ings, extension  of  utility  services,  etc.  In  like  manner  the 
respective  states  might  well  postpone  as  far  as  possible 
the  paving  of  roads,  and  repairs  and  additions  to  state 
institutions.  The  churches,  schools,  hospitals  and  non- 
profit organizations  can  all  contribute  to  this  great  effort 
of  accumulation,  and  if  we  will  all  do  our  part  the  WPA 
and  CCC  can  pass  into  history. 

"  Let  us  measure  up  to  our  responsibilities  in  not  only 
winning  the  war,"  Mr.  Hanley  concluded,  "  but  in  winning 
the  peace,  and  in  so  doing  continue  our  way  of  life  for 
ourselves  and  our  children,  as  we  received  it  from  our 
parents  and  from  those  whose  great  sacrifices  created 
it  for  us.  This  country  has  gone  through  many  crises. 
Surely  in  this  one,  when  we  have  the  stewardship,  we 
shall  not  fail." 


Library  Notes 


ADDITIONS  TO  THE 
LIBRARY 
TRANSACTIONS,  PROCEEDINGS 
American  Society  of  Civil  Engineers  : 

Proceedings,  November,  1941,  v.  67. 
The  Royal  Society  of  Canada,  1941: 

Minutes  of  Proceedings,  List  of  Officers  and 
Members. 

American  Society  of  Mechanical  Engi- 
neers : 

Transactions,  November,  1941,  v.  63. 

REPORTS 

Canada   Department  of  Mines  and  Re- 
sources: 

Report  of  Soldier  Settlement  of  Canada,  for 
the  fiscal  year  ended  March  81,  1941, 
Ottawa.  Price  50  cents. 

Canada  Department  of  Public  Works: 

Repent  of  the  Minister  of  Public  Works  on 
the  works  under  his  contiol  for  the  fiscal 
year  ended  March  31,  1941-  Ottawa,  Price 
50  cents. 

Canada  Department  of  Mines  and  Re- 
sources— Mines  and  Geology  Rranch: 

Geological  Survey,  Memoir  229,  Noranda 
District,  Québec,  by  M.  E.  Wilson.  Price 
50  cents. 

TECHNICAL  BOOKS 

A.S.M.E.    Mechanical    Catalogue    and 
Directory,  1942: 

Thirty-first  Annual  Volume  issued  Octo- 
ber, 1941. 
Belt  Conveyors  and  Belt  Elevators: 

By  Frederic  V.  Hetzel  and  Russell  K. 
Albright,  3d.,  revised  and  enlarged,  John 
Wiley  &  Sons,  Inc.,  1941.  439  pp.  9lA  x  6 
in.,  $6.00. 

Bridge  Railings — Their  Design  and  Con- 
struction : 

Booklet  by  F.  H.  Frankland,  Director  of 
Engineering,  published  by  the  American 
Institute  of  Steel  Construction,  New  York. 
Copies  are  free  to  interested  persons. 


Book  notes,    Additions    to    the    Library    of   the    Engineer- 
ing   Institute,    Reviews    of   New    Books    and    Publications 


Godfrey's  Structural  Tables: 

By  Edward  Godfrey,  Structural  Engineer, 
Pittsburgh,  Pa.  Published  by  the  Author, 
126  pp.,  8}i  x  5H  in.  Price  $1.25. 
This  book  is  a  reprint  of  Godfrey's  Tables 
first  published  in  1905  and  carries  readily 
available  information  which,  in  many 
cases,  is  not  found  in  manufacturers'  hand- 
books. Among  other  things  will  be  found 
ways  of  solving  skew  and  baiter  details  as 
well  as  lever  arms  for  truss  members  and 
other  data.  Tables  are  computed  for  design- 
ing girder  and  truss  spans  for  Cooper's 
standard  loading.  The  tables  of  properties 
of  built  sections  should  be  useful  in  design- 
ing truss  members.  The  book  ends  with  a 
list  of  the  author's  contributions  to  various 
engineering  publications. 

Highway  Curves: 

By  H.  C.  Ives,  CE.,  S  éd.,  John  Wiley  & 
Sons,  Inc.,  1941.  380  pp.,  diagrs.,  maps, 
charts,  tables,  7x4  in.,  cloth,  $4-00. 

A  presentation  of  the  theory  and  practice 
of  highway  curves  as  practiced  in  this 
country  is  presented  in  this  manual,  to- 
gether with  the  mathematical  tables  required 
in  road  building.  The  new  edition  has  been 
revised  and  four  new  chapters  added,  deal- 
ing with  the  Selection  of  a  curve  and  spiral, 
Curbs,  crowns  and  grades,  traffic  lanes  and 
divided  highways,  and  construction  stakes. 

Canadian  Engineering  Standards  Associ- 
ation, Specification: 

Standard  specification  for  galvanized  (zinc- 
coated)  steel  line  wire.  C3-1941.  Ottawa, 
October,  1941.  Price  50  cents. 

Canadian  Engineering  Standards  Associ- 
ation Specification: 

Standard  specification  for  vitrified  clay 
sewer  pipe.  A60-1941-  Ottawa,  September, 
1941-  Price  50  cents 

U.S.  Department  of  the  Interior-Bureau 
of  Reclamation — Boulder  Canyon 
Projects  Final  Reports,  Part  IV — 
Design  and  Construction: 


Bulletin  1 — General  features,  presents  gen- 
eral descriptive  information  regarding  all 
of  the  more  important  parts  of  the  Boulder 
Canyon  Project  and  the  principal  problems 
involved  in  their  design  and  construction. 
Subjects  treated  separately  in  the  various 
chapters  include  preliminary  construction; 
construction  plant;  river  diversion  works; 
Boulder  Dam;  penstocks,  outlets,  and  spill- 
ways; power  plant;  architectural  features; 
Lake  Mead;  Imperial  Dam  and  desilting 
works;  and  the  All- American  Canal 
system.  Selected  drawings  and  photographs 
illustrate  the  various  construction  activities 
as  well  as  the  completed  structures.  Paper- 
bound  $1.50  per  copy.  Cloth-bound  $2.00 
per  copy. 

Bulletin  2 — Boulder  Dam,  present  detailed 
data  and  information  regaiding  the  design 
and  construction  of  the  dam,  exclusive  of 
the  appurtenant  works.  Subjects  covered  by 
the  different  chapters  include  design  of  dam, 
excavation  of  foundation  and  abutments, 
foundation  and  abutment  grouting,  con- 
struction of  dam,  cooling  mass  concrete,  and 
contraction  joint  grouting.  Detail  drawings 
and  carefully  chosen  photographs  are  in- 
cluded to  supplement  the  text  and  to  illus- 
trate the  different  features  of  the  work. 
Paper-bound,  $1.50  per  copy.  Cloth-bound, 
$2.00  per  copy. 

BOOK  NOTES 

The  following  notes  on  new  books  appear 
here  through  the  courtesy  of  the  Engi- 
neering Societies  Library  of  New  York. 
As  yet  the  books  are  not  in  the  Institute 
Library,  but  inquiries  will  be  welcomed 
at  headquarters,  or  may  be  sent  direct 
to  the  publishers. 

A.S.T.M.  STANDARDS  ON  PETROLEUM 
PRODUCTS  AND  LUBRICANTS 

Prepared  by  A.S.T.M.  Committee  D-2  on 
Petroleum  Products  and  Lubricants.  Meth- 
ods of  Testing,  Specifications,  Definitions, 
Charts  and  Tables.  Sept.,  1941-  400  pp., 
American  Society  for  Testing  Materials, 


THE  ENGINEERING  JOURNAL     December,  1941 


623 


Phila.,  Pa.,  diagrs.,  charts,  tables,  9x6 
in.,  paper,  $2.00. 
This  pamphlet  brings  together  in  conven- 
ient form  the  1941  report  of  the  A.S.T.M. 
committee  on  petroleum  products  and  lubri- 
cation, over  ninety  standard  and  tentative 
methods  of  test  and  specifications  pertaining 
to  petroleum,  and  the  regulations  and  per- 
sonnel of  the  committee  and  subcommittees. 

AERODYNAMICS  OF  THE  AIRPLANE 
(Galcit  Aeronautical  Series) 

By  C.  B.  Millikan.  John  Wiley  &  Sons, 
New  York,  1941,  171  pp.,  Mus.,  diagrs., 
charts,  tables,  914  x  S  in.,  cloth,  $2.50. 
This  volume  presents  a  brief  but  rather  in- 
tensive summary  of  those  portions  of  the  sub- 
ject which  every  well-rounded  aeronautical 
engineer    should    know.    Fundamental    fluid 
mechanical  principles  are  first  presented,  fol- 
lowed by  a  discussion  of  certain  of  them  to 
specific  aerodynamic  questions.  Airplane  per- 
formance,   stability    and    control    are    then 
treated.  The  book  is  based  upon  lectures  to 
graduate  non-aeronautical  engineers. 

AEROPLANE  CARBURETTORS  (Part  2) 

Edited  by  E.  Molloy  and  E.   W.  Knott. 

Chemical  Publishing  Co.,  New  York,  1940. 

132  pp.,  Mus.,  diagrs.,  charts,  tables,  9x6 

in.,  cloth,  $2.00. 
This  handbook  describes  in  detail  the  dis- 
mantling, adjustment  and  re-assembling  of 
aircraft  carburettors  of  the  Zenith,  Rolls- 
Royce  and  Stromberg  types.  Chapters  on 
Boost  pressure  control  and  mixture  strength 
and  on  the  Cambridge  exhaust-gas  analyzer 
are  also  included. 

AIR  PILOTING,  Manual  of  Flight 
Instruction 

By  V.  Simmons.  Revised  éd.,  Ronald  Press 
Co.,   New   York,    1941.   758   pp.,   Mus., 
diagrs.,  charts,  tables,  8)4  x  5  in.,  cloth, 
$4.00. 
The  intention  of  this  book  is  to  illustrate 
and  describe  the  best  known  means  of  develop- 
ing pilot  skill,  and  in  addition  to  supply  tech- 
nical material,  in  text  and  question  and  an- 
swer form,  which  will  definitely  aid  the  appli- 
cant in  passing  the  various  written  examina- 
tions. The  present  revision  provides  the  cur- 
rently approved  techniques  for  the  training 
and  testing  of  pilots. 

AIRCRAFT  DESIGN  SKETCH  BOOK, 
compiled  and  published  by  Lockheed 
Aircraft  Corporation,  Burhank,  Calif. 

Aero  Publishers,  120  North  Central  Ave., 
Glendale,    Calif.,    1940.   Paged  in   eleven 
sections,  Mus.,  diagrs.,  tables,  11  x  8)4  in., 
paper,  $3.00. 
Some  hundreds  of  sketches  of  airplane  parts 
and  complete  aircraft,  both  military  and  com- 
mercial, compose  this  book.  Brief  descriptive 
information  is  included  in  many  cases.  The 
purpose  of  the  book  is  to  give  the  designer  a 
collection  of  ideas  that  will  stimulate  his  own 
creative  and  inventive  mind  toward  further 
development. 

AIRCRAFT  INSTRUMENTS 

By  G.  E.  Irvin.  McGraw-Hill  Book  Co., 
New  York  and  London,   1941.  506  pp., 
Mus.,  diagrs.,  charts,  maps,  tables,  914  x  6 
in.,  cloth,  $5.00. 
This  book  aims  to  provide,  in  one  volume, 
a  complete  course  in  the  subject  for  all  those 
concerned.  The  construction  and  operation  of 
all  types  are  described,  and  detailed  instruc- 
tions given  for  installing,  using,  testing,  main- 
taining and  repairing  them. 

AIRCRAFT  LOFTING 

By  E.  P.  Grenier;  published  by  Emile  P. 
Grenier,  1 10  Highland  Ave.,  Buffalo,  N.Y., 
1941.  202  pp.,  diagrs.,  charts,  tables,  11x9 
in.Jabrikoid,  looseleaf  manifold  copy,  $3.00. 
This  textbook  has  been  developed  as  a  re- 
sult of  the  application  of  lofting  methods  to 
mass  production  of  aircraft.  In  addition  to 
presenting  a  practical  study  of  aircraft  loft 


practice,  it  also  includes  sufficient  information 
to  give  an  understanding  of  the  necessary 
mathematical,  engineering  and  aerodynamical 
concepts.  Full  use  is  made  of  illustrative 
diagrams. 

The  AIRCRAFT  YEAR  BOOK  FOR  [1941, 
23rd  Annual  Edition 

Edited  by  H.  Mingos.  Aeronautical  Cham- 
ber of  Commerce  of  America,  New  York, 
1941-  608  pp.,  Mus.,  diagrs.,  maps,  tables, 
9x6  in.,  cloth,  $5.00. 
This  annual  records  the  developments  of 
American  aviation  during  the  past  year.  Both 
civil  and  military  activities  are  reported  in 
considerable  detail.  Training  and  education, 
the  growth  of  air  fines  and  private  flying  and 
the  increase  in  airports  and  airways  are  de- 
scribed. The  expansion  of  manufacturing  is 
presented.  There  are  tables  of  aircraft  and 
engine    specifications    and    much    statistical 
matter. 

AIRSCREWS,  Part  2.  (Aeroplane  Main- 
tenance and  Operation  Series,  Vol. 
20) 

Edited  by  E.  Molloy  and  E.  W.  Knott. 

Chemical  Publishing  Co.,  New  York,  1940. 

100  pp.,  Mus.,  diagrs.,  9x6  in.,  cloth, 

$2.00. 
Continuing  the  airplane  maintenance  and 
operation  series,  this  second  volume  on  air- 
screws deals  with  the  Rotol,  Curtiss,  Hamilton 
and  Hele-Shaw  Beacham  variable-pitch  air- 
screws. A  section  of  general  notes  on  the  oper- 
ation, maintenance  and  inspection  of  fixed- 
pitch  airscrews  is  included. 

The  BELL  TELEPHONE  SYSTEM 

By  A.  W.  Page.  Harper  &  Brothers  Pub- 
lishers, New  York  and  London,  1941.  248 
pp.,  Mus.,  diagrs.,  charts,  maps,  tables, 
9x6  in.,  cloth,  $2.00. 
This  is  a  description  of  the  operating  policies 
of  the  American  Telephone  and  Telegraph 
Company  and  its  constituent  companies,  writ- 
ten by  the  Vice-President  in  charge  of  public 
relations.  Problems  of  research,  technology, 
wages,  rates  and  service,  relations  with  the 
government,  and  finance  are  considered,  and 
the  methods  and  achievements  of  the  organ- 
ization set  forth.  Much  hitherto  scattered  in- 
formation is  brought  together  in  convenient 
form. 

CHEMICAL  ENGINEERS'   HANDBOOK 

(Chemical  Engineering  Series) 

Edited  by  J.  H.  Perry.  2  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1941. 
3,029  pp.,   Mus.,   diagrs.,   charts,   tables, 
7x5  in.,  lea.,  $10.00. 
The  new  edition  of  this  valuable  reference 
work  has  been  thoroughly  revised  and  largely 
rewritten  to  bring  it  abreast  of  current  prac- 
tice. New  sections  have  been  added  on  solvent 
extraction;  on  shotting,  granulating  and  flak- 
ing, and  sprays  and  spraying;  on  bulk  packag- 
ing and  on  sublimation.  Many  new  chapters 
have  been  added.  The  section  on  patents  and 
patent  law  has  been  omitted,  but  the  new 
edition  nevertheless  contains  nearly  four  hun- 
dred pages  more  than  the  previous  one.  The 
work   covers   chemical   engineering   compre- 
hensively. 

The  CHEMICAL  FORMULARY,  Vol.   5 
Edited  by  H.  Bennett.  Chemical  Publishing 
Co.,  Brooklyn,  New  York,  1941-676  pp., 
diagrs.,  tables,  chaits,  9  x  5)4  in.,  cloth, 
$6.00. 
This  latest  volume  of  this  series  follows 
the  form  of  preceding  ones,  but  contains  en- 
tirely new  formulas.  Receipts  are  given  for 
preparing  large  numbers  of  adhesives,  bever- 
ages, cosmetics,  foods,  inks,  metal  products, 
paints,  etc.  The  formulas  have  been  collected 
from  many  sources. 

DESIGN  OF  PIPING  SYSTEMS,  EXPAN- 
SION STRESSES  AND  REACTIONS 
IN  PIPING  SYSTEMS 

Published  by  M.    W.  Kellogg  Company, 


Jersey  City,  N.J.,  225  Broadway,  New 
York,  1941.  97  pp.,  Mus.,  diagrs.,  charts, 
tables,  11)4  x  8)4  in.,  cloth,  $10.00. 

The  general  method  of  analyzing  pipe  fines 
for  flexibility  presented  in  this  manual  is 
applicable  to  piping  systems  of  almost  any 
shape  or  configuration  such  as  are  needed  in 
the  power,  oil  refinery  and  chemical  industries. 
The  derivation  and  application  of  formulas 
for  expansion  stresses  and  reactions  are  pre- 
sented in  a  detailed  manner,  design  data  are 
furnished,  and  there  is  a  bibliography. 

ELECTRICITY   APPLIED  TO  MARINE 
ENGINEERING 

By  W.  Laws.  Institute  of  Marine  Engi- 
neers, London;  Engineers  Book  Shop,  New 
York,  I94O.  276  pp.,  diagrs.,  charts,  tables, 
7)4,  x  5  in.,  cloth,  $2.00. 

A  clear,  simple  presentation  of  the  funda- 
mental principles  of  electricity,  with  special 
emphasis  upon  their  application  in  ships.  The 
text  is  intended  for  young  engineers  without 
much  mathematical  or  technical  background, 
who  are  preparing  for  British  Board  of  Trade 
Certificate  examinations,  and  is  based  upon 
articles  published  in  the  Transactions  of  the 
Institute  of  Marine  Engineers. 

ELECTRONICS 

By  J.  Millman  and  S.  Seely.  McGraw-Hill 
Book  Co.,  New  York  and  London,  19 4L 
721  pp.,  Mus.,  diagrs.,  charts,  tables, 
9Y2x6  in.,  cloth,  $5.00. 

The  primary  purpose  of  this  textbook  is  to 
provide  a  development  of  basic  electronic 
principles  with  applications  to  many  problems 
in  electrical  engineering  and  physics.  It  co-or- 
dinates the  physical  theory  of  electronics  and 
the  theory  of  operation  of  electronic  devices, 
gives  attention  to  material  of  present-day 
commercial  importance,  and  includes  both 
detailed  illustrative  problems  and  groups  of 
problems  to  be  worked. 

FIRE  SERVICE  HYDRAULICS 

By  F.  Sheppard.  Case-Shepperd-Mann 
Publishing  Corporation,  New  York,  1941. 
254  PP-,  Mus.,  diagrs.,  charts,  tables, 
8y2  x  5)4  in.,  lea.,  $3.00. 

A  presentation  of  the  principles  of  hydrau- 
lics as  applied  to  fire  department  work. 
Detailed  instructions  are  given  for  calculating 
nozzle  velocities  and  pressures,  friction  losses 
in  hose  and  mains,  engine  pressures,  fire 
streams,  sprinkler  systems  and  pump  dis- 
charges, and  are  illustrated  by  many  worked 
examples. 

FUNDAMENTALS  OF  VACUUM  TUBES 

By  A.   V.  Eastman.  2  ed.  McGraw-Hill 

Book  Co.,  New  York  and  London,  1941. 

583   pp.,    Mus.,    diagrs.,    charts,    tables, 

9)4  x  6  in.,  cloth,  $4.50. 
The  aim  in  this  work  has  been  to  combine 
in  a  single  text  the  basic  theory  underlying 
the  operation  of  all  types  of  modern  vacuum 
tubes  with  descriptions  of  their  more  common 
applications  in  communications  and  industry. 
Mathematical  analyses  are  preceded  by  verbal 
descriptions  of  the  phenomena  under  con- 
sideration. The  new  edition  has  been  com- 
pletely revised  and  entirely  rearranged. 

GLASS:    THE    MIRACLE    MAKER 

Its  History,  Technology  and  Appli- 
cations 

By   C.   J.   Phillips.    Pitman   Publishing 
Corp.,  New  York  and  Chicago,  1941-  4%4 
pp.,  Mus.,  diagrs.,  chaits,  tables,  9)4  x  6 
in.,  cloth,  $4-50. 
This  is  a  welcome  addition  to  books  on 
glass,  for  it  provides  an  up-to-date,  compre- 
hensive and  authoritative  account  of  this  im- 
portant, widely  used  material.  The  manufac- 
ture, physical  and  chemical  properties  and 
uses  of  glass  are  all  presented  in  sufficient 
detail  for  all  ordinary  purposes,  and  illus- 
trated by  a  wealth  of  drawings  and  photo- 
graphs. References  accompany  each  chapter. 


624 


December,  1941    THE  ENGINEERING  JOURNAL 


Great  Britain,  Board  of  Education  and 
Ministry,  of    Labour    and    National 

Service 

HANDBOOK  OF  WORKSHOP  CAL- 
CULATIONS 

His  Majesty's  Stationery  Office,  London; 
British  Library  of  Information,  New  York, 
19Jfl.  Ifi  pp.,  diagrs.,  tables,  7x6  in., 
paper,  3d  {obtainable  from  British  Library 
of  Information,  30  Rockefeller  Plaza,  New 
York,  10c). 
This  pamphlet  is  issued  as  a  guide  to  stu- 
dents and  workers  in  the  engineering  industry. 
The  introductory  exercises  and  the  practical 
examples  are  nearly  all  solvable  by  simple 
arithmetic. 

Great  Britain,  Dept.  of  Scientific  and  In- 
dustrial Research 

BUILDING  RESEARCH.  WARTIME 
BUILDING  BULLETIN  No.  15A, 
Supplement  to  Bulletin  No.  15. 
His  Majesty's  Stationery  Office,  London, 
1941.  14  PP->  diagrs.,  charts,  tables,  11  x 
8%  in.,  paper,   (obtainable  from  British 
Library    of   Information,    30   Rockefeller 
Plana,  New  York,  15c). 
This  bulletin  supplements  a  previous  one 
upon  the  design  of  one-storey  war-industry 
factories,  by  describing  modifications  in  the 
interest    of    camouflage    treatment.    It    also 
presents  a  new  reinforced  concrete  design,  in- 
troduced for  steel  economy. 

HANDBOOK  OF  AIRPLANE  INSTRU- 
MENTS 

Kollsman   Instrument   Division   of 
Square    D    Company,    80-08   45th   Ave., 
Elmhurst,    New    York,    1940.    Paged   in 
sections,    illus.,     diagrs.,     charts,     maps, 
tables,  liy2  x  9l/2  in.,  fabrikoid,  $2.00. 
This  is  a  guide  to  the  testing,   repairing 
and  adjustment  of  airplane  instruments,  with 
special  attention  to  those  made  by  the  com- 
pany which  issues  the  book.  The  directions 
are  full  and  explicit,  and  illustrated  by  many 
drawings. 

HOW  TO  TRAIN  SHOP  WORKERS 

By  C.  A.  Prosser  and  P.  S.  Van  Wyck. 
American     Technical    Society,     Chicago, 
1941.  126  pp.,  diagrs.,  charts,  tables,  11x8 
in.,  stiff  paper,  $1.25  manifold  copy. 
This  shop  training  manual  is  for  the  use 
of  foremen  and  instructors  in  training  workers 
in  production  and  service  jobs.  It  is  intended 
for  both  manufacturing  plants  and  vocational 
schools,  and  covers  the  duties,  responsibilities 
and  characteristics  of  the  efficient  foreman, 
as  well  as  practical  training  methods  and  sug- 
gestions. 

MACHINE  TOOL  OPERATION.  Pt.  1, 
The  Lathe 

By  H.  D.  Burghardt.  McGraw-Hill  Book 
Co.,    New    York,    1941.    420   pp.,   illus., 
diagrs.,  charts,  tables,  7]/2  x  5  in.,  cloth, 
$2.25. 
This  text  for  apprentices  and  young  machin- 
ists presents  the  fundamental  principles  of  the 
construction   and  operation   of  all  types  of 
lathes,  describes  bench  work  done  by  hand, 
and  discusses  methods  of  soldering,  hardening 
and  tempering,  and  hand  forging.  The  mater- 
ial added  in  this  revised  edition  is  chiefly  on 
hand  forging. 

MATERIALS  TESTING,  Theory,  Practice 
and  Significance  of  Physical  Tests  on 
Engineering  Materials 

By  H.  J.  Gilkey,  G.  Murphy  and  E.  0. 
Bergman.   McGraw-Hill  Book   Co.,   New 
York  and  London,  1941.  185  pp.,  illus., 
diagrs.,   charts,   tables,    11%   x  8Y2   in., 
cloth,  $2.75. 
The  field  of  materials  testing  work  in  col- 
leges   is    covered    comprehensively    in    this 
laboratory  manual,  from  general  observations 
on  test  procedures  to  suggestions  upon  the 
conduct  of  a  course  of  instruction,  and  on 
typical  final  examinations.  More  material  is 
included  than  is  likely  to  be  used  in  any  one 


laboratory,  in  order  to  provide  for  wider  use. 
Answers  are  given  for  the  many  supplement- 
ary questions,  and  there  is  an  unusually 
complete  subject  index. 

THE  MICROSCOPE 

By  S.  H.  Gage.  17th  ed.  revised,  Comstock 

Publishing  Company,  Ithaca,  N.Y.,  1941, 

617    pp.,    illus.,    diagrs.,    charts,    tables, 

9]/2x6  in.,  cloth,  $4.00. 

In  the  new  edition  of  this  well-known  and 

popular  textbook,  additions  and  modifications 

have  been  made  to  clarify  the  text  and  add 

new  developments  of  the  last  five  years.  The 

book  remains,  as  before,  an  admirable  guide 

for  beginning  microscopists.  The  construction 

of   the  instrument,   its   limitations,   and  its 

possibilities  for  aiding  one  to  arrive  at  truth 

are  presented  clearly  and  thoroughly. 

MODERN  MARINE  ELECTRICITY 

By  P.   de   W.  Smith.   Cornell  Maritime 

Piess,  New  York,  1941.  279  pp.,  illus., 

diagrs.,  charts,  tables,  7l/2  x  5  in.,  cloth, 

$2.50. 

This  handbook  is  intended  to  provide  the 

operating  marine  electrician  with  a  practical 

guide   to    the   electrical   equipment   of   the 

modern  ship  and  to  its  maintenance. 

MOLDING  TECHNIC  FOR  BAKELITE 
AND  VINYLITE  PLASTICS 

Bakélite   Corporation,   New    York,    1941. 
224    pp.,    illus.,    diagis.,    charts,    tables, 
liy2x  8Y2  in.,  fabrikoid,  $3.50. 
The  important  phases  of  the  molding  pro- 
cesses and  molding  equipment  employed  gen- 
erally in  the  commercial  production  of  plastic 
parts  are  discussed.  Materials,  mold  design, 
finishing  processes,  inspection  and  plant  lay- 
out are  among  the  topics  covered.  There  is  a 
glossary,  including  a  list  of  terms  not  recom- 
mended. 

MOTION  STUDY 

By  H.  C.  Sampler.  Pitman  Publishing  Co., 

New  York  and  Chicago,  1941.  152  pp., 

illus.,  diagrs.,  charts,  tables,  8}4,  %  5  in., 

cloth,  $1.75. 

The  principles  of  motion  study,  as  distinct 

from  time  study,  are  presented  in  a  clear  and 

simple  manner.  Motion  symbols  are  explained, 

the    basic    laws    and    principles    for    motion 

economy  are  discussed,  and  flow  process  charts 

are   emphasized   to   eliminate   the   study   of 

superfluous  operations  in  a  series  or  complete 

process. 

NUCLEAR  PHYSICS.  (University  of 
Pennsylvania  Bicentennial  Con- 
ference) 

By  E.   Fermi  and  others.    University  of 
Pennsylvania  Press,  Phila.,  1941-  68  pp., 
diagrs.,  charts,  tables,  9x6  in.,  paper,  75c. 
This  pamphlet  contains  six  papers  presented 
at  a  conference  on  nuclear  physics  held  in 
connection  with  the  bicentenary  of  the  Uni- 
versity of  Pennsylvania. 

PERFORMANCE  OF  PRESSURE-TYPE 
OIL  BURNERS  (Iowa  Engineering 
Experiment  Station  Bulletin  151) 

Iowa   State   College,   Ames,  Iowa,   1941- 
32  pp.,  illus.,  diagrs.,  charts,  tables,  9x6 
in.,  paper,  gratis. 
An  investigation  of  four  high-pressure  oil 
burners   operated  with  various  nozzles  and 
cycling  rates  in  both  conversion  and  oil-de- 
signed boilers  is  reported  in  this  bulletin.  The 
apparatus  and  testing  procedure  are  described 
and  detailed  results  are  given,  including  the 
effect   of    various    characteristics    upon    effi- 
ciency. 

PERSONNEL  MANAGEMENT,  Princi- 
ples, Practices  and  Point  of  View 

By  W.  D.  Scott,  R.  C.  Clothier,  S.  B. 
Mathewson  and  W.  R.  Spriegel.  3  éd., 
McGraw-Hill  Book  Co.,  New  York,  1941. 
589  pp.,  illus.,  diagrs.,  charts,  tables, 
9Y2  x  6  in.,  cloth,  $4.00. 
Completely  revised  and  rearranged,  the  new 
edition  of  this  text  presents  a  comprehensive 


outline  of  up-to-date  principles,  practices  and 
instruments  in  the  important  relationships  of 
management,  work  and  workers.  The  revision 
includes  a  discussion  of  modern  personnel 
practices  and  procedures  supported  by  a  de- 
tailed survey  of  231  companies  employing 
more  than  1,750,000  workers. 

PRACTICAL  SHIP  PRODUCTION 

By  A.  W.  Carmichael.  2  ed.  McGraw-Hill 
Book  Co.,  New  York  and  London,  1941- 
283    pp.,    illus.,    diagrs.,    charts,    maps, 
tables,  9Y2  x  6Y2  in.,  cloth,  $3.00. 
The  present  increased  interest  in  shipbuild- 
ing is  responsible  for  the  revision  of  this  text, 
which  appeared  originally  in  1919.  The  book 
is   intended   particularly    for   engineers   and 
technical  men  who  are  transferring  their  ac- 
tivities from  other  fields  to  those  of  the  marine 
engineer  and  naval  architect.  The  treatment 
is  practical,  rather  than  theoretical,  and  con- 
cerned with  construction,  rather  than  design. 
The  new  edition  has  been  partly  rewritten, 
especially  the  section  on  electric  welding. 

PROTECTIVE  and  DECORATIVE  COAT- 
INGS, Paints,  Varnishes,  Lacquers 
and  Inks:  Vol.  1,  Raw  Materials  for 
Varnishes  and  Vehicles 

By  J.  J.  Mattiello.  John  Wiley  &  Sons, 
New   York;  Chapman   &  Halt,  London, 
1941.  819  pp.,  illus.,  diagrs.,  charts,  tables, 
9Y2x6  in.,  cloth,  $6.00. 
This  volume  is  the  first  of  three  which  are 
intended  to  form  a  comprehensive  treatise  on 
the  paint  and  varnish  industry.  The  present 
instalment  is  devoted  to  the  raw  materials  for 
varnishes  and  vehicles.   Drying  oils,  resins, 
driers,  thinners  and  solvents,  natural  minerals 
and  ethers  are  discussed,  each  chapter  being 
prepared  by  one  or  more  specialists.  An  enor- 
mous amount  of  information  upon  the  sources, 
properties  and  uses  of  these  materials  is  sum- 
marized in  this  work,  and  numerous  lists  of 
references  to  original  papers  are  included. 

The  RUNNING  AND  MAINTENANCE 
OF  MARINE  MACHINERY 

Institute  of  Marine  Engineers,   London. 

2  ed.  Engineers  Book  Shop,  New  York, 

1941.  164  PP-i  illus.,  diagrs.,  charts,  tables, 

10x7  in.,  cloth,  $2.50. 
A  practical  work,  prepared  for  junior  mem- 
ners  of  the  Institute  of  Marine  Engineers,  in- 
tended as  a  guide  for  those  entering  upon  a 
sea-going  career.  Steam  reciprocating  engines 
and  turbines,  boilers,  diesel  engines,  electrical 
and  refrigerating  machinery,  pumping  ar- 
rangements and  steering  gears  are  discussed. 
A  list  of  books  is  appended. 

SANITARY  ENGINEERING 

By  H.  G.  Payrow.  International  Textbook 
Co.,  Scranton,  Pa.,  1941.  483  pp.,  illus., 
diagrs.,  charts,  tables,  8Y2  x  5  in.,  fabri- 
koid, $4.00. 
In  preparing  this  work  the  author  has  en- 
deavoured to  supply  a  concise  textbook  cov- 
ering the  general  field  of  sanitary  engineering 
for  civil  and  chemical  engineers.  The  funda- 
mentals of  water  supply  and  purification  and 
of  sewerage  and  sewage  treatment  are  com- 
prehensively covered  with  the  help  of  many 
tables    and    practical    examples.    Hydrology 
and  other  related  topics,  new  types  of  equip- 
ment, and  the  application  of  recent  develop- 
ments such  as  air  conditioning  are  included. 

SHIP  AND  AIRCRAFT  FAIRING  AND 
DEVELOPMENT  for  Draftsmen  and 
Loftsmen  and  Sheet  Metal  Workers 

By  S.  S.  Rabl.  Cornell  Maritime  Press, 
New  York,  1941.  90  pp.,  illus.,  diagrs., 
charts,  tables,  12  x  8lA  in.,  paper,  $2.50. 
This  practical  manual  for  draftsmen,  lofts- 
men  and  sheet-metal   workers  presents   the 
essentials  of  both  ship  and  aircraft  fairing  and 
of  the  development  of  surfaces  as  necessary 
in  sheet  metal  work.  Descriptive  plates  are 
alternated  with  pages  of  explanatory  text  to 
facilitate  the  understanding  and  application 
of  the  principles  described. 


THE  ENGINEERING  JOURNAL     December,  1941 


625 


PRELIMINARY   NOTICE 

of  Applications  for  Admission  and  for  Transfer 


November  25th,  1941. 

The  By-laws  provide  that  the  Council  of  the  Institute  shall  approve, 
classify  and  elect  candidates  to  membership  and  transfer  from  one 
grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names 
of  his  references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list  sub- 
mitted herewith  and  to  report  promptly  to  the  Secretary  any  facts 
which  may  affect  the  classification  and  selection  of  any  of  the  candi- 
dates. In  cases  where  the  professional  career  of  an  applicant  is  known 
to  any  member,  such  member  is  specially  invited  to  make  a  definite 
recommendation  as  to  the  proper  classification  of  the  candidate. - 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  they  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The   Council   will   consider   the   applications   herein   described   at 
the  January  meeting. 

L.  Austin  Wright,  General  Secretary. 


*The  professional  requirements  are  as  follows: — 

A  Member  shall  be  at  least  twenty-seven  years  of  age,  and  shall  have  been  en- 
gaged in  some  branch  of  engineering  for  at  least  six  years,  which  period  may  include 
apprenticeship  or  pupilage  in  a  qualified  engineer's  office  or  a  term  of  instruction 
in  a  school  of  engineering  recognized  by  the  Council.  In  every  case  a  candidate  for 
election  shall  have  held  a  position  of  professional  responsibility,  in  charge  of  work 
as  principal  or  assistant,  for  at  least  two  years.  The  occupancy  of  a  chair  as  an 
assistant  professor  or  associate  professor  in  a  faculty  of  applied  science  or  engineering, 
after  the  candidate  has  attained  the  age  of  twenty-seven  years,  ehall  be  considered 
as  professional  responsibility. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council  shall  be  required  to  pass  an  examination  before  a  board  of  examiners 
appointed  by  the  Council.  The  candidate  shall  be  examined  on  the  theory  and  practice 
of  engineering,  with  special  reference  to  the  branch  of  engineering  in  which  he  has 
been  engaged,  as  set  forth  in  Schedule  C  of  the  Rules  and  Regulations  relating  to 
Examinations  for  Admission.  He  must  also  pass  the  examinations  specified  in  Sections 
9  and  10,  if  not  already  passed,  or  else  present  evidence  satisfactory  to  the  examiners 
that  he  has  attained  an  equivalent  standard.  Any  or  all  of  these  examinations  may 
be  waived  at  the  discretion  of  the  Council  if  the  candidate  has  held  a  position  of 
professional  responsibility  for  five  or  more  years. 

A  Junior  shall  be  at  least  twenty-one  years  of  age,  and  shall  have  been  engaged 
in  some  branch  of  engineering  for  at  least  four  years.  This  period  may  be  reduced  to 
one  year  at  the  discretion  of  the  Council  if  the  candidate  for  election  has  graduated 
from  a  school  of  engineering  recognized  by  the  Council.  He  shall  not  remain  in  the 
class  of  Junior  after  he  has  attained  the  age  of  thirty-three  years,  unless  in  the  opinion 
of  Council  special  circumstances  warrant  the  extension  of  this  age  limit. 

Every  candidate  who  has  not  graduated  from  a  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  third  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  engineering  science  as  set  forth  in  Schedule 
R  of  the  Rules  and  Regulations  relating  to  Examinations  for  Admission.  He  must  also 
pass  the  examinations  specified  in  Section  10,  if  not  already  passed,  or  else  present 
evidence  satisfactory  to  the  examiners  that  he  has  attained  an  equivalent  standard. 

A  Student  shall  be  at  least  seventeen  years  of  age,  and  shall  present  a  certificate 
of  having  passed  an  examination  equivalent  to  the  final  examination  of  a  high  school 
or  the  matriculation  of  an  arts  or  science  course  in  a  school  of  engineering  recognized 
by  the  Council. 

He  shall  either  be  pursuing  a  course  of  instruction  in  a  school  of  engineering 
recognized  by  the  Council,  in  which  case  he  shall  not  remain  in  the  class  of  student 
for  more  than  two  years  after  graduation;  or  he  shall  be  receiving  a  practical  training 
in  the  profession,  in  which  case  he  shall  pass  an  examination  in  such  of  the  subjects 
set  forth  in  Schedule  A  of  the  Rules  and  Regulations  relating  to  Examinations  for 
Admission  as  were  not  included  in  the  high  school  or  matriculation  examination 
which  he  has  already  passed;  he  shall  not  remain  in  the  class  of  Student  after  he  has 
attained  the  age  of  twenty-seven  years,  unless  in  the  opinion  of  Council  special  cir- 
cumstances warrant  the  extension  of  this  age  limit. 

An  Affiliate  shall  be  one  who  is  not  an  engineer  by  profession  but  whose  pursuits, 
scientific  attainment  or  practical  experience  qualify  him  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names  of  certain  members  as  reference  does 
not  necessarily  mean  that  their  applications  are  endorsed  by  such  members. 


FOR  ADMISSION 

AUGER— GERARD  J.  B.,  of  65  Broadway,  Shawinigan  Falls,  Que.  Born  at 
Ste-Croix-de-Lotbinière,  Que.,  Aug.  29th,  1906;  Educ:  1930-33,  School  of  Engrg., 
Milwaukee,  Wis.,  Industrial  Elec  Engr. ;  1930-33,  substation  experience  in  a  rotary 
station;  1933-37,  elec.  mtce.  work  for  the  Provincial  Govt.;  1937-41,  power  plant 
supervision,  North  Shore  Paper  Co.;  1941,  rectifier  stn.,  Aluminum  Company  of 
Canada,,  Arvida,  and  at  present,  with  same  company  at  Shawinigan  Falls,  i/c  of 
new  rectifier  stn.  being  constructed  and  two  D.C.  power  plants. 

References:  J.  A.  Babin,  A.  O.  Dufresne,  G.  Molleur,  D.  Anderson,  R.  V.  H. 
Keating. 

BARRATT— ERNEST  F.,  of  Hamilton,  Ont.  Born  at  Toronto,  Jan.  2nd,  1908; 
Educ:  B.A.Sc,  Univ.  of  Toronto,  1932;  R.P.E.  of  Ont.;  1925-27,  gen.  surveying, 
sewer  layout,  waterworks  design,  Township  of  Etobicoke;  1928,  highway  surveying, 
1929-31  (summers),  i/c  highway  surveying  &  bridge  layout,  1932-34,  i/c  highway 
engrg.,  and  1937  (summer)  i/c  highway  engrg.  &  bridge  installn.,  Toronto  and  York 
Roads  Commn.  ;  1938  (summer),  i/c  sewer  design  layout  &  installn.,  also  gen.  survey- 
ing &  office  supervn.,  Township  of  Etobicoke;  1939  to  date,  county  engr.  &  road 
supt.,  County  of  Wentworth,  also  engr.  &  road  supt.,  Hamilton  Suburban  Roads 
Commn. 

References:  J.  J-  Mackay,  E.  G.  Mackav,  W.  L.  McFaul,  J.  R.  Dunbar,  N.  Mac- 
Nicol,  C.  R.  Young. 

BEAUDOIN— HECTOR  OSWALD,  of  Riverbend,  Que.  Born  at  South  Durham, 
Que.,  Dec.  5th,  1890;  Educ:  Elec.  Engr.,  I.C.S.,  1932;  1920-25,  asst.  elec.  engr., 
Brompton  Pulp  &  Paper  Co.,  East  Angus,  Que.;  1926  to  date,  chief  electrician, 
Price  Bros.  &  Co.  Ltd.,  Riverbend,  Que.  (Applying  for  admission  as  an  Affiliate). 

References:  G.  F.  Layne,  N.  F.  McCaghey,  K.  A.  Brebner,  G.  H.  Kirby,  D.  S. 
Estabrooks. 

BENTLEY— WILLIAM  ALEXANDER,  of  17  Claxton  Blvd.,  Toronto,  Ont, 
Born  at  Toronto,  July  27th,  1903;  Educ:  1923-26,  civil  engrg.  dept.,  Univ. of  To- 
ronto; R.P.E.  of  Ont.;  Summer  vacations — surveying  with  H.E.P.C.  of  Ontario; 
1926-27,  dft8man.,  Solvay  Process  Company,  Syracuse,  N.Y.;  1927-30,  structl. 
dftsman  ,  McGregor  &  Mclntyre  Ltd.;  1930-31,  structl.  designer,  Dominion  Bridge 
Company;  1931-32,  structl.  designer,  Harkness  &  Hertzberg,  Toronto;  1934  to  date, 
structl.  designer.  Dominion  Bridge  Co.  Ltd.,  Toronto,  Ont. 

References:  A.  R.  Robertson,  D.  C.  Tennant,  W.  H.  M.  Laughlin,  A.  H.  Harkness, 
G.  L.  Wallace,  C.  F.  Morrison,  C.  D.  Carruthers. 

BROWN— RAYMOND  WARRINGTON,  of  Winnipeg,  Man.  Born  at  Butte, 
Montana,  U.S.A.,  Jan.  25th,  1911;  Educ:  B.Sc  (Mech.),  Univ.  of  Sask.,  1934; 
1934-35,  Ford  assembly  plant,  Long  Beach,  Calif.;  1935-36,  United  States  Naval 
Force,  Pensacola;  1936-41,  with  the  Winnipeg  Free  Press,  from  1938  to  date,  asst' 
mech.  supt. 

References:  E.  S.  Braddell,  I.  M.  Fraser,  W.  E.  Lovell,  A.  R.  Greig,  W.  A.Trott, 
J.  D.  Peart. 

GAGNON— PAUL  EDOUARD,  of  Quebec,  Que.  Born  at  Kingsey,  Co.  Drum- 
mond,  Que.,  Feb.  26th,  1901;  Educ:  Chem.  Engr.,  Laval  Univ.  (Quebec),  1926; 
D.Sc,  Univ.  of  Paris,  1929;  D.I.C.,  Univ.  of  London,  1930;  Ph.D.,  Laval  Univ. 
(Quebec),  1934;  Major,  R.C.A.;  1926-31,  advanced  courses  and  research;  1931-32, 
lecturer,  1932-35,  associate  professor,  1935  to  date,  professor,  1938  to  date,  Director, 
Dept.  of  Chemistry,  and  1940  to  date,  President,  Graduate  School,  Laval  University, 
Quebec,  Que. 

References:  A.  R.  Decary,  A.  Surveyer,  O.  O.  Lefebvre,  J.  B.  Challies,  A.  B. 
Normandin,  L.  A.  Wright. 

GUNN— GEORGE  JOHN  TAIT,  of  Port  of  Spain,  Trinidad.  Born  at  Gorebridge, 
Scotland,  Dec.  15th,  1902;  Educ:  B.Sc  (Engrg),  Heriot-Watt  College,  Edinburgh, 
1924;  Assoc.  Member,  Inst.  E.E.,  Graduate,  Inst.  Mech.  Engrs.;  1921-23  (9  mos. 
coll.  vacations),  elec.  engrg.  ap'ticeship;  1924-27,  elec.  engrg.  ap'tice  &  erection 
trainee  (elec  &  mech.),  Metropolitan-Vickers  Electrical  Co.  Ltd.,  Manchester, 
England;  1927-29,  elec  erection  engr.,  for  same  company  in  Argentina,  England  & 
Ireland;  1929  (2  mos.),  engr.,  contracts  dept.,  General  Electric  Co.,  Witton,  England; 
12,  asst.  distribution  engr.,  F.  M.  S.  Govt.  Elec.  Dept.,  Kuala  Lumpur;  1932-33, 
asst.  dist.  tngr.,  County  of  Dumfries  Elec.  Dept.,  Scotland;  1934-35,  power  station 
(steam)  shift  charge  engr.,  North-Eastern  Electric  Supply  Co.,  Spennymoor,  England; 
1935-37,  elec  engr.,  Indo-Burma  Petroleum  Co.,  Rangoon;  1937-39,  refinery -elec. 
engr.,  Trinidad  Leaseholds  Limited,  Pointc-a-Pierre;  1939-40,  refinery  engr.  for 
same  company;  1940  (2  mos.),  elec.  engr.,  Saguenay  Power  Company,  Arvida,  Que.; 
1940-41,  elec.  engr.  on  war  constrn.  work,  Demerara  Bauxite  Co.,  Mackenzie,  British 
Guiana;  Mar.  to  Sept.  1911,  act,  distribution  engr.,  and  at  present,  chief  asst.  engr., 
Trinidad  Electricity  Board,  Port  of  Spain,  Trinidad.  B.W.I. 

References:  M.  DuBose,  F.  L.  Lawton,  A.  \V.  Whitaker,  J.  H.  Reid,  R.  W.  Emery, 
P.  H.  Morgan. 

HAVEN— FRANK  GOLDIE,  of  Winnipeg,  Man.  Born  at  Minneapolis,  Minn., 
April  30th,  1SS6;  Educ:  1904-08,  Univ.  of  Minn.;  1908-10,  various  engrg.  positions 
up  to  res.  engr.,  Great  Northern  Rly.;  1911-13,  locating  engr.,  Can.  Nor.  Rly.; 
1913-16,  asst,  to  chief  ergr.,  Greater  Winnipeg  Water  District;  1916-19,  overseas., 
Major,  Can.  Rly.  Troops;  1919-34,  locating,  division  &  supervising  engr.,  CNR; 
(Not  connected  with  engrg.  for  several  years).  At  present,  res.  engr.,  civil  aviation 
branch,  Dept.  of  Transport,  Winnipeg,  Man.  (A.M.E.I.C.  1915— M.E.I.C.,  1920-31). 

References:  W.  Burns,  A.  J.  Taunton,  M.  V,  Sauer,  A.  P.  Lintcn. 

HELWIG—  CARL  EVERETT,  of  100  Lvndhurst  Ave.,  Toronto,  Ont.  Born  a 
Alexandria,  Jamaica,  B.W.I.,  Jan.  25th,  1903;  Educ:  B.A.Sc.  1930,  -MA. St.,  1937, 
Univ.  of  Toronto;  1930  to  date,  instructor  in  strength  of  materials  Laboratory,  Univ. 
of  Toronto,  since  Dec.  1940,  lecturer  and  i/c  of  lab.;  Summer  work  as  follows:  1937, 
design  &  detailing  reinforced  concrete,  Ontario  Paper  Co.  Ltd.,  Thorold,  Ont.;  1938, 
detailing  &  checking  struct'!,  steel,  Dominion  Bridge  Co.  Ltd.;  1939,  design  in  re- 
inforced concrete  &  steel,  DufTerin  Paving  Co.;  1940,  design  &  checking  jigs,  Massey 
Harris  Company,  Weston;  1941,  design  in  steel  &  concrete,  H.E.P.C.  of  Ont. 

References:  C.  R.  Young,  W.  H.  M.  Laughlin,  C.  F.  Morrison,  R.  C.  McMordie, 
A.  R.  Robertson. 

HOLGATE— DAVID  CROSSLEY,  of  19  Forman  Ave  ,  Toronto,  Ont.  Born  at 
Montreal.  March  27th,  1915;  Educ:  B.Ene,  (Civil),  McGill  Univ.,  1938;  193S-39, 
dftsman.,  MacKinnon  Steel  Corpn.  Ltd..  Sherbrooke,  Que.;  1939  to  date,  dftsman., 
Dominion  Bridge  Co.  Ltd.,  Toronto,  Ont, 

References:  W.  II.  M.  Laughlin,  D.  C.  Tennant,  E.  Brown,  G.  J.  Dodd,  C.  F. 
Morrison. 

HOLSTEN — ALFRED,  of  Flin  Flon,  Man.  Born  at  Johannesburg,  South  Africa, 
March  9th,  1902;  Educ:  1922-25,  Trondhjem  Tekniske  Skole,  Norway,  1925-27, 
studied  for  B.A.  at  Trondhjem  Private  Gymnasium.  One  year  advanced  study  in 
theory  of  alternating  current,  Norges  Tekniske  Hoiskole,  Trondhjem;  1927-29, 
practical  elec.  work  in  Norway  and  Winnipeg;  with  the  Hudson  Bay  Mining  & 
Smelting  Company  at  Flin  Flon,  as  follows:  1929-31,  practical  work,  partially  i  c 
of  constrn.,  and  from  1931  to  date,  electrical  chief  operator,  in  complete  charge  of 
substation.  Responsibility  includes  installn.,  operation  &  mtce.,  also  gen.  plant 
installn.,  operation  &  testing  &  repair  of  protective  relays,  electric  metering  of  power 
&   water,  etc. 

References:  F.  S.  Small,  F.  A.  Becker,  L.  M.  Hovey,  E.  C.  King,  M.  K.  T.  Reikie. 

IRWIN— HAROLD  STEPHEN,  of  329  Lytton  Blvd.,  Toronto,  Ont,  Born  at 
Delhi,  Ont.,  Feb.  13th,  1905;  Educ:  B.A.Sc,  Univ  of  Toronto,  1927.  R.P.E.  of 
Ont,;  1927  (summer),  Horton  Steel  Works,  Fort  Erie,  Ont.;  1927-37,  with  Toronto 
Iron  Works  Ltd.,  from  1929,  designed  &  estimated  storage  tanks,  elevated  tanks  & 
towers,  pressure  vessels,  etc.;  1937  to  date,  with  the  Dominion  Bridge  Co.  Ltd., 


(Continued  on  page  627) 


626 


December,  1941     THE  ENGINEERING  JOURNAL 


Employment  Service  Bureau 


SITUATIONS  VACANT 

MECHANICAL  DESIGNING  DRAUGHTSMAN. 
Graduate  preferred,  urgently  needed  for  work  in 
Arvida  for  specification  drawings  for  plate  work, 
elevators,  conveyors,  etc.,  equipment  layouts,  pipe 
layouts  and  details   Apply  to  Box  No.  2375-V. 

REINFORCED  CONCRETE  DRAUGHTSMAN 
with  one  or  more  years  experience  on  production  of 
detailed  drawings  for  reinforced  concrete  on  general 
building  plans,  etc.  Apply  to  Box  240 1-V. 

MECHANICAL  GRADUATE  ENGINEER  with 
machine  shop  experience  required  for  work  in 
Mackenzie,  British  Guiana,  on  essential  war  work. 
Apply  to  Box  No.  2441-V. 

SALES  ENGINEER  with  excellent  technical  or  in- 
dustrial qualifications,  for  work  largely  in  the 
electrical  industry.  This  is  a  splendid  opportunity 
for  a  good  man.  Employment  will  be  permanent. 
State  training,  experience  and  other  qualifications. 
Apply  Box  No.  2451-V. 

ENGINEERING  DRAUGHTSMAN  with  experience 
in  machine  and  structural  design,  proficient  in  steel 
design  calculation,  and  having  ability  for  estimating. 
We  require  a  man  with  at  least  five  years'  industrial 
experience,  preferably  in  the  paper  mill  field.  Position 
is  permanent  State  experience  and  give  physical 
description.  Include  small  photograph  and  a  sample 
of  draughtsmanship.  Apply  to  Box  No.  2458-V. 

MECHANICAL  DRAUGHTSMAN,  experienced  in 
making  layouts  for  various  installations,  piping,  etc., 
around  a  paper  mill.  Applicant  must  be  a  college 
graduate.  State  previous  experience,  wages  expected, 
etc.  Apply  to  Box  No.  2461-V. 

MECHANICAL  DRAUGHTSMAN  preferably  with 
pulp  and  paper  experience.  Good  salary  and  per- 
manent position.  Apply  giving  details  of  experience 
to  Box  No.  2480-V. 


The  Service  is  operated  for  the  benefit  of  members  of  The  Engineering  Institute  of 
Canada,  and  for  industrial  and  other  organizations  employing  technically  trained 
men — without  charge  to  either  party.  Notices  appearing  in  the  Situations  Wanted 
column  will  be  discontinued  after  three  insertions,  and  will  be  re-inserted  upon 
request  after  a  lapse  of  one  month.  All  correspondence  should  be  addressed  to 
THE  EMPLOYMENT  SERVICE  BUREAU,  THE  ENGINEERING  INSTITUTE  OF 
CANADA,  2050  Mansfield  Street,  Montreal. 


GRADUATE  MECHANICAL  ENGINEER  required 
for  Mackenzie,  B.G.,  immediately  on  work  of  plant 
and  mining  equipment  maintenance.  We  are  pre- 
pared to  do  necessary  training  which  will  give  excep- 
tional opportunity  for  experience.  Apply  to  Box 
No.  2481 -V. 

MECHANICAL  ENGINEER  preferred  with  exper- 
ience on  diesels  and  tractors,  for  work  in  Mackenzie, 
B.G.  Apply  to  Box  No.  2482-V. 

MECHANICAL  DRAUGHTSMEN  and  engineers  for 
pulp  and  paper  mill  work.  Experienced  men  pre- 
ferred. Good  salary  to  qualified  candidates.  Apply 
to  Box  No.  2483-V. 

SITUATIONS  WANTED 

CIVIL  ENGINEER,  b.a.sc.,  Jr.E.i.c,  age  29, 
married.  Two  years  city  engineer,  five  years  experi- 
ence in  highway  work,  including  surveying,  location, 
construction,  estimating  and  inspection.  Apply  Box 
No.  2409-W. 

ELECTRICAL  ENGINEER,  b.e.,  in  electrical  en- 
gineering, McGill  University,  Age  24,  married, 
available  on  two  weeks  notice.  Undergraduate 
experience,  cable  testing  and  cathode  ray  oscillo- 
graphy.  Since  graduation,  five  months  on  construc- 
tion of  large  and  small  electrical  equipment  in  plant 
and  sub-station.  One  year  operating  electrical 
engineer    in    medium    size    central    steam    station 


paralleled  with  large  Hydro  system.  At  present 
employed,  but  is  interested  in  research  or  teaching. 
Associate  member  of  the  American  Institute  of 
Electrical  Engineers.  Apply  to  Box  No.  2419-W. 

CIVIL  AND  STRUCTURAL  ENGINEER,  m.e.i.c., 
R.P.E.  (Ont.),  M.I.Struct.E.  Age  49.  Married.  Home 
in  Toronto.  Experience  in  Britain,  Africa,  Canada, 
Turkey.  Chief  engineer  reinforced  concrete  design 
offices,  steelworks  construction.  Resident  engineer 
design  and  construction  munitions  plants,  and  general 
civil  engineering  work.  Extensive  surveys,  draught- 
ing, harbour  and  municipal  work.  Location  im- 
material. Available  now.  Apply  Box  No.  2425-W. 

ELECTRICAL,  MECHANICAL  ENGINEER,  age 
35.  Dip.  and  Assoc.  R.T.C.,  Glasgow,  a.m.i.e.e., 
(Students  Premium)  g.i.  Mech.E.,  m.e.i.c,  Assoc. 
Am.I.E.E  Married.  Available  after  December  22nd. 
Seventeen  years  experience  covering  machine  Bhop 
apprenticeship,  A.C.  and  D.C.  motors,  transformers, 
steel  and  glasB  bulb  arc  rectifiers,  design,  testing  and 
erection  sectional  electric  news  and  fineprints  paper 
machine  drives,  experience  tap  changers  H.V.,  L.V. 
and  marine  switchgear.  Apply  to  Box  No.  2426-W. 

MECHANICAL  ENGINEER  age  55  years.  Married. 
Available  at  once.  Thirty  years  experience  in  draught- 
ing and  general  machine  shop  and  foundry  work. 
Fifteen  years  as  works  manager.  Considerable 
experience  in  pump  work,  including  estimating  and 
inspection.  Apply  to  Box  2427-W. 


PRELIMINARY  NOTICE  (Continued  from  page  626) 

design  A  estimating  high  pressure  water  mains,  stacks,  coal  bunkers,  ore  bins,  etc., 
and  at  present,  squad  boss,  dfting  room. 

References:  W.  H.  M.  Laughlin,  D.  C.  Tennant,  M.  W.  Huggins,  C.  R.  Young, 
A.  R.  Robertson. 

LeBEL— HARRY  WALTER  SCOTT,  of  Fort  Erie  North,  Ont.  Born  at  Pointe  a 
la  Garde,  Que.,  April  25th,  1914;  Educ:  B.Eng.  McGill  Univ.,  1937;  1937  to  date, 
detailing  &  design,  Horton  Steel  Works  Ltd.,  Fort  Erie,  Ont.  (St.  1937). 

References;  W.  R.  Manock,  L.  C.  McMurtry,  C.  S.  Boyd,  K.  DeL.  French,  E. 
Brown. 

LEWIS— WILLIAM  MILTON,  of  Napanee,  Ont.  Born  at  Napanee,  March  16th, 
1892;  Educ:  B.Sc,  (Mech.),  Queen's  Univ.,  1925;  1916-19,  Can.  Engrs.  and 
C.A.M.C.  ;  1919-22,  oiler,  Third  Engineer,  electrician,  on  Great  Lakes  boats;  1925-30, 
instr'man.  &  precise  leveller,  and  1930-34,  office  engr.  i/c  of  records  and  final  cal- 
culations, Welland  Canal,  Dept.  of  Rlys.  and  Canals;  1936  to  date,  road  supt. 
4  township  engr.,  i/c  all  mtce.  &  constrn.  of  roads,  Township  of  Ernestown. 

References:  L.  T.  Rutledge,  D.  M.  Jemmett,  D.  S.  Ellis,  L.  M.  Arkley,  M.  N.  Hay, 
H.  L.  Schennerhorn,  J.  C.  Street. 

McRITCHIE— CHARLES  BELL,  of  3622  Lome  Crescent,  Montreal,  Que.  Born 
at  London,  England,  July  5th,  1876;  Educ:  Diploma  in  Civil  Engrg.,  Glasgow  & 
Weet  of  Scotland  Technical  College;  Assoc.  Member,  Inst.  Civil  Engrs.  (London); 
4  years  shop  ap'ticeship,  (mech.)  on  the  Clyde,  and  2  vears  (civil),  Glasgow  &  South- 
western Rly.;  1899-1901,  asst.  res.  engr.,  Dalroy  &  N.  Johnstone  Rly.;  1901-06,  1st 
asst.  engr.,  Central  South  African  Rly.;  1907-11,  engr.  and  asst.  mgr.,  constrn.  of 
Kallang  Reservoir,  Singapore;  1913-14,  general  contractor,  Murray  &  McRitchie, 
Canada;  1914-20,  War  Service  with  Royal  Engrs.;  1921-37,  McRitchie  &  Black, 
general  contracting,  housing  developments,  developing  drying  systems  for  lumber, 
vegetables  &  grain,  etc.;  1938  to  date,  partner  in  firm  R.  A.  Rankin  &  Coy.,  consltg. 
industrial  engrs.,  Montreal,  Que. 

References:  G.  G.  Ommanney,  E.  Cormier,  W.  Griesbach,  J.  B.  Stirling,  R.  A. 
Rankin,  T.  W.  W.  Parker. 

OXLEY— LOREN  ARTHUR,  of  Toronto,  Ont.  Born  at  Ottawa,  Ont.,  Sept.  18th, 
1917:  Educ:  1935-38,  School  of  Arch'ture,  Univ.  of  Toronto;  1935-38  (summers), 
and  1938-39,  with  Chapman  &  Oxley,  Architects  &  Engrs.;  1940  (Aug. -Dec),  on 
design  work,  Canadian  Acme  Screw  &  Gear;  1941  (Jan. -May),  dfting.  &  designing, 
Gordon  S.  Adamson,  Architect;  1941  (May-Nov),  architect's  representative  at  bldg. 
for  Fleet  Aircraft  Overhaul  Depot;  has  been  accepted,  with  a  Commission,  in  the 
R.C.E.  Now  waiting  appointment  for  active  service. 

References:  H.  A.  Lumsden,  H.  H.  Angus,  R.  A.  Crysler,  E.  A.  Cross,  J.  M.  Oxley. 

PRICE— GORDON  JAMES,  of  30  Haddon  St.,  Toronto,  Ont.  Born  at  Montreal, 
April  6th,  1889;  Educ:  I.C.S.  course  (not  completed  owing  to  war)  ;  1905-08,  appren- 
tice, Phoenix  Bridge  Co.,  Montreal;  1908-10,  struct'l.  detailer,  Manitoba  Bridge 
Company,  Winnipeg;  1910-12,  struct'l.  detailer,  Structural  Steel  Works,  Montreal; 
1912-14,  struct'l.  checker,  McGregor  &  Mclntyre,  Toronto;  1914-19,  overseas; 
1919-28,  chief  dftsman.,  McGregor*  Mclntyre,  Toronto;  1928-35,  asst.  chief  dftsman. 
(Ont.  Divn.),  and  1935  to  date,  chief  dftsman.,  Dominion  Bridge  Company  Ltd., 
Toronto,  Ont. 

References:  A.  R.  Robertson,  A.  H.  Harkness,  E.  A.  Cross,  D.  C.  Tennant,  F.  J. 
McHugh,  G.  L.  Wallace. 

PRICE— MALCOLM  MACKAY,  of  156  College  St.,  Port  Arthur,  Ont.  Born  at 
Boston,  Mass.,  Aug.  3rd,  1896;  Educ:  Private  tuition  and  home  study.  I.C.S.  Civil 
Engrg.,  Chemistry  &  Water  Softening;  R.P.E.  of  Ont.;  With  the  C.N.R.  as  follows: 
1919-27,  chainman  &  rodman,  rid.  constrn.;  1927-32,  res.  engr.  i/c  water  supply 
investigations,  prelim,  studies  &  constrn.,  etc.;  1932-34,  inspr.;  1934-39,  instr'man., 
1939  to  date,  asst.  bridge  &  bldg.  master,  supervising  constrn.  of  bridges,  bldgs., 
culverts,  tunnels,  etc. 

References:  J.  W.  Porter,  W.  Walkden,  T.  C.  Main,  G.  W.  Rayner. 

SHORT— HAROLD  WILLIAM,  of  Toronto,  Ont.  Born  at  Toronto,  Oct.  31st, 
1890;  R.P.E.  of  Ontario:  1906-12,  dftsman.  &  checker,  Canada  Foundry  Co.  Ltd.; 
1912-15,  part  interest  in  Hunter  Structural  Steel,  office,  shop  &  field;  1915-20,  dftsman. 
&  checker,  1920-35,  asst.  chief  dftsman.,  and  1935  to  date,  engrg.  design,  represent- 
ative Northern  Ontario,  Northwest  Quebec,  Dominion  Bridge  Co.  Ltd. 

References:  A.  H.  Harkness,  A.  Ross  Robertson,  W.  H.  M.  Laughlin,  D.  C.  Ten- 
nant, G.  P.  Wilbur. 

SMITH— DUNCAN  NORMAN,  of  Toronto,  Ont.  Born  at  Toronto,  Feb.  27th, 
1909;  Educ:  B.Sc  in  CE.,  Tri-State  College  of  Engrg.,  1932;  R.P.E.  of  Ontario; 
1927-30  &  1933-36,  dftsman.,  1936,  designer  &  estimator,  short  order  dept.,  and 
1937  to  date,  designer  &  estimator,  design  dept.,  Dominion  Bridge  Co.  Ltd.,  Toronto, 
Ont. 


References:  W.  H.  M.  Laughlin,  D.  C.  Tennant,  A.  R.  Robertson,  G.  P.  Wilbur 
C.  F.  Morrison,  M.  W.  Huggins. 

THORNE— EDWARD  CHARLES,  of  Knowlton,  Que.  Born  at  London,  England, 
June  27th,  1903;  Educ:  1921,  Polytechnic  Engineering  Institute  London;  1927, 
qualified  as  Capt.,  Royal  Engrs..,  School  of  Military  Engrg.,  Chatham,  England; 
1927,  qualified  as  Capt.,  R.C.E.,  Petawawa  Training  Centre;  1922-25,  ap'tice  with 
Crompton  &  Co.  Ltd.,  Chelmsford,  England,  mfrs.  of  elec.  apparatus;  1926-27, 
junior  engr.  in  head  office  of  same  company;  1927-28,  engrg.  investigator  staff, 
Hughes  Bros.  Ltd.,  company  promoters,  London;  1928-29,  manager,  London  office, 
Robert  Bright  Ltd.,  Cons.  Engrs.,  Coventry,  England;  1930-38,  mtce.  engr.,  operating 
dept..  Southern  Canada  Power  Co.  Ltd.  ;  1937-39,  raised  and  trained  19th  Field  Coy., 
R.C.E.  (N.P.A.M.);  1939-40,  Capt.  R.C.E.  Appointed  2nd  i/c  4th  Field  Coy., 
R.C.E.  (C.A.S.F.),  Montreal,  Overseas,  1939;  1940-41,  Major,  R.C.E.  Appointed 
Officer  Commanding  2nd  Field  Coy.,  R.C.E.  (C.A.S.F.),  Overseas. 

References:  A.  G.  L.  McNaughton,  C.S.L.  Hertzberg,  J.  P.  Mackenzie,  H.  Ken- 
nedy, J.  B.  Woodyatt,  P.  T.  Davies. 

WOOD— ERNEST  WILLIAM,  of  Esquimalt,  B.C.  Born  at  Southsea,  Hants, 
England,  Nov.  13th,  1905;  Educ:  1921-25,  Mechanical  Training  Establishment 
(Admiralty),  Portsmouth,  England.  Graduated  Dec.  1925;  Passed  Admiralty  Higher 
Educational  Tests  March,  1926.  Credits  in  six  subjects,  Colorado  State  College — 
summer  1937;  1921-25,  ap'tice  (fitter  &  turner),  Mechl.  Training  Establishment; 
1926-30,  engine  room  artificer,  Royal  Navy;  1930-40,  with  Provincial  Institute  of 
Technology  and  Art,  Calgary,  Alta.,  1930-36,  teaching  mech.  dfting.,  maths., 
physics,  app.  mechs.,  workshop  practice,  and  1936-40,  head  of  machine  shop  dept.; 
1940  (July-Sept.),  loaned  to  take  position  as  supervisor  of  Dominion  Provincial 
Youth  Training  Centre  at  Lethbridge  (under  War  Emergency  Training  Programme); 
Feb.  1941,  granted  leave  of  absence  for  duration.  Joined  the  R.C.N,  as  lecturer  in 
marine  engrg.  to  Sub.  Lieuts  (E),  and  at  present,  Lieutenant  (E),  R.C.N.  (T), 
Engineer  Officer  in  Charge,  Mechanical  Training  Establishment,  Esquimalt,  B.C. 

References:  B.  R.  Spencer,  A.  Higgins,  F.  N.  Rhodes,  J.  B.  deHart,  J.  H.  Ross. 

FOR  TRANSFER  FROM  JUNIOR 

EMERSON— ROBERT  ALTON,  of  Brandon,  Man.  Born  at  Plum  Coulee,  Man., 
April  12th,  1911;  Educ:  B.Sc.  (CE.),  Univ.  of  Man.,  1930;  Strathcona  Memorial 
Fellowship  in  Rly.  Transportation,  Yale  Univ.,  1933-34;  1931-32,  locating  engr., 
1934-35,  transitman,  Ontario  Dept.  of  Nor.  Development;  With  the  C.P.R.  as 
follows:  1928-30,  rodman  &  inspr.  of  rock  ballast;  1930  and  1935-39,  transitman, 
1939-41,  roadmaster,  and  at  present,  divn.  engr.  at  Brandon,  Man.  (St.  1929,  Jr. 
1932). 

References:  T.  E.  Price,  S.  C.  Wilcox,  K.  A.  Dunphy,  S.  T.  Lewis,  W.  D.  Hurst, 
P.  E.  Savage. 

FOR  TRANSFER  FROM  STUDENT 

BALDERSON— KENNETH  KINCADE,  of  Pointe-a-Pierre,  Trinidad.  Born  at 
Magrath,  Alta.,  Aug.  9th,  1917;  Educ:  B.Sc  (Elec),  Univ.  of  Alta.,  1939;  Feb. 
1940  to  date,  asst.  elec  engr.,  Trinidad  Leaseholds  Ltd.,  Pointe-a-Pierre,  Trinidad, 
B.W.I.  (St.  1939). 

References:  R.  W.  Emery,  W.  E.  Weatherbie,  A.  R.  Bonnell,  I.  F.  Morrison, 
W.  E.  Cornish. 

BRYDGES— ROBERT  JAMES,  of  478  Langside  St.,  Winnipeg,  Man.  Born  at 
Souris,  Man.,  Jan.  4th,  1917;  Educ:  B.Sc.  (Elec),  Univ.  of  Man.,  1938;  1936-37 
(summers),  signal  mtce.  work,  C.P.R. ;  1938-40,  student  apprentice  course,  A.  Rey- 
rolle  &  Co.  Ltd.,  Hebburn-on-Tyne,  England;  1940-41,  Northern  Electric  Co.  Ltd., 
Montreal,  power  apparatus  sales,  supply  sales,  wire  &  cable  manufacture;  At  present, 
wire  &  cable  sales  engr.  for  same  company  in  Winnipeg,  Man.  (St.  1938). 

References:  E.  P.  Fetherstonhaugh,  J.  W.  Dorsey,  G.  H.  Herriot,  W.  R.  Bunting, 
E.  S.  Braddell,  N.  L.  Morgan. 

NOWLAN— BRETE  CASSIUS,  Jr.,  of  5510  Queen  Mary  Road,  Montreal,  Que. 
Born  at  Montreal,  May  20th,  1914;  Educ:  B.Eng.  (Elec),  McGill  Univ.,  1937; 
R.P.E.  of  Que.;  1937-38,  student  engrs.  course,  and  1938  to  1940,  student  engr.  and 
asst.  engr.,  Montreal  divn.  plant  engrg.  office,  Bell  Telephone  Company  of  Canada; 
1940-41,  Lieut.,  R.C.C.S.  (A.F.),  at  present,  E  Section  Commander,  4th  Cdn.  Divn. 
Signals.  (St.  1937). 

References:  A.  B.  Hunt,  E.  Baty,  C.  V.  Christie,  R.  DeL.  French,  G.  A.  Wallace. 
H.  J.  Vennes.  .. 

SMILEY— DONALD  CHARLES,  of  357  Victoria  St.,  Kingston,  Ont.  Born  at 
Ottawa,  July  29th,  1917;  Educ:  B.Sc,  Queen'B  Univ.,  1940;  1940-41,  demonstrator, 
mech.  engrg.  dept.,  Queen's  Univ.;  May  1941  to  date,  instructor,  R.C.A.F.  Radio 
Detachment,  Queen's  University,  Kingston,  Ont.  (St.  1938). 

References:  D.  M.  Jemmett,  L.  M.  Arkley,  L.  T.  Rutledge,  D.  S.  Ellis,  J.  B.  Baty. 


THE  ENGINEERING  JOURNAL     December,  1941 


627 


Industrial  News 


AIR  RAID  SYRENS 

A  4-page  bulletin  No.  4110,  recently  issued 
by  Burlee  Limited,  Toronto,  Ont.,  features  the 
"Burlec-Carter"  syrens,  designed  by  Carters 
of  Nelson,  Lancashire,  England  and  now  built 
by  "Burlee"  in  Canada.  The  salient  features 
of  these  syrens  are  given. 

C-G-E  APPOINTMENT  AT 
PETERBORO  PLANT 

H.  A.  Gadd,  for  the  past  seven  years  man- 
ager of  Carboloy  and  Metals  Products  for 
Canadian  General  Electric  Co.,  Limited,  has 
been  appointed  assistant  general  superinten- 
dent of  the  company's  gun  carriage  plant  at 
Peterborough.  Mr.  Gadd' s  promotion  to  this 
responsible  position  comes  after  almost 
twenty  years  of  experience  with  Canadian 
General  Electric. 

CENTRALIZED  SYSTEM 
OF  LUBRICATION 

The  Farval  Corporation,  Cleveland,  Ohio, 
has  issued  an  8-page  bulletin,  Form  No.  167 
which,  under  the  title  "Why  Farval,"  des- 
cribes "Farval"  centralized  system  of  lubrica- 
tion. After  a  brief  comment  on  the  importance 
of  correct  lubrication  in  maintaining  high 
production  schedules,  the  booklet  deals  with 
the  simplicity  of  the  "Farval"  system, 
illustrates  its  component  parts,  and  charts 
12  distinct  savings  effected. 

DRILLING  MACHINES 

Canadian  Blower  &  Forge  Co.  Ltd.,  Kit- 
chener, Ont.,  feature  in  their  8-page  bulletin 
No.  2726-C,  the  "Buffalo"  No.  14,  high  speed 
sensitive  drilling  machines,  which  are  avail- 
able in  either  bench  or  pedestal  type  models, 
in  single  or  multiple  spindle  units.  Illustra- 
tions, dimensional  drawings  and  specifications 
are  given. 
CENTRAL  OFFICE  NOW  IN  TORONTO 

Canadian  Johns-Man  ville  Co.,  Limited  has 
moved  its  Canadian  headquarters  to  199  Bay 
Street,  in  downtown  Toronto.  This  office  was 
formerly  located  at  Leaside  where  the 
Toronto  district  warehouse  remains.  The 
telephone  number  of  the  new  offices  is 
Adelaide  9431. 

ELECTRICAL  EQUIPMENT 

In  a  62-page  looseleaf  catalogue,  E.  W. 
Playford  Limited,  Montreal,  Que.,  has  in- 
corporated information  covering  a  wide  range 
of  electrical  equipment  produced  by  manufac- 
turers for  whom  the  company  is  sales  repre- 
sentatives. Illustrations,  specifications  and 
other  data  are  included. 

ELECTRICAL  INSULATION 

Bulletin  No.  CG9.D,  20  pp.,  issued  by 
Fiberglas  Canada  Limited,  Oshawa,  Ont., 
describes  the  method  of  production  of 
"Fiberglas"  and  its  application  for  electrical 
insulation.  A  section  deals  with  the  electrical 
properties  of  "Fiberglas"  and  is  followed  by 
sections  on  insulating  tapes,  cordage,  braided 
sleeving,  and  varnished  or  impregnated 
materials  with  "Fiberglas"  base.  Illustra- 
tions, curves  and  specification  tables  are 
included. 
HOISTING  EQUIPMENT 

The  Yale  &  Towne  Mfg.  Co.  Canadian 
Div.,  St.  Catharines,  Ont.,  are  distributing  a 
44-page  Catalogue  dealing  with  hoisting 
equipment.  Introduced  by  a  comparison  of 
the  three  types  of  chain  hoists,  and  an  outline 
on  how  to  select  the  proper  type  of  hoisting 
equipment,  this  catalogue  is  really  a  "text 
book"  on  the  subject.  It  contains  a  large 
number  of  illustrations,  tables  and  specifica- 
tions with  details  of  design  and  characteristics 
covering  the  four  types  of  hoists — differential, 
spur-geared  and  screw-geared  and  various 
modified  types,  notably — clevis,  trolley,  rail 
hugger,  twin  hook  and  extended  wheel. 


Industrial     development  —  new   products  —  changes 
in     personnel    —   special    events   —   trade    literature 


REPRESENTATIVE  FOR  WINDSOR 
DISTRICT 

Railway  &  Power  Engineering  Corporation 
Limited  announce  the  appointment  of  E.  S. 
Mitchell,  President  and  General  Manager  of 
Windsor  Brass  Works  Limited,  as  Represen- 
tative in  Windsor,  Ont.,  district  of  Canadian 
Controllers  Limited. 

HEAVY  DUTY  PRODUCTION  DRILL 

"Buffalo"  No.  15  heavy  duty  production 
drill;  No.  T-15  tapping  machine;  and  acces- 
sories, are  dealt  with  in  the  recently  issued 
8-page  bulletin  No.  2963-D  of  Canadian 
Blower  &  Forge  Co.  Ltd.,  Kitchener,  Ont. 
Detailed  descriptions,  drawings  and  illustra- 
tions are  given  for  each.  The  accessories  in- 
clude a  slow  speed  attachment,  straight 
shank  adaptor  and  mortising  attachment. 

PRESIDENT  OF  B.  F.  GOODRICH 

G.  W.  Sawin  has  been  elected  President  of 
the  B.  F.  Goodrich  Rubber  Company  of 
Canada,  Limited,  which  position  was  pre- 
viously held  by  John  L.  Collyer  who  now 
becomes  Chairman  of  the  Canadian  Com- 
pany's Board  of  Directors  in  addition  to 
being  President  of  the  B.  F.  Goodrich  Com- 
pany, Akron,  U.S.A.  Mr.  Sawin  has  been  with 
the  company  for  over  twenty-nine  years  and 
was  Vice-President  and  General  Manager  for 
the  past  five  years. 

SWITCHGEAR 

Catalogue  No.  42,  250  pp.,  published  by 
Canadian  Line  Materials  Ltd.,  Scarboro 
Junction,  Ont.,  presents  well-illustrated  de- 
tails of  Canadian  Line  Materials  and  Delta- 
Star  products.  This  catalogue  includes  data 
on  outdoor  bus  supports  and  fittings,  switches 
and  fuse  mountings,  high  tension  switching 
equipment,  bus  bar  clamps,  pipe  structure 
fittings,  spool  insulator  cable  fittings,  indoor 
bus  supports  and  fittings,  indoor  switch  and 
fuse  mountings,  and  switchgear  control 
accessories. 

MANAGER  CARBOLOY  DIVISION 
OF  C-G-E 

Mr.  Charles  Neal  has  been  appointed  as 
manager  of  Carboloy  and  Metals  Products 
Division  of  Canadian  General  Electric  Co., 
Limited,  succeeding  Mr.  H.  A.  Gadd.  Mr. 
Neal  was  formerly  in  charge  of  sales  of  this 
product. 


FREQUENCY  CHANGER 

As  described  in  a  folder  issued  by  Milton- 
Thompson  Electric,  Toronto,  Ont.,  the 
"M.T.E."  induction  frequency  changer  is 
designed  to  furnish  3-phase,  60-cycle  current 
for  fluorescent  lighting,  motor  testing,  X-ray, 
etc.,  where  the  primary  source  is  3-phase, 
25-cycle.  These  frequency  changers  have  been 
supplied  in  capacities  from  1  to  150  Kv.a. 

DOUBLING  PLANT  CAPACITY 

Canada  Illinois  Tools  Ltd.,  177  Front  St. 
East,  Toronto,  manufacturers  of  metal- 
cutting  tools,  hacksaws  and  gauges,  are 
doubling  their  plant  capacity  to  take  better 
care  of  present  business  expansion.  It  is 
expected  that  the  increased  facilities  will  be  in 
operation  early  in  November. 

TEMPERATURE  AND  PRESSURE 
CONTROLLERS 

The  8-page  catalogue  No.  77-2  issued  by 
Minneapolis-Honeywell  Regulator  Co.  Ltd., 
Toronto,  Ont.,  emphasizes  the  fact  that 
"Automatic  control  stops  wasteful  hand 
regulations."  This  bulletin  describes  the 
company's  line  of  "Brown"  non-indicating 
air  operated  controllers  for  temperature  and 
pressure.  Illustrations,  sectional  and  dimen- 
sional drawings,  specifications  and  tables 
supply  complete  data  regarding  these  instru- 
ments. 

TUBE  CLEANERS  AND  EXPANDERS 

Affiliated  Engineering  Corps.  Ltd.,  Mont- 
real, Que.,  have  issued  a  16-page  catalogue 
devoted  to  the  products  of  the  Airetool  Mfg. 
Co.  of  Springfield,  Ohio.  This  publication 
describes  the  "Airetool"  tube  cleaners,  tube 
expanders  and  refinery  specialties.  Each 
type  is  thoroughly  described  and  illustrated 
and  is  accompanied  by  a  table  of  specifications. 

WORM  GEAR  SPEED  REDUCERS 

Cleveland  Worm  &  Gear  Co.,  Cleveland» 
Ohio,  has  issued  an  8-page  bulletin  designated 
as  Form  No.  150.  Entitled  "Background," 
this  booklet  reproduces  quotations  from  a 
series  of  letters  from  manufacturers  who  began 
purchasing  these  drives  15  to  20  years  ago. 
The  conditions  under  which  the  worm  gear 
driven  machinery  must  operate  in  each 
industry  are  described. 


Commenting  on  the 
telegram  reproduced 
herewith,  the  President 
of  the  Company,  Mr. 
W.  F.'  Angus,  said: 
"The  credit  goes  to  our 
employees.  I  am  sure 
the  Minister's  telegram 
will  spur  us  all  on  to 
even  greater  efforts. 
Right  now  the  Plant- 
is  far  ahead  of  original 
production  schedules." 


M-AAS  Of  UEFFVICE    SrMBOt 


XS£ 


with 
WESTERN  UNION 
TCLECRATH  CO. 

CftbU  Sur-l™. 
loillllM  World 
Moi 


PHONED 


Time/',' •**/  g- 


10    M0   MB    56    COUNT    DASH  standard  time 

OTTAWA   ONT    956AM    20   NOV 
D0MN    ENGRG   WORKS    LTD 

L0NGUEUIL    QUE 
I       HAVE   JUST      RECEIVED      »'0RD      THAT      THE      THOUSANDTH      ANTI-TANK      GUN 
HAS      BEEN      SENT      TO      THE       INSPECTION      BOARD      WISH      TO    EXTEND      MY 
SINCERE      THANKS      AND      APPRECIATION      FOR      THi      MOST      OUTSTANDING      PERFOR- 
MANCE  OF      THE      EMPLOYEES      AND      MANAGEMENT       IN    MAKING      THIS      ACHIEVEMENT 

POSSIBLE      WHICH      WILL      G'j    A      LONG      WAY       IN      HELPING      US      PRtShRVE 
DEMOCRACY      FOR      THE      WORLD 

C      D      HOWE 
1015AM 


628 


December,  1941     THE  ENGINEERING  JOURNAL 


—  LIE 


P^ 


Can